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EP1774166A1 - Device for the injection of fuel into the combustion chamber of an internal combustion engine - Google Patents

Device for the injection of fuel into the combustion chamber of an internal combustion engine

Info

Publication number
EP1774166A1
EP1774166A1 EP05769080A EP05769080A EP1774166A1 EP 1774166 A1 EP1774166 A1 EP 1774166A1 EP 05769080 A EP05769080 A EP 05769080A EP 05769080 A EP05769080 A EP 05769080A EP 1774166 A1 EP1774166 A1 EP 1774166A1
Authority
EP
European Patent Office
Prior art keywords
nozzle needle
nozzle
bore
throttle
control chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP05769080A
Other languages
German (de)
French (fr)
Other versions
EP1774166B1 (en
Inventor
Jaroslav Hlousek
Franz Guggenbichler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1774166A1 publication Critical patent/EP1774166A1/en
Application granted granted Critical
Publication of EP1774166B1 publication Critical patent/EP1774166B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0057—Means for avoiding fuel contact with valve actuator, e.g. isolating actuators by using bellows or diaphragms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively

Definitions

  • the invention relates to a device for injecting fuel into the combustion chamber of an internal combustion engine with an injector nozzle and a longitudinally displaceable in the injector nozzle needle, which is at least partially surrounded by a nozzle vestibule and to control their opening and closing movement of the in a fuel-filled control chamber prevailing pressure in the axial direction beauf ⁇ beat, wherein in the control chamber opens a lead and leads away from the control chamber a derivative, in which a Mag ⁇ net confuseventil is turned on, wherein the supply line to the control chamber via at least one bore of the nozzle needle is guided, which via a Inlet throttle is in communication with the nozzle antechamber.
  • Such a device has become known for example from EP 921301 Bl and US 2002/125339 Al.
  • Such devices which are also referred to as injectors, are frequently used for common rail systems for injecting diesel fuels into the combustion chamber of diesel engines and are usually designed so that the opening and closing of the injection cross sections takes place through a nozzle needle, which moves longitudinally displaceably in a nozzle body with a shaft leads is.
  • the control of the movement of the nozzle needle is carried out via a solenoid valve.
  • the nozzle needle is pressurized on both sides with the fuel pressure and by a pressure spring acting in the closing direction.
  • a control chamber is provided, in which fuel under pressure, the nozzle needle is acted upon in the closing direction and thus presses the nozzle needle on the needle seat or the valve seat.
  • the control valve which may be formed, for example, as a solenoid valve, releases a drain line leading away from the control chamber, so that the fuel pressure in the control chamber drops, whereupon the nozzle needle, against the force of the spring, is lifted off its seat by the fuel pressure impinging on the other side and in this way releases the passage of fuel to the injection openings.
  • the opening speed of the nozzle needle is determined by the difference between the flow in the supply line to the control chamber and the flow in the discharge from the control chamber, whereby a throttle is switched on both in the supply and in the discharge is, which determines the flow in each case.
  • both the supply line to the control chamber and the discharge from the control chamber are formed in an intermediate plate bounding the upper side of the control chamber and thus arranged in the immediate vicinity of the magnetic control valve.
  • Heavy oils have a high viscosity, the viscosity wo ⁇ heating to up to 15O 0 C is necessary in order to lower. This has the consequence that the injector is heated beyond the usual extent, which in particular leads to problems in the region of the solenoid valve.
  • due to the arrangement of the supply line to the control room and the discharge from the control room in the immediate vicinity of the solenoid valve there is a high heating and thus endangering or even destruction of this device.
  • a similar arrangement of the inlet throttle is also known from EP 1088985 Al.
  • another inlet throttle is provided in the nozzle needle.
  • the mode of operation is such that the central supply throttle is abruptly closed when opening the nozzle needle and thus becomes ineffective.
  • the inlet throttle is effective and the Schier ⁇ movement of the nozzle needle begins slowly until the radial flow to the inlet throttle over a sufficient cross-section is possible and thus a rapid needle closure.
  • the present invention now aims to arrange, in addition to the solution of the problems associated with the use of heavy oil, the supply line to the control room in such a way that a particularly simple structure can be realized and the control of the opening and closing movement of the nozzle needle can be optimized.
  • the invention provides that a further inlet throttle is provided between the control chamber and the nozzle antechamber whose passage cross section is variable and / or lockable during passage through at least a partial lift of the nozzle needle in response to the stroke of the nozzle needle, preferably the further Zu ⁇ run throttle when passing through at least a partial stroke of the nozzle needle open and outside this at least a partial stroke is closed.
  • a continuous influence on the passage cross-section of the further inlet throttle can be taken vor ⁇ at least during the passage of a partial stroke, so that the further inlet throttle when Chinese ⁇ at least a partial lift of the nozzle needle is opened and outside this at least a partial stroke is closed.
  • the influencing of the opening or closing movement of the nozzle needle can be carried out in various ways hiebei, wherein it is preferably provided that the wei ⁇ tere inlet throttle is opened from the open position of the nozzle needle aus ⁇ going over a partial stroke.
  • the inlet throttle is initially closed, starting from its closed position over a first partial stroke and is open over a further partial stroke up to the open position.
  • This means that the needle opening is delayed towards the end of the ⁇ réelles ⁇ movement, so that a striking of the nozzle needle to the intermediate plate with less impact force and thus the wear on the contact surfaces is reduced.
  • During the closing process of the nozzle needle results in a slower placement of the nozzle needle on the nozzle needle seat, which also brings less wear with it.
  • An inverted configuration in which the needle opening initially takes place slowly and subsequently accelerates can also bring advantages for a number of purposes, as will be described below with reference to an exemplary embodiment.
  • the training is developed such that the nozzle needle is guided in a control sleeve and the other Inlet throttle is formed by an opening into the bore of the nozzle needle throttle bore and an inlet bore in the control sleeve, the throttle bore and the inlet bore when passing through a partial stroke of the nozzle needle cover, where it is additionally provided that the inlet bore in an annular groove on the inner circumference the control sleeve opens and can be brought into coincidence with an annular groove, which is in communication with the throttle bore, on the outer circumference of the nozzle needle.
  • the axial movement of the nozzle needle relative to the control sleeve releases or closes off the further inlet nozzle.
  • control sleeve can have an inlet bore, which can be brought into coincidence with the throttle bore, or the throttle bore can interact directly with the lower edge of the control sleeve.
  • the design is such that the throttle bore opens into an annular groove on the outer circumference of the nozzle needle, which annular groove is closed after passing through a first partial stroke of the lower edge of the control sleeve.
  • FIG. 1 shows a cross section through an injector
  • FIG. 2 shows a partial cross-section in an enlarged view of the lower part of the injector in a modified embodiment
  • FIG. 3 shows the course of the needle stroke as a function of time at a time 4 shows a further modified embodiment of the injector
  • FIG. 5 shows the course of the needle stroke as a function of time according to the embodiment according to FIG. 4.
  • Fig. 1 shows the structure of an injector for a common rail injection system of large diesel engines.
  • the injector 1 comprises an injector body 2, a valve body 3, an intermediate plate 4 and an injector nozzle 5, which are held together by a nozzle retaining nut 6.
  • the injector nozzle 5 comprises a nozzle needle 7, which in the nozzle body of the injector nozzle 5 is guided longitudinally displaceable and has a plurality of open spaces through which 8 fuel can flow to the needle tip from the Düsenvorraum. During the opening movement of the nozzle needle 7, the fuel is injected via a plurality of injection openings 9 into the combustion chamber of the internal combustion engine.
  • the pressure prevailing in the control chamber 12 is decisive for the control of the movement of the nozzle needle.
  • the fuel inlet bore 13 the fuel pressure on the one hand becomes effective in the nozzle front chamber 8, where it exerts a force in the opening direction of the nozzle needle 7 via the pressure shoulder of the nozzle needle 7.
  • it acts via the bore 14 and the inlet throttle 15 in the control chamber 12 and, supported by the force of the compression spring 10, holds the nozzle needle 7 in its closed position.
  • the magnet armature 17 of the solenoid valve is pressed down by the compression spring 22 and presses the valve ball 25 into the ball seat 26 via the pressure pin 21, the lower base plate 23 and the ball plate 24 is arranged in the intermediate plate 4.
  • the upper bellows plate 29 is mounted on a dial 30 close to the valve body 3.
  • the metallic bellows 28 is sealingly fastened by welding or gluing to the upper 29 and lower bellows plate 23 and seals on the one hand between the solenoid valve chamber 31 and drainage chamber 32, on the other hand causes a reliable An ⁇ suppression between the pressure pin 21 and lower bellows plate 23rd
  • the armature 17 Upon completion of the actuation of the electromagnet 16, the armature 17 is pressed by the force of the compression spring 22 down and the valve ball 25 closes on the conical seat 26, the drainage path of the fuel through the outlet throttle 20.
  • the fuel pressure is rebuilt in the control chamber 12 and generates a closing force, which increases the hydraulic force on the pressure shoulder of Düsen ⁇ needle 7, reduced by the force of the compression spring 10, über ⁇ .
  • the nozzle needle 7 thereby closes the way to the injection openings 9 and terminates the injection process.
  • the inlet throttle 15 is not located in the intermediate plate 4 but is arranged in the nozzle needle 7. Together with the bore 14, it constitutes a permanently open connection between the nozzle front chamber 8 and the control chamber 12.
  • Fig. 2 shows a partial section in the region of the control sleeve 11 and the upper portion of the nozzle needle 7.
  • the nozzle needle 7 has in addition to the inlet throttle 15, a further inlet throttle 35, which opens into an annular groove 36 in the nozzle needle 7, which after passing through a partial stroke 40 of the nozzle needle 7 with the annular groove 37 in the control sleeve 11 korres ⁇ pondiert and thus on the inlet bore 38 in the Steuer ⁇ sleeve 11 an additional connection from the nozzle front chamber 8 to the control chamber 12 opens.
  • Fig. 3 shows the effect of this arrangement on the course of the needle stroke. It shows the needle movement over time.
  • the solid line shows the needle movement in an arrangement according to FIG.
  • FIG. 4 shows a further partial section in the region of the control sleeve 11 and of the upper region of the nozzle needle 7.
  • a ring-shaped element is located above the inlet throttle 15.
  • groove 36 connected to a controlled inlet throttle 39 arranged ange ⁇ which is closed after passing through a partial stroke 40 through the lower edge of the control sleeve 11.
  • the partial stroke 40 is smaller than the stroke of the nozzle needle 7 from the closed position to the open position.
  • FIG. 5 shows the effect of this arrangement on the needle movement. It comes during the passage of the partial stroke 40 of the nozzle needle 7 to a shallower increase 43 after the start of injection.
  • the closing process of the nozzle needle 7 only slow filling of the control chamber 12 occurs at first through the inlet throttle 15. After the controlled inlet throttle 39 has been released, the filling is accelerated more rapidly and the needle closing is accelerated. This causes a steeper drop in the needle movement 44 toward the end of the injection.
  • such a needle stroke pattern with its effect on the course of injection and thus on the combustion process is advantageous for consumption, noise and emissions.
  • An additional advantage of the illustrated arrangements lies in the reduction of the control quantity discharged without pressure into the fuel return.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

In a device for the injection of fuel into the combustion chamber of an internal combustion engine, including an injector nozzle ( 5 ) and a nozzle needle ( 7 ) guided in a longitudinally displaceable manner within the injector nozzle ( 5 ), which nozzle needle ( 7 ) is at least partially surrounded by a nozzle prechamber ( 8 ) and, for the control of its opening and closing movements, capable of being pressurized in the axial direction by the pressure prevailing in a control chamber ( 12 ) filled with fuel, a supply line runs into the control chamber ( 12 ) and a discharge line ( 19 ) in which a magnetic control valve ( 16 ) is arranged leads away from the control chamber ( 12 ). The supply line to the control chamber ( 12 ) is guided through at least one bore ( 14 ) of the nozzle needle ( 7 ), which communicates with the nozzle prechamber ( 8 ) via a supply throttle ( 15 ). Between the control chamber ( 12 ) and the nozzle prechamber ( 8 ) is arranged a further supply throttle ( 35 ), whose passage cross-section during the pass of at least a partial stroke of the nozzle needle ( 7 ) is changeable and/or closable as a function of the stroke of the nozzle needle ( 7 ).

Description

Vorrichtung zum Einspritzen von Kraftstoff in den Brennraum einer BrennkraftmaschineDevice for injecting fuel into the combustion chamber of an internal combustion engine
Die Erfindung betrifft eine Vorrichtung zum Einspritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine mit einer Injektordüse und einer in der Injektordüse längsverschieblich geführten Düsennadel, welche zumindest teilweise von einem Düsenvorraum umgeben ist und zur Steuerung ihrer Öffnungs- und Schließbewegung von dem in einem mit Kraftstoff gefüllten Steuerraum herrschenden Druck in axialer Richtung beauf¬ schlagbar ist, wobei in den Steuerraum eine Zuleitung mündet und vom Steuerraum eine Ableitung wegführt, in welche ein Mag¬ netsteuerventil eingeschaltet ist, wobei die Zuleitung zum Steuerraum über wenigstens eine Bohrung der Düsennadel geführt ist, welche über eine Zulaufdrossel mit dem Düsenvorraum in Verbindung steht.The invention relates to a device for injecting fuel into the combustion chamber of an internal combustion engine with an injector nozzle and a longitudinally displaceable in the injector nozzle needle, which is at least partially surrounded by a nozzle vestibule and to control their opening and closing movement of the in a fuel-filled control chamber prevailing pressure in the axial direction beauf¬ beat, wherein in the control chamber opens a lead and leads away from the control chamber a derivative, in which a Mag¬ netsteuerventil is turned on, wherein the supply line to the control chamber via at least one bore of the nozzle needle is guided, which via a Inlet throttle is in communication with the nozzle antechamber.
Eine derartige Vorrichtung ist beispielsweise aus der EP 921301 Bl und der US 2002/125339 Al bekannt geworden.Such a device has become known for example from EP 921301 Bl and US 2002/125339 Al.
Derartige auch als Injektoren bezeichnete Vorrichtungen werden häufig für Commonrailsysteme zum Einspritzen von Dieselkraft¬ stoffen in den Brennraum von Dieselmotoren verwendet und sind üblicherweise so ausgebildet, dass das Öffnen und Schließen der Einspritzquerschnitte durch eine Düsennadel erfolgt, die mit einem Schaft längsverschieblich in einem Düsenkörper ge¬ führt ist. Die Steuerung der Bewegung der Düsennadel wird über ein Magnetventil vorgenommen. Die Düsennadel wird beidseitig mit dem Kraftstoffdruck und durch eine in Schließrichtung wir- kende Druckfeder beaufschlagt. An der Düsennadelrückseite, d.h. der dem Düsennadelsitz abgewandten Seite der Düsennadel, ist ein Steuerraum vorgesehen, in welchem Kraftstoff unter Druck die Düsennadel in Schließrichtung beaufschlagt und damit die Düsennadel auf den Nadelsitz bzw. den Ventilsitz drückt.Such devices, which are also referred to as injectors, are frequently used for common rail systems for injecting diesel fuels into the combustion chamber of diesel engines and are usually designed so that the opening and closing of the injection cross sections takes place through a nozzle needle, which moves longitudinally displaceably in a nozzle body with a shaft leads is. The control of the movement of the nozzle needle is carried out via a solenoid valve. The nozzle needle is pressurized on both sides with the fuel pressure and by a pressure spring acting in the closing direction. At the nozzle needle back, i. the jet needle seat side facing away from the nozzle needle, a control chamber is provided, in which fuel under pressure, the nozzle needle is acted upon in the closing direction and thus presses the nozzle needle on the needle seat or the valve seat.
Das Steuerventil, welches beispielsweise als Magnetventil aus¬ gebildet sein kann, gibt eine vom Steuerraum wegführende Ab¬ leitung frei, sodass der Kraftstoffdruck im Steuerraum sinkt, worauf die Düsennadel entgegen der Kraft der Feder vom auf der anderen Seite anstehenden Kraftstoffdruck von ihrem Sitz ab¬ gehoben wird und auf diese Weise den Durchtritt von Kraftstoff zu den Einspritzöffnungen freigibt. Die Öffnungsgeschwindig- keit der Düsennadel wird durch den Unterschied zwischen dem Durchfluss in der Zuleitung zu dem Steuerraum und dem Durch- fluss in der Ableitung aus dem Steuerraum bestimmt, wobei so¬ wohl in der Zu- als auch in der Ableitung eine Drossel einge¬ schaltet ist, welche den Durchfluss jeweils bestimmt.The control valve, which may be formed, for example, as a solenoid valve, releases a drain line leading away from the control chamber, so that the fuel pressure in the control chamber drops, whereupon the nozzle needle, against the force of the spring, is lifted off its seat by the fuel pressure impinging on the other side and in this way releases the passage of fuel to the injection openings. The opening speed of the nozzle needle is determined by the difference between the flow in the supply line to the control chamber and the flow in the discharge from the control chamber, whereby a throttle is switched on both in the supply and in the discharge is, which determines the flow in each case.
Bei herkömmlichen Injektoren ist sowohl die Zuleitung zum Steuerraum als auch die Ableitung aus dem Steuerraum in einer die Oberseite des Steuerraums begrenzenden Zwischenplatte aus¬ gebildet und somit in unmittelbarer Nähe zum Magnetsteuerven- til angeordnet. Bei der Verwendung von Schweröl als Kraftstoff entsteht jedoch bei den herkömmlichen Injektoren eine Reihe von Schwierigkeiten. Schweröle haben eine hohe Viskosität, wo¬ bei zur Erniedrigung der Viskosität eine Aufheizung auf bis zu 15O0C notwendig ist. Dies hat zur Folge, dass der Injektor über das übliche Ausmaß hinaus aufgewärmt wird, was insbeson¬ dere im Bereich des Magnetventils zu Problemen führt. Insbe¬ sondere aufgrund der Anordnung der Zuleitung zum Steuerraum und der Ableitung aus dem Steuerraum in unmittelbarer Nähe zum Magnetventil kommt es zu einer hohen Aufheizung und damit zur Gefährdung oder sogar Zerstörung dieses Bauelementes. Deshalb ist bereits vorgeschlagen worden, die "Zuleitung zum Steuerraum über wenigstens eine Bohrung der Düsennadel zu führen, welche über eine Zulaufdrossel mit dem Düsenvorraum in Verbindung steht. Dadurch, dass nun die Zuleitung zum Steuerraum über we- nigstens eine Bohrung der Düsennadel geführt ist, wird der Steuerraum von unten mit Kraftstoff versorgt, d.h. von der Seite des Steuerraums, welche der Ableitung gegenüberliegt. Der Steuerraum wird somit in axialer Richtung durchströmt, so- dass sich verbesserte Strömungsverhältnisse ergeben. Dadurch, dass die Zuleitung zum Steuerraum nicht in der Zwischenplatte angeordnet ist, sondern über eine Bohrung der Düsennadel, wird die bei der Verwendung von Schweröl zu beobachtende Wärmeent- wicklung vom Bereich des Magnetsteuerventils ferngehalten und in den Bereich der Düsennadel verlegt, welche ohnehin mit dem aufgeheizten Schweröl in Kontakt steht. Die Bohrung der Düsennadel, über welche die Zuleitung zum Steuerraum geführt ist, steht hiebei über eine Zulaufdrossel mit dem Düsenvorraum in Verbindung, wodurch sich in der Folge eine Reihe von Opti¬ mierungsmöglichkeiten für die Steuerung der Öffnungs- und der Schließbewegung der Düsennadel ergeben.In conventional injectors, both the supply line to the control chamber and the discharge from the control chamber are formed in an intermediate plate bounding the upper side of the control chamber and thus arranged in the immediate vicinity of the magnetic control valve. However, the use of heavy fuel oil creates a number of difficulties with conventional injectors. Heavy oils have a high viscosity, the viscosity wo¬ heating to up to 15O 0 C is necessary in order to lower. This has the consequence that the injector is heated beyond the usual extent, which in particular leads to problems in the region of the solenoid valve. In particular, due to the arrangement of the supply line to the control room and the discharge from the control room in the immediate vicinity of the solenoid valve, there is a high heating and thus endangering or even destruction of this device. For this reason, it has already been proposed to guide the "supply line to the control chamber via at least one bore of the nozzle needle, which is connected to the nozzle antechamber via an inlet throttle." In that now the supply line to the control chamber is guided over at least one bore of the nozzle needle, the control chamber is supplied with fuel from below, ie from the side of the control chamber which is opposite to the discharge, thus flowing through the control chamber in the axial direction, resulting in improved flow conditions, in that the supply line to the control chamber is not arranged in the intermediate plate but via a bore of the nozzle needle, the heat emission to be observed when using heavy oil is winding away from the area of the magnetic control valve and laid in the region of the nozzle needle, which is in any case in contact with the heated heavy oil. The bore of the nozzle needle, via which the supply line is led to the control chamber, is connected via an inlet throttle to the nozzle front chamber, which results in a series of optimization possibilities for the control of the opening and closing movement of the nozzle needle.
Eine ähnliche Anordnung der Zulaufdrossel ist auch aus der EP 1088985 Al bekannt geworden. Neben einer zentralen Zulauf- drossel ist eine weitere Zulaufdrossel in der Düsennadel vor¬ gesehen. Die Funktionsweise ist derart, dass die zentrale Zu¬ laufdrossel beim Öffnen der Düsennadel schlagartig geschlossen und damit unwirksam wird. Zu Beginn der Schließbewegung der Düsennadel wird nur die Zulaufdrossel wirksam und die Schlie߬ bewegung der Düsennadel beginnt langsam bis der radiale Zu- fluss zur Zulaufdrossel über einen ausreichenden Querschnitt möglich ist und damit ein rascher Nadelschluss erfolgt.A similar arrangement of the inlet throttle is also known from EP 1088985 Al. In addition to a central inlet throttle, another inlet throttle is provided in the nozzle needle. The mode of operation is such that the central supply throttle is abruptly closed when opening the nozzle needle and thus becomes ineffective. At the beginning of the closing movement of the nozzle needle only the inlet throttle is effective and the Schlie߬ movement of the nozzle needle begins slowly until the radial flow to the inlet throttle over a sufficient cross-section is possible and thus a rapid needle closure.
Die vorliegende Erfindung zielt nun darauf ab, neben der Lösung der mit dem Einsatz von Schweröl verbundenen Problemen die Zuleitung zum Steuerraum derart anzuordnen, dass ein be¬ sonders einfacher Aufbau realisiert werden kann und die Steuerung der Öffnungs- und Schließbewegung der Düsennadel optimiert werden kann.The present invention now aims to arrange, in addition to the solution of the problems associated with the use of heavy oil, the supply line to the control room in such a way that a particularly simple structure can be realized and the control of the opening and closing movement of the nozzle needle can be optimized.
Zur Lösung dieser Aufgabe ist erfindungsgemäß vorgesehen, dass eine weitere Zulaufdrossel zwischen dem Steuerraum und dem Düsenvorraum vorgesehen ist, deren Durchlassquerschnitt während des Durchlaufens wenigstens eines Teilhubs der Düsennadel in Abhängigkeit vom Hub der Düsennadel veränderbar und/oder abschließbar ist, wobei vorzugsweise die weitere Zu¬ laufdrossel bei Durchlaufen wenigstens eines Teilhubs der Düsennadel geöffnet und außerhalb dieses wenigstens einen Teilhubs geschlossen ist. Durch das Vorsehen einer zu¬ sätzlichen Zulaufdrossel zum Steuerraum kann die in den Steu- erraum pro Zeiteinheit gelangende KraftStoffmenge reguliert werden, wobei eine Beeinflussung der Durchflussmenge in Abhän¬ gigkeit vom Hub der Düsennadel gelingt. Wenn mehr Kraftstoff pro Zeiteinheit in den Steuerraum fließt, wird bei gleichblei- bendem Abfluss aus dem Steuerraum die Bewegung der Düsennadel verlangsamt. Umgekehrt wird bei einem geringeren zusätzlichen Zufluss in den Steuerraum die Bewegung der Düsennadel be¬ schleunigt. Hierbei kann beispielsweise eine kontinuierliche Beeinflussung des Durchlassquerschnittes der weiteren Zulauf- drossel zumindest während des Durchlaufens eines Teilhubs vor¬ genommen werden, sodass die weitere Zulaufdrossel bei Durch¬ laufen wenigstens eines Teilhubs der Düsennadel geöffnet und außerhalb dieses wenigstens einen Teilhubs geschlossen ist. Die Beeinflussung der Öffnungs- bzw. Schließbewegung der Dü- sennadel kann hiebei in verschiedener Art und Weise vorge¬ nommen werden, wobei bevorzugt vorgesehen ist, dass die wei¬ tere Zulaufdrossel von der Offenstellung der Düsennadel aus¬ gehend über einen Teilhub geöffnet ist. Dies bedeutet, dass die Zulaufdrossel ausgehend von ihrer Schließstellung über einen ersten Teilhub zunächst geschlossen ist und über einen weiteren Teilhub bis zu der Offenstellung geöffnet ist. Dies bedeutet, dass die Nadelöffnung gegen Ende der Öffnungs¬ bewegung verzögert wird, sodass ein Anschlagen der Düsennadel an die Zwischenplatte mit geringerer Stoßkraft erfolgt und somit der Verschleiß an den Kontaktflächen verringert wird. Beim Schließvorgang der Düsennadel ergibt sich ein langsameres Aufsetzen der Düsennadel auf dem Düsennadelsitz, was ebenfalls einen geringeren Verschleiß mit sich bringt.To achieve this object, the invention provides that a further inlet throttle is provided between the control chamber and the nozzle antechamber whose passage cross section is variable and / or lockable during passage through at least a partial lift of the nozzle needle in response to the stroke of the nozzle needle, preferably the further Zu¬ run throttle when passing through at least a partial stroke of the nozzle needle open and outside this at least a partial stroke is closed. By providing an additional inlet throttle to the control room, the erraum per unit of time reaching KraftStoffmenge be regulated, with an influence on the flow rate as a function of the stroke of the nozzle needle succeeds. If more fuel per unit of time flows into the control room, the movement of the nozzle needle is slowed down with the same outflow from the control room. Conversely, with a smaller additional inflow into the control chamber, the movement of the nozzle needle is accelerated. In this case, for example, a continuous influence on the passage cross-section of the further inlet throttle can be taken vor¬ at least during the passage of a partial stroke, so that the further inlet throttle when Durch¬ at least a partial lift of the nozzle needle is opened and outside this at least a partial stroke is closed. The influencing of the opening or closing movement of the nozzle needle can be carried out in various ways hiebei, wherein it is preferably provided that the wei¬ tere inlet throttle is opened from the open position of the nozzle needle aus¬ going over a partial stroke. This means that the inlet throttle is initially closed, starting from its closed position over a first partial stroke and is open over a further partial stroke up to the open position. This means that the needle opening is delayed towards the end of the Öffnungs¬ movement, so that a striking of the nozzle needle to the intermediate plate with less impact force and thus the wear on the contact surfaces is reduced. During the closing process of the nozzle needle results in a slower placement of the nozzle needle on the nozzle needle seat, which also brings less wear with it.
Auch eine umgekehrte Ausbildung, bei welcher die Nadelöffnung zunächst langsam und in der Folge beschleunigt erfolgt, kann für eine Reihe von Zielsetzungen Vorteile bringen, wie anhand eines Ausführungsbeispieles weiter unten beschrieben werden wird.An inverted configuration in which the needle opening initially takes place slowly and subsequently accelerates can also bring advantages for a number of purposes, as will be described below with reference to an exemplary embodiment.
Mit Vorteil ist die Ausbildung derart weitergebildet, dass die Düsennadel in einer Steuerhülse geführt ist und die weitere Zulaufdrossel von einer in die Bohrung der Düsennadel mündende Drosselbohrung und einer Zulaufbohrung in der Steuerhülse gebildet wird, wobei die Drosselbohrung und die Zulaufbohrung bei Durchlaufen eines Teilhubs der Düsennadel in Deckung ge- langen, wobei ergänzend vorgesehen ist, dass die Zulaufbohrung in eine Ringnut am Innenumfang der Steuerhülse mündet und in Deckung mit einer mit der Drosselbohrung in Verbindung stehenden Ringnut am Außenumfang der Düsennadel bringbar ist. Bei dieser Ausbildung erfolgt durch die axiale Bewegung der Düsennadel relativ zur Steuerhülse eine Freigabe oder ein Ab¬ schließen der weiteren Zulaufdrossei. Dabei kann die Steuer¬ hülse eine Zulaufbohrung aufweisen, welche in Deckung mit der Drosselbohrung gebracht werden kann, oder es kann die Drosselbohrung unmittelbar mit der Unterkante der Steuerhülse zusammenwirken. Im letzteren Fall ist die Ausbildung derartig getroffen, dass die Drosselbohrung in eine Ringnut am Außen¬ umfang der Düsennadel mündet, welche Ringnut nach Durchlaufen eines ersten Teilhubs von der Unterkante der Steuerhülse ver¬ schlossen wird.Advantageously, the training is developed such that the nozzle needle is guided in a control sleeve and the other Inlet throttle is formed by an opening into the bore of the nozzle needle throttle bore and an inlet bore in the control sleeve, the throttle bore and the inlet bore when passing through a partial stroke of the nozzle needle cover, where it is additionally provided that the inlet bore in an annular groove on the inner circumference the control sleeve opens and can be brought into coincidence with an annular groove, which is in communication with the throttle bore, on the outer circumference of the nozzle needle. In this embodiment, the axial movement of the nozzle needle relative to the control sleeve releases or closes off the further inlet nozzle. In this case, the control sleeve can have an inlet bore, which can be brought into coincidence with the throttle bore, or the throttle bore can interact directly with the lower edge of the control sleeve. In the latter case, the design is such that the throttle bore opens into an annular groove on the outer circumference of the nozzle needle, which annular groove is closed after passing through a first partial stroke of the lower edge of the control sleeve.
Die Erfindung wird nachfolgend anhand eines in der Zeichnung schematisch dargestellten Ausführungsbeispieles näher er¬ läutert. In dieser zeigt Fig. 1 einen Querschnitt durch einen Injektor, Fig. 2 einen Teilquerschnitt in vergrößerter Dar- Stellung des unteren Teils des Injektors in einer abge¬ wandelten Ausbildung, Fig. 3 den Verlauf des Nadelhubes in Ab¬ hängigkeit von der Zeit bei einer Ausbildung gemäß Fig. 2, Fig. 4 eine weitere abgewandelte Ausbildung des Injektors und Fig. 5 den Verlauf des Nadelhubes in Abhängigkeit von der Zeit gemäß der Ausbildung nach Fig. 4.The invention will be explained in more detail below with reference to an exemplary embodiment shown schematically in the drawing. 1 shows a cross section through an injector, FIG. 2 shows a partial cross-section in an enlarged view of the lower part of the injector in a modified embodiment, FIG. 3 shows the course of the needle stroke as a function of time at a time 4 shows a further modified embodiment of the injector, and FIG. 5 shows the course of the needle stroke as a function of time according to the embodiment according to FIG. 4.
Fig. 1 zeigt den Aufbau eines Injektors für ein Common-Rail- Einspritzsystem von großen Dieselmotoren. Der Injektor 1 um- fasst einen Injektorkörper 2, einen Ventilkörper 3, eine Zwi- schenplatte 4 und eine Injektordüse 5, welche durch eine Düsenspannmutter 6 zusammengehalten werden. Die Injektordüse 5 umfasst eine Düsennadel 7, welche im Düsenkörper der Injektor- düse 5 längsverschieblich geführt ist und mehrere Freiflächen aufweist, durch welche aus dem Düsenvorraum 8 Kraftstoff zur Nadelspitze strömen kann. Bei der Öffnungsbewegung der Düsen¬ nadel 7 wird der Kraftstoff über mehrere Einspritzöffnungen 9 in den Brennraum der Brennkraftmaschine eingespritzt.Fig. 1 shows the structure of an injector for a common rail injection system of large diesel engines. The injector 1 comprises an injector body 2, a valve body 3, an intermediate plate 4 and an injector nozzle 5, which are held together by a nozzle retaining nut 6. The injector nozzle 5 comprises a nozzle needle 7, which in the nozzle body of the injector nozzle 5 is guided longitudinally displaceable and has a plurality of open spaces through which 8 fuel can flow to the needle tip from the Düsenvorraum. During the opening movement of the nozzle needle 7, the fuel is injected via a plurality of injection openings 9 into the combustion chamber of the internal combustion engine.
An der Düsennadel 7 befindet sich ein Bund, an welchem sich eine Druckfeder 10 abstützt, die mit ihrem oberen Ende eine Steuerhülse 11 gegen die Unterseite der Zwischenplatte 4 drückt. Die Steuerhülse 11, die obere Stirnfläche der Düsen¬ nadel 7 und die Unterseite der Zwischenplatte 4 begrenzen einen Steuerraum 12. Der im Steuerraum 12 herrschende Druck ist für die Steuerung der Bewegung der Düsennadel maßgeblich. Über die Kraftstoffzulaufbohrung 13 wird der Kraftstoffdruck einerseits im Düsenvorraum 8 wirksam, wo er über die Druck¬ schulter der Düsennadel 7 eine Kraft in Öffnungsrichtung der Düsennadel 7 ausübt. Andererseits wirkt er über die Bohrung 14 und die Zulaufdrossel 15 im Steuerraum 12 und hält, unter¬ stützt von der Kraft der Druckfeder 10, die Düsennadel 7 in ihrer Schließstellung.At the nozzle needle 7 is a collar on which a compression spring 10 is supported, which presses with its upper end a control sleeve 11 against the underside of the intermediate plate 4. The control sleeve 11, the upper end face of the nozzle needle 7 and the underside of the intermediate plate 4 delimit a control chamber 12. The pressure prevailing in the control chamber 12 is decisive for the control of the movement of the nozzle needle. By way of the fuel inlet bore 13, the fuel pressure on the one hand becomes effective in the nozzle front chamber 8, where it exerts a force in the opening direction of the nozzle needle 7 via the pressure shoulder of the nozzle needle 7. On the other hand, it acts via the bore 14 and the inlet throttle 15 in the control chamber 12 and, supported by the force of the compression spring 10, holds the nozzle needle 7 in its closed position.
Der Magnetanker 17 des Magnetventils wird in der Schlie߬ stellung des Injektors durch die Druckfeder 22 nach unten ge¬ drückt und presst über den Druckbolzen 21, die untere BaIg- platte 23 und die Kugelplatte 24 die Ventilkugel 25 in den Ke¬ gelsitz 26, der in der Zwischenplatte 4 angeordnet ist. Mit einer Verschraubung 27 wird die obere Balgplatte 29 über eine Einstellscheibe 30 dicht am Ventilkörper 3 montiert. Der metallische Federbalg 28 ist abdichtend durch Verschweißen oder Verkleben an oberer 29 und unterer Balgplatte 23 befes¬ tigt und dichtet einerseits zwischen Magnetventilraum 31 und Ablaufräum 32 ab, bewirkt anderseits eine zuverlässige An¬ drückung zwischen Druckbolzen 21 und unterer Balgplatte 23.In the closing position of the injector, the magnet armature 17 of the solenoid valve is pressed down by the compression spring 22 and presses the valve ball 25 into the ball seat 26 via the pressure pin 21, the lower base plate 23 and the ball plate 24 is arranged in the intermediate plate 4. With a screw 27, the upper bellows plate 29 is mounted on a dial 30 close to the valve body 3. The metallic bellows 28 is sealingly fastened by welding or gluing to the upper 29 and lower bellows plate 23 and seals on the one hand between the solenoid valve chamber 31 and drainage chamber 32, on the other hand causes a reliable An¬ suppression between the pressure pin 21 and lower bellows plate 23rd
Mit dem Ansteuern des Elektromagneten 16 wird der Magnetanker 17 samt dem mit ihm verbundenen Druckbolzen 21 angehoben und der Ventilsitz 26 geöffnet. Der Kraftstoff aus dem Steuerraum 12 strömt über die Ableitung 19 durch die Ablaufdrossel 20 und den offenen Ventilsitz 26 in den drucklosen, nicht dar¬ gestellten Ablaufkanal, was mit dem Absinken der hydraulischen Kraft auf die obere Stirnfläche der Düsennadel 7 zum Öffnen der Düsennadel 7 führt. Der Kraftstoff gelangt nun durch die Einspritzöffnungen 9 in den Brennraum des Motors. Im ge¬ öffneten Zustand der Injektordüse 5 fließt gleichzeitig Hoch¬ druckkraftstoff durch die Zulaufdrossel 15 in den Steuerraum 12 zu und über die Ablaufdrossel 20 eine größere Menge ab. Dabei wird die sogenannte Steuermenge drucklos in den Ablauf- kanal abgeführt, also zusätzlich zur Einspritzmenge aus dem Rail entnommen. Die Öffnungsgeschwindigkeit der Düsennadel 7 wird durch den Durchflussunterschied zwischen Zu- und Ablauf¬ drossel 15,20 bestimmt.With the driving of the electromagnet 16 of the armature 17 is raised together with the associated pressure pin 21 and the valve seat 26 is opened. The fuel from the control room 12 flows through the outlet 19 through the outlet throttle 20 and the open valve seat 26 in the non-pressurized, not dar¬ Asked drain channel, which leads to the lowering of the hydraulic force on the upper end face of the nozzle needle 7 to open the nozzle needle 7. The fuel now passes through the injection openings 9 into the combustion chamber of the engine. In the opened state of the injector nozzle 5, high-pressure fuel simultaneously flows through the inlet throttle 15 into the control chamber 12 and over the outlet throttle 20 a larger quantity. In this case, the so-called control amount is discharged without pressure into the drainage channel, ie taken from the rail in addition to the injection quantity. The opening speed of the nozzle needle 7 is determined by the flow difference between inlet and outlet throttle 15, 20.
Bei Beendigung der Ansteuerung des Elektromagneten 16 wird der Magnetanker 17 durch die Kraft der Druckfeder 22 nach unten gedrückt und die Ventilkugel 25 verschließt über den Kegelsitz 26 den Ablaufweg des Kraftstoffs durch die Ablaufdrossel 20. Über die Zulaufdrossel 15 wird im Steuerraum 12 wieder der Kraftstoffdruck aufgebaut und erzeugt eine Schließkraft, welche die hydraulische Kraft auf die Druckschulter der Düsen¬ nadel 7, vermindert um die Kraft der Druckfeder 10, über¬ steigt. Die Düsennadel 7 verschließt dadurch den Weg zu den Einspritzöffnungen 9 und beendet den Einspritzvorgang.Upon completion of the actuation of the electromagnet 16, the armature 17 is pressed by the force of the compression spring 22 down and the valve ball 25 closes on the conical seat 26, the drainage path of the fuel through the outlet throttle 20. About the inlet throttle 15, the fuel pressure is rebuilt in the control chamber 12 and generates a closing force, which increases the hydraulic force on the pressure shoulder of Düsen¬ needle 7, reduced by the force of the compression spring 10, über¬. The nozzle needle 7 thereby closes the way to the injection openings 9 and terminates the injection process.
Erfindungsgemäß befindet sich bei dem in Fig. 1 dargestellten Injektor die Zulaufdrossel 15 nicht in der Zwischenplatte 4 sondern ist in der Düsennadel 7 angeordnet. Sie stellt gemein- sam mit der Bohrung 14 eine ständig offene Verbindung zwischen dem Düsenvorraum 8 und dem Steuerraum 12 dar. Der Vorteil der Anordnung von Zulaufdrossel 15 und Ablaufdrossel 20 in unter¬ schiedlichen Bauelementen liegt in der einfacheren Anpassung an unterschiedliche Anforderungen von Motorkonzepten und im kostengünstigeren Austausch bei allfällig auftretendem Ver¬ schleiß an einer der beiden Drosselbohrungen. Fig. 2 zeigt einen Teilschnitt im Bereich der Steuerhülse 11 und des oberen Bereichs der Düsennadel 7. Die Düsennadel 7 weist zusätzlich zur Zulaufdrossel 15 eine weitere Zulauf¬ drossel 35 auf, die in eine Ringnut 36 in der Düsennadel 7 mündet, welche nach dem Durchfahren eines Teilhubes 40 der Düsennadel 7 mit der Ringnut 37 in der Steuerhülse 11 korres¬ pondiert und damit über die Zulaufbohrung 38 in der Steuer¬ hülse 11 eine zusätzliche Verbindung vom Düsenvorraum 8 zum Steuerraum 12 öffnet. Dadurch strömt mehr Kraftstoff in den Steuerraum 12 und die Öffnungsbewegung der Düsennadel 7 wird verlangsamt. Fig. 3 zeigt die Auswirkung dieser Anordnung auf den Verlauf des Nadelhubes. Es ist hier die Nadelbewegung über der Zeit dargestellt. Der durchgezogene Linienzug zeigt die Nadelbewegung bei einer Anordnung nach Fig. 1, der strich- lierte Linienzug jene bei der modifizierten Anordnung nach Fig. 2. Durch die Verzögerung des Nadelöffnens wird nach Zu¬ rücklegung des Teilhubes 40 ein flacherer Anstieg 41 der Nadelbewegung erreicht. Auch das Anschlagen der Düsennadel 7 an die Zwischenplatte 4 erfolgt mit geringerer Stoßkraft. Damit wird der Verschleiß an den Kontaktflächen vermindert. Eine weitere Wirkung der Anordnung besteht darin, dass nach dem Abschluss der gesteuerten Zulaufdrossel 35 beim Schlie߬ vorgang der Düsennadel 7 der KraftstoffZulauf zum Steuerraum 12 lediglich durch die Öffnung der Zulaufdrossel 15 erfolgt und damit der Schließvorgang verlangsamt wird. Die Auswirkung auf die Nadelbewegung zeigt die Linie des flacheren Abfalls 42 in Fig. 3. Dadurch kommt es zu einem sanfteren Aufsetzen der Düsennadel 7 auf dem Sitz, was auch an dieser Stelle den Ver¬ schleiß verringert. Der dargestellte Nadelbewegungsverlauf mit seiner Auswirkung auf den Einspritzverlauf ist bei vielen Brennraumformen von Motoren erwünscht, bei anderen zumindest nicht von Nachteil, und verlängert die Gebrauchsdauer von In¬ jektoren wesentlich.According to the invention, in the injector shown in FIG. 1, the inlet throttle 15 is not located in the intermediate plate 4 but is arranged in the nozzle needle 7. Together with the bore 14, it constitutes a permanently open connection between the nozzle front chamber 8 and the control chamber 12. The advantage of the arrangement of inlet throttle 15 and outlet throttle 20 in different components lies in the easier adaptation to different requirements of engine concepts and in the art less expensive replacement in case of any occurring Ver¬ wear on one of the two throttle holes. Fig. 2 shows a partial section in the region of the control sleeve 11 and the upper portion of the nozzle needle 7. The nozzle needle 7 has in addition to the inlet throttle 15, a further inlet throttle 35, which opens into an annular groove 36 in the nozzle needle 7, which after passing through a partial stroke 40 of the nozzle needle 7 with the annular groove 37 in the control sleeve 11 korres¬ pondiert and thus on the inlet bore 38 in the Steuer¬ sleeve 11 an additional connection from the nozzle front chamber 8 to the control chamber 12 opens. As a result, more fuel flows into the control chamber 12 and the opening movement of the nozzle needle 7 is slowed down. Fig. 3 shows the effect of this arrangement on the course of the needle stroke. It shows the needle movement over time. The solid line shows the needle movement in an arrangement according to FIG. 1, the dashed line in the case of the modified arrangement according to FIG. 2. Due to the delay of the needle opening, a flatter increase 41 of the needle movement is achieved after the partial stroke is relieved. Also, the striking of the nozzle needle 7 to the intermediate plate 4 is carried out with less impact force. This reduces the wear on the contact surfaces. A further effect of the arrangement is that, after the completion of the controlled inlet throttle 35 during the closing operation of the nozzle needle 7, the fuel feed to the control chamber 12 takes place only through the opening of the inlet throttle 15 and thus the closing process is slowed down. The effect on the needle movement shows the line of flatter waste 42 in Fig. 3. This results in a gentler touchdown of the nozzle needle 7 on the seat, which also reduces the Ver¬ wear at this point. The illustrated needle movement pattern with its effect on the injection curve is desirable in many combustion chamber shapes of engines, in others at least not disadvantageous, and extends the useful life of In¬ jektoren substantially.
Fig. 4 zeigt einen weiteren Teilschnitt im Bereich der Steuer¬ hülse 11 und des oberen Bereichs der Düsennadel 7. In der Düsennadel 7 ist hier oberhalb der Zulaufdrossel 15 eine Ring- nut 36, verbunden mit einer gesteuerten Zulaufdrossel 39 ange¬ ordnet, die nach dem Durchfahren eines Teilhubes 40 durch die Unterkante der Steuerhülse 11 verschlossen wird. Der Teilhub 40 ist dabei kleiner als der Hub der Düsennadel 7 von der Schließstellung bis zur Offenstellung. Durch diese Anordnung erfolgt der Öffnungsvorgang der Düsennadel 7 in der ersten Phase, also solange sowohl die Zulaufdrossel 15 wie auch die gesteuerte Zulaufdrossel 39 geöffnet sind, mit geringer Ge¬ schwindigkeit. Die Zulaufmenge zum Steuerraum ist ja nur ge- ringfügig kleiner als die Ablaufmenge durch die Ablaufdrossel 20. Nach dem Verschließen der Ringnut 36 und damit der Verbin¬ dung zur gesteuerten Zulaufdrossel 39 sinkt aber die Zulauf¬ menge deutlich ab und die Öffnungsgeschwindigkeit der Düsen¬ nadel 7 nimmt damit zu. Fig. 5 zeigt die Auswirkung dieser An- Ordnung auf die Nadelbewegung. Es kommt während des Durch- fahrens des Teilhubes 40 der Düsennadel 7 zu einem flacheren Anstieg 43 nach dem Spritzbeginn. Beim Schließvorgang der Düsennadel 7 erfolgt zuerst lediglich durch die Zulaufdrossel 15 eine langsame Befüllung des Steuerraums 12. Nach dem Frei- geben der gesteuerten Zulaufdrossel 39 erfolgt eine raschere Befüllung und das Nadelschließen wird beschleunigt. Dies bewirkt einen steileren Abfall der Nadelbewegung 44 zum Spritzende hin. Für zahlreiche Motoren ist ein derartiger Nadelhubverlauf mit seiner Auswirkung auf den Einspritzverlauf und damit auf den Verbrennungsablauf von Vorteil für Ver¬ brauch, Geräusch und Emissionen.4 shows a further partial section in the region of the control sleeve 11 and of the upper region of the nozzle needle 7. In the nozzle needle 7, a ring-shaped element is located above the inlet throttle 15. groove 36, connected to a controlled inlet throttle 39 arranged ange¬ which is closed after passing through a partial stroke 40 through the lower edge of the control sleeve 11. The partial stroke 40 is smaller than the stroke of the nozzle needle 7 from the closed position to the open position. By this arrangement, the opening operation of the nozzle needle 7 in the first phase, so long as both the inlet throttle 15 as well as the controlled inlet throttle 39 are opened, with low Ge speed. The inflow quantity to the control chamber is only slightly smaller than the outflow quantity through the outlet throttle 20. However, after closing the annular groove 36 and thus the connection to the controlled inflow throttle 39, the inflow quantity drops significantly and the opening speed of the nozzle needle decreases 7 increases with it. Fig. 5 shows the effect of this arrangement on the needle movement. It comes during the passage of the partial stroke 40 of the nozzle needle 7 to a shallower increase 43 after the start of injection. During the closing process of the nozzle needle 7, only slow filling of the control chamber 12 occurs at first through the inlet throttle 15. After the controlled inlet throttle 39 has been released, the filling is accelerated more rapidly and the needle closing is accelerated. This causes a steeper drop in the needle movement 44 toward the end of the injection. For many engines, such a needle stroke pattern with its effect on the course of injection and thus on the combustion process is advantageous for consumption, noise and emissions.
Ein zusätzlicher Vorteil der dargestellten Anordnungen liegt in der Reduzierung der drucklos in den Kraftstoffrücklauf ab- geführten Steuermenge. An additional advantage of the illustrated arrangements lies in the reduction of the control quantity discharged without pressure into the fuel return.

Claims

Patentansprüche: claims:
1. Vorrichtung zum Einspritzen von Kraftstoff in den Brenn¬ raum einer Brennkraftmaschine mit einer Injektordüse (5) und einer in der Injektordüse (5) längsverschieblich geführten Düsennadel (7) , welche zumindest teilweise von einem Düsenvor¬ raum (8) umgeben ist und zur Steuerung ihrer Öffnungs- und Schließbewegung von dem in einem mit Kraftstoff gefüllten Steuerraum (12) herrschenden Druck in axialer Richtung beauf- schlagbar ist, wobei in den Steuerraum (12) eine Zuleitung mündet und vom Steuerraum (12) eine Ableitung (19) wegführt, in welche ein Magnetsteuerventil (16) eingeschaltet ist, wobei die Zuleitung zum Steuerraum (12) über wenigstens eine Bohrung (14) der Düsennadel (7) geführt ist, welche über eine Zulauf- drossel (15) mit dem Düsenvorraum (8) in Verbindung steht, da¬ durch gekennzeichnet, dass eine weitere Zulaufdrossel (35) zwischen dem Steuerraum (12) und dem Düsenvorraum (8) vorge¬ sehen ist, deren Durchlassquerschnitt während des Durchlaufens wenigstens eines Teilhubs der Düsennadel (7) in Abhängigkeit vom Hub der Düsennadel (7) veränderbar und/oder abschließbar ist.1. An apparatus for injecting fuel into the Brenn¬ space of an internal combustion engine having an injector nozzle (5) and a longitudinally displaceable in the injector nozzle (5) guided nozzle needle (7), which is at least partially surrounded by a Düsenvor¬ space (8) and Control of its opening and closing movement of the in a fuel-filled control chamber (12) prevailing pressure in the axial direction acted beauf- beat, wherein in the control chamber (12) opens a supply line and from the control chamber (12) leads away a derivative (19), in which a solenoid control valve (16) is turned on, wherein the supply line to the control chamber (12) via at least one bore (14) of the nozzle needle (7) is guided, which via a supply throttle (15) with the nozzle front chamber (8) in connection stands, da¬ characterized in that a further inlet throttle (35) between the control chamber (12) and the nozzle antechamber (8) is seen vorge¬ whose passage cross-section during the passage w at least one Teilhubs the nozzle needle (7) in response to the stroke of the nozzle needle (7) is variable and / or lockable.
2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die weitere Zulaufdrossel (35) bei Durchlaufen wenigstens eines Teilhubs (40) der Düsennadel (7) geöffnet und außerhalb dieses wenigstens einen Teilhubs (40) geschlossen ist.2. Device according to claim 1, characterized in that the further inlet throttle (35) when passing through at least one partial stroke (40) of the nozzle needle (7) is opened and outside of this at least a partial stroke (40) is closed.
3. Vorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die weitere Zulaufdrossel (35) von der Offenstellung der Düsennadel (7) ausgehend über einen Teilhub (40) geöffnet ist.3. Apparatus according to claim 1 or 2, characterized in that the further inlet throttle (35) from the open position of the nozzle needle (7), starting over a partial stroke (40) is opened.
4. Vorrichtung nach Anspruch 1,2 oder 3, dadurch gekennzeich¬ net, dass die Düsennadel (7) in einer Steuerhülse (11) geführt ist und die weitere Zulaufdrossel (35) von einer in die Bohrung (14) der Düsennadel (7) mündende Drosselbohrung und einer Zulaufbohrung (38) in der Steuerhülse (11) gebildet wird, wobei die Drosselbohrung und die Zulaufbohrung (38) bei Durchlaufen eines Teilhubs (40) der Düsennadel (7) in Deckung gelangen.4. Apparatus according to claim 1,2 or 3, characterized gekennzeich¬ net, that the nozzle needle (7) is guided in a control sleeve (11) and the further inlet throttle (35) from one into the bore (14) of the nozzle needle (7). opening throttle bore and an inlet bore (38) in the control sleeve (11) is formed, wherein the throttle bore and the inlet bore (38) at Go through a Teilhubs (40) of the nozzle needle (7) cover.
5. Vorrichtung nach einem der Ansprüche 1 bis 4, dadurch ge- kennzeichnet, dass die Zulaufbohrung (38) in eine Ringnut (37) am Innenumfang der Steuerhülse (11) mündet und in Deckung mit einer mit der Drosselbohrung in Verbindung stehenden Ringnut (36) am Außenumfang der Düsennadel (7) bringbar ist.5. Device according to one of claims 1 to 4, character- ized in that the inlet bore (38) opens into an annular groove (37) on the inner circumference of the control sleeve (11) and in coincidence with an annular bore in communication with the annular groove (36 ) Can be brought on the outer circumference of the nozzle needle (7).
6. Vorrichtung nach einem der Ansprüche 1 bis 5, dadurch ge¬ kennzeichnet, dass die Drosselbohrung in eine Ringnut (36) am Außenumfang der Düsennadel (7) mündet, welche Ringnut (36) nach Durchlaufen eines ersten Teilhubs (40) von der Unterkante der Steuerhülse (11) verschlossen wird. 6. Device according to one of claims 1 to 5, characterized ge indicates that the throttle bore in an annular groove (36) on the outer circumference of the nozzle needle (7) opens, which annular groove (36) after passing through a first Teilhubs (40) from the lower edge the control sleeve (11) is closed.
EP05769080A 2004-08-06 2005-08-05 Device for the injection of fuel into the combustion chamber of an internal combustion engine Not-in-force EP1774166B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0135104A AT500774B8 (en) 2004-08-06 2004-08-06 DEVICE FOR INJECTING FUEL IN THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE
PCT/AT2005/000318 WO2006012665A1 (en) 2004-08-06 2005-08-05 Device for the injection of fuel into the combustion chamber of an internal combustion engine

Publications (2)

Publication Number Publication Date
EP1774166A1 true EP1774166A1 (en) 2007-04-18
EP1774166B1 EP1774166B1 (en) 2007-12-19

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ID=34973153

Family Applications (1)

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EP05769080A Not-in-force EP1774166B1 (en) 2004-08-06 2005-08-05 Device for the injection of fuel into the combustion chamber of an internal combustion engine

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US (1) US20080283634A1 (en)
EP (1) EP1774166B1 (en)
JP (1) JP4528829B2 (en)
KR (1) KR100875015B1 (en)
CN (1) CN1993545B (en)
AT (2) AT500774B8 (en)
DE (1) DE502005002312D1 (en)
WO (1) WO2006012665A1 (en)

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Also Published As

Publication number Publication date
AT500774A1 (en) 2006-03-15
JP2008509311A (en) 2008-03-27
WO2006012665A1 (en) 2006-02-09
CN1993545A (en) 2007-07-04
CN1993545B (en) 2010-06-16
EP1774166B1 (en) 2007-12-19
AT500774B8 (en) 2007-02-15
US20080283634A1 (en) 2008-11-20
KR20070059068A (en) 2007-06-11
JP4528829B2 (en) 2010-08-25
KR100875015B1 (en) 2008-12-19
ATE381671T1 (en) 2008-01-15
AT500774B1 (en) 2006-07-15
DE502005002312D1 (en) 2008-01-31

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