EP0873473A1 - Fuel injector - Google Patents

Fuel injector

Info

Publication number
EP0873473A1
EP0873473A1 EP97932714A EP97932714A EP0873473A1 EP 0873473 A1 EP0873473 A1 EP 0873473A1 EP 97932714 A EP97932714 A EP 97932714A EP 97932714 A EP97932714 A EP 97932714A EP 0873473 A1 EP0873473 A1 EP 0873473A1
Authority
EP
European Patent Office
Prior art keywords
pump
pressure
fuel
fuel injection
controlled
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
EP97932714A
Other languages
German (de)
French (fr)
Other versions
EP0873473B1 (en
Inventor
Horst Klinger
Uwe Kuhn
Bernd Rosenau
Peter Traub
Gerd Loesch
Sandro Soccol
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0873473A1 publication Critical patent/EP0873473A1/en
Application granted granted Critical
Publication of EP0873473B1 publication Critical patent/EP0873473B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • 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
    • 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
    • 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

Definitions

  • the invention is based on a fuel injection system according to the preamble of claim 1.
  • a series injection pump is provided for supplying pressure to the high-pressure fuel accumulator, which has three pump pistons with corresponding pump work spaces.
  • Each of these pump pistons feeds into the high-pressure fuel reservoir in a controlled quantity, the high-pressure fuel injection quantity being delivered by a solenoid valve controlled by an electrical control device, which is arranged in a relief line of the respective pump work space and determines the phase of the high-pressure delivery when it is closed.
  • the respective pump work space is connected to a fuel inlet by a control edge guided by the piston, so that the pump work space is completely filled with fuel at the bottom dead center.
  • the pump pistons are driven by multiple cams in such a way that they have their high-pressure delivery phase in synchronism with the respective fuel injection point of the individual fuel injection valves and thus approximately the same pressure can be set in the high-pressure fuel reservoir. With the aid of a pressure sensor, this pressure is detected and a control signal is emitted from the electrical control device to the respective solenoid valves in accordance with a setpoint.
  • This device has the disadvantage that a very complex control is required for each pump element of the high pressure pump. A pressure change in the high-pressure accumulator can only be carried out when one
  • High-pressure fuel injection takes place, so that a spontaneous change in a higher pressure level in the high-pressure fuel reservoir can only be delayed.
  • the pressure can only increase during the injection. This results in an undefined state of the accumulator pressure during the injection, so that it becomes difficult to measure the correct injection quantity as a sum effect of the pressure and time present at a certain measuring cross section.
  • the fuel injection system according to the invention with the features of the characterizing part of patent claim 1 has the advantage that a very simple regulation of the pressure in the high-pressure fuel accumulator can be achieved by switching the second of the pump elements on and off, which is operated with a constant high-pressure delivery rate.
  • a rapid and spontaneous pressure increase in the high-pressure fuel reservoir is achieved, so that a rapid reaction to changing operating conditions is achieved.
  • the fuel injection processes of the individual fuel injection valves promote this at an early stage Pressure level can be changed from a first value to a second value and then by means of the pump elements which deliver variable fuel delivery quantity into the operating range in which the injections are made constant. A stable accumulator pressure is thus achieved during the injection.
  • the second pump element is only operated for a relatively small amount of the operating time of the fuel injection pump under working conditions and can advantageously be designed for a shorter life.
  • pressure vibrations in the high-pressure accumulator are advantageously avoided according to the solution according to claim 1, that is to say also according to the solution according to claim 2. It is also advantageous if the drive cams driven synchronously to the internal combustion engine are designed as multiple cams, in particular as triple cams, so that a large number of strokes per revolution can be achieved even with a few pump elements.
  • FIG. 1 shows a thematic representation of the fuel injection system
  • FIG. 2 shows a schematic illustration of the high-pressure pump with a pump element delivering with a variable delivery rate and a pump element delivering with a constant delivery rate
  • FIG. 3 shows a variant of the control of the high-pressure pump for the embodiment according to FIG. 2,
  • FIG. 4 shows a graphic representation of the pressure curve over the times of injection and high-pressure delivery of the high-pressure pump
  • Figure 5 shows the pressure curve over time with the second pump element delivering between the individual injections. description
  • a fuel injection system of the type according to the invention has a high-pressure pump 1, which is driven in synchronism with the speed of the associated internal combustion engine. This sucks fuel from a fuel reservoir 2 and conveys it via a high-pressure fuel line 3, preferably controlled by an electrically controlled control valve, here a solenoid valve 4, and via a non-return valve 5 opening in the conveying direction into a high-pressure fuel reservoir 6.
  • Fuel lines 8 lead from these Fuel injection valves 9 on the internal combustion engine 10. The amount of fuel delivered by the fuel injection valves 9 to the internal combustion engine is controlled in each case by a preferably electrically controlled valve, in the present exemplary embodiment a solenoid valve 11.
  • valves are controlled by an electrical control unit 14 which receives signals from a pressure sensor 15 which detects the pressure in the high-pressure fuel accumulator.
  • the electrical control unit also receives signals from a speed sensor, from an TDC sensor and from other parameters of the internal combustion engine, such as the desired speed and operating conditions of the internal combustion engine, and accordingly controls the fuel injection valves 9
  • the electrical control unit also controls the solenoid valve 4, which controls the delivery rate of the high-pressure pump into the fuel accumulator and with this control keeps the pressure in the fuel accumulator at the desired value.
  • the high-pressure pump with solenoid valve 4 and check valve 5, which is only symbolically shown in FIG. 1, is shown in more detail in FIG.
  • Two pump elements are shown here with the omission of a housing: a first pump element 16 and a second pump element 17.
  • Each of the Pump elements has a pump cylinder 19 in which a pump piston 20, which is driven by a drive cam 22, is moved against the force of a spring 21.
  • the pump pistons each include a working chamber 23 in the cylinder 19, which is connected to the high-pressure fuel accumulator 6 via a fuel pressure line, in which the pressure valve 5 opening in the conveying direction is arranged.
  • the pump work chamber is filled in each case via a fill bore 25, which is opened at the bottom dead center of the pump piston through its end edge 26, so that fuel can reach the pump work chamber 23 from the reservoir 2 or, if appropriate, via a pre-feed pump 24 in order to completely fulfill it.
  • the filling bore 25 is closed by the pump piston and the fuel present in the pump work chamber 23 is compressed.
  • This process then leads to high-pressure delivery into the high-pressure fuel reservoir 6 when the solenoid valve 4 arranged in a relief line 27 of the pump work chamber 23 is closed.
  • these solenoid valves 4 are controlled by the electrical control device 14 in such a way that a desired pressure is established in the high-pressure fuel reservoir 6.
  • the first pump element 16 is controlled by the solenoid valve in such a way that the pump working chamber 23 is closed over a certain pump piston delivery stroke, so that high pressure delivery into the high pressure accumulator takes place via this stroke.
  • a bore 28 in the starting from the end face 26 of the pump piston and to a circumferential control groove 29 is controlled by the solenoid valve in such a way that the pump working chamber 23 is closed over a certain pump piston delivery stroke, so that high pressure delivery into the high pressure accumulator takes place via this stroke.
  • Pump piston leads, it is possible to set a maximum delivery stroke of the pump piston by the control groove at this maximum delivery stroke connects the pump work chamber with the filling bore 25 and thus to the low pressure chamber.
  • the maximum pressure promotion is then preferably by a
  • the fuel delivered to the high-pressure fuel reservoir 6 is thus variably controlled, this delivery in turn being dependent on the drive cam 22, which in the present example is designed as a triple cam and can therefore cause three delivery strokes of the pump piston 20 per revolution.
  • This cam is driven in synchronism with the speed, e.g. with the speed of the crankshaft of the internal combustion engine, and is designed such that a delivery stroke of the pump piston 20 of the first pump element takes place whenever fuel injection via one of the injection valves is required.
  • FIG. 4 a diagram is shown schematically at which times an injection E takes place, at what times a delivery F of the first pump element takes place and which reaction occurs with the pressure curve D at the pressure in the high-pressure fuel accumulator 6. It can be seen that with the start of the delivery, which takes longer overall than the respective injection and at an earlier point in time than the injection time, the pressure initially rises, which then drops with the incoming injection and after the end of the injection by the rest of the injection
  • High-pressure delivery of the high-pressure fuel pump can be raised back to the original level. If the high-pressure fuel delivery quantities F are adapted to the injection quantities, an overall average pressure level MD is set. In this state, the second pump element 17 is driven, but because of the opened solenoid valve 4 there is no high-pressure delivery into the high-pressure fuel accumulator. The fuel moved by the pump piston 20 is conveyed back into the fuel reservoir 2 via the opened solenoid valve. If, however, a higher injection pressure is to be set in the high-pressure fuel accumulator due to certain operating conditions of the internal combustion engine, the second pump element is started up in the conveying direction.
  • the solenoid valve 4 of the second pump element 17 is then closed completely, so that the pump piston 20 of this pump element conveys the same high-pressure quantity into the high-pressure fuel accumulator with each delivery stroke.
  • the fine control of the pressure in the high-pressure fuel reservoir is then carried out by controlling the solenoid valve 4 of the first pump element.
  • the delivery can take place synchronously with the delivery of the first pump element, but this constant quantity delivery is advantageously carried out at times when no injection takes place.
  • this high-pressure delivery FK lies between the delivery portions F of the first pump element and thus also between the individual injections through the fuel injection valves. It can be seen from the pressure curve that the pressure level is raised from a first level D1 to a second level D2 when the delivery FK is started.
  • a modification of the control of the second pump element according to the exemplary embodiment in FIG. 2 can, in the case of the second pump element 17 'in accordance with FIG. 3, the control valve as a control valve 4', here again as a solenoid valve, instead of in a separate relief line now also in the inlet from the pre-feed pump 24 to Pump work space 23 or the filling bore 25 may be arranged.
  • the previously provided relief line can be omitted.
  • Control valve 4 ' opens so that a complete filling of the pump work space 23 is possible.
  • the control valve 4 ' is closed.
  • a constant stroke of the pump element 17 ' serves to deliver high pressure when it is switched on.
  • a connection to the pump work chamber 23, which can be established in each case via a check valve 30, can also be provided in the suction phase.
  • This configuration makes it possible to achieve a rapid increase in the pressure level in the high-pressure accumulator, which is necessary in particular for certain operating cases, such as accelerations or increased fuel injections, while the internal combustion engine is operating. This is done in a very simple manner with a minimum of electrical control effort and the use of precisely and quickly switching valves.
  • the solenoid valve 4 of the first pump element the solenoid valve 4 of the second element can be constructed very simply, since it does not have to perform any timing functions. This solution is correspondingly less expensive.
  • the intermediate feeder FK can react very quickly to change requests regarding the pressure level in the high-pressure accumulator, so that the control takes place precisely and quickly.

Landscapes

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

Abstract

The present invention pertains to a fuel injector for internal combustion engines, where the fuel is fed by a high pressure pump into a high pressure tank (6) which supplies electrically-operated injection valves. In order to maintain the high pressure inside the tank, a first variable delivery pumping element (16) feeds fuel into said tank, while a second pumping element (17) does it, if need be, at a constant rate. Thus, a simple and economical device is obtained for feeding high pressure into the injection system.

Description

KraftstoffeinspritzsystemFuel injection system
Stand der TechnikState of the art
Die Erfindung geht von einem Kraftstoffeinspritzsystem nach der Gattung des Patentanspruchs 1 aus. Bei einer solchen, durch die EP-B1-0 243 871 bekannten Kraftstoffeinspritzsystem ist zur Druckversorgung des Kraf stoffhochdruckspei- chers eine Reiheneinspritzpumpe vorgesehen, die drei Pumpenkolben mit entsprechenden Pumpenarbeitsräumen aufweist. Jeder dieser Pumpenkolben fördert in den Kraftstoffhochdruck- Speicher in geregelter Menge, wobei die Kraftstoffeinspritz- mengenhochdruckförderung durch jeweils ein von einer elektrischen Steuereinrichtung gesteuertes Magnetventil erfolgt, das in einer Entlastungsleitung des jeweiligen Pumpenarbeitsraumes angeordnet ist und mit dem Schließen die Phase der Hochdruckförderung bestimmt. Beim Saughub wird der jeweilige Pumpenarbeitsraum durch eine vom Kolben geführte Steuerkante mit einem Kraftstoffzulauf verbunden, so daß der Pumpenarbeitsraum im unteren Totpunkt gänzlich mit Kraftstoff gefüllt wird. Die Pumpenkolben werden dabei durch Mehrfachnocken angetrieben, derart, daß sie synchron zum jeweiligen Kraftstoffeinspritzpunkt der einzelnen Kraftstoffeinspritzventile ihre Hochdruckförderphase haben und somit ein etwa gleicher Druck in dem Kraftstoffhochdruckspeicher eingestellt werden kann. Mit Hilfe eines Drucksensors wird dieser Druck erfaßt und entsprechend einem Sollwert von der elektrischen Steuereinrichtung ein Steuersignal an die jeweiligen Magnetventile abgegeben.The invention is based on a fuel injection system according to the preamble of claim 1. In such a fuel injection system, known from EP-B1-0 243 871, a series injection pump is provided for supplying pressure to the high-pressure fuel accumulator, which has three pump pistons with corresponding pump work spaces. Each of these pump pistons feeds into the high-pressure fuel reservoir in a controlled quantity, the high-pressure fuel injection quantity being delivered by a solenoid valve controlled by an electrical control device, which is arranged in a relief line of the respective pump work space and determines the phase of the high-pressure delivery when it is closed. During the suction stroke, the respective pump work space is connected to a fuel inlet by a control edge guided by the piston, so that the pump work space is completely filled with fuel at the bottom dead center. The pump pistons are driven by multiple cams in such a way that they have their high-pressure delivery phase in synchronism with the respective fuel injection point of the individual fuel injection valves and thus approximately the same pressure can be set in the high-pressure fuel reservoir. With the aid of a pressure sensor, this pressure is detected and a control signal is emitted from the electrical control device to the respective solenoid valves in accordance with a setpoint.
Diese Einrichtung hat den Nachteil, daß eine sehr aufwendige Steuerung für jedes Pumpenelement der Hochdruckpumpe erforderlich ist. Eine Druckänderung im Hochdruckspeicher kann dabei lediglich immer dann vorgenommen werden, wenn eineThis device has the disadvantage that a very complex control is required for each pump element of the high pressure pump. A pressure change in the high-pressure accumulator can only be carried out when one
Kraf stoffhochdruckeinspritzung erfolgt, so daß eine spontane TÄnderung eines höheren Druckniveaus im Kraftstoffhochdruckspeicher nur verzögert durchgeführt werden kann. Um eine Druckänderung im Speicher zu erwirken kann der Druck nur während der Einspritzung ansteigen. Das ergibt einen Undefinierten Zustand des Speicherdrucks während der Einsppritzung, sodaß es schwierig wird, die richtige Einspritzmenge als Summenwirkung von an einem bestimmten Zu- meßquerschnitt anstehenden Druck und der Zeit zu bemessen.High-pressure fuel injection takes place, so that a spontaneous change in a higher pressure level in the high-pressure fuel reservoir can only be delayed. To achieve a pressure change in the accumulator, the pressure can only increase during the injection. This results in an undefined state of the accumulator pressure during the injection, so that it becomes difficult to measure the correct injection quantity as a sum effect of the pressure and time present at a certain measuring cross section.
Vorteile der ErfindungAdvantages of the invention
Durch das erfindungsgemäße Kraftstoffeinspritzsystem mit den Merkmalen des Kennzeichens des Patentanspruchs 1 ergibt sich der Vorteil, daß durch ein Zu- und /Abschalten des zweiten der Pumpenelemente, das mit konstanter Hochdruckfördermenge betrieben wird, hier eine sehr einfache Regelung des Drucks im Kraftstoffhochdruckspeicher erzielt werden kann. Insbesondere wird durch das Zuschalten des mit konstanter Hoch- druckfördermenge arbeitenden Pumpenelements eine schnelle und spontane Drucksteigerung im Kraftstoffhochdruckspeicher erzielt, so daß schnell auf sich ändernde Betriebsbedingungen reagiert wird. Insbesondere ist es vorteilhaft, daß wenn das zweite der Pumpenelemente in einem zwischen den Kraft¬The fuel injection system according to the invention with the features of the characterizing part of patent claim 1 has the advantage that a very simple regulation of the pressure in the high-pressure fuel accumulator can be achieved by switching the second of the pump elements on and off, which is operated with a constant high-pressure delivery rate. In particular, by switching on the pump element working with a constant high-pressure delivery rate, a rapid and spontaneous pressure increase in the high-pressure fuel reservoir is achieved, so that a rapid reaction to changing operating conditions is achieved. In particular, it is advantageous that if the second of the pump elements in one between the Kraft¬
stoffeinspritzvorgängen der einzelnen Kraftstoffeinspritz- ventile liegenden Zeitraum fördert bereits frühzeitig das Druckniveau von einem ersten Werte auf einen zweiten Werte verändert werden kann und dann dann mittels den mit variabler Kraftstoffördermenge fördernden Pumpenelementen in den Betriebsbereich in dem die Einspritzungen erfolgen konstant gehalten wird. Somit wird ein stabiler Speicherdruck während der Einspritzung erzielt. Das zweite Pumpenelement wird zur Durchhführung der Druckerhöhung nur einen relativ geringen Zeitanteil der Betriebsdauer der Kraftstoffeinspritzpumpe unter Arbeitsbedingunngen betrieben und kann vorteilhaft auf eine kürzere Lebendsdauer ausgelegt werden.The fuel injection processes of the individual fuel injection valves promote this at an early stage Pressure level can be changed from a first value to a second value and then by means of the pump elements which deliver variable fuel delivery quantity into the operating range in which the injections are made constant. A stable accumulator pressure is thus achieved during the injection. To carry out the pressure increase, the second pump element is only operated for a relatively small amount of the operating time of the fuel injection pump under working conditions and can advantageously be designed for a shorter life.
Desweiteren werden vorteilhaft Druckschwingungen im Hochdruckspeicher wohl gemäß der Lösung nach Patentanspruch 1, also auch nach der Lösung gemäß Patentanspruch 2 vermieden. Weiterhin vorteilhaft ist es, wenn die synchron zur Brennkraftmaschine angetriebenen Antriebsnocken als Mehrfachnokken, insbesondere als Dreifachnocken ausgeführt werden, so daß eine Vielzahl von Hüben pro Umdrehung auch bei wenigen Pumpenelementen erzielbar sind.Furthermore, pressure vibrations in the high-pressure accumulator are advantageously avoided according to the solution according to claim 1, that is to say also according to the solution according to claim 2. It is also advantageous if the drive cams driven synchronously to the internal combustion engine are designed as multiple cams, in particular as triple cams, so that a large number of strokes per revolution can be achieved even with a few pump elements.
Zeichnungdrawing
Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird in der nachfolgenden Beschreibung näher beschrieben. Es zeigenAn embodiment of the invention is shown in the drawing and is described in more detail in the following description. Show it
Figur 1 eine thematische Darstellung des Kraftstoffein- spritzsystems,FIG. 1 shows a thematic representation of the fuel injection system,
Figur 2 eine schematische Darstellung der Hochdruckpumpe mit einem mit variabler Fördermenge fördernden Pumpenelement und einem mit konstanter Fördermenge fördernden Pumpenelement, Figur 3 einen Variante der Ansteuerung der Hochdruckpumpe zum Ausführungsbeispiel nach Figur 2,FIG. 2 shows a schematic illustration of the high-pressure pump with a pump element delivering with a variable delivery rate and a pump element delivering with a constant delivery rate, FIG. 3 shows a variant of the control of the high-pressure pump for the embodiment according to FIG. 2,
Figur 4 eine graphische Darstellung des Druckverlaufs über die Zeiten der Einspritzung und Hochdruckförderung der Hoch- druckpumpe,FIG. 4 shows a graphic representation of the pressure curve over the times of injection and high-pressure delivery of the high-pressure pump,
Figur 5 den Druckverlauf über die Zeit bei zwischen den einzelnen Einspritzungen förderndem zweiten Pumpenelement. BeschreibungFigure 5 shows the pressure curve over time with the second pump element delivering between the individual injections. description
Ein Kraftstoffeinspritzsystem der erfindungsgemäßen Art weist eine Hochdruckpumpe 1 auf, die drehzahlsynchron zur zugehörigen Brennkraftmaschine angetrieben wird. Diese saugt aus einem Kraftstoffvorratsbehälter 2 Kraftstoff an und fördert diesen über eine Kraftstoffhochdruckleitung 3, vorzugsweise gesteuert durch ein elektrisch gesteuertes Steuerven- til, hier einem Magnetventil 4, und über ein in Förderrichtung öffnendes Rückschlagventil 5 in einen Kraftstoffhochdruckspeicher 6. Von diesen führen Kraftstoffleitungen 8 zu Kraftstoffeinspritzventilen 9 an der Brennkraftmaschine 10. Die von den Kraftstoffeinspritzventilen 9 an die Brenn- kraftmaschine abgegebene Kraftstoffmenge wird dabei jeweils durch ein vorzugsweise elektrisch gesteuertes Ventil, im vorliegendem Ausführungsbeispiel einem Magnetventil 11 gesteuert. Die Ansteuerung dieser Ventile erfolgt durch ein elektrisches Steuergerät 14, das Signale von einem Drucksen- sor 15 erhält, der den Druck im Kraftstoffhochdruckspeicher erfaßt. Das elektrische Steuergerät erhält ferner Signale von einem Drehzahlaufnehmer, von einem OT-Geber und von sonstigen Parametern der Brennkraftmaschine, wie Drehzahl- wünsch und Betriebsbedingungen der Brennkraftmaschine und steuert entsprechend die Kraftstoffeinspritzventile 9 mitA fuel injection system of the type according to the invention has a high-pressure pump 1, which is driven in synchronism with the speed of the associated internal combustion engine. This sucks fuel from a fuel reservoir 2 and conveys it via a high-pressure fuel line 3, preferably controlled by an electrically controlled control valve, here a solenoid valve 4, and via a non-return valve 5 opening in the conveying direction into a high-pressure fuel reservoir 6. Fuel lines 8 lead from these Fuel injection valves 9 on the internal combustion engine 10. The amount of fuel delivered by the fuel injection valves 9 to the internal combustion engine is controlled in each case by a preferably electrically controlled valve, in the present exemplary embodiment a solenoid valve 11. These valves are controlled by an electrical control unit 14 which receives signals from a pressure sensor 15 which detects the pressure in the high-pressure fuel accumulator. The electrical control unit also receives signals from a speed sensor, from an TDC sensor and from other parameters of the internal combustion engine, such as the desired speed and operating conditions of the internal combustion engine, and accordingly controls the fuel injection valves 9
Hilfe der Magnetventile 11 nach Menge und Einspritzzeitpunkt von Kraftstoff. Das elektrische Steuergerät steuert ferner das Magnetventil 4, das die Fördermenge der Hochdruckpumpe in den KraftstoffSpeicher steuert und mit dieser Steuerung den Druck im KraftstoffSpeicher auf dem gewünschten Wert hält.With the help of the solenoid valves 11 according to the quantity and time of injection of fuel. The electrical control unit also controls the solenoid valve 4, which controls the delivery rate of the high-pressure pump into the fuel accumulator and with this control keeps the pressure in the fuel accumulator at the desired value.
Die in Figur 1 nur symbolisch dargestellte Hochdruckpumpe mit Magnetventil 4 und Rückschlagventil 5 ist in Figur 2 de- taillierter dargestellt. Hier sind unter Weglassung eines Gehäuses zwei Pumpenelemente dargestellt: ein erstes Pumpenelement 16 und ein zweites Pumpenelement 17. Jedes der Pumpenelemente weist einen Pumpenzylinder 19 auf, in dem ein Pumpenkolben 20, der von einem Antriebsnocken 22 angetrieben wird, gegen die Kraft einer Feder 21 bewegt wird. Die Pumpenkolben schließen dabei in dem Zylinder 19 jeweils einen Arbeitsraum 23 ein, der über eine Kraf stoffdruckleitung, in der jeweils das in Förderrichtung öffnende Druckventil 5 angeordnet ist, mit dem Kraftstoffhochdruckspeicher 6 verbunden ist. Die Füllung des Pumpenarbeitsraums erfolgt jeweils über eine Füllbohrung 25, die im unteren Totpunkt des Pum- penkolbens durch dessen Stirnkante 26 geöffnet wird, so daß Kraftstoff aus dem Vorratsbehälter 2 oder gegebenenfalls über eine Vorförderpumpe 24 in den Pumpenarbeitsraum 23 zu dessen vollständige Erfüllung gelangen kann. Beim anschließenden Förderhub wird die Füllbohrung 25 durch den Pumpen- kolben verschlossen und der im Pumpenarbeitsraum 23 vorhandene Kraftstoff komprimiert . Dieser Vorgang führt dann zur Hochdruckförderung in den Kraftstoffhochdruckspeicher 6, wenn das in einer Entlastungsleitung 27 des Pumpenarbeits- raumes 23 angeordnete Magnetventil 4 geschlossen ist. Diese Magnetventile 4 werden, wie schon oben gesagt, von dem elektrischen Steuergerät 14 so gesteuert, daß sich in dem Kraft- stoffhochdruckspeicher 6 ein gewünschter Druck einstellt.The high-pressure pump with solenoid valve 4 and check valve 5, which is only symbolically shown in FIG. 1, is shown in more detail in FIG. Two pump elements are shown here with the omission of a housing: a first pump element 16 and a second pump element 17. Each of the Pump elements has a pump cylinder 19 in which a pump piston 20, which is driven by a drive cam 22, is moved against the force of a spring 21. The pump pistons each include a working chamber 23 in the cylinder 19, which is connected to the high-pressure fuel accumulator 6 via a fuel pressure line, in which the pressure valve 5 opening in the conveying direction is arranged. The pump work chamber is filled in each case via a fill bore 25, which is opened at the bottom dead center of the pump piston through its end edge 26, so that fuel can reach the pump work chamber 23 from the reservoir 2 or, if appropriate, via a pre-feed pump 24 in order to completely fulfill it. During the subsequent delivery stroke, the filling bore 25 is closed by the pump piston and the fuel present in the pump work chamber 23 is compressed. This process then leads to high-pressure delivery into the high-pressure fuel reservoir 6 when the solenoid valve 4 arranged in a relief line 27 of the pump work chamber 23 is closed. As already mentioned above, these solenoid valves 4 are controlled by the electrical control device 14 in such a way that a desired pressure is established in the high-pressure fuel reservoir 6.
Erfindungsgemäß wird im vorliegenden, z.B. das erste Pum- penelement 16 durch das Magnetventil so gesteuert, daß der Pumpenarbeitsraum 23 über einem bestimmten Pumpenkolbenför- derhub geschlossen wird, so daß über diesen Hub eine Hochdruckförderung in den Hochdruckspeicher erfolgt. Mit Hilfe einer Bohrung 28 im die von der Stirnseite 26 des Pumpenkol- bens ausgeht und zu einer umfangseitigen Steuernut 29 amAccording to the present invention, e.g. the first pump element 16 is controlled by the solenoid valve in such a way that the pump working chamber 23 is closed over a certain pump piston delivery stroke, so that high pressure delivery into the high pressure accumulator takes place via this stroke. With the help of a bore 28 in the starting from the end face 26 of the pump piston and to a circumferential control groove 29
Pumpenkolben führt, ist es möglich, einen maximalen Förderhub des Pumpenkolbens festzulegen, indem die Steuernut bei diesem maximalen Förderhub den Pumpenarbeitsraum mit der Füllbohrung 25 und damit zum Niederdruckraum verbindet. Die Höchdruckförderung wird dabei dann vorzugsweise durch einPump piston leads, it is possible to set a maximum delivery stroke of the pump piston by the control groove at this maximum delivery stroke connects the pump work chamber with the filling bore 25 and thus to the low pressure chamber. The maximum pressure promotion is then preferably by a
Schließen des Magnetventils ab einem bestiimmten Pumpenkol- benhub eingeleitet und somit die Hochdruckfördermenge gesteuert .Closing the solenoid valve from a certain pump benhub initiated and thus controlled the high pressure flow.
Mit Hilfe des Magnetventils wird somit variabel der in den Kraftstoffhochdruckspeicher 6 geförderte Kraftstoff gesteuert, wobei diese Förderung wiederum abhängig ist von dem Antriebsnocken 22, der im vorliegenden Beispiel als Dreifachnocken ausgeführt ist und somit pro Umdrehung drei Förderhübe des Pumpenkolbens 20 bewirken kann. Dieser Nocken wird drehzahlsynchron angetrieben, z.B. mit der Drehzahl der Kurbelwelle der Brennkraftmaschine, und ist so ausgelegt, daß jeweils dann ein Förderhub des Pumpenkolbens 20 des ersten Pumpenelements erfolgt, wenn eine Kraftstoffeinspritzung über eines der Einspritzventile erforderlich ist.With the help of the solenoid valve, the fuel delivered to the high-pressure fuel reservoir 6 is thus variably controlled, this delivery in turn being dependent on the drive cam 22, which in the present example is designed as a triple cam and can therefore cause three delivery strokes of the pump piston 20 per revolution. This cam is driven in synchronism with the speed, e.g. with the speed of the crankshaft of the internal combustion engine, and is designed such that a delivery stroke of the pump piston 20 of the first pump element takes place whenever fuel injection via one of the injection valves is required.
In Figur 4 ist in einem Diagramm schematisch dargestellt, zu welchen Zeitpunkten eine Einspritzung E erfolgt, zu welchen Zeitpunkten eine Förderung F des ersten Pumpenelements erfolgt und welche Reaktion sich bei dem Druck im Kraftstoff- hochdurckspeicher 6 mit dem Druckverlauf D einstellt. Man sieht, daß mit Beginn der Förderung, die insgesamt länger dauert, als die jeweilige Einspritzung und zu einem früheren Zeitpunkt als der Einspritzzeitpunkt beginnt, der Druck zunächst ansteigt, der dann mit eintretender Einspritzung ab- fällt und nach Ende der Einspritzung durch den Rest derIn FIG. 4, a diagram is shown schematically at which times an injection E takes place, at what times a delivery F of the first pump element takes place and which reaction occurs with the pressure curve D at the pressure in the high-pressure fuel accumulator 6. It can be seen that with the start of the delivery, which takes longer overall than the respective injection and at an earlier point in time than the injection time, the pressure initially rises, which then drops with the incoming injection and after the end of the injection by the rest of the injection
Hochdruckförderung der Kraftstoffhochdruckpumpe wieder auf das ursprüngliche Niveau angehoben werden kann. Sind also die Kraftstoffhochdruckfördermengen F den Einspritzmengen angepaßt, so stellt sich insgesamt ein mittleres Druckni- veau MD ein. In diesem Zustand wird das zweite Pumpenelement 17 zwar angetrieben, aber es erfolgt wegen des geöffneten Magnetventils 4 keine Hochdruckförderung in den Kraftstoffhochdruckspeicher. Der vom Pumpenkolben 20 bewegte Kraftstoff wird über das geöffnete Magnetventil in den Kraft- stoffvorratsbehälter 2 zurückgefördert. Soll nun aber ein höherer Einspritzdruck im Kraftstoffhochdruckspeicher eingestellt werden aufgrund bestimmter Betriebsbedingungen der Brennkraftmaschine, so wird das zweite Pumpenelement im Fördersinne in Betrieb genommen. Für diesen Fall wird dann das Magnetventil 4 des zweiten Pumpenelements 17 ganz geschlossen, so daß der Pumpenkolben 20 dieses Pumpenelements mit jedem Förderhub die gleiche Hochdruckmenge in den Kraftstoffhochdruckspeicher fördert. Die Feinregelung des Druckes im Kraftstoffhochdruckspeicher wird dann durch Steuerung des Magnetventils 4 des ersten Pumpenelementes vorgenommen. Die Förderung kann dabei synchron zur Förderung des ersten Pumpenelements erfolgen, vorteilhaft jedoch wird diese Konstantmengenförderung zu Zeiten vorgenommen, zu denen keine Einspritzung erfolgt. Der Figur 5 ist zu entneh- men, daß diese Hochdruckförderung FK zwischen den Förderanteilen F des ersten Pumpenelements liegt und somit auch zwischen den einzelnen Einspritzungen durch die Kraftstoffeinspritzventile. Dem Druckverlauf entnimmt man, daß mit Einsetzen der Förderung FK das Druckniveau von einem ersten Ni- veau Dl auf ein zweites Niveau D2 angehoben wird. Über dieHigh-pressure delivery of the high-pressure fuel pump can be raised back to the original level. If the high-pressure fuel delivery quantities F are adapted to the injection quantities, an overall average pressure level MD is set. In this state, the second pump element 17 is driven, but because of the opened solenoid valve 4 there is no high-pressure delivery into the high-pressure fuel accumulator. The fuel moved by the pump piston 20 is conveyed back into the fuel reservoir 2 via the opened solenoid valve. If, however, a higher injection pressure is to be set in the high-pressure fuel accumulator due to certain operating conditions of the internal combustion engine, the second pump element is started up in the conveying direction. In this case, the solenoid valve 4 of the second pump element 17 is then closed completely, so that the pump piston 20 of this pump element conveys the same high-pressure quantity into the high-pressure fuel accumulator with each delivery stroke. The fine control of the pressure in the high-pressure fuel reservoir is then carried out by controlling the solenoid valve 4 of the first pump element. The delivery can take place synchronously with the delivery of the first pump element, but this constant quantity delivery is advantageously carried out at times when no injection takes place. It can be seen from FIG. 5 that this high-pressure delivery FK lies between the delivery portions F of the first pump element and thus also between the individual injections through the fuel injection valves. It can be seen from the pressure curve that the pressure level is raised from a first level D1 to a second level D2 when the delivery FK is started. About the
Einspritzung bleibt dieses Niveau aufgrund der Förderung des ersten Pumpenelements erhalten. Dabei ist der in Figur 5 wiedergegebene Kurvenverlauf mit Druckabnahme bei Mengenentnahme während der Einspritzung in Figur 4 vernachlässigt worden.Injection remains at this level due to the delivery of the first pump element. The curve curve shown in FIG. 5 with the decrease in pressure when the quantity was removed during the injection was neglected in FIG. 4.
Eine Abwandlung der Steuerung des zweiten Pumpenelements nach Ausführungsbeispiel Figur 2 kann bei dem zweiten Pumpenelement 17' nach Figur 3 das Steuerventil als Steuerven- til 4', hier wieder als Magnetventil ausgeführt, statt in einer separaten Entlastungsleitung nun auch im Zulauf von der Vorförderpumpe 24 zum Pumpenarbeitsraum 23 bzw. zur Füllbohrung 25 angeordnet sein. Die zuvor vorgesehenen Entlastungsleitung kann entfallen. Zur zusätzlichen Hochdruck- förderung durch das zweite Pumpenelement 17' wird nun dasA modification of the control of the second pump element according to the exemplary embodiment in FIG. 2 can, in the case of the second pump element 17 'in accordance with FIG. 3, the control valve as a control valve 4', here again as a solenoid valve, instead of in a separate relief line now also in the inlet from the pre-feed pump 24 to Pump work space 23 or the filling bore 25 may be arranged. The previously provided relief line can be omitted. For additional high-pressure delivery by the second pump element 17 ', this is now
Steuerventil 4' göffnet, damit eine vollständige Füllung des Pumpenarbeitsraumes 23 möglich wird. Zur Außerbetriebnahme des zweiten Pumpenelements wird das Steuerventil 4 ' geschlossen. Auch hier dient ein konstanter Hub des Pumpenelements 17' der Hochdruckförderung beim seinem Zuschalten. Ersatzweise oder auch zusätzlich für das Aufsteuern der Ver- bindung der Bohrung 28 mit der Füllbohrung 25 über die Steuernut 29 kann auch eine über jeweils ein Rückschlagventil 30 herstellbare Verbindung zum Pumpenarbeitsraum 23 in der Saugphase vorgesehen werden. In diesem Fall wird eine Bohrung 28, wie sie bei Figur 2 für eine Bereitstellung eines definierten Förderendehubes vorgesehen war, überflüssig.Control valve 4 'opens so that a complete filling of the pump work space 23 is possible. For decommissioning of the second pump element, the control valve 4 'is closed. Here, too, a constant stroke of the pump element 17 'serves to deliver high pressure when it is switched on. As an alternative or in addition for opening the connection of the bore 28 to the filling bore 25 via the control groove 29, a connection to the pump work chamber 23, which can be established in each case via a check valve 30, can also be provided in the suction phase. In this case, a bore 28, as was provided in FIG. 2 for the provision of a defined delivery end stroke, becomes superfluous.
Durch diese Ausgestaltung ist es möglich, eine schnelle Anhebung des Druckniveaus im Hochdruckspeicher zu erzielen, was insbesondere für bestimmte Betriebsfälle, wie Beschleu- nigungen oder erhöhte Kraftstoffeinspritzungen während des Betriebs der Brennkraftmaschine erforderlich ist. Dies geschieht in sehr einfacher Weise mit einem Minimum an elektrischem Steueraufwand und Einsatz von exakt und schnell schaltenden Ventilen. Das Magnetventil 4 des zweiten Ele- ments kann im Gegensatz zu dem Magnetventil 4 des ersten Pumpenelements sehr einfach aufgebaut werden, da es keine Zeitsteuerfunktionen durchführen muß. Entsprechend kostengünstiger ist diese Lösung. Durch die Zwischenförderung FK kann sehr schnell auf Änderungswünsche bezüglich des Druck- niveaus im Hochdruckspeicher reagiert werden, so daß die Regelung exakt und schnell erfolgt, statt der oben angegebenen Zahl von Pumpenelementen können natürlich auch mehrere Pumpenelemente fördermengengeregelt betrieben werden und mehrere Pumpenelemente für eine konstante Fördermenge vorgese- hen werden. This configuration makes it possible to achieve a rapid increase in the pressure level in the high-pressure accumulator, which is necessary in particular for certain operating cases, such as accelerations or increased fuel injections, while the internal combustion engine is operating. This is done in a very simple manner with a minimum of electrical control effort and the use of precisely and quickly switching valves. In contrast to the solenoid valve 4 of the first pump element, the solenoid valve 4 of the second element can be constructed very simply, since it does not have to perform any timing functions. This solution is correspondingly less expensive. The intermediate feeder FK can react very quickly to change requests regarding the pressure level in the high-pressure accumulator, so that the control takes place precisely and quickly. Instead of the number of pump elements specified above, it is of course also possible to operate several pump elements with flow control and several pump elements for a constant flow rate be provided.

Claims

Ansprüche Expectations
1. Hochdruckpumpe (1), die Kraftstoff aus einem Vorratsbehälter (2) in einen Kraftstoffhochdruckspeicher (6) fördert, aus dem der Kraftstoff über Kraftstoffleitungne (8) einzelnen Kraftstoffeinspritzventilen (9) zugeführt wird, durch die der Kraftstoff gesteuert durch ein elektrisches Steuergerät (14) dosiert und zeitgesteuert an der Brennkraftmaschine eingespritzt wird, wobei die Hochdruckpumpe (1) meh- rere Pumpenelemente (16, 17) mit Pumpenkolben (20) aufweist, die von synchron zur Drehzahl der Brennkraftmaschine bewegten Antriebsnocken (22) angetrieben werden und je einen Pumpenarbeitsraum (23) in einem Pumpenzylinder (19) begrenzen, der beim Saughub der Pumpenkolben mit Kraftstoff versorgt wird und aus dem beim Förderhub der Pumpenkolben (20) Kraftstoff in durch je ein Steuerventil (4) , insbsondere ein elektrisch gesteuertes Ventil, gesteuerter Menge in den Kraftstoffhochdruckspeicher (6) gefördert wird, und wenigsten ein erstes (16) der Pumpenelemente durch den Antriebs- nocken (22) und das Steuerventil (4) so gesteuert wird, daß die Hochdruckförderung zeitsynchron mit der Kaftstoffein- spritzung durch die Kraftstoffeinspritzventile (9) erfolgt, dadurch gekennzeichnet, daß ein zweites (17, 17') der Pumpenelemente durch den Antriebsnocken (22) und ein Steuerven- til (4, 4') so gesteuert wird, daß es mit konstanter Hochdruckfördermenge und in Abhängigkeit von Betriebsparametern, insbesondere in Abhängigkeit vom Druck im Kraftstoffhochdruckspeicher (6) zugeschaltet oder abgschaltet wird.1. High-pressure pump (1), which delivers fuel from a storage container (2) into a high-pressure fuel reservoir (6), from which the fuel is fed via fuel lines (8) to individual fuel injection valves (9), through which the fuel is controlled by an electrical control unit ( 14) is injected in a metered and time-controlled manner into the internal combustion engine, the high-pressure pump (1) having a plurality of pump elements (16, 17) with pump pistons (20) which are driven by drive cams (22) moving synchronously with the speed of the internal combustion engine and one each Limit the pump working space (23) in a pump cylinder (19), which is supplied with fuel during the suction stroke of the pump piston and from which during the delivery stroke of the pump piston (20) fuel controlled by a control valve (4), in particular an electrically controlled valve the high-pressure fuel reservoir (6) is conveyed, and at least a first one (16) of the pump elements by the drive cam (22) and the control valve (4) is controlled so that the high-pressure delivery takes place synchronously with the fuel injection through the fuel injection valves (9), characterized in that a second (17, 17 ') of the pump elements is driven by the drive cam (22 ) and a tax til (4, 4 ') is controlled so that it is switched on or off with a constant high-pressure delivery rate and depending on operating parameters, in particular depending on the pressure in the high-pressure fuel reservoir (6).
2. Kraftstoffeinspritzsystem nach Anspruch 1, dadurch gekennzeichnet, daß das zweite (17, 17') der Pumpenelemente in einem zwischen den Kraftstoffeinspritzvorgängen der einzelnen Kraftstoffeinspritzventile (9) liegenden Zeitraum för- dert.2. Fuel injection system according to claim 1, characterized in that the second (17, 17 ') of the pump elements in a period between the fuel injection processes of the individual fuel injection valves (9) promotes.
3. Kraftstoffeinspritzsystem nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß jeder der Pumpenarbeitsräume (23) der ersten Pumpenelemente (16) beim Saughub der Pumpenkolben (20) ganz mit Krafstoff gefüllt wird und die Fördermenge der Pumpenkolben (20) durch den Zeitraum des Geschlossenseins der in einer Entlastungleitung (27) jeder der Pumpenarbeitsräume (20) liegenden Steuerventile (4) bestimmt wird.3. Fuel injection system according to claim 1 or 2, characterized in that each of the pump work spaces (23) of the first pump elements (16) during the suction stroke of the pump pistons (20) is completely filled with fuel and the delivery rate of the pump pistons (20) by the period of being closed the control valves (4) located in a relief line (27) of each of the pump work spaces (20).
4. Kraftstoffeinspritzsystem nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß das zweite Pumpenelement (17, 17') der genannten Pumpenelemente mit konstanter Hochdruckfördermenge betrieben wird und die Hochdruckförderung über das Steuerventil (4, 4') zu- oder abgeschaltet wird.4. Fuel injection system according to claim 1 or 2, characterized in that the second pump element (17, 17 ') of said pump elements is operated with a constant high-pressure delivery rate and the high-pressure delivery via the control valve (4, 4') is switched on or off.
5. Kraftstoffeinspritzsystem nach Anspruch 4, dadurch gekennzeichnet, daß das Steuerventil (4') eine Füllbohrung5. Fuel injection system according to claim 4, characterized in that the control valve (4 ') has a filling bore
(25) zum Pumpenarbeitesraum (23) des zweiten Pumpenelements (17') steuert.(25) to the pump work space (23) of the second pump element (17 ') controls.
6. Kraftstoffeinspritzsystem nach Anspruch 4, dadurch gekennzeichnet, daß das Steuerventil (4) eine Entlastungsleitung (27) des Pumpenarbeitesraums (23) des zweiten Pumpenelements (17) steuert. 6. Fuel injection system according to claim 4, characterized in that the control valve (4) controls a relief line (27) of the pump working space (23) of the second pump element (17).
7. Kraftstoffeinspritzsystem nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß der Antriebsnocken (22) ein Mehrfachnocken, insbesondere ein Dreifachnocken ist. 7. Fuel injection system according to one of claims 1 to 4, characterized in that the drive cam (22) is a multiple cam, in particular a triple cam.
EP97932714A 1996-11-12 1997-06-30 Fuel injector Expired - Lifetime EP0873473B1 (en)

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DE19646581A DE19646581A1 (en) 1996-11-12 1996-11-12 Fuel injection system
PCT/DE1997/001370 WO1998021470A1 (en) 1996-11-12 1997-06-30 Fuel injector

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CN1076789C (en) 2001-12-26
ES2174267T3 (en) 2002-11-01
WO1998021470A1 (en) 1998-05-22
EP0873473B1 (en) 2002-03-20
JP2000505177A (en) 2000-04-25
RU2177077C2 (en) 2001-12-20
JP3889057B2 (en) 2007-03-07
US6095118A (en) 2000-08-01
DE59706681D1 (en) 2002-04-25
KR19990076969A (en) 1999-10-25
KR100482907B1 (en) 2005-07-21
CN1207160A (en) 1999-02-03
DE19646581A1 (en) 1998-05-14

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