EP0745184B1 - Verfahren zur reduzierung des kraftstoffdruckes in einer kraftstoffeinspritzeinrichtung - Google Patents
Verfahren zur reduzierung des kraftstoffdruckes in einer kraftstoffeinspritzeinrichtung Download PDFInfo
- Publication number
- EP0745184B1 EP0745184B1 EP95919966A EP95919966A EP0745184B1 EP 0745184 B1 EP0745184 B1 EP 0745184B1 EP 95919966 A EP95919966 A EP 95919966A EP 95919966 A EP95919966 A EP 95919966A EP 0745184 B1 EP0745184 B1 EP 0745184B1
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- EP
- European Patent Office
- Prior art keywords
- pressure
- valve
- injection
- space
- storage space
- 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.)
- Expired - Lifetime
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Classifications
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
- F02D41/3872—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves characterised by leakage flow in injectors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3827—Common rail control systems for diesel engines
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- 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
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- 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
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
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- 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
- F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
- F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
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- 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
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
- F02M69/462—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/31—Control of the fuel pressure
Definitions
- the invention is based on a fuel injection device for internal combustion engines according to the preamble of the patent claim 1.
- a high pressure feed pump fills the fuel injector a high pressure accumulator with fuel from a storage tank.
- Lead from the high-pressure accumulator (common rail) Pressure lines to the individual, in the combustion chamber too supplying internal combustion engine projecting injection valves from that in the known device via a first Channel directly into one, the valve member of the injection valve in the opening direction Pressure chamber and a second channel with one that Valve member acting in the closing direction second, one Control room forming pressure chamber are connectable.
- the second channel is a 3/2-way control valve used that the control chamber on the valve member with that of High pressure accumulator outgoing pressure line or one Relief line connects to the storage tank.
- the 3/2-way control valve is operated by a solenoid valve actuated by one, different operating parameters of the Internal combustion engine manufacturing electronic control unit is controlled.
- the injection valve is connected by the Control room with the high pressure accumulator kept closed, why the pressure application surface of the Valve member is made larger than that in the first Pressure application area protruding in the opening direction.
- the control valve connects the control room to the relief line, so that the high pressure in the control room over this relieved in the storage tank, being used to control the Injection course also a throttle in the relief line is provided.
- the pressure reduction in the control room causes due to the pressure in the first with the high pressure accumulator connected pressure chamber an opening stroke movement of the valve member, so that an injection cross section at the injection valve is controlled via which the fuel under high Pressure injected into the combustion chamber of the internal combustion engine becomes.
- the injection is made by switching the Control valve and connecting the control room with the High-pressure accumulator ended, in the course of which the High fuel pressure builds up in the control room, so that Valve member is pushed back into its closed position.
- the known fuel injection device has the disadvantage that the high fuel pressure too after switching off the internal combustion engine for a long time in the system remains what maintenance or repair work very makes dangerous, so that the known system the usual Security requirements are not enough.
- the method according to the invention for reducing the fuel pressure in a fuel injector with the characterizing features of claim 1 on the other hand the advantage that it is possible to High pressure in the high pressure accumulator and the associated with it System after switching off the internal combustion engine on to lower the low, harmless pressure level. This takes place by means of the components already present on the system, so that unlike other solutions no additional pressure valve and no further line required be what in particular the manufacturing costs and thus the Injector cost reduced.
- the pressure relief takes place in an advantageous manner according to the claims 4-6 via the control valve and the pressure chambers of the injection valve into the storage tank, which is why only one more Control possibility of the actuating the control valve Solenoid valve on the electronic control unit after switching off the internal combustion engine is to be provided.
- the control of the Control valve is then so short that the injection valve the one necessary for lifting the valve member Can not build pressure. This takes place depending on the design Build up either by briefly relieving the pressure on the Control room on the valve member or by briefly applying pressure of the valve member in the opening direction acting pressure chamber, to which a new filling of the Control room or a pressure relief of the pressure room connect, so that the high pressure continuously over the Relief line can be dismantled in the storage tank.
- the electronic control unit controls this Solenoid valve with a high frequency, preferably through a two-part control (pre-injection, main injection) and achieved by assuming a high engine speed is, with all the injection valves of the internal combustion engine in this relief process are included.
- the control the individual control valves are carried out in succession, preferably in the order of the firing order of the individual cylinders.
- FIG. 1 shows a first embodiment in a schematic representation, in which the injection valve two opposite to the valve member of the injector has acting pressure rooms, a first of which Pressure chamber constantly connected to and from the high pressure system which a second, the stroke movement of the valve member controlling pressure chamber by means of a 3/2-way control valve the high pressure system or a storage tank can be connected
- 2 shows a second embodiment analogous to the figure 1, in which the second pressure chamber by means of a 2/2-way control valve can be connected to the storage tank
- the fuel injector promotes one pressure-controllable high-pressure feed pump 1 fuel from one Storage tank 5 with high pressure via a delivery line 3 in a high-pressure storage space 7 (common rail), of which several corresponding to the number of injection points Pressure lines 9 to the individual, in the combustion chamber to supplying internal combustion engine projecting injection valves 11 lead away.
- a high-pressure storage space 7 common rail
- the injection valve 11 has a guide bore 13 axially displaceable piston-shaped valve member 15, with a conical valve sealing surface 17 at one end, with which it has a valve seat on the housing 21 of the injection valve 11 cooperates, being known in Downstream injection openings, not shown Connect to valve seat 19.
- the valve member 15 protrudes into two inside the guide bore 13 formed pressure chambers, a first of which the valve member in the opening direction acting pressure chamber 23 by a Cross-sectional reduction of the valve member 15 is formed.
- This first pressure chamber 23 is via a pressure channel 25 in the pressure line 9 opens continuously with the high-pressure storage space 7 connected and over in a known manner an annular gap between the valve member 15 and the Guide bore 13 up to the valve seat 19.
- valve member 15 projects through against one another the high-pressure sealed spring chamber 26, in one that acts on the valve member 15 in the closing direction Valve spring 28 is arranged.
- valve member At its end facing away from the valve seat 19, the valve member has a cross-sectional expansion, the valve seat facing away End face 27 a second, a control chamber 29 forming, acting on the valve member 15 in the closing direction Pressure space limited by a connecting channel 29 is connected to a 3/2-way control valve 31, which Control room 29 with a throttle 33 included Relief line 35 in the serving as a relief space Storage tank 5 or with the pressure line 9 from the high pressure storage space 7 connects, analogously also a relief line is possible without throttle.
- the 3/2-way control valve is actuated by an electromagnet 37, the one is controlled electronic control unit 39, the in turn various sensors supplied to it via sensors 41 Operating parameters (speed, accelerator pedal position, etc.) of the supplying internal combustion engine processed. To do it too detect the pressure within the high pressure system and To be able to edit is also a pressure sensor 43 in the High-pressure storage space 7 used.
- the fuel injector operates during operation the internal combustion engine in a known manner, the High-pressure feed pump 1 first the high-pressure storage space 7 filled with fuel under high pressure. This High fuel pressure builds up via the pressure lines 9 the individual injection valves 11 and acted upon there the first pressure chamber 23.
- the valve member 15 is thereby by the force of the valve spring 28 and the pressure in Control chamber 29, through the 3/2-way control valve 31 with the Pressure line 9 is connected in the closed state of the Injector 11 held in contact with the valve seat 19, wherein the end face 27 of the valve member projecting into the control chamber 29 15 is larger than the first pressure chamber 23 limiting ring shoulder.
- the end of the injection process is by switching again of the 3/2-way control valve 31 initiated the Control chamber 29 connects to the pressure line 9 again, see above that in the control chamber 29 again, the valve member 15 builds up its valve seat 19 moving back high pressure.
- the explanation of the pressure reduction according to the invention in High-pressure storage space 7 and in the pressure lines 9 after parking the internal combustion engine is based on that in the figure 4 shown diagram, in which the duration of the Control signal of the electromagnet 37 (MV), the needle stroke (NH) of the 3/2-way control valve actuated by the electromagnet 37 31 and the pressure curve ( ⁇ P) in the high-pressure storage space 7 are plotted over time (t).
- the control unit 39 adjusts the electromagnet 37 the shutdown of the internal combustion engine to be supplied with high Frequency, e.g. through a shared control (analog pre and main injection) can be achieved.
- NH ballistic needle stroke
- the process of reducing pressure is carried out by means of the Pressure sensor 43 monitored by the control unit 39, which in Dependence on the pressure in the high-pressure storage space 7 Pressure adjusts the control duration of the 3/2-way control valves 31.
- the electromagnets 37 become shorter at high pressure controlled than at low, so that there is an optimal Drain time while safely avoiding one Can achieve fuel injection.
- the second embodiment shown in Figure 2 a fuel injector for performing the The method according to the invention differs for the first In the embodiment shown in Figure 1 only in the type of connection of the control chamber 29 to the injection valve 11 with the pressure line 9 and the relief line 35 and the structure of the control valve that there as a 2/2-way control valve 45 is formed and the connection of the Control room 29 to the relief line 35 up or controls.
- the control chamber 29 is a first one Throttle point 47 contained connecting line 49 with the Pressure line 9 connected.
- In the connecting channel 30 to 2/2-way control valve 45 is a second throttle point 51 used, on the design of the discharge process of Fuel from the control room 29 in the storage tank 5 and thus the opening stroke movement of the valve member 15 adjustable is.
- the second embodiment works analogously to the first, whereby during the operation of the internal combustion engine as a result opening the connection control room 29 relief line 35 by the 2/2-way control valve controlled by the electromagnet 37 45 the lifting of the valve member 15 from the valve seat 19 and thus the injection process takes place.
- the pressure relief of the high pressure storage space 7 after switching off the internal combustion engine takes place as in the first Embodiment described by the short-term Open the connection between control room 29 and relief line 35, so that the constant refilling of the control room 29 from the high-pressure storage space 7 whose pressure is reduced can be.
- the pressure relief of the Control room 29 only so short and to such a small extent, that there is no injection at the injection valves 11.
- the third embodiment shown in Figure 3 has only one pressure chamber acting on the valve member 15 323 on the injection valve 11, via the 3/2-way control valve 31 controlled connection to the pressure line 9 of the high-pressure storage space 7 in a known manner Opening stroke of the valve member 15 against the force of the valve spring 28 and thus the opening of the injection valve 11 takes place, while on the connection of the pressure chamber 323 with the relief line 35 the pressure relief and in a row the injection valve 11 is closed.
- Pressure valve a certain stand pressure in the pressure chamber 323.
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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)
- Oil, Petroleum & Natural Gas (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims (9)
- Verfahren zur Reduzierung des Kraftstoffdruckes in einer Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen, die eine Pumpe (1) zur Förderung von Kraftstoff in einen Hochdruckspeicherraum (7) aufweist, von dem Druckleitungen (9) zu Einspritzventilen (11) abführen und mit einem die Einspritzung durch das Einspritzventil (11) steuernden Steuerventil (31) am Einspritzventil (11), das zur Steuerung einen, ein Ventilglied (15) des Einspritzventils (11) beaufschlagenden Druckraum (29, 323) des Einspritzventils (11) mit dem Hochdruckspeicherraum (7) oder einer Entlastungsleitung (35) in einen Vorratstank (5) verbindet, dadurch gekennzeichnet, daß der Druck im Hochdruckspeicherraum (7) nach dem Abstellen der Brennkraftmaschine und Beendigung der Förderung der Pumpe (1) über das Steuerventil (31) in den Vorratstank (5) entlastet wird, wozu das Steuerventil (31) den Druckraum (29, 323) des Einspritzventils (11) derart kurz mit dem Hochdruckspeicherraum (7) oder mit dem Vorratstank (5) verbindet, daß der das Ventilglied (15) des Einspritzventils (11) in Öffnungsrichtung beaufschlagende Druck unterhalb eines Öffnungsdruckes des Einspritzventils (11) bleibt, wobei dieser Ansteuervorgang des Steuerventils (31, 323) bis zum Erreichen eines gewünschten reduzierten Druckes im Hochdruckspeicherraum (7) wiederholt wird.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die Steuerventile (31, 45) zum Absenken des Druckes im Hochdruckspeicherraum (7) nach Abstellen der Brennkraftmaschine mit hohen Frequenzen angesteuert werden.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die an den einzelnen Einspritzventilen (11) vorgesehenen Steuerventile (31, 45) zum Absenken des Druckes im Hochdruckspeicherraum (7) nach Abstellen der Brennkraftmaschine nacheinander angesteuert werden.
- Kraftstoffeinspritzeinrichtung zur Durchführung des Verfahrens nach Anspruch 1, mit einer Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen, die eine Pumpe (1) zur Förderung von Kraftstoff in einen Hochdruckspeicherraum (7) aufweist, von dem Druckleitungen (9) zu Einspritzventilen (11) abführen und mit einem die Einspritzung durch das Einspritzventil (11) steuernden Steuerventil (31) am Einspritzventil (11), das zur Steuerung einen, ein Ventilglied (15) des Einspritzventils (11) beaufschlagenden Druckraum (29, 323) des Einspritzventils (11) mit dem Hochdruckspeicherraum (7) oder einer Entlastungsleitung (35) in einen Vorratstank (5) verbindet, dadurch gekennzeichnet, daß am Einspritzventil (11) zwei, das Einspritzventilglied (15) beaufschlagende Druckräume vorgesehen sind, von denen ein erster, das Ventilglied in Öffnungsrichtung beaufschlagender Druckraum (23) ständig mit dem Hochdruckspeicherraum (7) verbunden ist und ein zweiter, einen Steuerraum (29) bildender, das Ventilglied (15) in Schließrichtung beaufschlagender Druckraum mittels des als 3/2-Wegeventils ausgebildeten Steuerventils (31) mit dem Hochdruckspeicherraum (7) oder einem Entlastungsraum (5) verbindbar ist, und mit Mitteln zur Ansteuerung des Steuerventils (31) derart, daß nach dem Abstellen der Brennkraftmaschine eine Druckentlastung aus dem Hochdruckspeicherraum (7) in den Vorratstank (5) erfolgt, wozu das Steuerventil (31) den Steuerraum (29) des Einspritzventils (11) derart kurz mit dem Hochdruckspeicherraum (7) oder mit dem Vorratstank (5) verbindet, daß der das Ventilglied (15) des Einspritzventils (11) in Öffnungsrichtung beaufschlagende Druck unterhalb eines Öffnungsdruckes des Einspritzventils (11) bleibt, wobei dieser Ansteuervorgang des Steuerventils (31) bis zum Erreichen eines gewünschten reduzierten Druckes im Hochdruckspeicherraum (7) wiederholt wird.
- Kraftstoffeinspritzeinrichtung zur Durchführung des Verfahrens nach Anspruch 1, mit einer Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen, die eine Pumpe (1) zur Förderung von Kraftstoff in einen Hochdruckspeicherraum (7) aufweist, von dem Druckleitungen (9) zu Einspritzventilen (11) abführen und mit einem die Einspritzung durch das Einspritzventil (11) steuernden Steuerventil (31) am Einspritzventil (11), das zur Steuerung einen, ein Ventilglied (15) des Einspritzventils (11) beaufschlagenden Druckraum (29, 323) des Einspritzventils (11) mit dem Hochdruckspeicherraum (7) oder einer Entlastungsleitung (35) in einen Vorratstank (5) verbindet, dadurch gekennzeichnet, daß am Einspritzventil (11) zwei, das Einspritzventilglied (15) beaufschlagende Druckräume vorgesehen sind, von denen ein erster, das Ventilglied (15) in Öffnungsrichtung beaufschlagender Druckraum (23) ständig mit dem Hochdruckspeicherraum (7) verbunden ist und ein zweiter, einen Steuerraum (29) bildender, das Ventilglied (15) in Schließrichtung beaufschlagender, über eine eine erste Drossel (47) enthaltene Verbindungsleitung (49) ständig mit dem Hochdruckspeicherraum (7) verbundener Druckraum mittels des als 2/2-Wegeventils (45) ausgebildeten Steuerventils mit einem Entlastungsraum (5) verbindbar ist und mit Mitteln zur Ansteuerung des Steuerventils (45) derart, daß nach dem Abstellen der Brennkraftmaschine eine Druckentlastung aus dem Hochdruckspeicherraum (7) in den Vorratstank (5) erfolgt, wozu das Steuerventil (31) den Steuerraum (29) des Einspritzventils (11) derart kurz mit dem Hochdruckspeicherraum (7) oder mit dem Vorratstank (5) verbindet, daß der das Ventilglied (15) des Einspritzventils (11) in Öffnungsrichtung beaufschlagende Druck unterhalb eines Öffnungsdruckes des Einspritzventils (11) bleibt, wobei dieser Ansteuervorgang des Steuerventils (31) bis zum Erreichen eines gewünschten reduzierten Druckes im Hochdruckspeicherraum (7) wiederholt wird.
- Kraftstoffeinspritzeinrichtung zur Durchführung des Verfahrens nach Anspruch 1, mit einer Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen, die eine Pumpe (1) zur Förderung von Kraftstoff in einen Hochdruckspeicherraum (7) aufweist, von dem Druckleitungen (9) zu Einspritzventilen (11) abführen und mit einem die Einspritzung durch das Einspritzventil (11) steuernden Steuerventil (31) am Einspritzventil (11), das zur Steuerung einen, ein Ventilglied (15) des Einspritzventils (11) beaufschlagenden Druckraum (29, 323) des Einspritzventils (11) mit dem Hochdruckspeicherraum (7) oder einer Entlastungsleitung (35) in einen Vorratstank (5) verbindet, dadurch gekennzeichnet, daß am Einspritzventil (11) ein das Ventilglied (15) in Öffnungsrichtung beaufschlagender Druckraum (323) vorgesehen ist, der mittels des als 3/2-Wegeventils (31) ausgebildeten Steuerventils mit dem Hochdruckspeicherraum (7) oder einem Entlastungsraum (5) verbindbar ist und mit Mitteln zur Ansteuerung des Steuerventils (31) derart, daß nach dem Abstellen der Brennkraftmaschine eine Druckentlastung aus dem Hochdruckspeicherraum (7) in den Vorratstank (5) erfolgt, wozu das Steuerventil (31) den Druckraum (323) des Einspritzventils (11) derart kurz mit dem Hochdruckspeicherraum (7) oder mit dem Vorratstank (5) verbindet, daß der das Ventilglied (15) des Einspritzventils (11) in Öffnungsrichtung beaufschlagende Druck unterhalb eines Öffnungsdruckes des Einspritzventils (11) bleibt, wobei dieser Ansteuervorgang des Steuerventils (31, 323) bis zum Erreichen eines gewünschten reduzierten Druckes im Hochdruckspeicherraum (7) wiederholt wird.
- Kraftstoffeinspritzeinrichtung nach Anspruch 6, dadurch gekennzeichnet, daß in der zum Entlastungsraum (5) führenden Entlastungsleitung (35) ein in Richtung Entlastungsraum (5) öffnendes Druckventil (53) angeordnet ist.
- Kraftstoffeinspritzeinrichtung nach den Ansprüchen 4 bis 6, dadurch gekennzeichnet, daß das Steuerventil (31, 45) mit einem dieses betätigenden Elektromagneten (37) verbunden ist, der von einem, Betriebsparameter der Brennkraftmaschine verarbeitenden Steuergerät (39) angesteuert wird.
- Kraftstoffeinspritzeinrichtung nach Anspruch 7, dadurch gekennzeichnet, daß ein mit dem Steuergerät (39) verbundener Drucksensor (43) vorgesehen ist, der vorzugsweise in den Hochdruckspeicherraum (7) eingesetzt ist.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE4445586 | 1994-12-20 | ||
DE4445586A DE4445586A1 (de) | 1994-12-20 | 1994-12-20 | Verfahren zur Reduzierung des Kraftstoffdruckes in einer Kraftstoffeinspritzeinrichtung |
PCT/DE1995/000713 WO1996019659A1 (de) | 1994-12-20 | 1995-06-01 | Verfahren zur reduzierung des kraftstoffdruckes in einer kraftstoffeinspritzeinrichtung |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0745184A1 EP0745184A1 (de) | 1996-12-04 |
EP0745184B1 true EP0745184B1 (de) | 1998-10-28 |
Family
ID=6536449
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP95919966A Expired - Lifetime EP0745184B1 (de) | 1994-12-20 | 1995-06-01 | Verfahren zur reduzierung des kraftstoffdruckes in einer kraftstoffeinspritzeinrichtung |
Country Status (6)
Country | Link |
---|---|
US (1) | US5711274A (de) |
EP (1) | EP0745184B1 (de) |
JP (1) | JPH09509716A (de) |
KR (1) | KR100378722B1 (de) |
DE (2) | DE4445586A1 (de) |
WO (1) | WO1996019659A1 (de) |
Cited By (1)
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DE19618932C2 (de) * | 1996-05-10 | 2001-02-01 | Siemens Ag | Vorrichtung und Verfahren zur Regelung des Kraftstoffdruckes in einem Hochdruckspeicher |
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ATE231227T1 (de) * | 1997-03-12 | 2003-02-15 | Forsch Transferzentrum E V An | Verfahren zur kraftstoffeinspritzung in mehrzylinder-kraftmaschinen und vorrichtung zur durchführung des verfahrens |
JP3546285B2 (ja) | 1997-08-04 | 2004-07-21 | トヨタ自動車株式会社 | 蓄圧式エンジンの燃料噴射制御装置 |
JP3713918B2 (ja) * | 1997-08-29 | 2005-11-09 | いすゞ自動車株式会社 | エンジンの燃料噴射方法及びその装置 |
DE19744723A1 (de) * | 1997-10-10 | 1999-04-15 | Bosch Gmbh Robert | Kraftstoffeinspritzeinrichtung |
US6167869B1 (en) * | 1997-11-03 | 2001-01-02 | Caterpillar Inc. | Fuel injector utilizing a multiple current level solenoid |
GB2332241B (en) * | 1997-12-11 | 2001-12-19 | Denso Corp | Accumulator fuel injection system for diesel engine of automotive vehicles |
US5875764A (en) * | 1998-05-13 | 1999-03-02 | Siemens Aktiengesellschaft | Apparatus and method for valve control |
US6092509A (en) * | 1998-11-19 | 2000-07-25 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Accumulator type fuel injection system |
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GB9900070D0 (en) * | 1999-01-05 | 1999-02-24 | Lucas Franc | Control method |
JP3458776B2 (ja) * | 1999-01-28 | 2003-10-20 | 株式会社デンソー | 蓄圧式燃料噴射装置および蓄圧室内圧力制御方法 |
JP4122615B2 (ja) * | 1999-02-24 | 2008-07-23 | トヨタ自動車株式会社 | 高圧燃料噴射系の燃料圧力制御装置 |
DE19939420B4 (de) * | 1999-08-20 | 2004-12-09 | Robert Bosch Gmbh | Kraftstoffeinspritzverfahren und -system für eine Brennkraftmaschine |
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DE19951132A1 (de) * | 1999-10-23 | 2001-05-10 | Bosch Gmbh Robert | Verfahren zum Ablassen des Kraftstoffdrucks in einem rücklauffreien Kraftstoffversorgungssystem |
DE10002109A1 (de) | 2000-01-19 | 2001-08-02 | Bosch Gmbh Robert | Einspritzsystem |
DE10002704A1 (de) * | 2000-01-22 | 2001-08-02 | Bosch Gmbh Robert | Einspritzeinrichtung und Verfahren zum Einspritzen von Fluid |
US6345606B1 (en) * | 2000-04-12 | 2002-02-12 | Delphi Technologies, Inc | Method for controlling fuel rail pressure using a piezoelectric actuated fuel injector |
DE10112163A1 (de) * | 2001-03-14 | 2002-09-19 | Bosch Gmbh Robert | Speichereinspritzsystem (Common Rail) für Brennkraftmaschinen |
JP2003021017A (ja) * | 2001-07-10 | 2003-01-24 | Bosch Automotive Systems Corp | 蓄圧式燃料噴射装置 |
JP3724392B2 (ja) * | 2001-07-26 | 2005-12-07 | トヨタ自動車株式会社 | 内燃機関の燃料噴射制御装置 |
US6595189B2 (en) | 2001-08-10 | 2003-07-22 | Caterpillar Inc | Method of reducing noise in a mechanically actuated fuel injection system and engine using same |
DE10139623A1 (de) * | 2001-08-11 | 2003-02-27 | Bosch Gmbh Robert | Einspritzanordnung für ein Kraftstoff-Speichereinspritzsystem |
JP3931120B2 (ja) * | 2002-07-10 | 2007-06-13 | ボッシュ株式会社 | 蓄圧式燃料噴射装置 |
JP4144375B2 (ja) * | 2002-09-11 | 2008-09-03 | 株式会社デンソー | 蓄圧式燃料噴射装置 |
DE10300178A1 (de) * | 2003-01-08 | 2004-07-22 | Robert Bosch Gmbh | Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine |
US7219655B2 (en) * | 2003-02-28 | 2007-05-22 | Caterpillar Inc | Fuel injection system including two common rails for injecting fuel at two independently controlled pressures |
JP2004353487A (ja) * | 2003-05-27 | 2004-12-16 | Mitsubishi Electric Corp | 内燃機関の燃料供給装置 |
DE10358266B4 (de) * | 2003-12-11 | 2008-06-05 | L'orange Gmbh | Kraftstoff-Einspritzsystem für Brennkraftmaschinen |
DE102004002139A1 (de) * | 2004-01-15 | 2005-08-04 | Robert Bosch Gmbh | Kraftstoffversorgungssystem für eine Brennkraftmaschine |
DE102005001499B4 (de) * | 2005-01-12 | 2009-12-10 | Continental Automotive Gmbh | Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine |
DE102005001497B4 (de) * | 2005-01-12 | 2007-02-15 | Siemens Ag | Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine |
DE102005012997B4 (de) * | 2005-03-21 | 2010-09-09 | Continental Automotive Gmbh | Druckabbauverfahren für eine Einspritzanlage und entsprechende Einspritzanlagen |
DE102005060552B4 (de) * | 2005-12-17 | 2009-06-10 | Man Diesel Se | Einspritzvorrichtung für Brennstoffmotoren |
PL1803917T3 (pl) * | 2005-12-28 | 2009-01-30 | Magneti Marelli Powertrain Spa | Sposób sterowania systemem typu common-rail bezpośredniego wtrysku paliwa do silnika spalania wewnętrznego |
DE602007004184D1 (de) * | 2007-01-23 | 2010-02-25 | Scania Cv Ab | Anordnung und Verfahren zum Abschalten eines Verbrennungsmotors |
EP2011994B1 (de) * | 2007-07-05 | 2010-04-28 | Magneti Marelli S.p.A. | Verfahren zur Steuerung des Überdrucks in einem Brennstoffversorgungssystem des Common-Rail-Typs |
US8291889B2 (en) | 2009-05-07 | 2012-10-23 | Caterpillar Inc. | Pressure control in low static leak fuel system |
US8196567B2 (en) * | 2010-05-28 | 2012-06-12 | Ford Global Technologies, Llc | Approach for controlling fuel flow with alternative fuels |
CA2809539C (en) | 2013-03-15 | 2014-05-13 | Westport Power Inc. | Preventing fuel regulation failure |
FR3012177A1 (fr) * | 2013-10-23 | 2015-04-24 | Peugeot Citroen Automobiles Sa | Procede de decharge d'un rail d'injection de carburant haute pression de moteur a combustion interne en cas d'intervention apres-vente |
US10267282B2 (en) * | 2014-09-12 | 2019-04-23 | Ge Global Sourcing Llc | Pressure relief valve systems |
DE102016207297B3 (de) | 2016-04-28 | 2017-10-19 | Mtu Friedrichshafen Gmbh | Verfahren zum Betrieb einer Brennkraftmaschine, Einrichtung zum Steuern und/oder Regeln einer Brennkraftmaschine, Einspritzsystem und Brennkraftmaschine |
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US5074272A (en) * | 1986-08-13 | 1991-12-24 | Ashland Oil, Inc. | Process and apparatus for reducing port fuel injector deposits |
US4782808A (en) * | 1986-08-13 | 1988-11-08 | Ashland Oil, Inc. | Process and apparatus for reducing port fuel injector deposits |
JPH0354358A (ja) * | 1989-07-21 | 1991-03-08 | Yamaha Motor Co Ltd | エンジンの高圧燃料噴射装置 |
JP2773826B2 (ja) * | 1989-12-27 | 1998-07-09 | ヤマハ発動機株式会社 | 2サイクルエンジンの空気燃料噴射装置 |
US5159911A (en) * | 1991-06-21 | 1992-11-03 | Cummins Engine Company, Inc. | Hot start open nozzle fuel injection systems |
DE4332119B4 (de) * | 1993-09-22 | 2006-04-20 | Robert Bosch Gmbh | Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen |
US5408970A (en) * | 1994-05-02 | 1995-04-25 | General Motors Corporation | Electronically controlled continuous flow fuel system |
-
1994
- 1994-12-20 DE DE4445586A patent/DE4445586A1/de not_active Withdrawn
-
1995
- 1995-06-01 JP JP8519396A patent/JPH09509716A/ja active Pending
- 1995-06-01 WO PCT/DE1995/000713 patent/WO1996019659A1/de active IP Right Grant
- 1995-06-01 DE DE59504070T patent/DE59504070D1/de not_active Expired - Lifetime
- 1995-06-01 KR KR1019960704519A patent/KR100378722B1/ko not_active IP Right Cessation
- 1995-06-01 EP EP95919966A patent/EP0745184B1/de not_active Expired - Lifetime
- 1995-06-01 US US08/696,870 patent/US5711274A/en not_active Expired - Lifetime
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102005012998B3 (de) * | 2005-03-21 | 2006-09-21 | Siemens Ag | Druckabbauverfahren für eine Einspritzanlage und entsprechende Einspritzanlage |
Also Published As
Publication number | Publication date |
---|---|
KR970701309A (ko) | 1997-03-17 |
KR100378722B1 (ko) | 2003-06-19 |
JPH09509716A (ja) | 1997-09-30 |
US5711274A (en) | 1998-01-27 |
DE59504070D1 (de) | 1998-12-03 |
WO1996019659A1 (de) | 1996-06-27 |
DE4445586A1 (de) | 1996-06-27 |
EP0745184A1 (de) | 1996-12-04 |
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