EP0776421A1 - Fuel injection device for internal combustion engines - Google Patents

Fuel injection device for internal combustion engines

Info

Publication number
EP0776421A1
EP0776421A1 EP96901228A EP96901228A EP0776421A1 EP 0776421 A1 EP0776421 A1 EP 0776421A1 EP 96901228 A EP96901228 A EP 96901228A EP 96901228 A EP96901228 A EP 96901228A EP 0776421 A1 EP0776421 A1 EP 0776421A1
Authority
EP
European Patent Office
Prior art keywords
valve
fuel
injection
pressure
valve member
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP96901228A
Other languages
German (de)
French (fr)
Other versions
EP0776421B1 (en
Inventor
Walter Egler
Peter BÖHLAND
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=8004210&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0776421(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0776421A1 publication Critical patent/EP0776421A1/en
Application granted granted Critical
Publication of EP0776421B1 publication Critical patent/EP0776421B1/en
Anticipated expiration legal-status Critical
Revoked legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/0275—Arrangement of common rails
    • F02M63/0285—Arrangement of common rails having more than one common rail
    • F02M63/0295—Arrangement of common rails having more than one common rail for V- or star- or boxer-engines
    • 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
    • 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
    • F02M55/025—Common rails
    • 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
    • F02M63/0005—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 valves actuated by fluid 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
    • F02M63/02—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
    • F02M63/0205—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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • 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
    • F02M63/0205—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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/0215—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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by draining or closing fuel conduits
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/7722—Line condition change responsive valves
    • Y10T137/7837—Direct response valves [i.e., check valve type]
    • Y10T137/7869—Biased open

Definitions

  • the invention is based on a fuel injection device for internal combustion engines according to the preamble of claim 1.
  • a fuel injection device known from an earlier German patent application with file number P 44 142 42.0
  • a high-pressure fuel pump pumps fuel from a low-pressure chamber into a high-pressure collecting chamber, which via high-pressure lines leads to the individual injection valves projecting into the combustion chamber of the internal combustion engine to be supplied is connected, this common pressure storage system (common rail) being adjustable to a certain pressure by a pressure control device on the high-pressure pump, so that the injection pressure can be determined on the injection valves over the entire operating map of the internal combustion engine to be supplied, irrespective of the speed.
  • an electrically controlled control valve is inserted into the high-pressure lines, which controls the opening and closing of the high-pressure fuel injection at the injection valve.
  • the known fuel injection device has flow limiting valves in the high-pressure lines, which are to close them in the event of a leak, in order in this way to prevent uncontrolled fuel leakage and to reliably avoid the associated dangers.
  • the flow limiting valve has a movable valve member which, from a certain pressure drop in the high pressure line downstream of the flow limiting valve, is pressed against the force of a return spring in a sealing manner against a return spring by the inflowing fuel and thus closes the high pressure line.
  • the known flow limiting valve has the disadvantage that it only responds to relatively large amounts of leakage, so that smaller amounts of leakage can escape unnoticed.
  • the fuel injection device according to the invention with the characterizing features of claim 1 has the advantage that even small amounts of leakage are detected in the high pressure lines and result in these lines being closed by the respective flow control valve. By recognizing damage even at very low flow rates, e.g. also incompletely closing injection valves are determined and switched off by the engine operation, so that serious consequential damage to the engine can be avoided.
  • the response of the flow control valve takes place in an advantageous manner even with small leakage quantities through the inventive adjustment of the throttle cross section of the valve member of the flow control valve and the force of the return spring as a function of the flow rate at the injection valve, which is such that the throttle cross section and spring force are so low be applied that the valve member even with an intact high pressure line during an injection tion on the injection valve is moved towards the valve seat.
  • this valve member stroke caused by the pressure drop in the high-pressure line between the flow limiting valve and the injection valve is smaller than its maximum stroke path until it contacts the valve seat in the closed position of the flow limiting valve. If the high-pressure line and the injection valve are intact, the valve member returns to its starting position due to the same pressure build-up in the high-pressure line before and after the flow-limiting valve when the injection valve is closed. In the event of damage, however, the valve member does not reach its original starting position again due to the pressure difference, so that the subsequent stroke movement in the direction of the valve seat takes place from an elevated starting level until the flow limiting valve closes.
  • the flow limiting valve is advantageously given an integrating character, which enables the detection of even small amounts of leakage and a closing of the corresponding line.
  • the pressure in the line between the flow control valve and the injection valve drops so much that the inflowing fuel immediately shifts the valve member to the valve seat, so that the flow control valve closes immediately in this case.
  • the valve member of the flow limiting valve is designed in a structurally simple manner as a cup-shaped piston, the throttle point e.g. is formed by the passage opening in its closed end face.
  • the throttle point in a throttle insert which is inserted into the valve member and can be easily replaced, which facilitates adaptation to the particular requirements of the individual injection systems.
  • the sealing surface and the valve seat are conical, the respective angles being designed such that the outlet openings of the through openings in the sealing surface on the sealing surface lie in front of the effective sealing edge in the direction of flow towards the injection valve.
  • the arrangement of the flow restriction valves in the high-pressure lines of a one provided with a high-pressure collecting space (common rail) is particularly advantageous
  • Fuel injection device since there a leaky line between the high-pressure collection chamber and the injection valve would lead to failure of the entire injection system, but emergency operation on the remaining injection valves is still possible.
  • FIG. 1 shows a schematic representation of the structure of the fuel injection device with the flow limiting valves used
  • FIG. 2 shows a section through a first exemplary embodiment of a flow limiting valve with throttle insert
  • FIG. 3 shows a section through a second exemplary embodiment of a flow limiting valve with throttle bores in the end wall of the valve member
  • FIG. 4 is a diagram showing the course of the valve member stroke movement without and with small leakage quantities in the high pressure line over the time of two injections on the injection valve. Description of the embodiments
  • a high-pressure fuel pump 1 which e.g. can be designed as a piston pump, fuel via a suction line 5 having a filter 3, from a low-pressure chamber 7 designed as a fuel storage container, via a high-pressure delivery line 9 into two high-pressure collecting rooms 11 arranged in parallel to one another.
  • the control of the pressure in the delivery line 9 and in the high-pressure collecting rooms 11 takes place in a known manner by means of a pressure valve, not shown, in a return line, also not shown, which leads away from the high-pressure plenums 11 or the conveying line 9 and the regulation of the delivery rate of the high-pressure fuel pump 1 by means of an electronic control unit 19 as a function of operating parameters of the internal combustion engine to be supplied .
  • High-pressure lines 21 also lead from the high-pressure plenum chambers 11 to the individual injection valves 23 projecting into the combustion chamber of the internal combustion engine to be supplied, with an electric control valve 25 controlled by the electrical control unit 19 on each injection valve 23 into the respective one to control the injection process
  • High-pressure line 21 is used, via which a connection of the injection valve 23 to a relief line 29 leading to the low-pressure chamber 7 can be controlled.
  • flow-limiting valves 27 are also provided in these lines 9, 21, which are preferably arranged close or directly to the high-pressure collecting spaces 11 are.
  • the use of these flow limiting valves 27 is alternatively also possible for all other designs Fuel injection devices possible, for example on fuel injection devices with in-line pumps and without high-pressure collection.
  • the flow limiting valve 27 shown in greater detail in FIG. 2 in the closed position has a valve body :: 31, in which a through bore 33 designed as a stepped bore is provided, in which a cup-shaped valve member 35 is guided so as to be axially displaceable.
  • the valve member 35 has a conical transition surface between its cylindrical peripheral surface and its closed end wall, with which it forms a valve sealing surface 37 which interacts with a valve seat 39 formed on a conical cross-sectional transition of the through bore 33.
  • passage openings 41 are arranged at its end facing away from the valve seat 39, through which, when the valve member 35 is lifted from the valve seat 39, fuel from the interior of the valve member 35 to the valve seat 39 and from there into an adjoining one , a return part 43 which bears the valve member 35 in the opening direction of the flow limiting valve 27 and which can flow on the part of the valve seat 39 facing away from the valve member 35.
  • the angles of the valve sealing surface 37 and the valve seat 39 are designed such that the outlet openings 41 of the sealing surface on the sealing surface side, viewed in the direction of flow towards the injection valve, lie in front of the sealing edge formed between the valve seat 39 and the valve sealing surface 37.
  • the valve member 35 is inserted into the through hole 33 in such a way that its open end opposite to the direction of fuel flow to a connection of the valve body 31 to the delivery line 9 or the high-pressure collection chamber 11 and its closed end carrying the valve sealing surface 37 in the direction of flow to a connecting piece 45 points to which the high-pressure collecting space 11 (when inserted into the F ⁇ rdertechnisch 9) or the high pressure line 21 to the injection valve 23 is connected.
  • valve member 35 In its fuel-flowed interior, the valve member 35 also has a throttle insert 47 connected upstream of the passage openings 41 with a throttle point 49, which is preferably formed by a throttle bore.
  • a stop piece 51 with a through opening is inserted, preferably screwed, into the through hole 33 of the valve body 31, the end face 53 of which faces the valve member 35 forms a stop which cooperates with the open end face of the valve member 35. It is possible via the screw-in depth to set the opening stroke movement of the valve member 35 and thus the opening cross section on the valve seat 39.
  • the second exemplary embodiment of the flow limiting valve 27 shown in the open position in FIG. 3 differs from the first exemplary embodiment shown in FIG. 2 only in the arrangement of the throttle point, which in this case is provided by throttle bores 55 in the closed end face forming the valve sealing surface 37 of the valve member 35 are formed. These throttle bores 55 take the place of the passage openings 41 shown in FIG. 2.
  • the throttle cross section and restoring force are matched in such a way that the pressure drop in the high pressure line 21 during the fuel injection on Injection valve 23 is already sufficient to bring about a lifting movement of valve member 35 in the direction of valve seat 39.
  • the diameter and the maximum stroke of the valve member 35 are designed such that this closing stroke movement of the valve member 35 does not occur up to the valve seat 39, even with the maximum injection rate and thus the maximum flow rate, with the high pressure line 21 not damaged, so that the flow limiting valve 27 does not close (FIG 3).
  • the pressure in the high-pressure line between the flow-limiting valve 27 and the injection valve 23 builds up again over the remaining cross-section of the opening on the flow-limiting valve 27 during the injection pauses to the high-pressure line pressure between the high-pressure collecting chamber 11 and the flow-limiting valve 27, whereby the force now acting on the valve member 35 moves it back into its initial opening position.
  • the flow rate of the fuel flow at the flow limiting valve 27, which can be set by the design of the throttle cross section on the valve member 35 of the flow limiting valve 27, the force of the return spring 43 and the valve cross section, is set such that at the highest permissible speed and injection quantity during the injection pause, more than the maximum permissible injection quantity flows through.
  • valve member 35 never reaching the valve seat 39 when the high-pressure line 21 is undamaged, and thus the flow-limiting valve 27 is not closed.
  • This valve member stroke in the opening and closing directions is shown in the diagram in FIG. 4, the solid line corresponding to damage-free operation.
  • valve member 35 is again displaced by the same stroke path in the direction of the valve seat 39 as described and now reaches the valve seat 39 as a result of the increased initial level at this (or a later) injection, so that the flow-limiting valve 27 is closed. Since there is now no pressure equalization in the high-pressure line 21 in front of and behind the flow-limiting valve 27 (spring force is less than the force from line pressure), the flow-limiting valve 27 remains securely closed and thus prevents unwanted fuel leakage " on the defective high-pressure line
  • the flow restriction valve 27 can be completely closed after two injection phases and valve member strokes, as shown in Figure 4.
  • the flow limitation valve 27 is completely closed only after several injections, with the valve member 35 moves integrally to such an initial level which is sufficient to reach the valve seat 39 during the stroke movement during injection, thereby allowing the speed of the closing time or the sensitivity Precisely adjust the detection of small amounts of leakage by means of spring and throttle adjustment as a function of the specified amount of leakage.
  • the return spring 43 is dimensioned in such a way that, with maximum permissible flow rate at the valve member 35 in damage-free operation, the latter, together with the stand pressure in the high-pressure line 21 or the high-pressure accumulation chamber 11, reliably runs away from the valve seat 39 even after it has passed through the stroke movement in the direction of the valve seat 39 Valve seat 39 keeps raised. However, if this stand pressure in the high-pressure line 21, which acts as additional counter pressure in the opening direction, is absent, e.g. due to their breakage and an uncontrolled outflow of fuel from this line, the force of the return spring 43 alone is no longer sufficient to hold the valve member 35 against the force 39 against the force of the fuel flowing against the throttle point, and to keep the flow rate ⁇ limit valve 27 closes.

Landscapes

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

Abstract

A fuel injection device for internal combustion engines has a fuel high pressure pump that feeds fuel from a low pressure chamber through high pressure ducts into at least one injection valve that projects into the combustion chamber of the internal combustion engine to be fuelled. A flow rate limiting valve (27) that limits the maximum fuel flow rate is mounted in one or several high pressure ducts and has an axially sliding valve member (35). When a maximum fuel flow rate is exceeded, the valve member (35) may be moved into its closed position in contact with a valve seat (39) against the force of a restoring spring (43) by the fuel that flows in the direction of the injection valve. The flow of fuel through the valve member (35) lifted from its seat (39) may be set at least at one throttle (55) on the valve member (35). In order to detect even the smallest leaks, the flow rate limiting valve (27) has a valve member (35) that moves in the direction of the valve seat (39) during each injection but only reaches the valve seat when the high pressure duct is not tight. In the event of small leaks, the starting position of the valve member (35) during the pauses between injections is thus shifted in the direction of the valve seat (39).

Description

Kraftstoffeinspritzeinrichtung für Brennkraftma- schinenFuel injection device for internal combustion engines
Stand der TechnikState of the art
Die Erfindung geht von einer Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen nach der Gattung des Patentanspruchs 1 aus. Bei einer derartigen aus einer früheren deutschen Pa¬ tentanmeldung mit dem Aktenzeichen P 44 142 42.0 bekannten Kraftstoffeinspritzeinrichtung fördert eine Kraf stoffhoch¬ druckpumpe Kraftstoff aus einem Niederdruckraum in einen Hochdrucksammelraum, der über Hochdruckleitungen mit den einzelnen in den Brennraum der zu versorgenden Brennkraftma¬ schine ragenden Einspritzventilen verbunden ist, wobei die¬ ses gemeinsame Druckspeichersystem (Common Rail) durch eine Drucksteuereinrichtung an der Hochdruckpumpe auf einen be¬ stimmten Druck einstellbar ist, so daß an den Einspritzven¬ tilen drehzahlunabhängig der Einspritzdruck über das gesamte Betriebskennfeld der zu versorgenden Brennkraftmaschine festgelegt werden kann. Zur Steuerung der Einspritzzeiten und der Einspritzmengen am Einspritzventil ist an diesen jeweils ein elektrisch gesteuertes Steuerventil in die Hoch¬ druckleitungen eingesetzt, das mit seinem Öffnen und Schließen die Kraftstoffhochdruckeinspritzung am Einspritz- ventil steuert. Desweiteren weist die bekannte Kraf stoffeinspritzeinrich¬ tung Durchflußbegrenzungsventile in den Hochdruckleitungen auf, die diese im Falle eines Lecks verschließen sollen, um so einen unkontrollierten Kraf stoffaustritt und die damit verbundenen Gefahren sicher zu vermeiden. Zu diesem Zweck weist das Durchflußbegrenzungsventil ein bewegliches Ventilglied auf, das ab einem bestimmten Druckabfall in der Hochdruckleitung stromabwärts des Durchflußbegrenzungsven¬ tils vom anströmenden Kraftstoff entgegen der Kraft einer Rückstellfeder dichtend auf einen Ventilsitz gepreßt wird und so die Hochdruckleitung verschließt.The invention is based on a fuel injection device for internal combustion engines according to the preamble of claim 1. In such a fuel injection device known from an earlier German patent application with file number P 44 142 42.0, a high-pressure fuel pump pumps fuel from a low-pressure chamber into a high-pressure collecting chamber, which via high-pressure lines leads to the individual injection valves projecting into the combustion chamber of the internal combustion engine to be supplied is connected, this common pressure storage system (common rail) being adjustable to a certain pressure by a pressure control device on the high-pressure pump, so that the injection pressure can be determined on the injection valves over the entire operating map of the internal combustion engine to be supplied, irrespective of the speed. To control the injection times and the injection quantities at the injection valve, an electrically controlled control valve is inserted into the high-pressure lines, which controls the opening and closing of the high-pressure fuel injection at the injection valve. Furthermore, the known fuel injection device has flow limiting valves in the high-pressure lines, which are to close them in the event of a leak, in order in this way to prevent uncontrolled fuel leakage and to reliably avoid the associated dangers. For this purpose, the flow limiting valve has a movable valve member which, from a certain pressure drop in the high pressure line downstream of the flow limiting valve, is pressed against the force of a return spring in a sealing manner against a return spring by the inflowing fuel and thus closes the high pressure line.
Dabei weist das bekannte Durchflußbegrenzungsventil jedoch den Nachteil auf, daß es nur auf relativ große Leckagemengen anspricht, so daß kleinere Leckmengen unbemerkt austreten können.However, the known flow limiting valve has the disadvantage that it only responds to relatively large amounts of leakage, so that smaller amounts of leakage can escape unnoticed.
Vorteile der ErfindungAdvantages of the invention
Die erfindungsgemäße Kraftstoffeinspritzeinrichtung mit den kennzeichnenden Merkmalen des Patentanspruchs 1 hat demgegenüber den Vorteil, daß auch geringe Leckmengen in den Hochdruckleitungen erfaßt werden und ein Verschließen dieser Leitungen durch das jeweilige Durchflußbegrenzungsventil zur Folge haben. Durch dieses Erkennen von Schäden auch bei sehr kleinen Durchflußraten können so z.B. auch nicht vollständig schließende Einspritzventile festgestellt und vom Motorbe¬ trieb abgeschaltet werden, so daß schwere Folgeschäden am Motor vermieden werden können.The fuel injection device according to the invention with the characterizing features of claim 1 has the advantage that even small amounts of leakage are detected in the high pressure lines and result in these lines being closed by the respective flow control valve. By recognizing damage even at very low flow rates, e.g. also incompletely closing injection valves are determined and switched off by the engine operation, so that serious consequential damage to the engine can be avoided.
Dabei erfolgt das Ansprechen des Durchflußbegrenzungsventils auch bei kleinen Leckagemengen in vorteilhafter Weise durch die erfindungsgemäße Abstimmung des Drosselquerschnitts des Ventilgliedes des Durchflußbegrenzungsventils und der Kraft der Rückstellfeder in Abhängigkeit von der Flußrate am Ein¬ spritzventil, die so erfolgt, daß Drosselquerschnitt und Fe¬ derkraft so niedrig angesetzt werden, daß das Ventilglied auch bei intakter Hochdruckleitung während einer Einsprit- zung am Einspritzventil in Richtung Ventilsitz verschoben wird.The response of the flow control valve takes place in an advantageous manner even with small leakage quantities through the inventive adjustment of the throttle cross section of the valve member of the flow control valve and the force of the return spring as a function of the flow rate at the injection valve, which is such that the throttle cross section and spring force are so low be applied that the valve member even with an intact high pressure line during an injection tion on the injection valve is moved towards the valve seat.
Dabei ist dieser durch den Druckabfall in der Hochdrucklei¬ tung zwischen Durchflußbegrenzungsventil und Einspritzventil verursachte Ventilgliedhub jedoch kleiner als dessen Maximalhubweg bis zur Anlage an den Ventilsitz in der Schließstellung des Durchflußbegrenzungsventils. Bei intakter Hochdruckleitung und Einspritzventil kehrt das Ventilglied infolge des gleichen Druckaufbaus in der Hochdruckleitung vor und hinter dem Durchflußbegrenzungsven¬ til bei geschlossenem Einspritzventil wieder in seine Ausgangslage zurück. Im Schadensfall dagegen erreicht das Ventilglied infolge der Druckdifferenz seine ursprüngliche Ausgangsläge nicht wieder, so daß die anschließende Hubbewegung in Richtung Ventilsitz von einem erhöhten Ausgangsniveau erfolgt, bis das Durchflußbegrenzungsventil schließt.However, this valve member stroke caused by the pressure drop in the high-pressure line between the flow limiting valve and the injection valve is smaller than its maximum stroke path until it contacts the valve seat in the closed position of the flow limiting valve. If the high-pressure line and the injection valve are intact, the valve member returns to its starting position due to the same pressure build-up in the high-pressure line before and after the flow-limiting valve when the injection valve is closed. In the event of damage, however, the valve member does not reach its original starting position again due to the pressure difference, so that the subsequent stroke movement in the direction of the valve seat takes place from an elevated starting level until the flow limiting valve closes.
Auf diese Weise wird dem Durchflußbegrenzungsventil in vor¬ teilhafter Weise ein integrierender Charakter verliehen, der ein Erkennen auch von kleinen Leckmengen und ein Verschlie¬ ßen der entsprechenden Leitung ermöglicht. Bei großen Leckmengen sinkt der Druck in der Leitung zwischen Durch¬ flußbegrenzungsventil und Einspritzventil so stark ab, daß der anströmende Kraftstoff das Ventilglied sofort bis auf den Ventilsitz verschiebt, so daß das Durchflußbegrenzungs¬ ventil in diesem Fall umgehend schließt.In this way, the flow limiting valve is advantageously given an integrating character, which enables the detection of even small amounts of leakage and a closing of the corresponding line. In the event of large leakage quantities, the pressure in the line between the flow control valve and the injection valve drops so much that the inflowing fuel immediately shifts the valve member to the valve seat, so that the flow control valve closes immediately in this case.
Das Ventilglied des Durchflußbegrenzungsventils ist dabei in konstruktiv einfacher Weise als topfförmiger Kolben ausgebildet, wobei die Drosselstelle z.B. durch die Durchtrittsδffnung in dessen geschlossener Stirnfläche ge¬ bildet ist.The valve member of the flow limiting valve is designed in a structurally simple manner as a cup-shaped piston, the throttle point e.g. is formed by the passage opening in its closed end face.
Alternativ dazu ist es möglich, die Drosselstelle in einem in das Ventilglied eingesetzten Drosseleinsatz vorzusehen, der sich einfach austauschen läßt, was die Anpassung an die jeweiligen Erfordernisse der einzelnen Einspritzsysteme er¬ leichtert. Für ein sicheres Ventilschließen sind die Dichtfläche und der Ventilsitz konisch ausgebildet, wobei die jeweiligen Winkel so ausgelegt sind, daß die dichtflächenseitigen Aus- trittsδffnungen der Durchtrittsöffnungen in der geschlosse¬ nen Stirnfläche in Strδmungsrichtung zum Einspritzventil hin betrachtet vor der wirksamen Dichtkante liegen. Besonders vorteilhaft ist die Anordnung der Durchflußbegren¬ zungsventile in den Hochdruckleitungen einer mit einem Hoch- drucksammelraum (Common Rail) versehenenAs an alternative to this, it is possible to provide the throttle point in a throttle insert which is inserted into the valve member and can be easily replaced, which facilitates adaptation to the particular requirements of the individual injection systems. For a reliable valve closing, the sealing surface and the valve seat are conical, the respective angles being designed such that the outlet openings of the through openings in the sealing surface on the sealing surface lie in front of the effective sealing edge in the direction of flow towards the injection valve. The arrangement of the flow restriction valves in the high-pressure lines of a one provided with a high-pressure collecting space (common rail) is particularly advantageous
Kraftstoffeinspritzeinrichtung, da dort eine undichte Lei¬ tung zwischen Hochdrucksammeiraum und Einspritzventil zum Ausfall des gesamten Einspritzsystems führen würde, so aber noch ein Notbetrieb an den verbleibenden Einspritzventilen möglich ist.Fuel injection device, since there a leaky line between the high-pressure collection chamber and the injection valve would lead to failure of the entire injection system, but emergency operation on the remaining injection valves is still possible.
Weitere Vorteile und vorteilhafte Ausgestaltungen des Gegenstandes der Erfindung sind der Beschreibung, der Zeichnung und den Patentansprüchen entnehmbar.Further advantages and advantageous configurations of the subject matter of the invention can be gathered from the description, the drawing and the patent claims.
Zeichnungdrawing
Zwei Ausführungsbeispiele der erfindungsgemäßen Kraftstoff- einspritzeinrichtung für Brennkraftmaschinen sind in der Zeichnung dargestellt und werden im folgenden näher erläutert.Two exemplary embodiments of the fuel injection device according to the invention for internal combustion engines are shown in the drawing and are explained in more detail below.
Es zeigen die Figur 1 eine schematische Darstellung des Auf¬ baus der Kraftstoffeinspritzeinrichtung mit den eingesetzten Durchflußbegrenzungsventilen, die Figur 2 einen Schnitt durch ein erstes Ausführungsbeispiel eines Durchflußbegren¬ zungsventils mit Drosseleinsatz, die Figur 3 einen Schnitt durch ein zweites Ausführungsbeispiel eines Durchflußbegren¬ zungsventils mit Drosselbohrungen in der Stirnwand des Ven¬ tilgliedes und die Figur 4 ein Diagramm, in dem der Verlauf der Ventilgliedhubbewegung ohne und mit geringen Leckmengen in der Hochdruckleitung über die Zeit von zwei Einspritzun¬ gen am Einspritzventil dargestellt ist. Beschreibung der AusführungsbeispieleFIG. 1 shows a schematic representation of the structure of the fuel injection device with the flow limiting valves used, FIG. 2 shows a section through a first exemplary embodiment of a flow limiting valve with throttle insert, and FIG. 3 shows a section through a second exemplary embodiment of a flow limiting valve with throttle bores in the end wall of the valve member and FIG. 4 is a diagram showing the course of the valve member stroke movement without and with small leakage quantities in the high pressure line over the time of two injections on the injection valve. Description of the embodiments
Bei der in der Figur 1 dargestellten Kraftstoffeinspritzein¬ richtung für Brennkraftmaschinen fördert eine Kraftstoff- hochdruckpumpe 1, die z.B. als Kolbenpumpe ausgeführt sein kann, Kraftstoff über eine ein Filter 3 aufweisende Saugleitung 5 aus einem als Kraftstoffvorratsbehälter ausgebildeten Niederdruckraum 7 über eine Fδrderleitung 9 mit hohem Druck in zwei parallel zueinander angeordnete Hochdrucksammeiräume 11. Die Steuerung des Drucks in der Fδrderleitung 9 und in den Hochdrucksammelräumen 11 erfolgt dabei in bekannter Weise mittels eines nicht dargestellten Druckventils in einer ebenfalls nicht dargestellten, von den Hochdrucksammeiräumen 11 bzw. der Fδrderleitung 9 abführen¬ den Rücklaufleitung und der Regelung der Fδrdermenge der Kraftstoffhochdruckpumpe 1 mittels eines elektronischen Steuergerätes 19 in Abhängigkeit von Betriebsparametern der zu versorgenden Brennkraftmaschine.In the fuel injection device for internal combustion engines shown in FIG. 1, a high-pressure fuel pump 1, which e.g. can be designed as a piston pump, fuel via a suction line 5 having a filter 3, from a low-pressure chamber 7 designed as a fuel storage container, via a high-pressure delivery line 9 into two high-pressure collecting rooms 11 arranged in parallel to one another. The control of the pressure in the delivery line 9 and in the high-pressure collecting rooms 11 takes place in a known manner by means of a pressure valve, not shown, in a return line, also not shown, which leads away from the high-pressure plenums 11 or the conveying line 9 and the regulation of the delivery rate of the high-pressure fuel pump 1 by means of an electronic control unit 19 as a function of operating parameters of the internal combustion engine to be supplied .
Von den Hochdrucksammelräumen 11 führen weiterhin Hochdruck¬ leitungen 21 zu den einzelnen in den Brennraum der zu ver¬ sorgenden Brennkraftmaschine ragenden Einspritzventilen 23 ab, wobei zur Steuerung des Einspritzvorganges jeweils ein elektrisches, vom elektrischen Steuergerät 19 angesteuertes Steuerventil 25 an jedem Einspritzventil 23 in die jeweilige Hochdruckleitung 21 eingesetzt ist, über das eine Verbindung des Einspritzventils 23 mit einer zum Niederdruckraum 7 ab¬ führenden Entlastungsleitung 29 aufsteuerbar ist. Um im Falle eines Bruches einer Hochdruckleitung 21 oder der Fδrderleitung 9 an den Hochdrucksammelräumen 11 ein unkontrolliertes Abströmen von Kraftstoff an diesem Leck zu vermeiden sind zudem Durchflußbegrenzungsventile 27 in diesen Leitungen 9, 21 vorgesehen, die dabei vorzugsweise nah bzw. direkt an den Hochdrucksammeiräumen 11 angeordnet sind. Die Verwendung dieser Durchflußbegrenzungsventile 27 ist al¬ ternativ auch an allen anders aufgebauten Kraftstoffeinspritzeinrichtungen möglich, z.B. an Kraftstoff- einspritzeinrichtungen mit Reihenpumpen und ohne Hochdrucksammeiräumen.High-pressure lines 21 also lead from the high-pressure plenum chambers 11 to the individual injection valves 23 projecting into the combustion chamber of the internal combustion engine to be supplied, with an electric control valve 25 controlled by the electrical control unit 19 on each injection valve 23 into the respective one to control the injection process High-pressure line 21 is used, via which a connection of the injection valve 23 to a relief line 29 leading to the low-pressure chamber 7 can be controlled. In order to prevent an uncontrolled outflow of fuel from this leak in the event of a rupture of a high-pressure line 21 or of the delivery line 9 at the high-pressure collecting spaces 11, flow-limiting valves 27 are also provided in these lines 9, 21, which are preferably arranged close or directly to the high-pressure collecting spaces 11 are. The use of these flow limiting valves 27 is alternatively also possible for all other designs Fuel injection devices possible, for example on fuel injection devices with in-line pumps and without high-pressure collection.
Das in der Figur 2 in Schließstellung näher dargestellte Durchflußbegrenzungsventil 27 weist einen Ventilkδrpe:: 31 auf, in dem eine als Stufenbohrung ausgebildete Durchgangs¬ bohrung 33 vorgesehen ist, in der ein topfförmiges Ventil- glied 35 axial verschiebbar geführt ist. Das Ventilglied 35 weist dabei eine konische Übergangsfläche zwischen seiner zy- linderfδrmigen Umfangsflache und seiner geschlossenen Stirnwand auf, mit der es eine Ventildichtfläche 37 bildet, die mit einem an einem konischen QuerSchnittsübergang der Durchgangsbohrung 33 gebildeten Ventilsitz 39 zusammenwirkt. In der Ventildichtfläche 37 sind an dessen dem Ventilsitz 39 abgewandten Ende Durchtrittsδffnungen 41, vorzugsweise Boh¬ rungen angeordnet, über die bei vom Ventilsitz 39 abgehobenem Ventilglied 35 Kraftstoff aus dem Inneren des Ventilgliedes 35 zum Ventilsitz 39 und von dort weiter in einen daran an¬ schließenden, eine das Ventilglied 35 in Öffnungsrichtung des Durchflußbegrenzungsventils 27 beaufschlagende Rückstellfeder 43 aufnehmenden Bohrungsteil, der auf der dem Ventilglied 35 abgewandten Teil des Ventilsitzes 39 an diesen angrenzt, strömen kann. Dabei sind die Winkel der Ventildichtfläche 37 und des Ventilsitzes 39 so ausgelegt, daß die dichtflächen- seitigen Austrittsδffnungen der Durchtrittsδffnungen 41 in Strδmungsrichtung zum Einspritzventil hin betrachtet vor der zwischen Ventilsitz 39 und Ventildichtfläche 37 gebildeten Dichtkante liegen.The flow limiting valve 27 shown in greater detail in FIG. 2 in the closed position has a valve body :: 31, in which a through bore 33 designed as a stepped bore is provided, in which a cup-shaped valve member 35 is guided so as to be axially displaceable. The valve member 35 has a conical transition surface between its cylindrical peripheral surface and its closed end wall, with which it forms a valve sealing surface 37 which interacts with a valve seat 39 formed on a conical cross-sectional transition of the through bore 33. In the valve sealing surface 37, passage openings 41, preferably bores, are arranged at its end facing away from the valve seat 39, through which, when the valve member 35 is lifted from the valve seat 39, fuel from the interior of the valve member 35 to the valve seat 39 and from there into an adjoining one , a return part 43 which bears the valve member 35 in the opening direction of the flow limiting valve 27 and which can flow on the part of the valve seat 39 facing away from the valve member 35. The angles of the valve sealing surface 37 and the valve seat 39 are designed such that the outlet openings 41 of the sealing surface on the sealing surface side, viewed in the direction of flow towards the injection valve, lie in front of the sealing edge formed between the valve seat 39 and the valve sealing surface 37.
Das Ventilglied 35 ist so in die Durchgangsbohrung 33 eingesetzt, daß sein offenes Ende entgegen der Kraft¬ stoffStrömungsrichtung zu einem Anschluß des Ventilkδrpers 31 an die Fδrderleitung 9 bzw. dem Hochdrucksammeiraum 11 und sein geschlossenes, die Ventildichtfläche 37 tragendes Ende in Strömungsrichtung zu einem Anschlußstutzen 45 weist, an den der Hochdrucksammeiraum 11 (beim Einsetzen in die Fδrderleitung 9) oder die Hochdruckleitung 21 zum Einspritz¬ ventil 23 angeschlossen ist.The valve member 35 is inserted into the through hole 33 in such a way that its open end opposite to the direction of fuel flow to a connection of the valve body 31 to the delivery line 9 or the high-pressure collection chamber 11 and its closed end carrying the valve sealing surface 37 in the direction of flow to a connecting piece 45 points to which the high-pressure collecting space 11 (when inserted into the Fδrderleitung 9) or the high pressure line 21 to the injection valve 23 is connected.
In seinem kraftstoffdurchstrδmten Inneren weist das Ventilglied 35 zudem einen den Durchtrittsδffnungen 41 vor¬ geschalteten Drosseleinsatz 47 mit einer Drosselstelle 49 auf, die vorzugsweise durch eine Drosselbohrung gebildet ist.In its fuel-flowed interior, the valve member 35 also has a throttle insert 47 connected upstream of the passage openings 41 with a throttle point 49, which is preferably formed by a throttle bore.
Für eine Hubbegrenzung des Ventilgliedes 35 in Öffnungsrich¬ tung ist ein Anschlagstück 51 mit einer Durchgangsoffnung in die Durchgangsbohrung 33 des Ventilkδrpers 31 eingesetzt, vorzugsweise eingeschraubt, dessen dem Ventilglied 35 zugewandte Stirnfläche 53 einen Anschlag bildet, der mit der offenen Stirnseite des Ventilgliedes 35 zusammenwirkt. Dabei ist es über die Einschraubtiefe möglich, die Öffnungshubbe¬ wegung des Ventilgliedes 35 und somit den Öffnungsquer- schnitt am Ventilsitz 39 einzustellen.To limit the stroke of the valve member 35 in the opening direction, a stop piece 51 with a through opening is inserted, preferably screwed, into the through hole 33 of the valve body 31, the end face 53 of which faces the valve member 35 forms a stop which cooperates with the open end face of the valve member 35. It is possible via the screw-in depth to set the opening stroke movement of the valve member 35 and thus the opening cross section on the valve seat 39.
Das in der Figur 3 in Offenstellung dargestellte zweite Aus¬ führungsbeispiel des Durchflußbegrenzungsventils 27 unterscheidet sich vom in der Figur 2 dargestellten ersten Ausführungsbeispiel lediglich in der Anordnung der Drossel- stelle, die dabei durch Drosselbohrungen 55 in der, die Ven¬ tildichtfläche 37 bildenden geschlossenen Stirnseite des Ventilgliedes 35 gebildet sind. Diese Drosselbohrungen 55 treten dabei an die Stelle der in der Figur 2 dargestellten Durchtrittsδffnungen 41.The second exemplary embodiment of the flow limiting valve 27 shown in the open position in FIG. 3 differs from the first exemplary embodiment shown in FIG. 2 only in the arrangement of the throttle point, which in this case is provided by throttle bores 55 in the closed end face forming the valve sealing surface 37 of the valve member 35 are formed. These throttle bores 55 take the place of the passage openings 41 shown in FIG. 2.
Die im folgenden auch anhand des Diagramms der Figur 4 näher beschriebene Funktion der Durchflußbegrenzungsventile 27 läßt sich dabei nur durch die erfindungsgemäße Abstimmung der Drosselquerschnitte am Ventilglied 35 und der Federkraft der Rückstellfeder 43 in Abhängigkeit von der Flußrate am Einspritzventil 23 und der Flußrate am Durchflußbegrenzungs¬ ventil 27 erreichen.The function of the flow limiting valves 27, which is also described in greater detail below with reference to the diagram in FIG. 4, can only be achieved by tuning the throttle cross-sections on the valve member 35 and the spring force of the return spring 43 as a function of the flow rate at the injection valve 23 and the flow rate at the flow limiting valve Reach 27.
Dabei erfolgt die Abstimmung von Drosselquerschnitt und Rück¬ stellkraft in der Weise, daß der Druckabfall in der Hochdruckleitung 21 während der Kraftstoffeinspritzung am Einspritzventil 23 bereits ausreicht, eine Hubbewegung des Ventilgliedes 35 in Richtung Ventilsitz 39 zu bewirken. Dabei sind der Durchmesser und der Maximalhub des Ventilgliedes 35 so ausgelegt, daß diese Schließhubbewegung des Ventilgliedes 35 bei schadloser Hochdruckleitung 21 auch bei maximaler Ein¬ spritzrate und somit maximaler Durchflußrate nicht bis an den Ventilsitz 39 erfolgt, so daß das Durchflußbegrenzungsventil 27 nicht schließt (Figur 3) . Nach Beendigung der Kraftstoff¬ einspritzung am Einspritzventil 23 baut sich über den noch verbliebenen Öffnungsquerschnitt am Durchflußbegrenzungsven¬ til 27 während der Einspritzpausen der Druck in der Hochdruckleitung zwischen Durchflußbegrenzungsventil 27 und Einspritzventil 23 wieder auf den Hochdruckleitungsdruck zwi¬ schen Hochdrucksammelräum 11 und Durchflußbegrenzungsventil 27 auf, wobei die nun auf das Ventilglied 35 wirkende Kraft dieses in seine Öffnungsausgangslage zurückbewegt. Dazu wird die durch die Auslegung des Drosselquerschnitts am Ventilglied 35 des Durchflußbegrenzungsventils 27, die Kraft der Rückstellfeder 43 und den Ventilquerschnitt einstellbare Flußrate des KraftstoffStroms am Durchflußbegrenzungsventil 27 so eingestellt, daß bei hochstzulässiger Drehzahl und Ein- spritzmenge während der Einspritzpause mehr als die maximal zulässige Einspritzmenge durchfließt.The throttle cross section and restoring force are matched in such a way that the pressure drop in the high pressure line 21 during the fuel injection on Injection valve 23 is already sufficient to bring about a lifting movement of valve member 35 in the direction of valve seat 39. The diameter and the maximum stroke of the valve member 35 are designed such that this closing stroke movement of the valve member 35 does not occur up to the valve seat 39, even with the maximum injection rate and thus the maximum flow rate, with the high pressure line 21 not damaged, so that the flow limiting valve 27 does not close (FIG 3). After the end of the fuel injection at the injection valve 23, the pressure in the high-pressure line between the flow-limiting valve 27 and the injection valve 23 builds up again over the remaining cross-section of the opening on the flow-limiting valve 27 during the injection pauses to the high-pressure line pressure between the high-pressure collecting chamber 11 and the flow-limiting valve 27, whereby the force now acting on the valve member 35 moves it back into its initial opening position. For this purpose, the flow rate of the fuel flow at the flow limiting valve 27, which can be set by the design of the throttle cross section on the valve member 35 of the flow limiting valve 27, the force of the return spring 43 and the valve cross section, is set such that at the highest permissible speed and injection quantity during the injection pause, more than the maximum permissible injection quantity flows through.
Dieser Vorgang wiederholt sich von Einspritzung zu Einsprit¬ zung, wobei das Ventilglied 35 bei schadloser Hochdrucklei¬ tung 21 den Ventilsitz 39 nie erreicht und das Durchflußbe¬ grenzungsventil 27 somit nicht verschließt. Dieser Ventil- gliedhub in Offnungs- und Schließrichtung ist im Diagramm der Figur 4 dargestellt, wobei die durchgezogene Linie einem schadlosen Betrieb entspricht.This process is repeated from injection to injection, the valve member 35 never reaching the valve seat 39 when the high-pressure line 21 is undamaged, and thus the flow-limiting valve 27 is not closed. This valve member stroke in the opening and closing directions is shown in the diagram in FIG. 4, the solid line corresponding to damage-free operation.
Im Schadensfall (geringe Leckmenge) kann sich der Druck in der Hochdruckleitung 21 zum Einspritzventil 23 nicht mehr vollständig in den Einspritzpausen aufbauen, so daß eine Druckdifferenz vor und hinter dem Durchflußbegrenzungsventil 27 verbleibt, die bewirkt, daß die sich an eine Einspritzpha- se anschließende Rückstellbewegung des Ventilgliedes 35 wäh¬ rend der Einspritzpause kleiner als im schadlosen Betrieb ist. Dabei erfolgt diese Rückstellbewegung wie im Diagramm der Figur 4 anhand der gestrichelten Linie dargestellt nun¬ mehr lediglich bis auf ein höheres Ausgangsniveau der Offenstellung.In the event of damage (small amount of leakage), the pressure in the high-pressure line 21 to the injection valve 23 can no longer build up completely in the injection pauses, so that a pressure difference remains in front of and behind the flow-limiting valve 27, which has the effect that the injection phase The subsequent resetting movement of the valve member 35 during the injection pause is smaller than in harmless operation. As shown in the diagram in FIG. 4 with the dashed line, this resetting movement now takes place only up to a higher initial level of the open position.
Während des folgenden Einspritzvorganges wird das Ventilglied 35 wie beschrieben erneut um den gleichen Hubweg in Richtung Ventilsitz 39 verschoben und erreicht nunmehr infolge des er¬ höhten Ausgangsniveaus bei dieser (oder einer späteren) Ein¬ spritzung den Ventilsitz 39, so daß das Durchflußbegrenzungs¬ ventil 27 verschlossen wird. Da nun während der folgenden Spritzpause kein Druckausgleich in der Hochdruckleitung 21 vor und hinter dem Durchflußbegrenzungsventil 27 erfolgt (Federkraft ist kleiner als Kraft aus Leitungsstanddruck) , bleibt das Durchflußbegrenzungsventil 27 sicher verschlossen und verhindert so einen ungewollten Austritt von Kraftstoff "an der schadhaften Hochdruckleitung. Dabei kann das vollständige Verschließen des Durchflußbegren¬ zungsventils 27 wie in der Figur 4 dargestellt bereits nach zwei Einspritzphasen und Ventilgliedhüben erfolgen. Es ist aber insbesondere bei sehr kleinen Leckmengen auch möglich, daß das vollständige Verschließen des Durchflußbegrenzungs- ventiles 27 erst nach mehreren Einspritzungen erfolgt, wobei sich das Ventilglied 35 integral an ein derartiges Ausgangs¬ niveau heranbewegt, das während der Hubbewegung bei Einspritzung zu einem Erreichen des Ventilsitzes 39 ausreicht. Dabei läßt sich die Geschwindigkeit des Schlie߬ zeitpunktes bzw. die Sensibilität des Erfassens kleiner Leck¬ mengen durch die Feder- und Drosselabstimmung in Abhängigkeit vorgegebener Leckmengen genau einstellen.During the following injection process, the valve member 35 is again displaced by the same stroke path in the direction of the valve seat 39 as described and now reaches the valve seat 39 as a result of the increased initial level at this (or a later) injection, so that the flow-limiting valve 27 is closed. Since there is now no pressure equalization in the high-pressure line 21 in front of and behind the flow-limiting valve 27 (spring force is less than the force from line pressure), the flow-limiting valve 27 remains securely closed and thus prevents unwanted fuel leakage " on the defective high-pressure line The flow restriction valve 27 can be completely closed after two injection phases and valve member strokes, as shown in Figure 4. However, it is also possible, in particular in the case of very small leakage quantities, that the flow limitation valve 27 is completely closed only after several injections, with the valve member 35 moves integrally to such an initial level which is sufficient to reach the valve seat 39 during the stroke movement during injection, thereby allowing the speed of the closing time or the sensitivity Precisely adjust the detection of small amounts of leakage by means of spring and throttle adjustment as a function of the specified amount of leakage.
Bei großen Leckmengen und großen Druckdifferenzen vor und hinter dem Durchflußbegrenzungsventil 27 wird die Durchflu߬ menge an diesem derart groß, daß ein über den Drosselquer¬ schnitt einstellbarer Maximalwert des Drosselwiderstandes überschritten wird. Dadurch strömt nahezu kein Kraftstoff mehr durch das Ventilglied 35 sondern der anströmende Kraftstoff verschiebt das Ventilglied 35 sofort entgegen der Kraft der Rückstellfeder 43 bis zur Anlage an den Ventilsitz 39 und hält dieses dort fest, so daß das Durchflußbegren¬ zungsventil in einem Schadensfall mit großen Leckmengen rasch und sicher schließtIn the case of large leakage quantities and large pressure differences upstream and downstream of the flow limiting valve 27, the flow quantity on the latter becomes so large that a maximum value of the throttle resistance which can be set via the throttle cross section is obtained is exceeded. As a result, almost no more fuel flows through the valve member 35, but the inflowing fuel immediately displaces the valve member 35 against the force of the return spring 43 until it abuts the valve seat 39 and holds it there, so that the flow control valve in the event of damage with large amounts of leakage closes quickly and safely
Die Rückstellfeder 43 ist dabei so dimensioniert, daß sie bei maximal zulässiger Durchflußmenge am Ventilglied 35 im scha¬ densfreien Betrieb dieses zusammen mit dem Standdruck in der Hochdruckleitung 21 bzw. dem Hochdrucksammeiraum 11 auch nach Durchlaufen der Hubbewegung in Richtung Ventilsitz 39 während der Einspritzung sicher vom Ventilsitz 39 abgehoben hält. Entfällt jedoch dieser als zusätzlicher Gegendruck in Öffnungsrichtung wirkende Standdruck in der Hochdruckleitung 21, z.B. durch deren Bruch und ein unkontrolliertes Abströmen von Kraftstoff aus dieser Leitung, reicht die Kraft der Rück¬ stellfeder 43 allein nicht mehr aus das Ventilglied 35 entge¬ gen der Kraft des gegen die Drosselstelle anströmenden Kraft¬ stoffes vom Sitz 39 abgehoben zu halten und das Durchflußbe¬ grenzungsventil 27 schließt.The return spring 43 is dimensioned in such a way that, with maximum permissible flow rate at the valve member 35 in damage-free operation, the latter, together with the stand pressure in the high-pressure line 21 or the high-pressure accumulation chamber 11, reliably runs away from the valve seat 39 even after it has passed through the stroke movement in the direction of the valve seat 39 Valve seat 39 keeps raised. However, if this stand pressure in the high-pressure line 21, which acts as additional counter pressure in the opening direction, is absent, e.g. due to their breakage and an uncontrolled outflow of fuel from this line, the force of the return spring 43 alone is no longer sufficient to hold the valve member 35 against the force 39 against the force of the fuel flowing against the throttle point, and to keep the flow rate ¬ limit valve 27 closes.
Es ist somit mit der erfindungsgemäßen Auslegung und Funktion des Durchflußbegrenzungsventils 27 möglich, einen ungewollten Kraftstoffaustritt an Kraftstoffeinspritzeinrichtungen sowohl bereits bei sehr kleinen Leckmengen als auch bei hohen Leck¬ raten an der Hochdruckleitung 21 zu erfassen und durch ein Verschließen des Durchflußbegrenzungsventils 27 sicher zu vermeiden. It is thus possible with the design and function of the flow control valve 27 according to the invention to detect an unwanted fuel leakage from fuel injection devices both with very small leakage quantities and with high leakage rates on the high-pressure line 21 and to reliably prevent this by closing the flow control valve 27.

Claims

Patentansprüche claims
1. Kraftstof einspritzeinrichtung für Brennkraftmaschinen mit einer Kraftstoffhochdruckpumpe (1) , die Kraftstoff aus einem Niederdruckraum (7) über Hochdruckleitungen (9,21) zu wenigstens einem in den Brennraum der zu versorgenden Brennkraftmaschine ragenden Einspritzventil (23) fördert und mit einem eine maximale Kraftstoffdurchflußmenge begrenzenden Durchflußbegrenzungsventil (27) in wenigstens einer Hochdruckleitung (9,21), das ein axial verschiebbares Ventilglied (35) aufweist, das in seiner Schließlage vom in Richtung Einspritzventil (23) strömenden Kraftstoff bei Über¬ schreiten einer maximalen Kraftstoffdurchflußmenge entgegen der Kraft einer Rückstellfeder (43) an einen Ventilsitz (39) bringbar ist, wobei der Kraftstoffdurchtritt durch das von seinem Sitz (39) abgehobene Ventilglied (35) an wenigstens einer Drosselstelle (49,55) am Ventilglied (35) einstellbar ist, dadurch gekennzeichnet, daß der Drosselquerschnitt des Ventilgliedes (35) und die Federsteifigkeit der Rückstellfe¬ der (43) in Abhängigkeit der Flußrate am Einspritzventil (23) derart abgestimmt sind, daß bereits während des Einspritzvor¬ ganges am Einspritzventil (23) eine Verstellbewegung des Ven¬ tilgliedes (35) des Durchflußbegrenzungsventils (27) in Schließrichtung erfolgt, die kleiner als dessen Maximalhub ist, daß das Ventilglied (35) des Durchflußbegrenzungsventils (27) im schadensfreien Betrieb während der Einspritzpausen in seine Ausgangslage zurückkehrt und daß das Ventilglied (35) des Durchflußbegrenzungsventils (27) bei undichter Hochdruck- leitung (21) zwischen Durchflußbegrenzungsventil (27) und Einspritzventil (23) nicht in seine ursprüngliche Ausgangs¬ lage zurückverschoben wird.1. Fuel injection device for internal combustion engines with a high-pressure fuel pump (1), which promotes fuel from a low-pressure chamber (7) via high-pressure lines (9, 21) to at least one injection valve (23) projecting into the combustion chamber of the internal combustion engine to be supplied and with a maximum fuel flow rate limiting flow control valve (27) in at least one high-pressure line (9, 21), which has an axially displaceable valve member (35) which, in its closed position, the fuel flowing in the direction of the injection valve (23) when a maximum fuel flow rate is exceeded against the force of a return spring (43) can be brought to a valve seat (39), the passage of fuel through the valve member (35) lifted from its seat (39) being adjustable at at least one throttle point (49, 55) on the valve member (35), characterized in that the Throttle cross section of the valve member (35) and the spring stiffness de r return springs (43) are coordinated as a function of the flow rate at the injection valve (23) in such a way that an adjustment movement of the valve member (35) of the flow limiting valve (27) in the closing direction takes place during the injection process on the injection valve (23), which is smaller than its maximum stroke, that the valve member (35) of the flow control valve (27) returns to its starting position in damage-free operation during the injection breaks and that the valve member (35) of the flow control valve (27) is leaking when the high pressure Line (21) between the flow limiting valve (27) and the injection valve (23) is not pushed back into its original starting position.
2. Kraftstoffeinspritzeinrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die durch die Auslegung des Drosselquer¬ schnitts am Ventilglied (35) des Durchflußbegrenzungsventils (27) , der Kraft der Rückstellfeder (43) und den Ventilquer¬ schnitt einstellbare Flußrate des KraftstoffStromes am Durch¬ flußbegrenzungsventil (27) so hoch ist, daß bei hochstzuläs¬ siger Drehzahl der Brennkraftmaschine und Einspritzmenge wäh¬ rend der Einspritzpause mehr als die zulässige Einspritzmenge durchfließt.2. Fuel injection device according to claim 1, characterized in that by the design of the Drosselquer¬ section on the valve member (35) of the flow limiting valve (27), the force of the return spring (43) and the valve cross section adjustable flow rate of the fuel flow at the Durch¬ flow limiting valve (27) is so high that at the maximum permissible speed of the internal combustion engine and the injection quantity, more than the permissible injection quantity flows through during the injection break.
3. Kraftstoffeinspritzeinrichtung nach Anspruch 1, dadurch gekennzeichnet, daß das Ventilglied (35) des Durchflußbegren¬ zungsventils (27) topffδrmig ausgebildet ist, dessen offene "Seite mit einem mit der Hochdruckpumpe (1) verbundenen Teil der Hochdruckleitung (21) verbunden ist und dessen geschlos¬ sene Stirnseite eine mit dem Ventilsitz (39) zusammenwirkende Ventildichtfläche (37) bildet, wobei in der geschlossenen Stirnfläche wenigstens eine Durchtrittsδffnung (41) vorgesehen ist, deren Austrittsδffnung an der Ventildichtflä¬ che (37) in Einspritzstrδmungsrichtung betrachtet vor dem Ventilsitz (39) angeordnet ist.3. Fuel injection device according to claim 1, characterized in that the valve member (35) of the Durchflußbegren¬ tion valve (27) is pot-shaped, the open " side of which is connected to a part of the high-pressure pump (1) connected to the high-pressure line (21) and the latter closed end forms a valve sealing surface (37) which interacts with the valve seat (39), at least one passage opening (41) being provided in the closed end surface, the outlet opening of which on the valve sealing surface (37) viewed in the direction of injection flow in front of the valve seat (39 ) is arranged.
4. Kraftstoffeinspritzeinrichtung nach Anspruch 3, dadurch gekennzeichnet, daß die Durchtrittsδffnung in der geschlosse¬ nen Stirnseite (37) des Ventilgliedes (35) des Durchflußbe¬ grenzungsventils (27) als Drosselbohrung (55) ausgebildet ist.4. Fuel injection device according to claim 3, characterized in that the passage opening in the closed end (37) of the valve member (35) of the flow restriction valve (27) is designed as a throttle bore (55).
5. Kraftstoffeinspritzeinrichtung nach Anspruch 3, dadurch gekennzeichnet, daß das Ventilglied (35) des Durchflußbegren¬ zungsventils (27) einen Drosseleinsatz (47) mit Drosselstelle (49) aufweist. 5. Fuel injection device according to claim 3, characterized in that the valve member (35) of the Durchflußbegren¬ tion valve (27) has a throttle insert (47) with a throttle point (49).
6. Kraftstoffeinspritzeinrichtung nach Anspruch 3, dadurch gekennzeichnet, daß die Ventildichtflache (37) des Ventil¬ gliedes (35) und der Ventilsitz (39) des Durchflußbegren¬ zungsventils (27) konisch ausgebildet sind.6. Fuel injection device according to claim 3, characterized in that the valve sealing surface (37) of the Ventil¬ member (35) and the valve seat (39) of the flow restriction valve (27) are conical.
7. Kraftstoffeinspritzeinrichtung nach Anspruch 3, dadurch gekennzeichnet, daß die Rückstellfeder (43) des Durchflußbe¬ grenzungsventils (27) zwischen einem vorzugsweise planen Teil der Ventildichtfläche (37) am Ventilglied (35) und einem Boh¬ rungsabsatz einer Durchgangsbohrung (33) eingespannt ist.7. Fuel injection device according to claim 3, characterized in that the return spring (43) of the Durchflußbe¬ limiting valve (27) between a preferably planar part of the valve sealing surface (37) on the valve member (35) and a Boh¬ heel of a through hole (33) is clamped .
8. Kraftstoffeinspritzeinrichtung nach Anspruch 1, dadurch gekennzeichnet, daß in die Hochdruckleitungen (9,21) zwischen der Kraftstoffhochdruckpumpe (1) und den Einspritzventilen (23) ein gemeinsamer Hochdrucksammelräum (11) eingesetzt ist, in den die Kraftstoffhochdruckpumpe (1) fördert und von dem die einzelnen Hochdruckleitungen (21) zu den Einspritzventi¬ len (23) abführen. 8. Fuel injection device according to claim 1, characterized in that in the high-pressure lines (9,21) between the high-pressure fuel pump (1) and the injection valves (23) a common high-pressure collecting space (11) is used, in which the high-pressure fuel pump (1) promotes and from which the individual high-pressure lines (21) lead to the injection valves (23).
EP96901228A 1995-02-21 1996-02-02 Fuel injection device for internal combustion engines Revoked EP0776421B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE29502829U 1995-02-21
DE29502829U DE29502829U1 (en) 1995-02-21 1995-02-21 Fuel injection device for internal combustion engines
PCT/DE1996/000161 WO1996026362A1 (en) 1995-02-21 1996-02-02 Fuel injection device for internal combustion engines

Publications (2)

Publication Number Publication Date
EP0776421A1 true EP0776421A1 (en) 1997-06-04
EP0776421B1 EP0776421B1 (en) 2000-05-31

Family

ID=8004210

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96901228A Revoked EP0776421B1 (en) 1995-02-21 1996-02-02 Fuel injection device for internal combustion engines

Country Status (7)

Country Link
US (1) US5692476A (en)
EP (1) EP0776421B1 (en)
JP (1) JPH09512325A (en)
KR (1) KR100413555B1 (en)
CN (1) CN1064743C (en)
DE (2) DE29502829U1 (en)
WO (1) WO1996026362A1 (en)

Families Citing this family (36)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19640085C2 (en) * 1996-09-28 2001-10-25 Orange Gmbh Stop valve to limit the flow rate
DE19651671C2 (en) * 1996-12-12 2001-10-04 Daimler Chrysler Ag Control of an injection system for a multi-cylinder internal combustion engine
US5957197A (en) * 1997-04-10 1999-09-28 Liaohe Petroleum Exploration Bureau Of Xinglongtai Downhole cut-off valve used for cementing
DE19754132B4 (en) * 1997-12-05 2005-06-23 Man Nutzfahrzeuge Ag Common Rail injection system for internal combustion engines
JP4070042B2 (en) * 1998-01-20 2008-04-02 三菱電機株式会社 Method for manufacturing fuel injection valve for in-cylinder injection and fuel injection amount adjusting device used therefor
DE19822671A1 (en) * 1998-05-20 1999-11-25 Bosch Gmbh Robert Pressure limiting valve for internal combustion engine
JP2000018119A (en) * 1998-06-30 2000-01-18 Isuzu Motors Ltd Fuel injection system
JP3521811B2 (en) 1999-08-05 2004-04-26 株式会社デンソー Safety devices for internal combustion engines
US6463909B2 (en) * 2000-01-25 2002-10-15 Usui Kokusai Sangyo Kaisha Limited Common rail
DE10104634A1 (en) * 2001-02-02 2002-09-19 Bosch Gmbh Robert Fuel injection system has collector line used as pressure store
DK1378659T3 (en) * 2002-07-01 2008-08-25 Mitsubishi Heavy Ind Ltd Fuel injector as well as diesel engine comprising the same
FR2845129B1 (en) * 2002-09-30 2006-04-28 Delphi Tech Inc INSERT OF FLUIDIC DIODE TYPE FOR ATTENUATING PRESSURE WAVES, AND COMMON RAIL EQUIPPED WITH SUCH INSERTS
JP2004137977A (en) * 2002-10-18 2004-05-13 Usui Kokusai Sangyo Kaisha Ltd Pulsing reduction system of fuel pipe system
JP2004169554A (en) * 2002-11-15 2004-06-17 Denso Corp Accumulator fuel injection device
FI117643B (en) * 2003-01-15 2006-12-29 Waertsilae Finland Oy Arrangements at fuel injection plant
US6953026B2 (en) * 2003-10-16 2005-10-11 Visteon Global Technologies, Inc. Pressure regulating valve for automotive fuel system
DE102005012165B4 (en) * 2005-03-17 2007-02-08 L'orange Gmbh Fuel accumulator of a fuel injection system for multi-cylinder internal combustion engine and flow control valve for such
DE102005036780A1 (en) * 2005-08-02 2007-02-08 L'orange Gmbh Fuel injection system for an internal combustion engine
JP4442567B2 (en) * 2006-01-20 2010-03-31 株式会社デンソー Common rail
DE102007055750B4 (en) * 2006-12-27 2021-02-11 Denso Corporation Flow damper
JP4737079B2 (en) * 2006-12-27 2011-07-27 株式会社デンソー Common rail fuel injection system
BRPI0816923A2 (en) * 2007-09-13 2015-03-17 Ganser Hydromag Fuel injection device.
US7628140B2 (en) * 2007-09-27 2009-12-08 Caterpillar Inc. High-pressure pump or injector plug or guide with decoupled sealing land
US7658179B2 (en) * 2008-05-28 2010-02-09 Caterpillar Inc. Fluid leak limiter
US7661410B1 (en) * 2008-08-18 2010-02-16 Caterpillar Inc. Fluid leak limiter
DE102009014072B4 (en) * 2009-03-20 2014-09-25 Continental Automotive Gmbh Common rail injection system and method for pressure relief of a common rail injection system
CN101793200B (en) * 2010-03-10 2013-04-24 王旭光 Diesel oil flow-limiting valve for co-firing coke oven gas and diesel oil
AT509332B1 (en) * 2010-06-22 2011-08-15 Bosch Gmbh Robert PRESSURE PIPE FITTING
GB2482875B (en) * 2010-08-17 2015-11-25 Gm Global Tech Operations Inc Identifying a failure of a fuel injection system based on oxygen levels in the exhaust
DE102011108430A1 (en) * 2011-07-26 2012-02-09 Horst Thiele Maschinenbau-Hydraulische Geräte GmbH Pipe-break valve device for flow medium, particularly hydraulic oil, in line system, has housing, by which flow medium flows
DE102012001926A1 (en) * 2012-02-02 2013-08-08 Benteler Automobiltechnik Gmbh Fuel rail
US20140041635A1 (en) * 2012-08-09 2014-02-13 GM Global Technology Operations LLC Fuel rail connector
US20160348669A1 (en) * 2015-06-01 2016-12-01 Caterpillar Inc. Method and system for flow rate control of hydraulic pump
DE102015219892A1 (en) * 2015-10-14 2017-01-19 Continental Automotive Gmbh Component, in particular high-pressure fuel pump, for a fuel injection system
US11346313B2 (en) * 2020-09-03 2022-05-31 Caterpillar Inc. Fuel flow limiter assembly having integral fuel filter and fuel system using same
CN114165633A (en) * 2021-12-15 2022-03-11 珠海格力电器股份有限公司 Valve member and water purification equipment

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3845785A (en) * 1971-04-26 1974-11-05 Dover Corp Spring biased safety valve
DE2419159C2 (en) * 1974-04-20 1986-06-05 Daimler-Benz Ag, 7000 Stuttgart Injection device for a diesel internal combustion engine
US4246876A (en) * 1979-01-19 1981-01-27 Stanadyne, Inc. Fuel injection system snubber valve assembly
DE2911447A1 (en) * 1979-03-23 1980-09-25 Daimler Benz Ag CONTROLLING THE FUEL FLOW CONTROL UNIT FOR INJECTION DEVICES IN PARTICULAR AIR COMPRESSING ENGINES
US4436111A (en) * 1981-07-21 1984-03-13 Harold Gold Hydraulic fuse valve
FR2558533B1 (en) * 1984-01-23 1986-06-13 Renault SAFETY DEVICE FOR AN INJECTION VALVE OF AN INTERNAL COMBUSTION ENGINE
US4539959A (en) * 1984-02-27 1985-09-10 General Motors Corporation Fuel injection system with fuel flow limiting valve assembly
US4842198A (en) * 1987-10-26 1989-06-27 Chang Shih Chih Device for damage protection against local flooding caused by sprinkler failure
US4830046A (en) * 1988-04-22 1989-05-16 Hose Specialties/Capri, Inc. Excess flow control valve
US5295469A (en) * 1990-07-09 1994-03-22 Nippondenso Co., Ltd. Safety valve for fuel injection apparatus
WO1992012341A1 (en) * 1991-01-14 1992-07-23 Nippondenso Co., Ltd. Pressure accumulation type fuel jetting device
DE4414242A1 (en) * 1994-04-23 1995-10-26 Bosch Gmbh Robert Fuel injection device for internal combustion engines

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9626362A1 *

Also Published As

Publication number Publication date
CN1064743C (en) 2001-04-18
KR100413555B1 (en) 2004-04-03
KR970702430A (en) 1997-05-13
WO1996026362A1 (en) 1996-08-29
DE29502829U1 (en) 1996-06-20
EP0776421B1 (en) 2000-05-31
JPH09512325A (en) 1997-12-09
DE59605356D1 (en) 2000-07-06
CN1145654A (en) 1997-03-19
US5692476A (en) 1997-12-02

Similar Documents

Publication Publication Date Title
EP0776421B1 (en) Fuel injection device for internal combustion engines
EP0678668B1 (en) Fuel injection device for internal combustion engines
DE69218326T2 (en) PRESSURE ACCUMULATING FUEL INJECTOR
EP1072556A1 (en) Tap system for petrol pumps
EP0050710B1 (en) Fuel injection system
DE19727785A1 (en) Flow control valve for controlling liquids
EP1799991A1 (en) Device for delivering fuel
EP0657644A2 (en) Fuel injection device for internal combustion engines
EP1654456A1 (en) Fuel injection device for an internal combustion engine
EP2103853A2 (en) Pressure maintenance valve
DE19630938A1 (en) Fuel supply line fuel volume-flow control valve
WO2021228496A1 (en) Gas metering valve for internal combustion engines
DE19727413A1 (en) Fuel injection system for internal combustion engines
DE19706694C2 (en) Control of an injection system for a multi-cylinder internal combustion engine
WO2000019089A1 (en) Fuel injection valve for internal combustion engines
DE3245142A1 (en) METHOD AND DEVICE FOR INJECTING FUEL
DE19548610A1 (en) Flow limiting valve for fuel injection system
EP1097303A2 (en) Fuel injection device
CH686845A5 (en) Control arrangement for an injection valve for internal combustion engines.
DE19640085C1 (en) Stop valve to limit the flow rate
EP2836696B1 (en) Injector of a modular common-rail fuel injection system with throughflow limiter
EP0977942A1 (en) Fuel injection valve for internal combustion engines
WO2008122521A1 (en) Valve and injection system for an internal combustion engine comprising a valve
DE19933567C1 (en) Combustion engine fuel-injection system esp. for diesel engine
DE29814934U1 (en) Fuel injection valve for internal combustion engines

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19970228

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB IT

17Q First examination report despatched

Effective date: 19981103

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT

REF Corresponds to:

Ref document number: 59605356

Country of ref document: DE

Date of ref document: 20000706

ITF It: translation for a ep patent filed
GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 20000727

ET Fr: translation filed
PLBQ Unpublished change to opponent data

Free format text: ORIGINAL CODE: EPIDOS OPPO

PLBI Opposition filed

Free format text: ORIGINAL CODE: 0009260

PLBF Reply of patent proprietor to notice(s) of opposition

Free format text: ORIGINAL CODE: EPIDOS OBSO

26 Opposition filed

Opponent name: L'ORANGE GMBH

Effective date: 20010226

PLBF Reply of patent proprietor to notice(s) of opposition

Free format text: ORIGINAL CODE: EPIDOS OBSO

REG Reference to a national code

Ref country code: GB

Ref legal event code: IF02

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20020221

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20020325

Year of fee payment: 7

RDAH Patent revoked

Free format text: ORIGINAL CODE: EPIDOS REVO

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20030127

Year of fee payment: 8

RDAG Patent revoked

Free format text: ORIGINAL CODE: 0009271

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: PATENT REVOKED

27W Patent revoked

Effective date: 20020924

GBPR Gb: patent revoked under art. 102 of the ep convention designating the uk as contracting state

Free format text: 20020924