EP1164283B1 - Kraftstoffeinspritzventil - Google Patents

Kraftstoffeinspritzventil Download PDF

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Publication number
EP1164283B1
EP1164283B1 EP20010114379 EP01114379A EP1164283B1 EP 1164283 B1 EP1164283 B1 EP 1164283B1 EP 20010114379 EP20010114379 EP 20010114379 EP 01114379 A EP01114379 A EP 01114379A EP 1164283 B1 EP1164283 B1 EP 1164283B1
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EP
European Patent Office
Prior art keywords
fuel injection
fuel
valve
chamber
passage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP20010114379
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English (en)
French (fr)
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EP1164283A3 (de
EP1164283A2 (de
Inventor
Yoshimasa c/o Toyota Jidosha K. K. Watanabe
Kazuhiro c/o Toyota Jidosha K. K. Omae
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of EP1164283A3 publication Critical patent/EP1164283A3/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure

Definitions

  • the present invention relates to a fuel injection valve according to the preamble of claim 1. More specifically, the present invention relates to a fuel injection valve used for a common-rail type fuel injection system.
  • a common-rail fuel injection system of an internal combustion engine is known in the art.
  • high pressure fuel is supplied to a reservoir (a common rail) and distributed to respective fuel injection valves from the reservoir. Since high pressure fuel is always stored in the reservoir in the common-rail fuel injection system, high fuel injection pressure from fuel injection valves can be maintained regardless of the engine speed.
  • a conventional shaft driven fuel injection pump a so-called jerk-type fuel injection pump
  • the fuel injection pressure becomes lower as the engine speed decreases. Therefore, compared with a fuel injection system employing a jerk-type fuel injection pump, since the fuel injection pressure can be set at a high value, better atomization of fuel can be obtained at a low engine speed using the common-rail fuel injection system.
  • the condition of combustion and exhaust gas emission at a low speed operation can be improved in the common-rail fuel injection system.
  • a fuel injection valve of this type is disclosed, for example, in JP 05-071438 A.
  • the fuel injection valve in the '438 publication is provided with a back pressure chamber (a control chamber) which holds high pressure fuel in order to urge a needle toward a position in which the needle closes a fuel injection hole. Further, a solenoid operated three-way valve which communicates the back pressure chamber with a high pressure fuel passage and a low pressure fuel passage selectively is provided. When the three-way valve is kept at a position where the back pressure chamber is connected to the high pressure fuel oil line, since a high pressure fuel oil is supplied to the back pressure chamber, the needle is kept at the position closing the fuel injection hole and, thereby, the fuel injection valve is closed.
  • the fuel injection valve in the '438 publication is further provided with a control valve on the passage connecting the three-way valve to the low pressure fuel line.
  • the control valve is capable of taking three positions, i.e., a first position which completely blocks the flow of fuel oil from the back pressure chamber to the low pressure fuel line, a second position which allows a partial flow of fuel oil from the back pressure chamber to the low pressure fuel line and a third position which allows a full flow of fuel oil from the back pressure chamber to the low pressure fuel line.
  • the three-way valve is switched to the position where the back pressure chamber is connected to the low pressure fuel line during fuel injection. Further, the control valve is switched to the second position at the beginning of fuel injection and held at the third position thereafter.
  • the fuel injection characteristics of the fuel injection valve in the '438 publication is such that the fuel injection rate is small at the beginning of fuel injection and large during the rest of fuel injection period, i.e., fuel injection characteristics the same as those of the jerk-type fuel injection pump can be obtained even if the fuel injection valve of the '438 publication is used in a common-rail fuel injection system.
  • the fuel injection valve in the '438 publication also has a significant drawback in that it requires two solenoid operated valves (i.e., the three-way valve and the control valve) in order to obtain the fuel injection characteristics having low fuel injection rate at the beginning of fuel injection and high fuel injection rate during the rest of fuel injection period.
  • a pilot fuel injection is performed before a main fuel injection in some cases.
  • a pilot fuel injection it is sometimes preferable to change the fuel injection characteristics of the pilot fuel injection from that of the main fuel injection in accordance with the engine operating conditions.
  • the fuel injection valve in the '438 publication is capable of providing fuel injection characteristics having a low fuel injection rate at the beginning and a high fuel injection rate during the rest of the fuel injection period, it is not possible to employ different fuel injection characteristics for the pilot fuel injection and main fuel injections.
  • the object of the present invention is to provide a fuel injection valve having a compact and simple construction and capable of changing its fuel injection characteristics according to the engine operating conditions when used in a common-rail fuel injection system.
  • a fuel injection valve comprising a housing provided with a fuel injection hole at one end thereof, a high pressure fuel passage connected to the fuel injection hole, a valve needle for opening and closing the fuel injection hole, a control chamber formed in the housing at an end of the valve needle opposite to the fuel injection hole, a supply passage connecting the high pressure fuel passage and the control chamber for supplying high pressure fuel to the control chamber so that the pressure in the control chamber urges the valve needle toward a position where the valve needle closes the fuel injection hole, at least two spill passages connected to the control chamber for lowering the pressure in the control chamber by spilling fuel in the control chamber to the outside of the housing so that the valve needle moves towards a position where the valve needle opens the fuel injection hole, a control valve for opening and closing the spill passages, the control valve is capable of taking either of a first position where all of the spill passages are closed, a second position where at least one of the spill passages is opened and at least one of the spill passages is closed and a third position where all of
  • the control chamber is connected to the high pressure fuel passage and high pressure fuel is always supplied to the control chamber.
  • the pressure in the control chamber urges the valve needle toward the position where it closes the fuel injection hole.
  • Fuel injection is initiated by lowering the pressure in the control chamber by spilling fuel in the control chamber through spill passages.
  • the fuel injection characteristics are adjusted by controlling the rate of pressure drop by adjusting the flow rate through the spill passages.
  • a control valve capable of taking three positions is provided.
  • the control valve takes a third position, since all of the spill passages are opened, a relatively large amount of fuel flows out from the control chamber through all of the spill passages. Therefore, the pressure in the control chamber decreases rapidly at the second position of the control valve. This causes the valve needle to move toward the position where it opens the fuel injection hole, and thereby fuel injection is carried out with a relatively large increase in the fuel injection rate when the control valve takes the third position.
  • the fuel injection characteristics can be changed by switching the position of the control valve between the second and the third position during the fuel injection.
  • a fuel injection valve comprising a housing provided with a fuel injection hole at one end thereof, a high pressure fuel passage connected to the fuel injection hole, a valve needle for opening and closing the fuel injection hole, a control chamber formed in the housing at an end of the valve needle opposite to the fuel injection hole, a leak chamber connected to the control chamber through at least two return passages, a leak passage connecting the leak chamber to a low pressure portion outside of the housing and a supply passage connecting the high pressure fuel passage and the leak chamber for supplying high pressure fuel to the leak chamber and a control valve disposed in the leak chamber and provided with a valve element for closing and opening the leak passage, the control valve is capable of taking either of a first position where the valve element closes the leak passage while opening all of the return passages, a second position where the valve element opens the leak passage while closing at least one of the return passages and opening at least one of the return passages and a third position where the valve element opens the leak passage and all of the return passages, when the control valve takes
  • the control valve is not directly connected to the high pressure fuel passage, i.e., the high pressure fuel passage is connected to the leak chamber. Therefore, when the control valve takes the second or third positions, high pressure fuel from the high pressure fuel passage is spilled from the leak passage without flowing into the control chamber. Thus, the pressure in the control chamber decreases even if the pressure in the high pressure fuel passage is very high. Further, when the control valve takes the first position, since the leak passage is closed, fuel from the high pressure fuel passage flows into the control chamber through all of the return passage. Therefore, the pressure in the control chamber increases rapidly and the valve needle closes the fuel injection hole in a short time.
  • Fig. 1 schematically shows a fuel injection system of an automobile diesel engine which utilizes a fuel injection valve according to an embodiment of the present invention.
  • reference numeral 1 designates an internal combustion engine (in Fig. 1, a four-cylinder diesel engine having No. 1 to No. 4 cylinders is used), and 10a to 10d designate fuel injection valves for injecting fuel directly into the respective No. 1 to No. 4 cylinders.
  • the fuel injection valves 10a to 10d are connected to a reservoir (a common-rail) 3 by respective high pressure fuel pipes 11a to 11d.
  • the common-rail 3 stores pressurized fuel supplied from a high pressure fuel pump 5 and distributes high pressure fuel to the respective fuel injection valves 10a to 10d through the high pressure fuel pipes 11a to 11d.
  • the fuel pressure in the common-rail 3 does not change much because the volume of the common-rail 3 is much larger than the volume of fuel injected by one fuel injection.
  • the fuel pressure in the common-rail 3 i.e., fuel injection pressure
  • the fuel pressure in the common-rail 3 is maintained substantially constant during the fuel injection period of the respective fuel injection valves 10a to 10d.
  • reference numeral 20 designates an * electronic control unit (ECU) 20 which controls the engine 1.
  • the ECU 20 may be constructed as a micro computer of known type and be provided with a read-only memory (ROM), a random access memory (RAM), a micro processing unit (CPU) connected to each other by a bidirectional bus.
  • the ECU 20 in this embodiment performs fuel pressure control in which the common-rail fuel pressure is controlled at a target value determined from the engine operating conditions by adjusting the discharge capacity of the high pressure fuel pump 5.
  • the ECU 20 further performs basic control of the engine such as the fuel injection control which controls the fuel injection timing and the fuel injection amount by adjusting opening timing and period of the respective fuel injection valves 10a to 10d.
  • a fuel pressure sensor 27 is disposed on the common-rail 3 in order to detect the pressure of fuel in the common-rail 3.
  • an accelerator sensor 21 is disposed near the accelerator pedal (not shown) of the engine 1 in order to detect the accelerator opening degree (the amount of accelerator pedal depression by a driver of the vehicle).
  • Reference numeral 23 in Fig. 1 is a cam angle sensor for detecting the rotational phase angle of the camshaft of the engine 1 and numeral 25 is a crank angle sensor for detecting the rotational phase angle of the crankshaft of the engine 1.
  • the crank angle sensor 23 is disposed near the camshaft and outputs reference pulse signal at every 720 degrees of crankshaft rotation.
  • the crank angle sensor 25 is disposed near the crankshaft of the engine 1 and outputs crank angle pulse signal at, for example, every 15 degrees rotation of the crankshaft.
  • the ECU 20 calculates the engine speed from the interval of the crank angle pulse signal from the crank angle sensor 25.
  • the ECU 20 further calculates the fuel injection timing and the fuel injection amount of the fuel injection valves 10a to 10d based on the calculated engine speed and the accelerator opening degree detected by the accelerator sensor 21. Any known method for calculating the fuel injection timing and the fuel injection amount can be used in this embodiment.
  • the fuel injection valves 10a to 10d are identical, the fuel injection valves 10a to 10d are generally designated by reference numeral 10 in the explanation hereinafter.
  • Fig. 2 is a longitudinal section view of the fuel injection valve 10 in this embodiment.
  • numeral 101 denotes a housing of the fuel injection valve having a substantially cylindrical shape
  • 103 denotes an injection hole formed at the bottom of the housing 101
  • 105 denotes a valve needle of the fuel injection valve 10.
  • Numeral 123 is a high pressure fuel passage formed in the housing 101.
  • the high pressure fuel passage 123 is connected to the common-rail 3 through the high pressure fuel pipe (11a to 11d in Fig. 1) at one end thereof and connected to a pressure chamber 107 formed around the valve needle 105 at the portion beneath a needle guide portion 105a thereof.
  • the tip of the valve needle 105 is urged to a nozzle seat formed around the injection hole 103 and closes the injection hole 103.
  • the pressure in the pressure chamber 107 urges the valve needle 105 upwardly (in the direction opening the injection hole 103, i.e., a valve opening direction).
  • the upward force exerted on the valve needle 105 is equal to the fuel pressure in the pressure chamber 107 multiplied by the pressure receiving area (i.e., the area calculated by subtracting the area of the nozzle seat (105c) from the area of the cross section of the needle guide portion 105a).
  • a control chamber 109 is formed at the end of the valve needle 105 opposite to the injection hole 103.
  • the high pressure fuel passage 123 is connected to the control chamber 109 and the fuel pressure therein exerting on the end (a command piston portion) of the valve needle 105 urges the valve needle in the downward direction (i.e., a valve closing direction).
  • a spring 111 for urging the needle 105 in the closing direction is disposed in the control chamber 109.
  • the needle 105 is held at the position closing the injection hole 103 by the spring 111 and, thereby, an erroneous fuel injection due to the upward movement of the needle 105 caused by the pressure in a combustion chamber is prevented.
  • a leak chamber 130 which is connected to the control chamber 109 by return passages 201 and 203 is disposed as explained later.
  • the leak chamber 130 is connected to a low fuel pressure part outside of the fuel injection valve (such as fuel tank) by a leak passage 117.
  • Numeral 300 in Fig. 2 is a control valve for blocking the communication between the leak chamber 130 and the leak passage 117.
  • the control valve 300 is hydraulically connected to a piezoelectric actuator 303 via a hydraulic chamber 301.
  • the piezoelectric actuator 303 is provided with a piston 305 facing the hydraulic chamber 301.
  • the piston 305 moves downward and the amount of displacement thereof corresponds to the applied voltage.
  • the displacement of the piston 305 is transmitted to the upper end of the control valve 300.
  • This causes the control valve to move downward by an amount calculated by multiplying the ratio between the cross sectional areas of the piston 305 and the upper portion of the control valve 300 by the amount of the displacement of the piston 305. Therefore, by applying electric voltage to the piezoelectric actuator 303, the control valve 300 moves downward by the amount corresponding to the applied electric voltage and, thereby, communicates the leak chamber with the leak passage 117.
  • Fig. 3 is an enlarged section view of the portion of the fuel injection valve 10 around the control chamber 130 and the leak chamber 109 in Fig. 2.
  • the control chamber 109 and the leak chamber 130 are connected by return passages 201 and 203 having throttles 201a and 203a, respectively. Further, the control chamber 109 is connected to the high pressure fuel passage 123 by supply passages 207, 209 and a throttle 209a. As shown in Fig. 3, the return passage 203 opens to the leak chamber 130 at the position directly below the control valve 300. Therefore, when the control valve 300 moves to the position where the lower end thereof abuts the floor of the leak chamber 130, i.e., when the control valve 300 takes a full lift position, the return passage 203 is blocked.
  • the return passage 209 opens in the leak chamber 130 at the position communicating the leak chamber 130 to the control chamber 109 regardless of the position of the control valve 300.
  • the return passage 201, the leak chamber 130 and the leak passage 117 form a spill passage for spilling fuel in the control chamber 109 to the outside of the housing 101 while the return passage 203, the leak chamber 130 and the leak passage 117 form another spill passage for spilling fuel in the control chamber 109 to the outside of the housing 101.
  • fuel injection is performed by moving the control valve 300 by applying an electric voltage to the piezoelectric actuator 303.
  • the displacement (the lift) of the control valve 300 can be controlled, with extremely high responsiveness, by adjusting electric voltage applied to the piezoelectric actuator 303.
  • the control valve 300 is controlled in such a manner that it takes one of the following three positions selectively; a closing position in which the control valve 300 blocks the communication between the leak chamber 130 and the leak passage 117 (the position in Fig. 3); a full lift position in which the control valve 300 abuts the floor of the leak chamber 130 and blocks the communication between the leak chamber 130 and the return passage 203 (the position in Fig. 5); and a medium lift position in which the control valve 300 displaces to the position between the closing position and the full lift position where both of the leak passage 117 and the return passage 203 are connected to the leak chamber 130 (the position in Fig. 4).
  • the leak chamber 130 is isolated from the leak passage 117.
  • the control chamber 109 is connected to the high pressure fuel passage 123 through the supply passages 207 and 209, the pressure of fuel in the control chamber 109 is maintained at a value the same as that of the high pressure fuel passage 123. Therefore, the valve needle 105 is urged by the pressure in the control chamber 109, together with the force of the spring 111, and blocks the injection hole 103. Thus, fuel is not injected from the fuel injection valve 10 in this position.
  • the leak chamber 130 When the control valve 300 takes the medium lift position, the leak chamber 130 is connected to the leak passage 117. Further, the leak chamber 130 is also connected to the control chamber 109 via the return passages 201 and 203 in this position. Thus, fuel in the control chamber 109 flows into the leak chamber 130 through both of the return passages 201 and 203 and, then, flow out from the leak chamber 130 through the leak passage 117. Though fuel flows into the control chamber 109 from the supply passage 209, the pressure in the control chamber 109 drops rapidly in this condition.
  • the accuracy of fuel injection (i.e., the accuracy of fuel injection timing and amount) becomes low if the time required for actually stopping fuel injection (i.e., the time required for the needle 105 to completely close the injection hole 103), after the control valve 300 returns to the closing position, is long. Therefore, it is preferable to raise the pressure in the control valve 300 as quickly as possible. It is true that the rate of pressure rise in the control chamber 109 can be increased by increasing the flow rate of a fuel flow into the control chamber 109 after the control valve 300 returning to the closing position by increasing the size of the throttle 209a of the supply passage 209. However, if the flow rate of fuel flow into the control chamber 109 is increased, the rate of pressure drop at the beginning of fuel injection also becomes smaller and the needle lift speed at the beginning of fuel injection becomes small.
  • Fig. 8 is an example of fuel injection characteristics employed when the interval between the pilot fuel injection and the main fuel injection is relatively small.
  • the horizontal axis and the vertical axis represent time and fuel injection rate, respectively.
  • the control valve 300 when the interval between the pilot fuel injection and the main fuel injection is relatively small, (A) the control valve 300 is held at the medium lift position during the pilot fuel injection in order to obtain a high lifting speed of needle 105 and, (B) the control valve 300 is held at the full lift position during the main fuel injection in order to obtain a relatively low lifting speed of the needle 105.
  • the period between the time when the needle starts to lift and the time when the fuel injection command is received changes in accordance with the pressure in the control chamber 109 (i.e., the common-rail pressure).
  • the time required for the needle to start to lift is determined by experiment using an actual fuel injection valve. In this experiment, fuel injections are carried out while the control valve 300 is held at the medium lift position and the time required for the needle 105 to start to move is measured under various common-rail pressures and the relationship between the common-rail pressure and the time required before the actual start of the fuel injection is stored in the ECU 20 in the form of a numerical table.
  • the time required before the actual start of the fuel injection is determined from the numerical table based on the actual measurement, if the fuel injection valve is equipped with a needle lift sensor which detects the amount of lift of the needle 105, or a needle lift timing sensor which detects that the needle 105 has started to lift, the switching of the control valve 300 from the medium lift position to the full lift position can be carried out when the start of the needle lifting is detected by one of the above noted sensors. This further increases the accuracy of the fuel injection.
  • the throttle 209a is disposed on the supply passage 209 in Fig. 3 in order to reduce the amount fuel flowing into the control chamber 109.
  • the size (the diameter) of the supply passage 209 is too small, the end of the fuel injection will be delayed. Further, if the size of the supply passage 209 is too large, since the amount of fuel discharged through the leak passage 117 increases during the fuel injection, the energy loss in the fuel pump increases. Therefore, it is preferable to determine the size of the supply passage 209 based on experiment in such a manner that the size of the supply passage 209 is suitable for all operating conditions of the engine.

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

Claims (4)

  1. Kraftstoffeinspritzventil (10) mit:
    einem Gehäuse (101), das an seinem einen Ende mit einer Kraftstoffeinspritzöffnung (103) versehen ist;
    einem Hochdruckkraftstoffdurchgang (123), der mit der Kraftstoffeinspritzöffnung (103) verbunden ist;
    einer Ventilnadel (105) zum Öffnen und Schließen der Kraftstoffeinspritzöffnung (103);
    einer Steuerkammer (109), die in dem Gehäuse an einem Ende der Ventilnadel (105) ausgebildet ist, das der Kraftstoffeinspritzöffnung (103) entgegengesetzt liegt;
    einem Zuführdurchgang (207, 209), der den Hochdruckkraftstoffdurchgang (123) und die Steuerkammer (109) zum Zuführen eines Hochdruckkraftstoffs zu der Steuerkammer (109) so verbindet, dass der Druck in der Steuerkammer (109) die Ventilnadel (105) in eine Position drängt, bei der die Ventilnadel (105) die Kraftstoffeinspritzöffnung (103) schließt,
    einem Auslaufdurchgang (203, 130, 117), der mit der Steuerkammer (109) verbunden ist, um den Druck in der Steuerkammer (109) zu verringern, indem Kraftstoff in der Steuerkammer (109) zu der Außenseite des Gehäuses so ausgelassen wird, dass sich die Ventilnadel (105) in Richtung einer Position bewegt, bei der die Ventilnadel (105) die Kraftstoffeinspritzöffnung (103) öffnet; und
    einem Steuerventil (300) zum Öffnen und Schließen des Auslaufdurchgangs (203, 130, 117),
    gekennzeichnet durch
    einen zweiten Auslaufdurchgang (201, 130, 117), der mit der Steuerkammer (109) verbunden ist, um den Druck in der Steuerkammer (109) zu verringern, indem Kraftstoff in der Steuerkammer (109) zu der Außenseite des Gehäuses so ausgelassen wird, dass sich die Ventilnadel (105) in Richtung einer Position bewegt, bei der die Ventilnadel (105) die Kraftstoffeinspritzöffnung (103) öffnet; wobei das Steuerventil (300) dazu im Stande ist, entweder eine erste Position einzunehmen, bei der alle Auslaufdurchgänge (201, 130, 117 und 203, 130, 117) geschlossen sind, eine zweite Position einzunehmen, bei der zumindest entweder die Auslaufdurchgänge (201, 130, 117) geöffnet sind oder zumindest entweder die Auslaufdurchgänge (203, 130, 117) geschlossen sind, oder eine dritte Position einnimmt, bei der alle Auslaufdurchgänge (201, 130, 117 und 203, 130, 117) geöffnet sind.
  2. Kraftstoffeinspritzventil (10) gemäß Anspruch 1, wobei zumindest einer der Auslaufdurchgänge (201, 130, 117 und 203, 130, 117) mit einem gedrosselten Abschnitt (201a, 203a) an dem Abschnitt zwischen der Steuerkammer (109) und dem Steuerventil (300) versehen ist, um einen dort durchströmenden Kraftstoff zu drosseln, und der Hochdruckkraftstoffdurchgang (123) ist mit zumindest einem Auslaufdurchgang (203, 130, 117) bei dem Abschnitt zwischen dem gedrosselten Abschnitt (203a) und dem Steuerventil (300) verbunden.
  3. Kraftstoffeinspritzventil (10) gemäß Anspruch 1, wobei der Zuführdurchgang (207, 209) den Hochdruckkraftstoffdurchgang (123) und die Steuerkammer (109) über eine Austrittskammer (130) und einen Teil der Auslaufdurchgänge (201, 203) verbindet.
  4. Kraftstoffeinspritzventil (10) gemäß Anspruch 3, das ferner einen zweiten Zuführdurchgang (213) mit einem gedrosselten Abschnitt (213a) aufweist, der den Hochdruckkraftstoffdurchgang (123) mit der Steuerkammer (109) direkt verbindet.
EP20010114379 2000-06-15 2001-06-13 Kraftstoffeinspritzventil Expired - Lifetime EP1164283B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000184584 2000-06-15
JP2000184584A JP3551898B2 (ja) 2000-06-15 2000-06-15 燃料噴射弁

Publications (3)

Publication Number Publication Date
EP1164283A2 EP1164283A2 (de) 2001-12-19
EP1164283A3 EP1164283A3 (de) 2003-11-05
EP1164283B1 true EP1164283B1 (de) 2006-12-13

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EP20010114379 Expired - Lifetime EP1164283B1 (de) 2000-06-15 2001-06-13 Kraftstoffeinspritzventil

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EP (1) EP1164283B1 (de)
JP (1) JP3551898B2 (de)
DE (1) DE60125098T2 (de)
ES (1) ES2277601T3 (de)

Families Citing this family (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1041272B1 (de) * 1999-04-01 2004-10-27 Delphi Technologies, Inc. Brennstoffeinspritzventil
DE10131619A1 (de) * 2001-06-29 2003-01-23 Bosch Gmbh Robert Kraftstoffinjektor mit Einspritzverlaufsformung
DE10131640A1 (de) * 2001-06-29 2003-01-16 Bosch Gmbh Robert Kraftstoffinjektor mit Einspritzverlaufsformung durch schaltbare Drosselelemente
DE10131618A1 (de) * 2001-06-29 2003-01-23 Bosch Gmbh Robert Kraftstoffinjektor mit zuschaltbarem Steuerraumzulauf
JP2005534864A (ja) * 2002-07-29 2005-11-17 ローベルト　ボツシユ　ゲゼルシヤフト　ミツト　ベシユレンクテル　ハフツング ニードル速度制御可能な、増圧を伴う及び増圧なしの燃料インジェクター、並びにこの燃料インジェクターを制御するための方法
KR20040017596A (ko) * 2002-08-22 2004-02-27 현대자동차주식회사 디젤엔진의 연료누설방지용 인젝터
DE10254749A1 (de) 2002-11-23 2004-06-17 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung mit einem 3/3-Wege-Steuerventil zur Einspritzverlaufsformung
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JP2001355533A (ja) 2001-12-26
DE60125098D1 (de) 2007-01-25
EP1164283A2 (de) 2001-12-19
ES2277601T3 (es) 2007-07-16
JP3551898B2 (ja) 2004-08-11
DE60125098T2 (de) 2007-06-28

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