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EP2171258B1 - Control valve for a fuel injection valve - Google Patents

Control valve for a fuel injection valve Download PDF

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Publication number
EP2171258B1
EP2171258B1 EP08760855.0A EP08760855A EP2171258B1 EP 2171258 B1 EP2171258 B1 EP 2171258B1 EP 08760855 A EP08760855 A EP 08760855A EP 2171258 B1 EP2171258 B1 EP 2171258B1
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EP
European Patent Office
Prior art keywords
valve
control
control sleeve
pressure
valve body
Prior art date
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Active
Application number
EP08760855.0A
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German (de)
French (fr)
Other versions
EP2171258A1 (en
Inventor
Nadja Eisenmenger
Hans-Christoph Magel
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2171258A1 publication Critical patent/EP2171258A1/en
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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

  • the invention relates to a control valve for a fuel injector, which can be used for the injection of fuel under high pressure in the combustion chamber of an internal combustion engine.
  • a fuel injector known, as it can be used for injection of fuel into the combustion chamber, preferably of high-speed, self-igniting internal combustion engines.
  • the fuel injector is supplied with fuel under high pressure by means of a high-pressure pump and has a valve needle which alternately releases or closes one or more injection openings by their longitudinal movement.
  • the fuel can be injected into the combustion chamber at a precisely determined time of the power stroke of the internal combustion engine, which takes place at very high pressure in order to achieve good atomization of the fuel.
  • the movement of the valve needle is achieved on the one hand by the hydraulic pressure of the fuel, which acts on the valve needle in the opening direction.
  • the opposite is a closing force, which is generated by the fuel pressure in a control room.
  • a closing force which is generated by the fuel pressure in a control room.
  • control valve The fuel pressure in the control chamber is adjusted via a control valve. That from the DE 10 2006 021 741 A1
  • known control valve has a control sleeve, which is connected to a magnet armature and by the Bestromen or Non-energizing the electromagnet is moved in its longitudinal direction.
  • the control sleeve is seated on a valve seat which limits a pressure chamber connected to the control chamber radially outward, wherein when the control sleeve lifts from the valve seat, the pressure chamber and thus the control chamber is connected to a leakage oil chamber, while sitting on the control sleeve on the Valve seat of the pressure chamber and thus the control room is separated from the leakage oil space.
  • the control sleeve has on its end facing the valve seat on a sealing surface, which is formed substantially annularly circular. It can also be provided that a slightly conical shape of the sealing surface is provided in order to obtain a line contact. This increases the sealing effect, so that even with a relatively small spring force with which the valve sleeve is pressed onto the valve seat, a good seal is achieved.
  • the injection pressure, with which the fuel is introduced by the high-pressure pump in the injector is in modern high-pressure injection systems, such as those used for self-igniting, high-speed internal combustion engines, up to 1800 bar and will continue to rise in the future.
  • This high fuel pressure is also in the control chamber and thus in the pressure chamber and there leads to the control sleeve is radially expanded. Since the pressure drops when the control valve is open and rises again when the control valve is closed, pressure fluctuations in the pressure chamber and thus relative movement of the sealing surface to the valve seat occur. This leads to wear at this point, especially if a line-shaped bearing surface is provided on the sealing surface on the valve seat, so that the sealing surface, which rests effectively on the valve seat, is getting larger.
  • the control valve according to the invention for a fuel injector has the advantage that the wear in the region of the valve seat compared to the known valve is significantly reduced, so that a reliable function over the entire life of the control valve is ensured.
  • a recess is formed on the side of the valve body, on which the valve seat is located, which is in hydraulic communication with the pressure chamber. Varying pressure in the pressure chamber, so on the one hand, the control sleeve, but also the recess in the valve body is radially expanded, wherein the recess is such that the relative movement of the valve seat and the sealing surface is at least approximately equal, which significantly reduces wear in this area ,
  • the control sleeve is guided on a guide pin, which protrudes from the valve body facing away from the side of the guide sleeve into the guide sleeve.
  • the guide sleeve is guided independently of the valve body, so that an accurate alignment of the valve sleeve on the valve seat is possible.
  • the guide pin has an extension which projects into the recess of the valve body. As a result, the volume of the pressure chamber can be reduced, which increases the dynamics of the control valve, since the pressure changes in the pressure chamber and thus in the control room can be made faster. In this case, the function of the recess in the valve body is maintained.
  • valve seat is conical, thus has the shape of a truncated cone, wherein the valve seat is formed around the recess around.
  • the inner diameter of the guide sleeve and the diameter of the recess have the same diameter on.
  • control valve in a fuel injector for internal combustion engines, in which the fuel pressure is adjusted in a control chamber by the control valve. Due to the changing pressure in the control chamber, a valve needle can be moved in its longitudinal direction, which controls the fuel injection of the fuel injector into a combustion chamber of the internal combustion engine.
  • FIG. 1 is a longitudinal section through a fuel injector shown, in which a control valve according to the invention is used.
  • the fuel injector has a housing 1, in which a control valve 3 is formed, which controls the movement of a valve needle 10.
  • the valve needle 10 is in this case piston-shaped and controls with its end remote from the control valve 3 an injection port through which fuel into a combustion chamber of an internal combustion engine can be injected.
  • the valve needle 10 is guided in this case in a valve body 5, which is arranged in the housing 1 and which has a bore 12 in which the valve needle 10 is guided. Through the bore 12 of the valve body 5 and the valve needle 10, a control chamber 7 is limited, the fuel pressure acts on the control valve side facing the valve needle 10 and thus generates a closing force on the valve needle 10.
  • the control chamber 7 is always supplied with fuel under high pressure. This is done via an annular space 14 which surrounds the valve body 5 and which is connected via a bore, not shown in the drawing, to a fuel port, via which fuel compressed by a high-pressure pump is supplied.
  • the annular space 14 is connected through a throttle bore 15 with the control chamber 7, so that with a certain time delay always the same fuel pressure, both in the control chamber 7, as well as in the annular space 14 prevails.
  • the annular space 14 is sealed by a seal 17 with respect to the low-pressure region of the fuel injector.
  • the pressure in the control chamber 7 is regulated by the control valve 3.
  • the valve body 5 has a flow channel 20, which runs centrally and coaxially with the valve needle 10.
  • a throttle 22 is formed, so that the amount of the outflowing fuel can flow only throttled through the drain passage 20.
  • the outlet channel 20 opens into a recess 24, which is part of a pressure chamber 26, wherein the pressure chamber 26 is limited by a control sleeve 25, a guide pin 30 and through the recess 24 of the valve body 5.
  • the control sleeve 25 is slidably guided on the guide pin 30 and connected to a magnet armature 34 which can be moved by an electromagnet 35.
  • a closing spring 32 is supported between the control sleeve 25 and an annular disc 29, which is firmly connected to the guide pin.
  • the electromagnet 35 is energized and the control sleeve 35 pulled by the armature 34 upwards, d. H. away from the valve seat 28.
  • the pressure chamber 26 is connected to the leakage oil chamber 38, which is depressurized, since it is connected via a drain 40 with a low pressure system.
  • the pressure in the pressure chamber 26 and in the control chamber 7 decreases then and the closing force on the valve needle 10 decreases so far that the valve needle 10 moves in the direction of the control chamber 7 and thereby releases injection ports through which fuel is now injected, for example, into a combustion chamber.
  • the solenoid 35 is de-energized, so that the control sleeve 25 is pressed by the closing spring 32 again against the valve seat 28, which closes the pressure chamber 26 against the leakage oil chamber 38.
  • the nachf jobde from the annular space 14 through the throttle bore 15 fuel again increases the fuel pressure in the control chamber 7 and thus also in the pressure chamber 26, which pushes the valve needle 10 in its closed position, whereby the fuel injection is terminated.
  • FIG. 2 the area of the pressure chamber 26 is shown enlarged again.
  • a sealing surface 27 is formed, which is formed substantially annularly circular and which rests on a valve body 5 formed on the flat valve seat 28.
  • the control sleeve 25 is pressed with sufficient surface pressure against the valve seat 28, so that the pressure chamber 26 is sealed against the pressureless leakage oil chamber 38.
  • the valve body 5 has in the region of the valve seat 28 through the recess 24 has a substantially hollow cylindrical shape.
  • the recess 24 is dimensioned such that by the pressure in the pressure chamber 26, a widening of the valve body 5 in the region of the recess 24 takes place radially outward, as well as by the pressure in the pressure chamber 26, the control sleeve 25 is radially expanded.
  • valve seat 28 ' is conical here, and accordingly, the sealing surface 27' also has a conical shape.
  • the sleeve is always centered to the valve seat 28', so that the outflow of fuel from the pressure chamber 26 occurs symmetrically in the opening movement of the control sleeve 25.
  • FIG. 4 shows a further embodiment, in which case an extension 31 is formed here on the guide pin 30 ', which projects into the recess 24.
  • the volume of the pressure chamber 26 can be decisively reduced, which considerably shortens the response time of the control valve 3.
  • the shape environment of the extension 31 also makes it possible to optimize the flow conditions when the fuel flows out into the leakage oil space 38 and to generate only slight losses through swirling of the fuel flow while at the same time minimizing the volume of the pressure chamber 26.
  • valve seat 28 ' is here also conical, but the cone angle with respect to the embodiment according to Fig. 3 significantly enlarged.
  • this cone angle ⁇ the wear between the sealing surface 27 'and valve seat 28' can be further reduced:
  • the valve seat 28 ' is pressed inwards by the control sleeve 25, so that during each closing movement of the control sleeve 25, a relative movement takes place between the valve seat 28' and the sealing surface 27 '.
  • valve seat 28 ' formed as a cone with a large opening angle, this sliding can be prevented when placing the control sleeve, at the same time the relative movement of the valve seat 28' and sealing surface 27 'is suppressed by the fluctuating pressure in the pressure chamber 26.
  • cone angle ⁇ for the valve seat 28 ' so as the opening angle of the corresponding cone, a value of 155 ° to 175 ° has proven to be particularly advantageous, in particular an angle of about 160 °.
  • the sealing surface (27 ') has at least approximately the same cone angle as the valve seat 28'.
  • FIG. 5 another embodiment of the control valve is shown.
  • a bore is provided here, which passes through the entire valve body 5 and extends into the control chamber 7, wherein the diameter of the bore 12 'corresponds to the inner diameter of the control sleeve 25.
  • the guide pin 30 is designed in such a way that on the one hand it guides the control sleeve 25 and far into the valve body 5.
  • 5 bevels 33 are formed in the region of the valve body, so that a hydraulic connection of the pressure chamber 26 'to the control chamber 7 is guaranteed.
  • valve body 5 in the region of the valve seat 28 "exactly the same shape, namely a hollow cylindrical shape as the control sleeve 25, resulting in identical elastic properties, so that a relative movement between the valve seat 28 and sealing surface 27" excluded by the changing pressure in the pressure chamber 26 ' is.

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  • 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)

Description

Die Erfindung betrifft ein Steuerventil für einen Kraftstoffinjektor, der zur Einspritzung von Kraftstoff unter hohem Druck in den Brennraum einer Brennkraftmaschine verwendet werden kann.The invention relates to a control valve for a fuel injector, which can be used for the injection of fuel under high pressure in the combustion chamber of an internal combustion engine.

Stand der TechnikState of the art

Aus dem Stand der Technik ist beispielsweise aus der DE 10. 2006 021 741 A1 ein Kraftstoffinjektor bekannt, wie er zur Einspritzung von Kraftstoff in den Brennraum vorzugsweise von schnelllaufenden, selbstzündenden Brennkraftmaschinen verwendet werden kann. Der Kraftstoffinjektor wird mit Kraftstoff unter hohem Druck mittels einer Hochdruckpumpe versorgt und weist eine Ventilnadel auf, die durch ihre Längsbewegung eine oder mehrere Einspritzöffnungen abwechselnd freigibt oder verschließt. Hierdurch kann der Kraftstoff zu einem genau bestimmten Zeitpunkt des Arbeitstaktes der Brennkraftmaschine in den Brennraum eingespritzt werden, was mit sehr hohem Druck geschieht, um eine gute Zerstäubung des Kraftstoffs zu erreichen. Die Bewegung der Ventilnadel wird einerseits durch den hydraulischen Druck des Kraftstoffs erreicht, der die Ventilnadel in Öffnungsrichtung beaufschlagt. Dem entgegengerichtet ist eine Schließkraft, die durch den Kraftstoffdruck in einem Steuerraum erzeugt wird. Durch wechselnden Kraftstoffdruck im Steuerraum lässt sich die Richtung der resultierenden Kraft auf die Ventilnadel ändern, so dass die Ventilnadel entweder in ihre Öffnüngs- oder in ihre Schließstellung fährt.From the prior art is for example from the DE 10 2006 021 741 A1 a fuel injector known, as it can be used for injection of fuel into the combustion chamber, preferably of high-speed, self-igniting internal combustion engines. The fuel injector is supplied with fuel under high pressure by means of a high-pressure pump and has a valve needle which alternately releases or closes one or more injection openings by their longitudinal movement. As a result, the fuel can be injected into the combustion chamber at a precisely determined time of the power stroke of the internal combustion engine, which takes place at very high pressure in order to achieve good atomization of the fuel. The movement of the valve needle is achieved on the one hand by the hydraulic pressure of the fuel, which acts on the valve needle in the opening direction. The opposite is a closing force, which is generated by the fuel pressure in a control room. By changing fuel pressure in the control chamber, the direction of the resulting force on the valve needle can be changed, so that the valve needle moves either in their Öffnüngs- or in its closed position.

Der Kraftstoffdruck im Steuerraum wird über ein Steuerventil eingestellt. Das aus der DE 10 2006 021 741 A1 bekannte Steuerventil weist hierzu eine Steuerhülse auf, die mit einem Magnetanker verbunden ist und durch das Bestromen oder Nicht-Bestromen des Elektromagneten in ihrer Längsrichtung bewegt wird. Hierbei sitzt die Steuerhülse auf einem Ventilsitz auf, der einen mit dem Steuerraum verbundenen Druckraum radial nach außen begrenzt, wobei dann, wenn die Steuerhülse vom Ventilsitz abhebt, der Druckraum und damit der Steuerraum mit einem Leckölraum verbunden wird, während beim Aufsitzen der Steuerhülse auf dem Ventilsitz der Druckraum und damit auch der Steuerraum vom Leckölraum getrennt wird. Durch eine Verbindung des Steuerraums mit dem Kraftstoffhochdruck, mit dem der Injektor versorgt wird, kann so durch Betätigen des Steuerventils der Kraftstoffdruck im Steuerraum angehoben oder abgesenkt werden, was die die Ventilnadel bewegende Kraft erzeugt.The fuel pressure in the control chamber is adjusted via a control valve. That from the DE 10 2006 021 741 A1 For this purpose, known control valve has a control sleeve, which is connected to a magnet armature and by the Bestromen or Non-energizing the electromagnet is moved in its longitudinal direction. In this case, the control sleeve is seated on a valve seat which limits a pressure chamber connected to the control chamber radially outward, wherein when the control sleeve lifts from the valve seat, the pressure chamber and thus the control chamber is connected to a leakage oil chamber, while sitting on the control sleeve on the Valve seat of the pressure chamber and thus the control room is separated from the leakage oil space. By connecting the control chamber with the high-pressure fuel, with which the injector is supplied, so can be raised or lowered by operating the control valve, the fuel pressure in the control chamber, which generates the valve needle moving force.

Die Steuerhülse weist an ihrer dem Ventilsitz zugewandten Stirnseite eine Dichtfläche auf, die im Wesentlichen ringkreisförmig ausgebildet ist. Es kann auch vorgesehen sein, dass eine leicht konische Form der Dichtfläche vorgesehen ist, um eine Linienberührung zu erhalten. Dies erhöht die Dichtwirkung, so dass auch mit einer relativ geringen Federkraft, mit der die Ventilhülse auf den Ventilsitz gedrückt wird, eine gute Abdichtung erreicht wird.The control sleeve has on its end facing the valve seat on a sealing surface, which is formed substantially annularly circular. It can also be provided that a slightly conical shape of the sealing surface is provided in order to obtain a line contact. This increases the sealing effect, so that even with a relatively small spring force with which the valve sleeve is pressed onto the valve seat, a good seal is achieved.

Der Einspritzdruck, mit dem der Kraftstoff durch die Hochdruckpumpe in den Injektor eingeleitet wird, beträgt bei modernen Hochdruckeinspritzsystemen, wie sie für selbstzündende, schnelllaufende Brennkraftmaschinen verwendet werden, bis zu 1800 bar und wird in Zukunft weiter steigen. Dieser hohe Kraftstoffdruck liegt auch im Steuerraum und damit im Druckraum an und führt dort dazu, dass die Steuerhülse radial aufgeweitet wird. Da der Druck bei geöffnetem Steuerventil absinkt und bei geschlossenem Steuerventil erneut ansteigt, kommt es zu Druckschwankungen im Druckraum und damit zu einer Relativbewegung der Dichtfläche auf den Ventilsitz. Dies führt an dieser Stelle zu Verschleiß, insbesondere wenn eine linienförmige Auflagefläche an der Dichtfläche auf dem Ventilsitz vorgesehen ist, so dass die Dichtfläche, die effektiv auf dem Ventilsitz aufliegt, immer größer wird. Überschreitet diese Dichtfläche einen gewissen Wert, reicht die Flächenpressung nicht mehr aus, um das Steuerventil abzudichten, und es kommt zu Leckverlusten aus dem Druckraum und damit auch zu einem kontinuierlichen Abfluss von Kraftstoff aus dem Steuerraum. Dies beeinflusst die Funktion des Steuerventils und damit auch des Kraftstoffinjektors, der durch ein solches Steuerventil gesteuert wird.The injection pressure, with which the fuel is introduced by the high-pressure pump in the injector is in modern high-pressure injection systems, such as those used for self-igniting, high-speed internal combustion engines, up to 1800 bar and will continue to rise in the future. This high fuel pressure is also in the control chamber and thus in the pressure chamber and there leads to the control sleeve is radially expanded. Since the pressure drops when the control valve is open and rises again when the control valve is closed, pressure fluctuations in the pressure chamber and thus relative movement of the sealing surface to the valve seat occur. This leads to wear at this point, especially if a line-shaped bearing surface is provided on the sealing surface on the valve seat, so that the sealing surface, which rests effectively on the valve seat, is getting larger. Exceeds this sealing surface a certain value, the surface pressure is no longer sufficient to seal the control valve, and there are leakage losses from the pressure chamber and thus also to a continuous outflow of fuel from the control room. This affects the function of the control valve and thus also the fuel injector, which is controlled by such a control valve.

Aus der EP 1 612 403 A1 ist darüber hinaus ein Einspritzventil mit einem Steuerventil bekannt, bei dem die Steuerhülse auf einem mit dem Ventilstück verbundenen Führungsstift geführt ist. Weiter sind aus der EP 2 156 046 A0 und der WO 2008/049667 A1 Einspritzventile mit Steuerventilen bekannt, bei denen eine Steuerhülse auf einem separaten Führungsstift geführt ist, der dem Ventilstück gegenüber liegt.From the EP 1 612 403 A1 In addition, an injection valve with a control valve is known in which the control sleeve is guided on a guide pin connected to the valve piece. Next are from the EP 2 156 046 A0 and the WO 2008/049667 A1 Injectors with control valves known in which a control sleeve is guided on a separate guide pin, which lies opposite the valve piece.

Offenbarung der ErfindungDisclosure of the invention

Das erfindungsgemäße Steuerventil für einen Kraftstoffinjektor weist demgegenüber den Vorteil auf, dass der Verschleiß im Bereich des Ventilsitzes gegenüber dem bekannten Ventil deutlich verringert ist, so dass eine zuverlässige Funktion über die gesamte Lebensdauer des Steuerventils gewährleistet ist. Hierzu ist an der Seite des Ventilkörpers, an der sich der Ventilsitz befindet, eine Ausnehmung ausgebildet, die mit dem Druckraum in hydraulischer Verbindung steht. Schwankt der Druck im Druckraum, so wird einerseits die Steuerhülse, andererseits aber auch die Ausnehmung im Ventilkörper radial aufgeweitet, wobei die Ausnehmung so beschaffen ist, dass die Relativbewegung des Ventilsitzes und der Dichtfläche zumindest annähernd gleich ist, was den Verschleiß in diesem Bereich deutlich reduziert.The control valve according to the invention for a fuel injector has the advantage that the wear in the region of the valve seat compared to the known valve is significantly reduced, so that a reliable function over the entire life of the control valve is ensured. For this purpose, a recess is formed on the side of the valve body, on which the valve seat is located, which is in hydraulic communication with the pressure chamber. Varying pressure in the pressure chamber, so on the one hand, the control sleeve, but also the recess in the valve body is radially expanded, wherein the recess is such that the relative movement of the valve seat and the sealing surface is at least approximately equal, which significantly reduces wear in this area ,

Erfindungsgemäss ist die Steuerhülse auf einem Führungsstift geführt, der von der dem Ventilkörper abgewandt Seite der Führungshülse aus in die Führungshülse hineinragt. Hierdurch wird die Führungshülse unabhängig vom Ventilkörper geführt, so dass ein genaues Ausrichten der Ventilhülse auf dem Ventilsitz möglicht ist. Besonders vorteilhaft ist es hierbei, wenn der Führungsstift einen Fortsatz aufweist, der in die Ausnehmung des Ventilkörpers hineinragt. Hierdurch lässt sich das Volumen des Druckraums vermindern, was die Dynamik des Steuerventils erhöht, da die Druckänderungen im Druckraum und damit im Steuerraum schneller vorgenommen werden können. Hierbei bleibt die Funktion der Ausnehmung im Ventilkörper erhalten.According to the invention, the control sleeve is guided on a guide pin, which protrudes from the valve body facing away from the side of the guide sleeve into the guide sleeve. As a result, the guide sleeve is guided independently of the valve body, so that an accurate alignment of the valve sleeve on the valve seat is possible. It is particularly advantageous here if the guide pin has an extension which projects into the recess of the valve body. As a result, the volume of the pressure chamber can be reduced, which increases the dynamics of the control valve, since the pressure changes in the pressure chamber and thus in the control room can be made faster. In this case, the function of the recess in the valve body is maintained.

In einer weiteren vorteilhaften Ausgestaltung ist der Ventilsitz konisch ausgebildet, weist also die Form eines Kegelstumpfs auf, wobei der Ventilsitz um die Ausnehmung herum ausgebildet ist. Durch eine geeignete Wahl des Öffnungswinkels des Kegelstumpfs lässt sich sowohl der Verschleiß durch die Druckaufweitung als auch der Verschleiß durch das Aufsetzen der Steuerhülse minimieren.In a further advantageous embodiment of the valve seat is conical, thus has the shape of a truncated cone, wherein the valve seat is formed around the recess around. By a suitable choice of the opening angle of the truncated cone, both the wear by the pressure expansion and the wear can be minimized by the placement of the control sleeve.

In einer weiteren vorteilhaften Ausgestaltung weist der Innendurchmesser der Führungshülse und der Durchmesser der Ausnehmung denselben Durchmesser auf. Durch diese Formgebung des Ventilkörpers lassen sich die gleichen elastischen Eigenschaften sowohl in der Steuerhülse als auch im Ventilkörper im Bereich der Ausnehmung erreichen, so dass eine identische Verformung beider Teile durch den Innendruck im Druckraum gewährleistet ist.In a further advantageous embodiment, the inner diameter of the guide sleeve and the diameter of the recess have the same diameter on. By this shape of the valve body, the same elastic properties can be achieved both in the control sleeve and in the valve body in the region of the recess, so that an identical deformation of both parts is ensured by the internal pressure in the pressure chamber.

Besonders vorteilhaft ist der Einsatz des Steuerventils in einem Kraftstoffinjektor für Brennkraftmaschinen, bei dem der Kraftstoffdruck in einem Steuerraum durch das Steuerventil eingestellt wird. Durch den wechselnden Druck im Steuerraum lässt sich eine Ventilnadel in ihrer Längsrichtung bewegen, die die Kraftstoffeinspritzung des Kraftstoffinjektors in einen Brennraum der Brennkraftmaschine steuert.Particularly advantageous is the use of the control valve in a fuel injector for internal combustion engines, in which the fuel pressure is adjusted in a control chamber by the control valve. Due to the changing pressure in the control chamber, a valve needle can be moved in its longitudinal direction, which controls the fuel injection of the fuel injector into a combustion chamber of the internal combustion engine.

Zeichnungdrawing

In der Zeichnung sind verschiedene Ausführungsbeispiele des erfindungsgemäßen Steuerventils dargestellt. Es zeigt:

Figur 1
einen Kraftstoffinjektor, wobei nur der wesentliche Teil des Injektors gezeigt ist und die entsprechende Anwendung des erfindungsgemäßen Steuerventils,
Figur 2
eine vergrößerte Darstellung des Steuerventils im Bereich des Ventilsitzes bzw. der Dichtfläche,
Figur 3
ein weiteres Ausführungsbeispiel des Steuerventils, wobei derselbe Ausschnitt wie in Figur 2 gezeigt ist,
Figur 4
eine vergrößerte Darstellung des erfindungsgemässen Steuerventils,
Figur 5
zeigt ein Ausführungsbeispiel, bei dem der Führungsstift weit in den Ventilkörper hineinragt.
In the drawing, various embodiments of the control valve according to the invention are shown. It shows:
FIG. 1
a fuel injector, wherein only the essential part of the injector is shown and the corresponding application of the control valve according to the invention,
FIG. 2
an enlarged view of the control valve in the region of the valve seat or the sealing surface,
FIG. 3
a further embodiment of the control valve, wherein the same section as in FIG. 2 is shown
FIG. 4
an enlarged view of the inventive control valve,
FIG. 5
shows an embodiment in which the guide pin projects far into the valve body.

Beschreibung der AusführungsbeispieleDescription of the embodiments

In Figur 1 ist ein Längsschnitt durch einen Kraftstoffinjektor dargestellt, in den ein erfindungsgemäßes Steuerventil eingesetzt ist. Der Kraftstoffinjektor weist ein Gehäuse 1 auf, in welchem ein Steuerventil 3 ausgebildet ist, das die Bewegung einer Ventilnadel 10 steuert. Die Ventilnadel 10 ist hierbei kolbenförmig ausgebildet und steuert mit ihrem dem Steuerventil 3 abgewandten Ende eine Einspritzöffnung, durch die Kraftstoff in einen Brennraum einer Brennkraftmaschine einspritzbar ist. Die Ventilnadel 10 ist hierbei in einem Ventilkörper 5 geführt, der im Gehäuse 1 angeordnet ist und der eine Bohrung 12 aufweist, in der die Ventilnadel 10 geführt ist. Durch die Bohrung 12 des Ventilkörpers 5 und die Ventilnadel 10 wird ein Steuerraum 7 begrenzt, dessen Kraftstoffdruck auf die dem Steuerventil zugewandte Seite der Ventilnadel 10 wirkt und so eine Schließkraft auf die Ventilnadel 10 erzeugt. Der Steuerraum 7 wird stets mit Kraftstoff unter hohem Druck versorgt. Dies geschieht über einen Ringraum 14, der den Ventilkörper 5 umgibt und der über eine in der Zeichnung nicht dargestellte Bohrung mit einem Kraftstoffanschluss verbunden ist, über den von einer Hochdruckpumpe verdichteter Kraftstoff zugeführt wird. Der Ringraum 14 ist durch eine Drosselbohrung 15 mit dem Steuerraum 7 verbunden, so dass mit einer gewissen zeitlichen Verzögerung stets der gleiche Kraftstoffdruck, sowohl im Steuerraum 7, als auch im Ringraum 14 herrscht. Der Ringraum 14 ist dabei über eine Dichtung 17 gegenüber dem Niederdruckbereich des Kraftstoffinjektors abgedichtet.In FIG. 1 is a longitudinal section through a fuel injector shown, in which a control valve according to the invention is used. The fuel injector has a housing 1, in which a control valve 3 is formed, which controls the movement of a valve needle 10. The valve needle 10 is in this case piston-shaped and controls with its end remote from the control valve 3 an injection port through which fuel into a combustion chamber of an internal combustion engine can be injected. The valve needle 10 is guided in this case in a valve body 5, which is arranged in the housing 1 and which has a bore 12 in which the valve needle 10 is guided. Through the bore 12 of the valve body 5 and the valve needle 10, a control chamber 7 is limited, the fuel pressure acts on the control valve side facing the valve needle 10 and thus generates a closing force on the valve needle 10. The control chamber 7 is always supplied with fuel under high pressure. This is done via an annular space 14 which surrounds the valve body 5 and which is connected via a bore, not shown in the drawing, to a fuel port, via which fuel compressed by a high-pressure pump is supplied. The annular space 14 is connected through a throttle bore 15 with the control chamber 7, so that with a certain time delay always the same fuel pressure, both in the control chamber 7, as well as in the annular space 14 prevails. The annular space 14 is sealed by a seal 17 with respect to the low-pressure region of the fuel injector.

Der Druck im Steuerraum 7 wird durch das Steuerventil 3 geregelt. Hierzu weist der Ventilkörper 5 einen Ablaufkanal 20 auf, der mittig und koaxial zur Ventilnadel 10 verläuft. Im Ablaufkanal 20 ist eine Drossel 22 ausgebildet, so dass die Menge des abfließenden Kraftstoffs nur gedrosselt durch den Ablaufkanal 20 abfließen kann. Der Ablaufkanal 20 mündet in eine Ausnehmung 24, die Teil eines Druckraums 26 ist, wobei der Druckraum 26 durch eine Steuerhülse 25, einen Führungsstift 30 und durch die Ausnehmung 24 des Ventilkörper 5 begrenzt wird. Die Steuerhülse 25 ist verschiebbar auf dem Führungsstift 30 geführt und mit einem Magnetanker 34 verbunden, der durch einen Elektromagneten 35 bewegt werden kann. Gleichzeitig stützt sich eine Schließfeder 32 zwischen der Steuerhülse 25 und einer Ringscheibe 29 ab, die mit dem Führungsstift fest verbunden ist. Durch die Kraft der Schließfeder 32, die unter Druckvorspannung im Gehäuse 1 angeordnet ist, wird die Steuerhülse 25 gegen den Ventilkörper 5 gedrückt und andererseits der Führungsstift 30 über die Ringscheibe 29 gegen das Gehäuse 1, so dass der Führungsstift 30 ortsfest im Gehäuse 1 verbleibt.The pressure in the control chamber 7 is regulated by the control valve 3. For this purpose, the valve body 5 has a flow channel 20, which runs centrally and coaxially with the valve needle 10. In the drain passage 20, a throttle 22 is formed, so that the amount of the outflowing fuel can flow only throttled through the drain passage 20. The outlet channel 20 opens into a recess 24, which is part of a pressure chamber 26, wherein the pressure chamber 26 is limited by a control sleeve 25, a guide pin 30 and through the recess 24 of the valve body 5. The control sleeve 25 is slidably guided on the guide pin 30 and connected to a magnet armature 34 which can be moved by an electromagnet 35. At the same time, a closing spring 32 is supported between the control sleeve 25 and an annular disc 29, which is firmly connected to the guide pin. By the force of the closing spring 32, which is arranged under pressure bias in the housing 1, the control sleeve 25 is pressed against the valve body 5 and on the other hand, the guide pin 30 via the annular disc 29 against the housing 1, so that the guide pin 30 remains stationary in the housing 1.

Soll eine Einspritzung erfolgen, so wird der Elektromagnet 35 bestromt und die Steuerhülse 35 durch den Magnetanker 34 nach oben gezogen, d. h. vom Ventilsitz 28 weg. Hierdurch wird der Druckraum 26 mit dem Leckölraum 38 verbunden, der drucklos ist, da er über einen Ablauf 40 mit einem Niederdrucksystem verbunden ist. Der Druck im Druckraum 26 und im Steuerraum 7 sinkt daraufhin ab und die Schließkraft auf die Ventilnadel 10 vermindert sich soweit, dass sich die Ventilnadel 10 in Richtung des Steuerraums 7 bewegt und dadurch Einspritzöffnungen freigibt, durch die jetzt Kraftstoff beispielsweise in einen Brennraum eingespritzt wird. Zur Beendigung der Einspritzung wird der Elektromagnet 35 stromlos geschaltet, so dass die Steuerhülse 25 durch die Schließfeder 32 erneut gegen den Ventilsitz 28 gedrückt wird, was den Druckraum 26 gegen den Leckölraum 38 verschließt. Der aus dem Ringraum 14 durch die Drosselbohrung 15 nachfließende Kraftstoff erhöht erneut den Kraftstoffdruck im Steuerraum 7 und damit auch im Druckraum 26, was die Ventilnadel 10 in ihre Schließstellung drückt, womit die Kraftstoffeinspritzung beendet ist.If an injection takes place, then the electromagnet 35 is energized and the control sleeve 35 pulled by the armature 34 upwards, d. H. away from the valve seat 28. As a result, the pressure chamber 26 is connected to the leakage oil chamber 38, which is depressurized, since it is connected via a drain 40 with a low pressure system. The pressure in the pressure chamber 26 and in the control chamber 7 decreases then and the closing force on the valve needle 10 decreases so far that the valve needle 10 moves in the direction of the control chamber 7 and thereby releases injection ports through which fuel is now injected, for example, into a combustion chamber. To terminate the injection, the solenoid 35 is de-energized, so that the control sleeve 25 is pressed by the closing spring 32 again against the valve seat 28, which closes the pressure chamber 26 against the leakage oil chamber 38. The nachfließende from the annular space 14 through the throttle bore 15 fuel again increases the fuel pressure in the control chamber 7 and thus also in the pressure chamber 26, which pushes the valve needle 10 in its closed position, whereby the fuel injection is terminated.

In Figur 2 ist der Bereich des Druckraums 26 nochmals vergrößert dargestellt. An der Führungshülse 25 ist eine Dichtfläche 27 ausgebildet, die im Wesentlichen ringkreisförmig ausgebildet ist und die auf einem am Ventilkörper 5 ausgebildeten, ebenen Ventilsitz 28 aufliegt. Durch die Kraft der Schließfeder 32 wird die Steuerhülse 25 mit ausreichender Flächenpressung gegen den Ventilsitz 28 gedrückt, so dass der Druckraum 26 gegen den drucklosen Leckölraum 38 abgedichtet ist. Der Ventilkörper 5 weist im Bereich des Ventilssitzes 28 durch die Ausnehmung 24 eine im Wesentlichen hohlzylindrische Form auf. Die Ausnehmung 24 ist dabei so bemessen, dass durch den Druck im Druckraum 26 eine Aufweitung des Ventilkörpers 5 im Bereich der Ausnehmung 24 radial nach außen erfolgt, ebenso wie durch den Druck im Druckraum 26 die Steuerhülse 25 radial aufgeweitet wird. Durch eine geeignete Auslegung der Ausnehmung 24 und die Formgebung der Steuerhülse 25 lässt sich erreichen, dass es bei geschlossenem Steuerventil 3 keine oder nur eine sehr geringe Relativbewegung zwischen der Dichtfläche 27 und dem Ventilsitz 28 auftritt. Dadurch wird der Verschleiß zwischen der Ventildichtfläche und dem Ventilsitz 28 entscheidend gemindert, was die Lebensdauer des Steuerventils 3 und damit des gesamten Kraftstoffinjektors erheblich erhöht.In FIG. 2 the area of the pressure chamber 26 is shown enlarged again. On the guide sleeve 25, a sealing surface 27 is formed, which is formed substantially annularly circular and which rests on a valve body 5 formed on the flat valve seat 28. By the force of the closing spring 32, the control sleeve 25 is pressed with sufficient surface pressure against the valve seat 28, so that the pressure chamber 26 is sealed against the pressureless leakage oil chamber 38. The valve body 5 has in the region of the valve seat 28 through the recess 24 has a substantially hollow cylindrical shape. The recess 24 is dimensioned such that by the pressure in the pressure chamber 26, a widening of the valve body 5 in the region of the recess 24 takes place radially outward, as well as by the pressure in the pressure chamber 26, the control sleeve 25 is radially expanded. By a suitable design of the recess 24 and the shape of the control sleeve 25 can be achieved that there is no or only a very small relative movement between the sealing surface 27 and the valve seat 28 when the control valve 3 is closed. As a result, the wear between the valve sealing surface and the valve seat 28 is decisively reduced, which significantly increases the life of the control valve 3 and thus of the entire fuel injector.

In Figur 3 ist das erfindungsgemäße Steuerventil 3 dargestellt. Der Ventilsitz 28' ist hier konisch ausgebildet, und entsprechend weist die Dichtfläche 27' ebenfalls eine konische Form auf. Durch diese Formgebung der Steuerhülse 25 und des Ventilsitzes 28' wird die Hülse stets zum Ventilsitz 28' zentriert, so dass das Abströmen des Kraftstoffs aus dem Druckraum 26 bei der Öffnungsbewegung der Steuerhülse 25 symmetrisch geschieht.In FIG. 3 the control valve 3 according to the invention is shown. The valve seat 28 'is conical here, and accordingly, the sealing surface 27' also has a conical shape. By this shape of the control sleeve 25 and the valve seat 28 ', the sleeve is always centered to the valve seat 28', so that the outflow of fuel from the pressure chamber 26 occurs symmetrically in the opening movement of the control sleeve 25.

Figur 4 zeigt ein weiteres Ausführungsbeispiel, wobei hier am Führungsstift 30' ein Fortsatz 31 ausgebildet ist, der in die Ausnehmung 24 hineinragt. Dadurch kann das Volumen des Druckraum 26 entscheidend verringert werden, was die Ansprechzeit des Steuerventils 3 erheblich verkürzt. Je geringer das Volumen im Bereich des Druckraums 26 und auch im Bereich des Steuerraums 7, desto schneller kann der Druck im Druckraum 26 und damit auch im Steuerraum 7 erhöht oder erniedrigt werden. Durch die Formumgebung des Fortsatzes 31 lässt sich auch erreichen, dass die Strömungsverhältnisse beim Ausströmen des Kraftstoffs in den Leckölraum 38 optimiert werden und nur geringe Verluste durch Verwirbelung des Kraftstoffstroms entstehen bei gleichzeitig minimalem Volumen des Druckraums 26. FIG. 4 shows a further embodiment, in which case an extension 31 is formed here on the guide pin 30 ', which projects into the recess 24. As a result, the volume of the pressure chamber 26 can be decisively reduced, which considerably shortens the response time of the control valve 3. The smaller the volume in the region of the pressure chamber 26 and also in the region of the control chamber 7, the faster the pressure in the pressure chamber 26 and thus also in the control chamber 7 can be increased or decreased. The shape environment of the extension 31 also makes it possible to optimize the flow conditions when the fuel flows out into the leakage oil space 38 and to generate only slight losses through swirling of the fuel flow while at the same time minimizing the volume of the pressure chamber 26.

Der Ventilsitz 28' ist hier ebenfalls konisch ausgebildet, jedoch ist der Konuswinkel gegenüber dem Ausführungsbeispiel nach Fig. 3 deutlich vergrößert. Durch diesen Konuswinkel α kann der Verschleiß zwischen Dichtfläche 27' und Ventilsitz 28' weiter verringert werden: Bei dem Ausführungsbeispiel nach Fig. 3 gleitet die Dichtfläche 27' beim Aufsetzen auf dem konischen Ventilsitz 28' leicht nach außen ab. Gleichzeitig wird der Ventilsitz 28' durch die Steuerhülse 25 nach innen gedrückt, so dass es bei jeder Schließbewegung der Steuerhülse 25 zu einer Relativbewegung zwischen Ventilsitz 28' und Dichtfläche 27' kommt. Wird der Ventilsitz 28' hingegen als Konus mit großem Öffnungswinkel gebildet, so kann dieses Abgleiten beim Aufsetzen der Steuerhülse verhindert werden, wobei gleichzeitig die Relativbewegung von Ventilsitz 28' und Dichtfläche 27' durch den schwankenden Druck im Druckraum 26 unterdrückt ist. Als Konuswinkel α für den Ventilsitz 28', also als Öffnungswinkel des entsprechenden Kegels, hat sich ein Wert von 155° bis 175° als besondert vorteilhaft erwiesen, insbesondere ein Winkel von etwa 160°. Die Dichtfläche (27') weist dabei zumindest näherungsweise den gleichen Konuswinkel wie der Ventilsitz 28' auf.The valve seat 28 'is here also conical, but the cone angle with respect to the embodiment according to Fig. 3 significantly enlarged. By this cone angle α, the wear between the sealing surface 27 'and valve seat 28' can be further reduced: In the embodiment according to Fig. 3 slides the sealing surface 27 'when placed on the conical valve seat 28' slightly from the outside. At the same time, the valve seat 28 'is pressed inwards by the control sleeve 25, so that during each closing movement of the control sleeve 25, a relative movement takes place between the valve seat 28' and the sealing surface 27 '. If the valve seat 28 ', however, formed as a cone with a large opening angle, this sliding can be prevented when placing the control sleeve, at the same time the relative movement of the valve seat 28' and sealing surface 27 'is suppressed by the fluctuating pressure in the pressure chamber 26. As cone angle α for the valve seat 28 ', so as the opening angle of the corresponding cone, a value of 155 ° to 175 ° has proven to be particularly advantageous, in particular an angle of about 160 °. The sealing surface (27 ') has at least approximately the same cone angle as the valve seat 28'.

In Figur 5 ist ein weiteres Ausführungsbeispiel des Steuerventils dargestellt. Statt einer Ausnehmung 24, die im Wesentlichen die Form einer Sackbohrung aufweist, ist hier eine Bohrung vorgesehen, die den gesamten Ventilkörper 5 durchzieht und bis in den Steuerraum 7 reicht, wobei der Durchmesser der Bohrung 12' dem Innendurchmesser der Steuerhülse 25 entspricht. Der Führungsstift 30" ist so ausgebildet; dass er einerseits die Steuerhülse 25 führt und andererseits weit in den Ventilkörper 5 hineinragt. Am Führungsstift 30" sind im Bereich des Ventilkörpers 5 Anschliffe 33 ausgebildet, so dass eine hydraulische Verbindung des Druckraums 26' mit dem Steuerraum 7 gewährleistet ist. Da der Ventilkörper 5 im Bereich des Ventilsitzes 28" genau dieselbe Form aufweist, nämlich eine Hohlzylinderform wie die Steuerhülse 25, ergeben sich auf identische elastische Eigenschaften, so dass eine Relativbewegung zwischen Ventilsitz 28 und Dichtfläche 27" durch den wechselnden Druck im Druckraum 26' ausgeschlossen ist.In FIG. 5 another embodiment of the control valve is shown. Instead of a recess 24, which has substantially the shape of a blind bore, a bore is provided here, which passes through the entire valve body 5 and extends into the control chamber 7, wherein the diameter of the bore 12 'corresponds to the inner diameter of the control sleeve 25. The guide pin 30 "is designed in such a way that on the one hand it guides the control sleeve 25 and far into the valve body 5. On the guide pin 30", 5 bevels 33 are formed in the region of the valve body, so that a hydraulic connection of the pressure chamber 26 'to the control chamber 7 is guaranteed. Since the valve body 5 in the region of the valve seat 28 "exactly the same shape, namely a hollow cylindrical shape as the control sleeve 25, resulting in identical elastic properties, so that a relative movement between the valve seat 28 and sealing surface 27" excluded by the changing pressure in the pressure chamber 26 ' is.

Claims (10)

  1. Control valve for a fuel injector, having a control sleeve (25) which delimits a pressure chamber (26; 26') and which is mounted so as to be movable in its longitudinal direction, wherein the control sleeve (25) has, on a face side, a sealing surface (27; 27'; 27'') by which said control sleeve interacts with a valve seat (28; 28'; 28'') formed on a valve body (5), wherein, in the valve body (5), a recess (24; 24') in the form of a blind bore is formed in that side of the valve body (5) which faces toward the pressure chamber (26; 26'), and the pressure in the pressure chamber (26) causes a radially outward expansion of the valve body (5) in the region of the recess (24) and of the control sleeve (25), wherein the control sleeve (25) is guided on a guide pin (30; 30'; 30''), which projects into the control sleeve (25) from that side of the control sleeve (25) which faces away from the valve body (5), such that the pressure chamber (26; 26') is delimited by the control sleeve (25), the guide pin (30; 30'; 30") and the valve body (5), characterized in that the control sleeve (25) and the recess (24; 24') in the valve body (5) are formed such that the deformation of the control sleeve (25) and valve body (5) by the pressure in the pressure chamber (26; 26') does not lead to any movement, or leads to only a very slight movement, between the valve seat (28; 28'; 28'') and the sealing surface (27; 27'; 27") of the control sleeve (25), and the guide pin (30; 30'; 30") has a projection (31) which is of reduced diameter in relation to the internal diameter of the control sleeve (25) and which projects into the recess (24) of the valve body (5).
  2. Control valve according to Claim 1, characterized in that the recess (24) in the form of a blind bore has, at its open end, a diameter smaller than the internal diameter of the control sleeve (25).
  3. Control valve according to Claim 1, characterized in that the valve seat (28; 28'; 28'') is a planar circular ring-shaped surface which is formed around the recess (24).
  4. Control valve according to Claim 1, characterized in that the valve seat (28; 28'; 28'') is of conical form, that is to say has the form of a truncated cone, wherein the valve seat (28; 28'; 28") is formed around the recess (24).
  5. Control valve according to Claim 4, characterized in that the cone angle (α) of the conical valve seat (28; 28'; 28'') is 155° to 175°, preferably approximately 160°.
  6. Control valve according to Claim 5, characterized in that the sealing surface (27; 27') is likewise of conical form.
  7. Control valve according to Claim 6, characterized in that the cone angle of the sealing surface (27; 27') and the cone angle (α) of the valve seat (28; 28'; 28'') are equal.
  8. Control valve according to Claim 1, characterized in that the recess (24) is in the form of a bore (12') in the valve body (5), which bore has the same diameter as the internal diameter of the control sleeve (25).
  9. Control valve according to Claim 8, characterized in that both the sealing surface (27; 27'; 27") of the control sleeve (25) and the valve seat (28; 28'; 28'') on the valve body (5) are formed as an circular ring-shaped surface.
  10. Fuel injector for internal combustion engines, having a control valve (3) according to one of Claims 1 to 11 which adjusts the fuel pressure in a control chamber (7), having a piston-shaped valve needle (10) which interacts with a body seat in the housing (1) and thus opens and closes an injection opening such that fuel is discharged from the injection openings in a manner dependent on the position of the valve needle (10), wherein a closing force is at least indirectly exerted on the valve needle (10) in the direction of the valve seat by the pressure in the control chamber (7), and the control chamber (7) is hydraulically connected to the pressure chamber (26; 26').
EP08760855.0A 2007-06-21 2008-06-11 Control valve for a fuel injection valve Active EP2171258B1 (en)

Applications Claiming Priority (3)

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DE102007028485 2007-06-21
DE102007044357A DE102007044357A1 (en) 2007-06-21 2007-09-17 Control valve for a fuel injection valve
PCT/EP2008/057304 WO2008155275A1 (en) 2007-06-21 2008-06-11 Control valve for a fuel injection valve

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EP2171258A1 EP2171258A1 (en) 2010-04-07
EP2171258B1 true EP2171258B1 (en) 2014-12-17

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JP (1) JP5345612B2 (en)
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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
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
EP2171257A1 (en) 2010-04-07
WO2008155275A1 (en) 2008-12-24
CN101688508A (en) 2010-03-31
CN101680413B (en) 2012-10-10
RU2468244C2 (en) 2012-11-27

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