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EP2171257A1 - Control valve for a fuel injector and fuel injector - Google Patents

Control valve for a fuel injector and fuel injector

Info

Publication number
EP2171257A1
EP2171257A1 EP08760769A EP08760769A EP2171257A1 EP 2171257 A1 EP2171257 A1 EP 2171257A1 EP 08760769 A EP08760769 A EP 08760769A EP 08760769 A EP08760769 A EP 08760769A EP 2171257 A1 EP2171257 A1 EP 2171257A1
Authority
EP
European Patent Office
Prior art keywords
control valve
control
valve seat
sleeve
control sleeve
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
EP08760769A
Other languages
German (de)
French (fr)
Other versions
EP2171257B1 (en
Inventor
Stefan Haug
Nadja Eisenmenger
Hans-Christoph Magel
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 EP2171257A1 publication Critical patent/EP2171257A1/en
Application granted granted Critical
Publication of EP2171257B1 publication Critical patent/EP2171257B1/en
Active 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
    • 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
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • 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
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0077—Valve seat details
    • 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
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0078—Valve member details, e.g. special shape, hollow or fuel passages in the valve member
    • F02M63/008—Hollow valve members, e.g. members internally guided

Definitions

  • a fuel injector with a pressure-balanced control valve in the axial direction is known.
  • the control valve has an adjustable by means of an electromagnetic actuator in the axial direction between a closed position and an open position control sleeve which is guided on a, passing through the control sleeve guide pin.
  • the guide pin is formed integrally with a valve body on which the control valve seat is arranged for the control sleeve.
  • control valve seat is expensive to manufacture due to its poor accessibility and that a comparatively large minimum diameter of the guide pin for strength reasons must not be exceeded, since the supply of fuel from a control chamber via a provided in the valve body Outflow channel is performed, which is cut perpendicularly within the guide pin of transverse bores.
  • the invention is based on the idea of selecting the cone angle of the external truncated-cone-shaped control valve seat so that the stop slip of the sealing surface region of the control sleeve is minimized relative to the control valve seat or, in the optimum case, completely avoided.
  • the cone angle of the control valve seat is selected from a value range between about 120 ° and about 170 °, a positive effect with respect to minimizing the stop slip across the length of the control sleeve results.
  • This effect can be attributed to the fact that a cone angle of a value range between about 120 ° and about 170 °, depending on the dimensions and geometric design of the sealing surface having sealing surface.
  • a radially outwardly acting force component is induced in the sealing region of the control sleeve, which counteracts the Nachinneng faced the sealing area, as this is observed in a flat seat, counteracts.
  • a cone angle of 120 ° is not exceeded, it is achieved that the induced, radially outwardly acting force component is lower than in a conical control valve seat with a cone angle of 90 °, whereby, a (too large) radially outwardly acting, elastic deformation or movement of the control sleeve in its sealing area relative to the control valve seat is surprisingly avoided.
  • cone angle in the sense of the invention means the angle enclosed by two lateral surface sections (oblique sections) of the control valve seat located in a plane receiving the longitudinal central axis of the control valve seat.
  • the cone angle is the doubled angle between the lateral surface of the outer truncated cone-shaped control valve seat and the longitudinal center axis of the control valve seat.
  • control sleeve in which in the control sleeve only one on one of which the control erventilsitz having valve body, spaced component ab 100 pin is provided and the control sleeve is guided on its outer circumference.
  • control sleeve alternatively by means of a piezo actuator or an electromagnetic actuator between its closed position in which it rests on the control valve seat and a spaced from the control valve seat opening position in which the control chamber is hydraulically connected to a low pressure region of the injector, is adjustable.
  • an optimum cone angle of the control valve seat for the specific application has to be selected from the value range between approximately 120 ° and approximately 170 °. It has been found that cone angles from a value range between 130 ° and 170 ° are to be preferred. Especially preferred are cone angles from a value range between 140 ° and 170 °. In tests, particularly good results were achieved in the combination of a seat diameter (sealing diameter) of 2.5 mm and a cone angle of 140 °.
  • a cone angle from a range of values between 150 ° and 170 °, preferably from a range of values between 155 ° and 160 ° has been found.
  • a cone angle of the control valve seat of 160 ° is optimal.
  • an embodiment is advantageous in which the inner cone angle of the inner surface of the sealing surface (something) is greater than the cone angle of the outer frustum-shaped control valve seat.
  • the angular difference between the inner cone angle and the portion of the control sleeve having the sealing surface is selected from a value range between approximately 1 ° and approximately 10 °.
  • Particularly preferred is an inner cone angle greater by about 2 ° to 9 ° than the cone angle of the control valve seat.
  • Particularly optimized results with regard to the wear and tightness of the control valve in the closed state were achieved with an angle difference between the inner cone angle and the cone angle of the control valve seat from a value range between 3 ° and 6 °.
  • control valve as a pressure balanced in the axial direction valve, ie a valve on the control sleeve act in the closed state no directed in the axial direction, resulting adjustment forces.
  • This can be realized in particular by the fact that the sealing surface frontally adjacent to the inner peripheral wall of the control sleeve and extending from this in the radial direction outwards and in the axial direction, ie in the direction of the control valve seat.
  • the seat line with which the control sleeve interacts with the outer truncated cone-shaped control valve seat adjoins the inner circumference of the control sleeve.
  • the inner diameter of the sealing line corresponds to the inner diameter of the control sleeve.
  • an embodiment in which connects to the sealing surface having sealing area in the radial direction of an annular surface, preferably in an imaginary, transverse to the longitudinal extension of the control sleeve Ebe - ne is. It is within the scope of the development that this, the maximum extent of the sealing surface limiting annular surface with the transversely extending to the longitudinal extent of the control sleeve, imaginary plane includes an angle from a value range between about -20 ° and about + 20 °.
  • the invention also leads to a fuel injector for injecting fuel into a combustion chamber of an internal combustion engine.
  • This has a designed according to the concept of the invention, preferably in the axial direction pressure-balanced control valve with a control sleeve which cooperates with an outer truncated cone-shaped control valve seat having a cone angle from a value range between 120 ° and 170 °.
  • control valve By opening the control valve, ie by lifting the control sleeve from the Steuerven- tilsitz operatively connected to a one-piece or multi-part injection valve element control chamber is connected to an injector return, so that the fuel pressure in the control chamber drops rapidly and the injection valve element lifts from its valve seat and fuel through at least one nozzle hole opening can flow into the combustion chamber of the internal combustion engine.
  • the control sleeve is operatively connected to an anchor plate, ie integrally with this is formed or, in particular form-fitting, connected thereto, wherein the armature plate cooperates for adjusting the control sleeve with an electromagnetic actuator.
  • FIG. 1 shows a fragmentary view of a fuel injector with a control valve having a control sleeve
  • Fig. 2 an enlarged view of a possible embodiment of the control valve seat.
  • a common rail injector fuel injector formed with the fuel supply components is shown schematically in longitudinal section.
  • the fuel injector comprises a holding body 1 and a nozzle body 2, which are clamped together by a clamping nut 3.
  • a two-part injection valve element 3 is mounted longitudinally displaceable.
  • the injection valve element 3 consists of a Nozzle needle 4, which is arranged longitudinally displaceably in the nozzle body 2 and a control rod 5, which is arranged longitudinally displaceable within the holding body 1.
  • the nozzle needle 4 controls the opening of at least one injection opening 6 by its longitudinal movement.
  • the fuel is supplied to the injection openings 6 from the nozzle chamber 7, which surrounds the nozzle needle 4 and which can be filled with fuel at high pressure via an inlet channel 8. If the nozzle needle 10 moves away from the injection openings 6 and thus moves into its open position, fuel, essentially under rail pressure, is injected from the nozzle chamber 7 via the injection openings 6 into a combustion chamber of an internal combustion engine, not shown in the drawing. If, however, the nozzle needle 10 is in its closed position, i. in contact with a valve seat, the openings 6 are closed by the nozzle needle 4.
  • the control rod 5 is received in a longitudinal bore 9 within the holder body 1.
  • the control rod 5 is connected via a pressure piece 10 to the nozzle needle 4 within a low pressure chamber 11 which is connected via a channel, not shown, to the injector return, so that the control rod 5 moves synchronously with the nozzle needle 4 in the longitudinal direction.
  • the control rod 5 is surrounded by a closing spring 12, which is supported on the one hand in a paragraph on the holding body 1 and on the other hand on the pressure piece 10, so that by the force of the closing spring 12, the pressure piece 10 in the direction of the nozzle needle 4 and so that the nozzle needle 4 is subjected to force in its closed position.
  • a high-pressure pump 13 For supplying the fuel under high pressure, a high-pressure pump 13 is provided, which compresses the fuel from a reservoir 14 and a high-pressure accumulator 15 (Rail) supplies, in which the fuel is kept under high pressure. Via a high-pressure line 16 and a high-pressure port 17, which is formed on the fuel injector, the fuel under high pressure is supplied to the fuel injector and injected in the manner described via the injection openings 6 into the combustion chamber of the internal combustion engine.
  • control rod 5 With its end facing away from the nozzle needle 4, the control rod 5 defines a control chamber 18, which is connected via an inlet bore 19 with inlet throttle 20 to the inlet channel 8.
  • the control chamber 18 is connected via a predominantlyka- channel 21 with outlet throttle 22 with a pressure chamber 23.
  • the pressure chamber 23 is arranged radially within an adjustable in the axial direction of the control sleeve 24 of a control valve 25 (servo valve).
  • the control sleeve 24 acts with an outer truncated cone-shaped control valve seat 27 which is formed on a valve body 28.
  • a pressure pin 29 is arranged, which is designed as a separate component from the valve body 28 and which is supported in the axial direction in the drawing plane upwards on a component, not shown.
  • the pressure pin 29 is used in the embodiment shown to guide the control sleeve 24 in the axial direction. Additionally or alternatively, a guide for the control sleeve 24 may be provided on its outer periphery.
  • control sleeve 24 is integrally formed with an anchor plate 30 which cooperates with an electromagnetic actuator 31, which art, that the armature plate 30 and thus the control sleeve 24 are moved in energized electromagnetic actuator 31 in the plane up, so that fuel from the pressure chamber 23 in a low pressure region 32 of the fuel injector and from there to a return 33 can flow over the a later to be explained control amount of fuel is returned to the reservoir 14.
  • an electromagnetic actuator 31 which art
  • the electromagnetic actuator 31 of the control valve 35 is energized.
  • the control sleeve 24 lifts from its outer cone-truncated control valve seat 27, whereby fuel from the control chamber 18 through the drain passage 21 with outlet throttle 22 and the pressure chamber 23 radially between the lower end face of the control sleeve 24 and the control valve seat over in the low pressure region 32 and so that it can flow to the return 33.
  • the flow cross-sections of the outlet throttle 22 and the inlet throttle 20, via which further fuel flows into the control chamber 18, are matched to one another such that a net outflow (control quantity) of fuel into the low-pressure region 32 and from there into the return 33 results.
  • the pressure within the control chamber 18 decreases rapidly, whereby the injection valve element 3, supported by the high-pressure fuel in the nozzle chamber 7 in the axial direction in the plane moves upward and the fuel flow through the injection openings 6 in the combustion chamber of the internal combustion engine releases.
  • the energization of the electromagnetic actuator 31 is interrupted, so that the control sleeve 24 is moved by the control closing spring 34 to its control valve seat 27.
  • the pressure in the control chamber 18 increases rapidly, so that the injection valve element 3 moves downwards onto its valve seat in the drawing plane and thus interrupts the fuel flow through the injection openings 6.
  • a possible embodiment of the seat portion of the control valve 25 is shown enlarged.
  • the end-side sealing region 35 of the control sleeve 24 with its annular sealing surface 36 which cooperates with the outer truncated cone-shaped control valve seat 27.
  • the flow channel 21, from which fuel can flow from the control chamber into the pressure chamber 23, can also be seen.
  • the cone angle OC of the control valve seat 27 is about 120 ° in the embodiment shown. Preference is given to an even greater design of the cone angle, in particular of about 160 °.
  • the cone angle is formed by the lateral surface 37 of the control valve seat 27, more precisely by two lying in a longitudinal axis of the central axis L of the control valve seat receiving plane portions of the lateral surface 37.
  • the sealing surface 36 which cooperates with the lateral surface 37, lies on an inner conical section 26 with an inner cone angle ⁇ of approximately 125 ° in this exemplary embodiment. It is essential that the inner cone angle ⁇ of the annular sealing surface 36 having portion 26 which is arranged on the axial extension 38, (slightly) is greater than the cone angle OC of the outer frustoconical control valve seat 27th
  • the sealing surface 36 is arranged on an annular axial extension 38 on the end face of the control sleeve 24, wherein the sealing surface 36 extends directly from the inner circumference of the control sleeve 24 both in the radial and in the axial direction.
  • the axial extension 38 with the sealing surface 36 having inner cone-shaped portion 26 is radially outwardly slightly concave curved in an end face annular surface 39 of the control sleeve, wherein the annular surface 39 is located in a plane perpendicular to the longitudinal central axis L level.

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

The invention relates to a control valve (25) for a fuel injector having a control sleeve (24) delimiting a pressure chamber (23) and being movably supported in the longitudinal direction, wherein the control sleeve (24) has a sealing surface (36) at the face thereof, the sleeve using the surface to interact with a control valve seat (27) having an outside truncated cone shape and being configured on a valve body (28). The invention provides that the cone angle of the control valve seat (27) is selected from a value range between 120° and 170°. The invention further relates to a fuel injector.

Description

Beschreibungdescription

Titeltitle

Steuerventil für einen Kraftstoffinjektor sowie Kraftstof- finjektorControl valve for a fuel injector and fuel injector

Stand der TechnikState of the art

Die Erfindung betrifft ein Steuerventil für einen Kraftstoffinj ektor gemäß dem Oberbegriff des Anspruchs 1 sowie einen Kraftstoffinjektor gemäß Anspruch 10.The invention relates to a control valve for a fuel injector according to the preamble of claim 1 and a fuel injector according to claim 10.

Aus der EP 1 612 403 Al ist ein Kraftstoffinjektor mit einem in axialer Richtung druckausgeglichenen Steuerventil bekannt. Das Steuerventil weist eine mittels eines elektromagnetischen Aktuators in axialer Richtung zwischen einer Schließstellung und einer Öffnungsstellung verstellbare Steuerhülse auf, die an einem, die Steuerhülse durchsetzenden Führungsstift geführt ist. Dabei ist der Führungsstift einstückig mit einem Ventilkörper ausgebildet, an dem auch der Steuerventilsitz für die Steuerhülse angeordnet ist. Nachteilig bei dem bekannten Steuerventil ist es, dass der Steuerventilsitz aufgrund seiner schlechten Zugänglichkeit aufwendig zu fertigen ist und dass ein vergleichsweise gro- ßer minimaler Durchmesser des Führungsstiftes aus Festigkeitsgründen nicht unterschritten werden darf, da die Zuführung von Kraftstoff aus einer Steuerkammer über einen im Ventilkörper vorgesehenen Ablaufkanal erfolgt, der senkrecht innerhalb des Führungsstiftes von Querbohrungen ge- schnitten wird.From EP 1 612 403 A1, a fuel injector with a pressure-balanced control valve in the axial direction is known. The control valve has an adjustable by means of an electromagnetic actuator in the axial direction between a closed position and an open position control sleeve which is guided on a, passing through the control sleeve guide pin. In this case, the guide pin is formed integrally with a valve body on which the control valve seat is arranged for the control sleeve. A disadvantage of the known control valve is that the control valve seat is expensive to manufacture due to its poor accessibility and that a comparatively large minimum diameter of the guide pin for strength reasons must not be exceeded, since the supply of fuel from a control chamber via a provided in the valve body Outflow channel is performed, which is cut perpendicularly within the guide pin of transverse bores.

Als hausinterner Stand der Technik der Anmelderin ist ein optimiertes Steuerventil bekannt. Dieses, in axialer Rieh- tung ebenfalls druckausgeglichene Ventil weist eine Steuerhülse auf, die einen Druckstift umschließt, der den innerhalb der Steuerhülse angeordneten, mit der Steuerkammer verbundenen Druckraum in axialer Richtung abdichtet. Der Druckstift ist nicht einstückig mit dem Ventilkörper ausgebildet, an dem auch der Steuerventilsitz angeordnet ist, sondern als von dem Ventilkörper separates Bauteil, das sich in axialer Richtung an einem von dem Steuerventilsitz beabstandeten Injektorbauteil, insbesondere federkraftun- terstützt, abgestützt ist. Dies ermöglicht eine verbesserte Zugänglichkeit des Steuerventilsitzes und damit eine vereinfachte Fertigbarkeit . Zudem werden Festigkeitsprobleme vermieden. Bei Versuchen mit dem hausinternen Steuerventil wurde festgestellt, dass es sowohl bei einem als Kegelsitz ausgebildeten Steuerventilsitz mit einem Konuswinkel von 90° als auch bei einem als Flachsitz (Konuswinkel = 180°) ausgebildeten Steuerventilsitz beim Anschlagen der Steuerhülse am Steuerventilsitz zu einer Relativbewegung der Ventilhülse quer zu ihrer Längserstreckung relativ zu dem Steuerventilsitz kommt. Dabei wurde beobachtet, dass sich bei einem als Kegelsitz ausgebildeten Steuerventilsitz mit einem Konuswinkel von 90° der die Dichtfläche der Steuerhülse aufweisende Bereich der Steuerhülse elastisch radial nach außen verstellt, d.h. aufgeweitet wird, wohingegen es bei einem Flachsitz zu einer radialen Verstellung nach innen kommt. Dieser Schlupf zwischen Steuerhülse und Steuerventilsitz führt zu einem erhöhten Verschleiß an der Steuerhülse sowie am Steuerventilsitz und damit zur Bildung einer Druckstufe an der Steuerhülse, die eine unerwünschte in Öffnungsrichtung der Steuerhülse wirkende Kraft auf die Steuerhülse bewirkt. Offenbarung der Erfindung Technische AufgabeAs an in-house state of the art of the applicant, an optimized control valve is known. This, in axial flow tion likewise pressure-balanced valve has a control sleeve which encloses a pressure pin, which seals the valve disposed within the control sleeve, connected to the control chamber pressure chamber in the axial direction. The pressure pin is not integrally formed with the valve body on which the control valve seat is arranged, but as a separate component of the valve body, which is supported in the axial direction at a spaced from the control valve seat injector component, in particular spring assisted supported. This allows improved accessibility of the control valve seat and thus a simplified manufacturability. In addition, strength problems are avoided. In experiments with the in-house control valve has been found that there is a relative movement of the valve sleeve transversely in both a designed as a conical seat valve seat with a cone angle of 90 ° and a flat seat (cone angle = 180 °) control valve seat when striking the control sleeve on the control valve seat comes to its longitudinal extent relative to the control valve seat. It was observed that in a control valve seat formed as a conical seat with a cone angle of 90 ° of the sealing surface of the control sleeve having portion of the control sleeve elastically radially outwardly adjusted, ie expanded, whereas it comes in a flat seat to a radial adjustment inwards. This slip between the control sleeve and control valve seat leads to increased wear on the control sleeve and the control valve seat and thus to form a pressure step on the control sleeve, which causes an undesirable force acting in the opening direction of the control sleeve force on the control sleeve. DISCLOSURE OF THE INVENTION Technical Problem

Der Erfindung liegt die Aufgabe zugrunde, ein Steuerventil (Servoventil) vorzuschlagen, bei dem Verschleißerscheinungen minimiert sind. Ferner besteht die Aufgabe darin einen entsprechend optimierten Kraftstoffinjektor vorzuschlagen.The invention has for its object to provide a control valve (servo valve) are minimized in the wear phenomena. Furthermore, the object is to propose a correspondingly optimized fuel injector.

Technische LösungTechnical solution

Diese Aufgabe wird hinsichtlich des Steuerventils mit den Merkmalen des Anspruchs 1 und hinsichtlich des Kraftstoffinjektors mit den Merkmalen des Anspruchs 10 gelöst. Vorteilhafte Weiterbildungen der Erfindung sind in den Unter- ansprüchen angegeben. In den Rahmen der Erfindung fallen auch sämtliche Kombinationen aus zumindest zwei von in der Beschreibung, den Ansprüchen und/oder den Figuren offenbarten Merkmalen.This object is achieved in terms of the control valve with the features of claim 1 and with respect to the fuel injector with the features of claim 10. Advantageous developments of the invention are specified in the dependent claims. All combinations of at least two features disclosed in the description, the claims and / or the figures also fall within the scope of the invention.

Der Erfindung liegt der Gedanke zugrunde, den Konuswinkel des außenkegelstumpfförmigen Steuerventilsitzes so zu wählen, dass der Anschlagschlupf des Dichtflächenbereichs der Steuerhülse relativ zu dem Steuerventilsitz minimiert oder im Optimalfall vollständig vermieden wird. Es hat sich ü- berraschenderweise herausgestellt, dass, wenn der Konuswinkel des Steuerventilsitzes aus einem Wertebereich zwischen etwa 120° und etwa 170° gewählt wird ein positiver Effekt im Hinblick auf die Minimierung des Anschlagschlupfes quer zur Längserstreckung der Steuerhülse resultiert. Dieser Effekt kann darauf zurückgeführt werden, das durch einen Konuswinkel aus einem Wertebereich zwischen etwa 120° und etwa 170°, der je nach Dimensionierung und geometrischer Ausgestaltung des die Dichtfläche aufweisenden Dicht- bereichs der Steuerhülse gewählt werden muss, eine nach radial außen wirkende Kraftkomponente in den Dichtbereich der Steuerhülse induziert wird, die dem Nachinnengleiten des Dichtbereichs, wie dieser bei einem Flachsitz zu beobachten ist, entgegen wirkt. Dadurch, dass ein Konuswinkel von 120° nicht unterschritten wird, wird erreicht, dass die induzierte, nach radial außen wirkenden Kraftkomponente geringer ist als bei einem kegelförmigen Steuerventilsitz mit einem Konuswinkel von 90°, wodurch, eine (zu große) radial nach außen wirkende, elastische Verformung bzw. Bewegung der Steuerhülse in ihren Dichtbereich relativ zu dem Steuerventilsitz überraschenderweise vermieden wird. Unter Konuswinkel im Sinne der Erfindung ist dabei der Winkel zu verstehen, den zwei in einer die Längsmittelachse des Steu- erventilsitzes aufnehmenden Ebene liegenden Mantelflächenabschnitte (Schrägstrecken) des Steuerventilsitzes einschließen. Anders ausgedrückt, handelt es sich bei dem Konuswinkel um den verdoppelten Winkel zwischen der Mantelfläche des außenkegelstumpfförmigen Steuerventilsitzes und der Längsmittelachse des Steuerventilsitzes.The invention is based on the idea of selecting the cone angle of the external truncated-cone-shaped control valve seat so that the stop slip of the sealing surface region of the control sleeve is minimized relative to the control valve seat or, in the optimum case, completely avoided. Surprisingly, it has been found that, when the cone angle of the control valve seat is selected from a value range between about 120 ° and about 170 °, a positive effect with respect to minimizing the stop slip across the length of the control sleeve results. This effect can be attributed to the fact that a cone angle of a value range between about 120 ° and about 170 °, depending on the dimensions and geometric design of the sealing surface having sealing surface. Area of the control sleeve must be selected, a radially outwardly acting force component is induced in the sealing region of the control sleeve, which counteracts the Nachinnengleiten the sealing area, as this is observed in a flat seat, counteracts. The fact that a cone angle of 120 ° is not exceeded, it is achieved that the induced, radially outwardly acting force component is lower than in a conical control valve seat with a cone angle of 90 °, whereby, a (too large) radially outwardly acting, elastic deformation or movement of the control sleeve in its sealing area relative to the control valve seat is surprisingly avoided. The term "cone angle" in the sense of the invention means the angle enclosed by two lateral surface sections (oblique sections) of the control valve seat located in a plane receiving the longitudinal central axis of the control valve seat. In other words, the cone angle is the doubled angle between the lateral surface of the outer truncated cone-shaped control valve seat and the longitudinal center axis of the control valve seat.

Es liegt im Rahmen der Erfindung, dass die Steuerhülse an ihrem Innenumfang und/oder an ihrem Außenumfang geführt ist. Dabei kann zur Führung der Steuerhülse an ihrem Innen- umfang ein mit dem den Steuerventilsitz aufweisenden Bauteil einstückiger Führungsstift vorgesehen werden, der die Steuerhülse durchsetzt. Alternativ ist es denkbar, dass in der Steuerhülse ein Druckstift angeordnet ist, der als von dem den Steuerventilsitz aufweisenden Ventilkörper separa- tes Bauteil ausgebildet ist und der derart lagefest positioniert ist, dass er die Führung der Steuerhülse übernehmen kann. Bevorzugt ist eine Ausführungsform, bei der in der Steuerhülse lediglich ein sich an einem, von dem den Steu- erventilsitz aufweisenden Ventilkörper, beabstandeten Bauteil abstützender Druckstift vorgesehen ist und die Steuerhülse an ihrem Außenumfang geführt ist. Ferner liegt es im Rahmen der Erfindung die Steuerhülse alternativ mittels ei- nes Piezoaktuators oder eines elektromagnetischen Aktuators zwischen ihrer Schließstellung, in der sie am Steuerventilsitz anliegt und einer von dem Steuerventilsitz beabstandeten Öffnungsstellung, in der die Steuerkammer mit einem Niederdruckbereich des Injektors hydraulisch verbunden ist, verstellbar ist.It is within the scope of the invention that the control sleeve is guided on its inner circumference and / or on its outer circumference. In this case, to guide the control sleeve on its inner circumference a with the control valve seat having component integral guide pin can be provided, which passes through the control sleeve. Alternatively, it is conceivable that a pressure pin is arranged in the control sleeve, which is designed as a separate component from the valve body having the control valve seat and which is positioned so that it can take over the leadership of the control sleeve. Preferred is an embodiment in which in the control sleeve only one on one of which the control erventilsitz having valve body, spaced component abstützender pressure pin is provided and the control sleeve is guided on its outer circumference. Furthermore, it is within the scope of the invention, the control sleeve alternatively by means of a piezo actuator or an electromagnetic actuator between its closed position in which it rests on the control valve seat and a spaced from the control valve seat opening position in which the control chamber is hydraulically connected to a low pressure region of the injector, is adjustable.

Je nach geometrischer Ausgestaltung der Steuerhülse, insbesondere in ihrem die Dichtfläche aufweisenden Dichtbereich, muss ein für den konkreten Anwendungsfall optimaler Konus- winkel des Steuerventilsitzes aus dem Wertebereich zwischen etwa 120° und etwa 170° gewählt werden. Es hat sich herausgestellt, dass Konuswinkel aus einem Wertebereich zwischen 130° und 170° zu bevorzugen sind. Besonders zu bevorzugen sind Konuswinkel aus einem Wertebereich zwischen 140° und 170°. Dabei wurden in Versuchen besonders gute Ergebnisse bei der Kombination eines Sitzdurchmessers (Dichtdurchmessers) von 2,5 mm und einem Konuswinkel von 140° erzielt. Besonders vorteilhaft hat sich die Wahl eines Konuswinkels aus einem Wertebereich zwischen 150° und 170°, bevorzugt aus einem Wertebereich zwischen 155° und 160° herausgestellt. Insbesondere für einen Sitzdurchmesser (Dichtdurchmesser) von 1,8 mm ist ein Konuswinkel des Steuerventilsitzes von 160° optimal.Depending on the geometrical configuration of the control sleeve, in particular in its sealing area having the sealing surface, an optimum cone angle of the control valve seat for the specific application has to be selected from the value range between approximately 120 ° and approximately 170 °. It has been found that cone angles from a value range between 130 ° and 170 ° are to be preferred. Especially preferred are cone angles from a value range between 140 ° and 170 °. In tests, particularly good results were achieved in the combination of a seat diameter (sealing diameter) of 2.5 mm and a cone angle of 140 °. Particularly advantageous is the choice of a cone angle from a range of values between 150 ° and 170 °, preferably from a range of values between 155 ° and 160 ° has been found. In particular, for a seat diameter (sealing diameter) of 1.8 mm, a cone angle of the control valve seat of 160 ° is optimal.

Bevorzugt ist eine Ausführungsform, bei der die Dichtfläche, die mit dem außenkonusförmigen Steuerventilsitz zusammenwirkt, an einem innenkonusförmigen Stirnseitenabschnitt der Steuerhülse ausgebildet ist, die Dichtfläche also selbst innenkonusförmig ist. Hierdurch können Verschleißerscheinungen weiter minimiert werden.Preferred is an embodiment in which the sealing surface, which cooperates with the outer cone-shaped control valve seat is formed on an inner cone-shaped end side portion of the control sleeve, the sealing surface so itself is internally cone-shaped. As a result, signs of wear can be further minimized.

Zur Realisierung einer Dichtkante mit einer minimalen Radi- alerstreckung ist eine Ausführungsform von Vorteil, bei der der Innenkonuswinkel des die Dichtfläche aufweisenden Innenkonus (etwas) größer gewählt ist als der Konuswinkel des außenkegelstumpfförmigen Steuerventilsitzes .To realize a sealing edge with a minimal radial extension, an embodiment is advantageous in which the inner cone angle of the inner surface of the sealing surface (something) is greater than the cone angle of the outer frustum-shaped control valve seat.

Es hat sich als besonders vorteilhaft herausgestellt, wenn die Winkeldifferenz zwischen dem Innenkonuswinkel und dem die Dichtfläche aufweisenden Abschnitt der Steuerhülse aus einem Wertebereich zwischen etwa 1° und etwa 10° gewählt ist. Besonders bevorzugt ist ein um etwa 2° bis 9° größerer Innenkonuswinkel als der Konuswinkel des Steuerventilsitzes. Besonders optimierte Ergebnisse im Hinblick auf den Verschleiß und die Dichtigkeit des Steuerventils im geschlossenen Zustand wurden mit einer Winkeldifferenz zwischen Innenkonuswinkel und Konuswinkel des Steuerventilsit- zes aus einem Wertebereich wischen 3° und 6° erzielt.It has proved to be particularly advantageous if the angular difference between the inner cone angle and the portion of the control sleeve having the sealing surface is selected from a value range between approximately 1 ° and approximately 10 °. Particularly preferred is an inner cone angle greater by about 2 ° to 9 ° than the cone angle of the control valve seat. Particularly optimized results with regard to the wear and tightness of the control valve in the closed state were achieved with an angle difference between the inner cone angle and the cone angle of the control valve seat from a value range between 3 ° and 6 °.

Besonders bevorzugt ist eine Ausführungsform des Steuerventils als in axialer Richtung druckausgeglichenes Ventil, also eines Ventils, auf dessen Steuerhülse im geschlossenen Zustand keine in axialer Richtung gerichteten, resultierenden Verstellkräfte wirken. Dies kann insbesondere dadurch realisiert werden, dass die Dichtfläche stirnseitig unmittelbar an die innere Umfangswand der Steuerhülse angrenzt und sich von dieser in radialer Richtung nach außen sowie in axialer Richtung, also in Richtung des Steuerventilsitzes erstreckt. Anders ausgedrückt grenzt die Sitzlinie (Dichtlinie) , mit der die Steuerhülse mit dem außenkegelstumpfförmigen Steuerventilsitz zusammenwirkt an dem Innen- umfang der Steuerhülse. Der Innendurchmesser der Dichtlinie entspricht dabei dem Innendurchmesser der Steuerhülse.Particularly preferred is an embodiment of the control valve as a pressure balanced in the axial direction valve, ie a valve on the control sleeve act in the closed state no directed in the axial direction, resulting adjustment forces. This can be realized in particular by the fact that the sealing surface frontally adjacent to the inner peripheral wall of the control sleeve and extending from this in the radial direction outwards and in the axial direction, ie in the direction of the control valve seat. In other words, the seat line (sealing line) with which the control sleeve interacts with the outer truncated cone-shaped control valve seat adjoins the inner circumference of the control sleeve. The inner diameter of the sealing line corresponds to the inner diameter of the control sleeve.

Um die maximale Erstreckung der sich durch Verschleiß im Laufe der Zeit vergrößernden Dichtfläche zu begrenzen, ist eine Ausführungsform bevorzugt, bei der an den die Dichtfläche aufweisenden Dichtbereich in radialer Richtung eine Ringfläche anschließt, die bevorzugt in einer gedachten, quer zur Längserstreckung der Steuerhülse angeordneten Ebe- ne liegt. Dabei liegt es im Rahmen der Weiterbildung, dass diese, die maximale Erstreckung der Dichtfläche begrenzende Ringfläche mit der quer zur Längserstreckung der Steuerhülse verlaufenden, gedachten Ebene einen Winkel aus einem Wertebereich zwischen etwa -20° und etwa +20° einschließt.In order to limit the maximum extent of the widening due to wear over time sealing surface, an embodiment is preferred in which connects to the sealing surface having sealing area in the radial direction of an annular surface, preferably in an imaginary, transverse to the longitudinal extension of the control sleeve Ebe - ne is. It is within the scope of the development that this, the maximum extent of the sealing surface limiting annular surface with the transversely extending to the longitudinal extent of the control sleeve, imaginary plane includes an angle from a value range between about -20 ° and about + 20 °.

Die Erfindung führt auch auf einen Kraftstoffinjektor zum Einspritzen von Kraftstoff in einen Brennraum einer Brennkraftmaschine. Dieser weist ein nach dem Konzept der Erfindung ausgebildetes, vorzugsweise in axialer Richtung druck- ausgeglichenes Steuerventil mit einer Steuerhülse auf, die mit einem außenkegelstumpfförmigen Steuerventilsitz zusammenwirkt, der einen Konuswinkel aus einem Wertebereich zwischen 120° und 170° aufweist. Durch Öffnen des Steuerventils, also durch Abheben der Steuerhülse von dem Steuerven- tilsitz wird eine mit einem einstückig oder mehrteilig ausgebildeten Einspritzventilelement wirkverbundene Steuerkammer mit einem Injektorrücklauf verbunden, so dass der Kraftstoffdruck in der Steuerkammer rapide abfällt und das Einspritzventilelement von seinem Ventilsitz abhebt und Kraftstoff durch mindestens eine Düsenlochöffnung in den Brennraum der Brennkraftmaschine strömen kann. Dabei ist eine Ausführungsform bevorzugt, bei der die Steuerhülse mit einer Ankerplatte wirkverbunden ist, d.h. einstückig mit dieser ausgebildet oder, insbesondere formschlüssig, mit dieser verbunden ist, wobei die Ankerplatte zum Verstellen der Steuerhülse mit einem elektromagnetischen Aktuator zusammenwirkt .The invention also leads to a fuel injector for injecting fuel into a combustion chamber of an internal combustion engine. This has a designed according to the concept of the invention, preferably in the axial direction pressure-balanced control valve with a control sleeve which cooperates with an outer truncated cone-shaped control valve seat having a cone angle from a value range between 120 ° and 170 °. By opening the control valve, ie by lifting the control sleeve from the Steuerven- tilsitz operatively connected to a one-piece or multi-part injection valve element control chamber is connected to an injector return, so that the fuel pressure in the control chamber drops rapidly and the injection valve element lifts from its valve seat and fuel through at least one nozzle hole opening can flow into the combustion chamber of the internal combustion engine. In this case, an embodiment is preferred in which the control sleeve is operatively connected to an anchor plate, ie integrally with this is formed or, in particular form-fitting, connected thereto, wherein the armature plate cooperates for adjusting the control sleeve with an electromagnetic actuator.

Kurze Beschreibung der ZeichnungenBrief description of the drawings

Weitere Vorteile, Merkmale und Einzelheiten der Erfindung ergeben sich aus der nachfolgenden Beschreibung bevorzugter Ausführungsbeispiele sowie anhand der Zeichnungen. Diese zeigen in:Further advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the drawings. These show in:

Fig. 1: eine unvollständige Darstellung eines Kraftstoffinjektors mit einem eine Steuerhülse aufweisen- den Steuerventil und1 shows a fragmentary view of a fuel injector with a control valve having a control sleeve and FIG

Fig. 2: eine vergrößerte Darstellung einer möglichen Ausbildung des Steuerventilsitzes.Fig. 2: an enlarged view of a possible embodiment of the control valve seat.

Ausführungsformen der ErfindungEmbodiments of the invention

In den Figuren sind gleiche Bauteile und Bauteile mit der gleichen Funktion mit den gleichen Bezugszeichen gekennzeichnet .In the figures, the same components and components with the same function with the same reference numerals.

In Fig. 1 ist ein Common-Rail-Injektor ausgebildeter Kraftstoffinjektor mit den kraftstoffzuführenden Komponenten schematisch im Längsschnitt gezeigt. Der Kraftstoffinjektor umfasst einen Haltekörper 1 und einen Düsenkörper 2, die durch eine Spannmutter 3 miteinander verspannt sind. Innerhalb des Haltekörpers 1 und des Düsenkörpers 2 ist ein zweiteiliges Einspritzventilelement 3 längsverschieblich gelagert. Das Einspritzventilelement 3 besteht aus einer Düsennadel 4, die im Düsenkörper 2 längsverschieblich angeordnet ist und einer Steuerstange 5, die längsverschieblich innerhalb des Haltekörpers 1 angeordnet ist.In Fig. 1, a common rail injector fuel injector formed with the fuel supply components is shown schematically in longitudinal section. The fuel injector comprises a holding body 1 and a nozzle body 2, which are clamped together by a clamping nut 3. Within the holding body 1 and the nozzle body 2, a two-part injection valve element 3 is mounted longitudinally displaceable. The injection valve element 3 consists of a Nozzle needle 4, which is arranged longitudinally displaceably in the nozzle body 2 and a control rod 5, which is arranged longitudinally displaceable within the holding body 1.

Die Düsennadel 4 steuert durch ihre Längsbewegung die Öffnung wenigstens einer Einspritzöffnung 6. Der Kraftstoff wird den Einspritzöffnungen 6 aus dem Düsenraum 7 zugeführt, der die Düsennadel 4 umgibt und der über einen Zulaufkanal 8 mit Kraftstoff unter hohem Druck befüllbar ist. Bewegt sich die Düsennadel 10 von den Einspritzöffnungen 6 weg und fährt so in ihre Öffnungsposition, wird Kraftstoff, im Wesentlichen unter Rail-Druck stehend, aus dem Düsenraum 7 über die Einspritzöffnungen 6 in einen in der Zeichnung nicht dargestellten Brennraum einer Brennkraftmaschine ein- gespritzt. Befindet sich hingegen die Düsennadel 10 in ihrer Schließposition, d.h. in der Anlage an einem Ventilsitz, so werden die Öffnungen 6 durch die Düsennadel 4 verschlossen .The nozzle needle 4 controls the opening of at least one injection opening 6 by its longitudinal movement. The fuel is supplied to the injection openings 6 from the nozzle chamber 7, which surrounds the nozzle needle 4 and which can be filled with fuel at high pressure via an inlet channel 8. If the nozzle needle 10 moves away from the injection openings 6 and thus moves into its open position, fuel, essentially under rail pressure, is injected from the nozzle chamber 7 via the injection openings 6 into a combustion chamber of an internal combustion engine, not shown in the drawing. If, however, the nozzle needle 10 is in its closed position, i. in contact with a valve seat, the openings 6 are closed by the nozzle needle 4.

Die Steuerstange 5 ist in einer Längsbohrung 9 innerhalb des Haltekörpers 1 aufgenommen. Die Steuerstange 5 liegt über ein Druckstück 10 an der Düsennadel 4 innerhalb eines Niederdruckraums 11, der über einen nicht gezeigten Kanal mit dem Injektorrücklauf verbunden ist an, so dass sich die Steuerstange 5 synchron mit der Düsennadel 4 in Längsrichtung bewegt. An dem dem Düsenkörper 2 zugewandten Ende ist die Steuerstange 5 von einer Schließfeder 12 umgeben, die sich einerseits in einem Absatz am Haltekörper 1 abstützt und andererseits am Druckstück 10, so dass durch die Kraft der Schließfeder 12 das Druckstück 10 in Richtung der Düsennadel 4 und damit die Düsennadel 4 in ihre Schließposition kraftbeaufschlagt wird. Zur Zuführung des Kraftstoffs unter hohem Druck ist eine Hochdruckpumpe 13 vorgesehen, die den Kraftstoff aus einem Vorratsbehälter 14 verdichtet und einem Hochdruckspeicher 15 (Rail) zuführt, in welchem der Kraftstoff unter hohem Druck vorgehalten wird. Über eine Hochdruckleitung 16 und einen Hochdruckanschluss 17, der am Kraftstoffinjektor ausgebildet ist, wird der unter hohem Druck stehende Kraftstoff dem Kraftstoffinj ektor zugeführt und in der beschriebenen Weise über die Einspritzöffnungen 6 in den Brennraum der Brennkraftmaschine eingespritzt.The control rod 5 is received in a longitudinal bore 9 within the holder body 1. The control rod 5 is connected via a pressure piece 10 to the nozzle needle 4 within a low pressure chamber 11 which is connected via a channel, not shown, to the injector return, so that the control rod 5 moves synchronously with the nozzle needle 4 in the longitudinal direction. At the end facing the nozzle body 2, the control rod 5 is surrounded by a closing spring 12, which is supported on the one hand in a paragraph on the holding body 1 and on the other hand on the pressure piece 10, so that by the force of the closing spring 12, the pressure piece 10 in the direction of the nozzle needle 4 and so that the nozzle needle 4 is subjected to force in its closed position. For supplying the fuel under high pressure, a high-pressure pump 13 is provided, which compresses the fuel from a reservoir 14 and a high-pressure accumulator 15 (Rail) supplies, in which the fuel is kept under high pressure. Via a high-pressure line 16 and a high-pressure port 17, which is formed on the fuel injector, the fuel under high pressure is supplied to the fuel injector and injected in the manner described via the injection openings 6 into the combustion chamber of the internal combustion engine.

Mit seiner der Düsennadel 4 abgewandten Stirnseite begrenzt die Steuerstange 5 eine Steuerkammer 18, die über eine Zulaufbohrung 19 mit Zulaufdrossel 20 mit dem Zulaufkanal 8 verbunden ist. Die Steuerkammer 18 ist über einen Ablaufka- nal 21 mit Ablaufdrossel 22 mit einem Druckraum 23 verbunden. Der Druckraum 23 ist radial innerhalb einer in axialer Richtung verstellbaren Steuerhülse 24 eines Steuerventils 25 (Servoventil) angeordnet. Die Steuerhülse 24 wirkt mit einem außenkegelstumpfförmigen Steuerventilsitz 27, der an einem Ventilkörper 28 ausgebildet ist. Innerhalb der Steuerhülse 24 ist ein Druckstift 29 angeordnet, der als von dem Ventilkörper 28 separates Bauteil ausgebildet ist und der sich in axialer Richtung in der Zeichnungsebene nach oben an einem nicht gezeigten Bauteil abstützt. Der Druckstift 29 dient in dem gezeigten Ausführungsbeispiel zur Führung der Steuerhülse 24 in axialer Richtung. Zusätzlich oder alternativ kann eine Führung für die Steuerhülse 24 an ihrem Außenumfang vorgesehen werden.With its end facing away from the nozzle needle 4, the control rod 5 defines a control chamber 18, which is connected via an inlet bore 19 with inlet throttle 20 to the inlet channel 8. The control chamber 18 is connected via a Ablaufka- channel 21 with outlet throttle 22 with a pressure chamber 23. The pressure chamber 23 is arranged radially within an adjustable in the axial direction of the control sleeve 24 of a control valve 25 (servo valve). The control sleeve 24 acts with an outer truncated cone-shaped control valve seat 27 which is formed on a valve body 28. Within the control sleeve 24, a pressure pin 29 is arranged, which is designed as a separate component from the valve body 28 and which is supported in the axial direction in the drawing plane upwards on a component, not shown. The pressure pin 29 is used in the embodiment shown to guide the control sleeve 24 in the axial direction. Additionally or alternatively, a guide for the control sleeve 24 may be provided on its outer periphery.

In dem gezeigten Ausführungsbeispiel ist die Steuerhülse 24 einstückig mit einer Ankerplatte 30 ausgebildet, die mit einem elektromagnetischen Aktuator 31 zusammenwirkt, der- art, dass die Ankerplatte 30 und damit die Steuerhülse 24 bei bestromtem elektromagnetischen Aktuator 31 in der Zeichnungsebene nach oben bewegt werden, so dass Kraftstoff aus dem Druckraum 23 in einen Niederdruckbereich 32 des Kraftstoffinjektors und von dort aus zu einem Rücklauf 33 strömen kann, über den eine später noch zu erläuternde Steuermenge an Kraftstoff wieder dem Vorratsbehälter 14 zugeführt ist. Zum Schließen des Steuerventils 25 wird die Bestromung des elektromagnetischen Aktuators 31 unterbro- chen und eine Steuerschließfeder 34 drückt die Steuerhülse 24 in axialer Richtung in der Zeichnungsebene nach unten auf den Steuerventilsitz 27.In the embodiment shown, the control sleeve 24 is integrally formed with an anchor plate 30 which cooperates with an electromagnetic actuator 31, which art, that the armature plate 30 and thus the control sleeve 24 are moved in energized electromagnetic actuator 31 in the plane up, so that fuel from the pressure chamber 23 in a low pressure region 32 of the fuel injector and from there to a return 33 can flow over the a later to be explained control amount of fuel is returned to the reservoir 14. To close the control valve 25, the energization of the electromagnetic actuator 31 is interrupted and a control closing spring 34 presses the control sleeve 24 in the axial direction in the drawing plane down to the control valve seat 27th

Um einen Einspritzvorgang zu initiieren wird der elektro- magnetische Aktuator 31 des Steuerventils 35 bestromt. Hierdurch hebt die Steuerhülse 24 von ihrem außenkegel- stumpfförmigen Steuerventilsitz 27 ab, wodurch Kraftstoff aus der Steuerkammer 18 durch den Ablaufkanal 21 mit Ablaufdrossel 22 und den Druckraum 23 radial zwischen der un- teren Stirnseite der Steuerhülse 24 und dem Steuerventilsitz vorbei in den Niederdruckbereich 32 und damit zum Rücklauf 33 strömen kann. Dabei sind die Durchflussquerschnitte der Ablaufdrossel 22 und der Zulaufdrossel 20, ü- ber die weiterhin Kraftstoff in die Steuerkammer 18 nach- strömt, so aufeinander abgestimmt, dass ein Nettoabfluss (Steuermenge) von Kraftstoff in den Niederdruckbereich 32 und von dort aus in den Rücklauf 33 resultiert. In der Folge sinkt der Druck innerhalb der Steuerkammer 18 rapide ab, wodurch sich das Einspritzventilelement 3, unterstützt durch den unter Hochdruck stehenden Kraftstoff im Düsenraum 7 in axialer Richtung in der Zeichnungsebene nach oben bewegt und den Kraftstofffluss durch die Einspritzöffnungen 6 in den Brennraum der Brennkraftmaschine freigibt. Zum Beenden des Einspritzvorgangs wird die Bestromung des elektromagnetischen Aktuators 31 unterbrochen, so dass die Steuerhülse 24 von der Steuerschließfeder 34 auf ihren Steuerventilsitz 27 bewegt wird. Durch den durch die Zulaufdrossel 20 in die Steuerkammer 18 nachströmenden Kraftstoff steigt der Druck in der Steuerkammer 18 rapide an, so dass sich das Einspritzventilelement 3 auf seinen Ventilsitz in der Zeichnungsebene nach unten bewegt und den Kraftstofffluss durch die Einspritzöffnungen 6 somit unterbricht .To initiate an injection process, the electromagnetic actuator 31 of the control valve 35 is energized. As a result, the control sleeve 24 lifts from its outer cone-truncated control valve seat 27, whereby fuel from the control chamber 18 through the drain passage 21 with outlet throttle 22 and the pressure chamber 23 radially between the lower end face of the control sleeve 24 and the control valve seat over in the low pressure region 32 and so that it can flow to the return 33. The flow cross-sections of the outlet throttle 22 and the inlet throttle 20, via which further fuel flows into the control chamber 18, are matched to one another such that a net outflow (control quantity) of fuel into the low-pressure region 32 and from there into the return 33 results. As a result, the pressure within the control chamber 18 decreases rapidly, whereby the injection valve element 3, supported by the high-pressure fuel in the nozzle chamber 7 in the axial direction in the plane moves upward and the fuel flow through the injection openings 6 in the combustion chamber of the internal combustion engine releases. To end the injection process, the energization of the electromagnetic actuator 31 is interrupted, so that the control sleeve 24 is moved by the control closing spring 34 to its control valve seat 27. As a result of the fuel flowing in through the inlet throttle 20 into the control chamber 18, the pressure in the control chamber 18 increases rapidly, so that the injection valve element 3 moves downwards onto its valve seat in the drawing plane and thus interrupts the fuel flow through the injection openings 6.

In Fig. 6 ist eine mögliche Ausführung des Sitzbereichs des Steuerventils 25 vergrößert gezeigt. Zu erkennen ist die Steuerhülse 24, in der der Druckstift 29 aufgenommen ist und somit den von der Steuerhülse 24 radial außen begrenzten Druckraum 23 in axialer Richtung in der Zeichnungsebene nach oben abdichtet und die Druckkräfte aufnimmt. Zu erkennen ist ferner der stirnseitige Dichtbereich 35 der Steuer- hülse 24 mit seiner ringförmigen Dichtfläche 36, die mit dem außenkegelstumpfförmigen Steuerventilsitz 27 zusammenwirkt .In Fig. 6, a possible embodiment of the seat portion of the control valve 25 is shown enlarged. Evident is the control sleeve 24, in which the pressure pin 29 is received and thus the radially outwardly limited by the control sleeve 24 pressure chamber 23 in the axial direction in the plane of the drawing seals and absorbs the pressure forces. Evident is also the end-side sealing region 35 of the control sleeve 24 with its annular sealing surface 36, which cooperates with the outer truncated cone-shaped control valve seat 27.

Zu erkennen ist ferner der Ablaufkanal 21, aus dem Kraft- Stoff aus der Steuerkammer in den Druckraum 23 strömen kann. Der Konuswinkel OC des Steuerventilsitzes 27 beträgt in dem gezeigten Ausführungsbeispiel etwa 120°. Bevorzugt ist eine noch größere Ausbildung des Konuswinkels, insbesondere von etwa 160°. Der Konuswinkel wird gebildet von der Mantelfläche 37 des Steuerventilsitzes 27, genauer von zwei in einer die Längsmittelachse L des Steuerventilsitzes aufnehmenden Ebene liegenden Abschnitte der Mantelfläche 37. Durch die Wahl des Konuswinkels CC wird ein Schlupf beim Anschlagen der Steuerhülse 24 in radialer Richtung relativ zu dem Steuerventilsitz 27 zumindest weitgehend vermieden .The flow channel 21, from which fuel can flow from the control chamber into the pressure chamber 23, can also be seen. The cone angle OC of the control valve seat 27 is about 120 ° in the embodiment shown. Preference is given to an even greater design of the cone angle, in particular of about 160 °. The cone angle is formed by the lateral surface 37 of the control valve seat 27, more precisely by two lying in a longitudinal axis of the central axis L of the control valve seat receiving plane portions of the lateral surface 37. By selecting the cone angle CC is a slip when striking the control sleeve 24 in the radial direction relative to the control valve seat 27 at least largely avoided.

Wie sich ebenfalls aus Fig. 2 ergibt, liegt die Dichtfläche 36, die mit der Mantelfläche 37 zusammenwirkt auf einem in- nenkonusförmigen Abschnitt 26 mit einem Innenkonuswinkel ß von in diesem Ausführungsbeispiel etwa 125°. Wesentlich ist, dass der Innenkonuswinkel ß des die ringförmige Dicht- fläche 36 aufweisenden Abschnitts 26, der an dem Axialfortsatz 38 angeordnet ist, (etwas) größer ist als der Konuswinkel OC des außenkegelstumpfförmigen Steuerventilsitzes 27.As is also apparent from FIG. 2, the sealing surface 36, which cooperates with the lateral surface 37, lies on an inner conical section 26 with an inner cone angle β of approximately 125 ° in this exemplary embodiment. It is essential that the inner cone angle β of the annular sealing surface 36 having portion 26 which is arranged on the axial extension 38, (slightly) is greater than the cone angle OC of the outer frustoconical control valve seat 27th

Zu erkennen ist ferner, dass die Dichtfläche 36 an einem ringförmigen Axialfortsatz 38 an der Stirnseite der Steuerhülse 24 angeordnet ist, wobei sich die Dichtfläche 36 unmittelbar ausgehend vom Innenumfang der Steuerhülse 24 sowohl in radialer als auch in axialer Richtung erstreckt. Der Axialfortsatz 38 mit dem die Dichtfläche 36 aufweisenden innenkonusförmigen Abschnitt 26 geht radial nach außen leicht konkav gekrümmt in eine stirnseitige Ringfläche 39 der Steuerhülse über, wobei die Ringfläche 39 in einer senkrecht zur Längsmittelachse L verlaufenden Ebene liegt. Hierdurch wird die maximale Erstreckung, der sich durch Verschleiß vergrößernden Dichtfläche 36 begrenzt. It can also be seen that the sealing surface 36 is arranged on an annular axial extension 38 on the end face of the control sleeve 24, wherein the sealing surface 36 extends directly from the inner circumference of the control sleeve 24 both in the radial and in the axial direction. The axial extension 38 with the sealing surface 36 having inner cone-shaped portion 26 is radially outwardly slightly concave curved in an end face annular surface 39 of the control sleeve, wherein the annular surface 39 is located in a plane perpendicular to the longitudinal central axis L level. As a result, the maximum extent, which is limited by wear increasing sealing surface 36.

Claims

Ansprüche claims 1. Steuerventil für einen Kraftstoffinjektor mit einer Steuerhülse (24), die einen Druckraum (23) begrenzt und die in Längsrichtung beweglich gelagert ist, wobei die Steuerhülse (24) an ihrer Stirnseite eine Dichtfläche (36) aufweist, mit der sie mit einem an einem Ventilkörper (28) ausgebildeten, außenkegelstumpfförmigen Steuerventilsitz (27) zusammenwirkt,1. Control valve for a fuel injector with a control sleeve (24) which defines a pressure chamber (23) and which is movably mounted in the longitudinal direction, wherein the control sleeve (24) has on its front side a sealing surface (36) with which it with a a valve body (28) formed, outer truncated cone-shaped control valve seat (27) cooperates, dadurch gekennzeichnet,characterized, dass der Konuswinkel des Steuerventilsitzes (27) aus einem Wertebereich zwischen 120° und 170° gewählt ist.the cone angle of the control valve seat (27) is selected from a value range between 120 ° and 170 °. 2. Steuerventil nach Anspruch 1, dadurch gekennzeichnet, dass der Konuswinkel des Steuerventilsitzes (27) aus einem Wertebereich zwischen 130° und 170°, insbesondere aus einem Wertebereich zwischen 140° und 170°, vorzugsweise aus einem Wertebereich zwischen 150° und 170°, insbesondere bevorzugt zwischen 155° und 165° gewählt ist .2. Control valve according to claim 1, characterized in that the cone angle of the control valve seat (27) from a value range between 130 ° and 170 °, in particular from a value range between 140 ° and 170 °, preferably from a value range between 150 ° and 170 °, more preferably selected between 155 ° and 165 °. 3. Steuerventil nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass der Konuswinkel etwa 160° beträgt.3. Control valve according to one of claims 1 or 2, characterized in that the cone angle is about 160 °. 4. Steuerventil nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die Dichtfläche (36) an einem innenkonusförmigen Abschnitt (26) der Steuerhülse (24) ausgebildet ist. 4. Control valve according to one of claims 1 to 3, characterized in that the sealing surface (36) on an inner cone-shaped portion (26) of the control sleeve (24) is formed. 5. Steuerventil nach Anspruch 4, dadurch gekennzeichnet, dass der Innenkonuswinkel des die Dichtfläche (36) aufweisenden Abschnittes (26) größer ist als der Konuswin- kel des Steuerventilsitzes (27).5. Control valve according to claim 4, characterized in that the inner cone angle of the sealing surface (36) having portion (26) is greater than the Konuswin- angle of the control valve seat (27). 6. Steuerventil nach Anspruch 5, dadurch gekennzeichnet, dass der Innenkonuswinkel um einen Winkel aus einem Wertebereich zwischen 1° und 10°, insbesondere zwischen 2° und 9°, vorzugsweise zwischen 3° und 6°, größer ist als der Konuswinkel des Steuerventilsitzes (27) .6. Control valve according to claim 5, characterized in that the inner cone angle at an angle from a value range between 1 ° and 10 °, in particular between 2 ° and 9 °, preferably between 3 ° and 6 °, is greater than the cone angle of the control valve seat ( 27). 7. Steuerventil nach einem der Ansprüche 4 bis 6, dadurch gekennzeichnet, dass die Dichtfläche (36) an die innere Umfangswand der Steuerhülse (24) angrenzt und sich von dieser nach radial außen und in axialer Richtung erstreckt.7. Control valve according to one of claims 4 to 6, characterized in that the sealing surface (36) adjacent to the inner peripheral wall of the control sleeve (24) and extending from this radially outward and in the axial direction. 8. Steuerventil nach einem der Ansprüche 4 bis 7, dadurch gekennzeichnet, dass die Dichtfläche (36) an einem stirnseitigen, ringförmigen Axialfortsatz (38) der Steuerhülse (24) angeordnet ist an den radial nach außen eine Ringfläche (39) anschließt, die quer zur Längserstreckung der Steuerhülse (24) verläuft oder mit einer gedachten quer zur Längserstreckung der Steuerhülse (24) angeordneten Ebene einen Winkel aus einem Bereich zwischen -20° und + 20° einschließt.8. Control valve according to one of claims 4 to 7, characterized in that the sealing surface (36) on an end-side, annular axial extension (38) of the control sleeve (24) is arranged on the radially outwardly an annular surface (39) connects, the transversely extends to the longitudinal extent of the control sleeve (24) or with an imaginary transverse to the longitudinal extent of the control sleeve (24) arranged level includes an angle from a range between -20 ° and + 20 °. 9. Steuerventil nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Steuerhülse (24), wenn diese am Steuerventilsitz (27) anliegt, in axialer Richtung druckausgeglichen ist.9. Control valve according to one of the preceding claims, characterized that the control sleeve (24) when it rests against the control valve seat (27), is pressure balanced in the axial direction. 10. Kraftstoffinjektor zum Einspritzen von Kraftstoff in einen Brennraum einer Brennkraftmaschine, insbesondere Common-Rail-Injektor, mit einem Steuerventil (25) nach einem der Ansprüche 1 bis 10, mit dem der Kraftstoffdruck in einer mit einer mit einem Einspritzventilele- ment (3) wirkverbundenen Steuerkammer (18) beeinflussbar ist, wobei das Einspritzventilelement (3) in Abhängigkeit des Kraftstoffdruckes in der Steuerkammer (18) zwischen einer Schließstellung und einer den Kraftstofffluss in den Brennraum freigebenden Öffnungsstel- lung verstellbar ist. 10. A fuel injector for injecting fuel into a combustion chamber of an internal combustion engine, in particular a common rail injector, with a control valve (25) according to one of claims 1 to 10, with the fuel pressure in one with an injection valve element (3) operatively connected control chamber (18) can be influenced, wherein the injection valve element (3) is adjustable in dependence on the fuel pressure in the control chamber (18) between a closed position and the fuel flow in the combustion chamber releasing opening position.
EP08760769A 2007-06-21 2008-06-10 Control valve for a fuel injector and fuel injector Active EP2171257B1 (en)

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DE102007028485 2007-06-21
DE102007044355A DE102007044355A1 (en) 2007-06-21 2007-09-17 Control valve for a fuel injector and fuel injector
PCT/EP2008/057209 WO2008155260A1 (en) 2007-06-21 2008-06-10 Control valve for a fuel injector and fuel injector

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JP2010530492A (en) 2010-09-09
WO2008155260A1 (en) 2008-12-24
RU2010101640A (en) 2011-07-27
EP2171257B1 (en) 2012-08-15
JP5345612B2 (en) 2013-11-20
RU2480616C2 (en) 2013-04-27
EP2171258B1 (en) 2014-12-17
DE102007044357A1 (en) 2008-12-24
DE102007044355A1 (en) 2008-12-24
CN101680413A (en) 2010-03-24
EP2171258A1 (en) 2010-04-07
CN101688508B (en) 2012-03-21
RU2010101642A (en) 2011-07-27
WO2008155275A1 (en) 2008-12-24
CN101688508A (en) 2010-03-31
CN101680413B (en) 2012-10-10
RU2468244C2 (en) 2012-11-27

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