EP1214508A2 - Accumulator-supported control of the injection quantities in large diesel engines - Google Patents

Accumulator-supported control of the injection quantities in large diesel engines

Info

Publication number
EP1214508A2
EP1214508A2 EP00987093A EP00987093A EP1214508A2 EP 1214508 A2 EP1214508 A2 EP 1214508A2 EP 00987093 A EP00987093 A EP 00987093A EP 00987093 A EP00987093 A EP 00987093A EP 1214508 A2 EP1214508 A2 EP 1214508A2
Authority
EP
European Patent Office
Prior art keywords
control unit
injection system
control part
control
housing
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.)
Withdrawn
Application number
EP00987093A
Other languages
German (de)
French (fr)
Inventor
Jaroslaw Hlousek
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 EP1214508A2 publication Critical patent/EP1214508A2/en
Withdrawn legal-status Critical Current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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/16—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor characterised by the distributor being fed from a constant pressure source, e.g. accumulator or constant pressure positive displacement pumps
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02M63/0017—Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0047—Four-way valves or valves with more than four ways
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F2007/0097—Casings, e.g. crankcases or frames for large diesel engines

Definitions

  • the invention relates to the technical field of controlling the fuel injection quantities in large diesel applications in which, on the one hand, higher valve strokes at higher flow cross sections and, on the other hand, smaller injection quantities are required at high speeds.
  • Fast switching valves are known from the prior art for passenger car and truck applications, in which fast switching magnets are provided.
  • the switching times achievable with fast-switching magnets can be achieved in particular in those applications in which low flow cross sections are required for the fuel and the valve strokes are in particular below about 0.3 mm.
  • large diesel engines which are used, for example, in maritime applications or are used for military purposes in armored vehicles, higher valve lifts are to be implemented, since the required amounts of fuel injection are greater. With higher valve strokes and large fuel injection quantities, they shrink however, the advantages of shorter switching times that can be achieved with electrically controllable magnets, since the magnets can only exert limited closing forces that are exceeded in large diesel applications.
  • 2/2-way valves can only be used to a limited extent for applications in large diesel engines. These larger 2/2-way valves provide the necessary larger injection quantities at lower speeds and also apply the required high closing forces to the control spool on the control spool. On the other hand, the switching times of such larger 2/2-way valves are longer because the moving masses on the valve, armature plate and closing body entail greater inertial forces. In addition, the valve strokes are longer, which also extends the switching times.
  • control unit can be used to individually control the two actuating elements which trigger the actuating movement of the control part and enable the suction chamber surrounding the control part to come into contact with a pump chamber serving as a reservoir or to separate the pump chamber from the high-pressure line connected to the suction chamber supplies the fuel to the control unit under high pressure.
  • lower fuel injection quantities can be achieved by using the annular gap formed between the valve seat of the housing and the control surface on the control part as a throttle and the filling of the pump chamber with fuel being hindered. With less fuel present in the pump chamber of the housing, the injection quantity can be effectively limited at higher speeds despite the larger flow cross section at the control unit and longer stroke distances.
  • An individual regulation of the conveying frequency of the control part can be achieved by the actuators connected to the control unit and individually controllable via this.
  • the actuators are preferably designed as electrically actuated magnetic elements. Since using such components alone the achievable closing forces at the required flow cross-sections and the fuel injection quantities promoted in large diesel applications are not sufficient, the actuators moving the control part are supported by energy stores. This allows the closing forces to be increased and the closing times to be drastically reduced. In combination with the lower injection quantities required at higher speeds, the injection parameters for large diesel applications can be set exactly to the requirements there.
  • a through hole is formed in the control part, which is connected via openings in the control part to the cavities accommodating the force accumulator. The through hole directs excess fuel back into the fuel tank through the return line;
  • An overflow line is assigned to a suction chamber surrounding the control part in the housing of the control unit, which protects the control unit from damage if the system pressures occur which are too high - secured by a check valve arranged in front of the storage tank.
  • the invention is described in detail with reference to the drawing.
  • the single figure shows the cross section through an embodiment variant of the 2/2-way valve according to the invention for large diesel applications, which is controlled in the housing surrounding it by two energy storage-assisted actuators.
  • actuating members 2 and 3 are assigned to the housing 29 surrounding the control part 1 at the ends of the control part 1.
  • These actuators 2, 3 are preferably designed as magnetic elements and can be individually controlled via a control unit 12; the two control lines 15 and 16 are used for this purpose.
  • the control housing 29 of the 2/2-way valve is designed as a compact unit, which is penetrated by a housing bore 32.
  • a control valve which is preferably designed as a control slide, is let into the housing bore 32.
  • the housing 29 can be made of inexpensive material, while the control part 1 itself consists of high quality material.
  • the two mating surfaces of the housing bore 32 of the housing 29 and the outer surface of the control part 1 are designed with narrow tolerances, so that the overflow leakage losses during the relative movement of the control part 1 in the housing bore 32 _ ⁇ _ PCT / DEOO / 03899
  • a bore 30, which connects the housing bore 32 to an injection nozzle 11, is also let into the housing 29 of the 2/2-way valve. For reasons of simplification, only one injector 11 is shown here. Furthermore, a pump chamber 9 is provided in the housing 29, which is also connected to the housing bore 32 passing through the housing 29. Flanges are attached to the side of the housing 29 of the 2/2-way valve, each of which forms cavities 17 and 19 when the actuating elements are braced against the flanges.
  • Anchor plates 18 and 20 are accommodated in the two cavities 17 and 19, which cooperate with the actuators 2, 3, which are preferably designed as electromagnets. The anchor plates 18 and 20 are screwed to the ends of the control part 1, the screws sealing a through hole 33 in the control part 1 towards both ends.
  • a suction space 10 is also formed on the housing bore 32, which widens an area of the housing bore 32 in a ring shape.
  • a high-pressure line 25 opens into the annular suction chamber 10.
  • the fuel required by a high-pressure pump 24 from the tank 23 is present in the high-pressure line 25, in order to release the suction chamber 10 through the closing body 13 into the pump chamber 9 or the bore 30 in the housing 29 flow in.
  • the suction chamber 10 is also connected to an overflow line 27, which is secured by a check valve 26 and opens into the tank 23. By means of the overflow line 27, the 2/2-way valve can be secured against damage in the event of pressure peaks by a trigger pressure which can be set in the check valve 29.
  • a pressure-free return line 22 is also formed in the housing 29 of the 2/2-way valve, via which excess fuel can flow back into the storage tank 23 and from there via the high-pressure pump 24 can be pumped back into the high-pressure line 25.
  • slightly enlarged recesses are provided, each of which accommodates an energy store 4, 5, preferably in the form of a helical spring.
  • the energy accumulators 4, 5 are supported on the one hand on the housing 29 of the 2/2-way valve and, on the other hand, rest on the annular surfaces of the cylinder 14 and closing body 13 formed on the control part 1.
  • the cylinder 14 is designed with a somewhat smaller diameter 14.1 compared to the diameter 13.1 of the closing body 13.
  • the closing body 13 comprises a footprint 28 which interacts with a valve seat 6 which is provided on the housing 29.
  • the control surface 28 is preferably designed as a conical surface on the control part 1 tapering towards the pressure-free return 22, for example as a cone or truncated cone.
  • the stroke of the cylinder with the truncated cone outlet 28 acting as the closing body 13 is limited on the one hand by the valve seat 6 on the housing 29 of the 2/2-way valve, and on the other hand by the stop 7 of a sleeve 8 inserted into the housing bore 32. Between the stops 6 and 7 the travel range can be set, which is larger than 0.3mm for large diesel applications.
  • the control part 1 is traversed by a through hole 33, which is sealed in each case by the screws securing the anchor plates 18 and 20 at the ends of the control part 1.
  • the through hole 33 is connected via openings 34, 35 to the cavities accommodating the energy stores 4, 5.
  • Outflowing fuel passes through the fit gap between the closing body 13 and the housing bore 32 into the cavity, which extends around the energy accumulator 5.
  • the fuel flows into the cavity surrounding the energy accumulator 4 on the return side, into which the return 22 opens into the tank 23 and into which the fuel can flow back.
  • the mode of operation of the 2/2-way valve is as follows.
  • the energy stores 4, 5 are dimensioned such that when the magnets 2, 3 are not energized, the Closing body 13 remains in its released position. At low engine speeds, no injection takes place, at higher engine speeds and non-energized magnets 2, 3, the filling of the pump chamber 9 with fuel under high pressure is impaired by the throttling action that occurs between the valve seat 6 and the switching surface 28, that only very small amounts or no fuel is delivered to the injector 11.
  • the control unit 12 supplies current via the control line 15 and the magnet 3, so that the control part 1 is moved towards the stop 7 and prestresses the energy accumulator 5.
  • the annular gap between the valve seat 6 and the control surface 28 is released, the pump chamber 9 fills with fuel under high pressure.
  • the energization of the magnet 3 via the control line 15 is ended by the control unit 12, while the magnet 2 is energized on the return side of the control part 1.
  • the current change takes place in the period of about 1 ms.
  • the relaxation of the energy accumulator 5 supports the closing of the annular gap between the valve seat 6 and the control surface 28, so that a faster-running closing movement occurs, even with stroke distances greater than 0.3 mm, as is the rule in large diesel applications. This means that even longer strokes at higher speeds can be covered within a very short time and the required clamping forces can be effectively applied.
  • the magnet 3 is energized again by the control unit 12 - for example at the end of delivery - the magnet 2 is deactivated. Due to the force accumulator 4 and the hydraulic force counter to the force accumulator 5, the closing body 13 moves against the stop 7, which is inserted into the housing bore 32. This movement is further supported by the fact that the diameter 13.1 of the closing body 13 is somewhat larger is dimensioned as the diameter water 14.1 of the cylinder 14 on the control part 1. This results in the total force of the energy accumulator 5 predominant forces.
  • the opening and closing of the control part 1 can be recognized by the control unit 12 by analyzing the control current or the control voltage.
  • a simple functional diagnosis can thus be carried out without additional components, and the start of injection can also be precisely assigned to the top dead center of the cylinder of an internal combustion engine.
  • the injection quantity can also be effectively predetermined by the degree of opening of the control part 1. This means that electronic monitoring of the start and end of delivery of an injection system is available. With the solution proposed according to the invention for a 2/2 way valve with longer stroke distances for large diesel applications, the switching times can be drastically shortened and the injection quantities at the injection nozzle can be precisely metered.

Abstract

The invention relates to a control unit for a fuel injection system with a control element (1). Said control element (1) can be displaced between a valve seat (6) and a stop face (7) of a bore (32) in the housing (29). A high-pressure pipe (25) opens into a bore (32) that extends through the housing (29) and receives the control element (1). At a higher speed range, a control surface (28) of the control element (1) opposite the valve seat (6) is used as a throttle element for filling a pump chamber (9) in the housing (29).

Description

Kraftspeicherunterstützte Steuerung der Einspritzmengen bei Großdieselmotoren Power storage-assisted control of the injection quantities in large diesel engines
Technisches Gebiet:Technical field:
Die Erfindung bezieht sich auf das technische Gebiet der Steuerung der Kraftstoffeinspritzmengen bei Großdieselapplikationen, bei denen einerseits höhere Ventilhübe bei höheren Durchflußquerschnitten und andererseits bei hohen Drehzah- len kleinere Einspritzmengen gefordert werden.The invention relates to the technical field of controlling the fuel injection quantities in large diesel applications in which, on the one hand, higher valve strokes at higher flow cross sections and, on the other hand, smaller injection quantities are required at high speeds.
Stand der Technik:State of the art:
Aus dem Stande der Technik sind für Personenkraftwagen- und Lastkraftwagen- Anwendungsfällen schnell schaltende Ventil bekannt, bei denen schnell schalten- de Magnete vorgesehen werden. Die mit schnell schaltenden Magneten erzielbaren Schaltzeiten lassen sich insbesondere bei solchen Applikationen erzielen, bei denen niedrige Durchflußquerschnitte für den Kraftstoff benötigt werden und die Ventilhübe insbesondere unterhalb von etwa 0,3mm liegen. Bei Großdieselmotoren, die beispielsweise bei maritimen Anwendungen zum Einsatz kommen oder für militärische Zwecke bei gepanzerten Fahrzeugen eingesetzt werden, sind höhere Ventilhübe zu realisieren, da die benötigten I raftstoffeinspritzmengen größer sind. Bei höheren Ventilhüben und großen Kraftstoffeinspritzmengen schwinden jedoch die mit elektrisch ansteuerbaren Magneten erzielbaren Vorteile der kürzeren Schaltzeiten, da die Magnete nur beschränkte Schließkräfte aufbringen können, die bei Großdieselapplikationen überschritten werden. Andererseits sind für Anwendungsfälle bei Großdieselmotoren 2/2-Wege- Ventile nur begrenzt einsetz- bar. Diese größer bauenden 2/2- ege-Ventile stellen bei niedrigeren Drehzahlen die nötigen größeren Einspritzmengen zur Verfügung und bringen auch die erforderlichen hohen Schließkräfte an den Steuerkanten den Steuerschiebers auf. Andererseits sind die Schaltzeiten solcher größer bauender 2/2-Wege- Ventile größer, da die bewegten Massen am Ventil, Ankerplatte und Schließkörper größere Träg- heitskräfte nach sich ziehen. Zudem sind die Ventilhübe länger, was die Schaltzeiten ebenfalls verlängert.Fast switching valves are known from the prior art for passenger car and truck applications, in which fast switching magnets are provided. The switching times achievable with fast-switching magnets can be achieved in particular in those applications in which low flow cross sections are required for the fuel and the valve strokes are in particular below about 0.3 mm. In large diesel engines, which are used, for example, in maritime applications or are used for military purposes in armored vehicles, higher valve lifts are to be implemented, since the required amounts of fuel injection are greater. With higher valve strokes and large fuel injection quantities, they shrink however, the advantages of shorter switching times that can be achieved with electrically controllable magnets, since the magnets can only exert limited closing forces that are exceeded in large diesel applications. On the other hand, 2/2-way valves can only be used to a limited extent for applications in large diesel engines. These larger 2/2-way valves provide the necessary larger injection quantities at lower speeds and also apply the required high closing forces to the control spool on the control spool. On the other hand, the switching times of such larger 2/2-way valves are longer because the moving masses on the valve, armature plate and closing body entail greater inertial forces. In addition, the valve strokes are longer, which also extends the switching times.
Im höheren Drehzahlbereich benötigen Großdieselmotoren kleiner dosierte Kraftstoffeinspritzmengen, die sich mit träger arbeitenden 2/2-Wege- Ventilen wegen der höheren Schaltzeiten nur schwer erzielen lassen. Schnell schaltende Magnetventile hingegen bringen die für die Abdichtung der Steuerkanten erforderlichen hohen Schließkräfte nicht auf; mit dieser Ventilbauart hingegen ließen sich jedoch kleinere Kraftstoffeinspritzmengen erzielen.In the higher speed range, large diesel engines require smaller dosed fuel injection quantities, which are difficult to achieve with slow-acting 2/2-way valves due to the longer switching times. Fast-switching solenoid valves, on the other hand, do not apply the high closing forces required to seal the control edges; With this type of valve, however, smaller fuel injection quantities could be achieved.
Darstellung der Erfindung:Presentation of the invention:
Mit der erfindungsgemäßen Lösung lassen sich in vorteilhafter Weise die Vorteile längerer Hubwege und größerer Schaltzeiten bei höheren Durchflußquerschnitten des 2/2-Wege-Nentils mit bei Magnetventilen erzielbaren kürzeren Schaltzeiten und bei höheren Drehzahlen geringer dosierter Kraftstoffeinspritzmengen kombi- nieren. Mit der Steuereinheit können die beiden die Stellbewegung des Steuerteils auslösenden Betätigungsorgane individuell angesteuert werden und ermöglichen das In-Nerbindung-Treten des das Steuerteils umgebenden Saugraumes mit einem als Reservoir dienenden Pumpraum oder die Abtrennung des Pumpraumes von der mit dem Saugraum in Verbindung stehenden Hochdruckleitung, die dem unter hohem Druck stehenden Kraftstoff der Steuereinheit zuleitet. Durch beim Hochfahren der Brennkraftmaschine in höhere Drehzahlbereiche erforderlich werdenden kürzeren Ventilschaltzeiten einhergehend mit niedrigeren Kraftstoffeinspritzmengen lassen sich geringere Kraftstoffeinspritzmengen dadurch erzielen, daß der sich zwischen Ventilsitz des Gehäuses und Steuerfläche am Steuerteil ausbildende Ringspalt als Drossel genutzt wird und die Befüllung des Pumpraumes mit Kraftstoff behindert wird. Durch weniger im Pumpraum des Gehäuses vorhandenen Kraftstoff kann die Einspritzmenge trotz größeren Durchflußquerschnitts an der Steuereinheit und längeren Hubwegen bei höheren Drehzahlen wirksam begrenzt werden.With the solution according to the invention, the advantages of longer stroke distances and longer switching times with higher flow cross-sections of the 2/2-way valve can advantageously be combined with shorter switching times achievable with solenoid valves and at higher speeds of lower metered fuel injection quantities. The control unit can be used to individually control the two actuating elements which trigger the actuating movement of the control part and enable the suction chamber surrounding the control part to come into contact with a pump chamber serving as a reservoir or to separate the pump chamber from the high-pressure line connected to the suction chamber supplies the fuel to the control unit under high pressure. Due to the shorter valve switching times required when the internal combustion engine is started up in higher speed ranges, together with lower fuel injection quantities, lower fuel injection quantities can be achieved by using the annular gap formed between the valve seat of the housing and the control surface on the control part as a throttle and the filling of the pump chamber with fuel being hindered. With less fuel present in the pump chamber of the housing, the injection quantity can be effectively limited at higher speeds despite the larger flow cross section at the control unit and longer stroke distances.
Eine individuelle Regelung der Förderfrequenz des Steuerteiles kann durch die mit der Steuereinheit in Verbindung stehenden und über diese jeweils individuell ansteuerbaren Betätigungsorgane erzielt werden. Die Betätigungsorgane sind bevorzugt als elektrisch betätigbare Magnetelemente ausgebildet. Da unter alleiniger Verwendung solcher Bauelemente die erzielbaren Schließkräfte bei den geforderten Durchflußquerschnitten und den bei Großdieselapplikationen geförderten Kraftstoffeinspritzmengen nicht ausreichend sind, sind die das Steuerteil bewegenden Betätigungsorgane von Kraftspeichern unterstützt. Dadurch lassen sich die Schließkräfte erhöhen und die Schließzeiten drastisch verkürzen. In Kombination mit dem bei höheren Drehzahlen geforderten geringeren Einspritzmengen lassen sich die Einspritzparameter bei Großdieselapplikationen exakt auf die dort geforderten Anforderungen einstellen.An individual regulation of the conveying frequency of the control part can be achieved by the actuators connected to the control unit and individually controllable via this. The actuators are preferably designed as electrically actuated magnetic elements. Since using such components alone the achievable closing forces at the required flow cross-sections and the fuel injection quantities promoted in large diesel applications are not sufficient, the actuators moving the control part are supported by energy stores. This allows the closing forces to be increased and the closing times to be drastically reduced. In combination with the lower injection quantities required at higher speeds, the injection parameters for large diesel applications can be set exactly to the requirements there.
Durch unterschiedliche Durchmesserausführung von Zylinder und Schließkörper am im Gehäuse bewegbar ausgeführten Steuerteil läßt sich durch die auf den größeren Durchmesser des Schließkörpers in Zusammenwirken mit dem rücklaufsei- tigen Kraftspeicher ein definiertes Ende des Förderns aus dem Pumpraum erreichen, der durch Anschlag des Schließkörpers an dem diesem zugeordneten Anschlag in der gehäuseseitigen Bohrung wieder mit der Hochdruckleitung verbun- den werden kann. Im Steuerteil ist eine Durchgangsbohrung ausgebildet, die über Öffnungen im Steuerteil jeweils mit dem die Kraftspeicher aufnehmenden Hohlräumen in Verbindung steht. Die Durchgangsbohrung leitet überschüssigen Kraftstoff über die Rücklaufleitung in den Kraftstoffvorratstank zurück; einem das Steuerteil im Ge- häuse der Steuereinheit umgebendem Saugraum ist eine Überströmleitung zugeordnet, die bei zu hohen auftretenden Systemdrücken - abgesichert durch ein Rückschlagventil angeordnet vor dem Vorratstank- die Steuereinheit vor Schaden bewahrt.Due to the different diameter design of the cylinder and the closing body on the control part, which is designed to be movable in the housing, a defined end of the pumping from the pump chamber can be achieved by the larger diameter of the closing body in cooperation with the return-side energy accumulator Stop in the housing-side bore can be connected to the high-pressure line again. A through hole is formed in the control part, which is connected via openings in the control part to the cavities accommodating the force accumulator. The through hole directs excess fuel back into the fuel tank through the return line; An overflow line is assigned to a suction chamber surrounding the control part in the housing of the control unit, which protects the control unit from damage if the system pressures occur which are too high - secured by a check valve arranged in front of the storage tank.
Zeichnung:Drawing:
Anhand der Zeichnung wird die Erfindung eingehend beschrieben. Die einzige Figur zeigt den Querschnitt durch eine erfindungsgemäße Ausführungsvariante des 2/2- Wege-Ventils für Großdieselapplikationen, welches in dem es umschließenden Gehäuse durch zwei kraftspeicherunterstützte Betätigungsor- gane angesteuert wird.The invention is described in detail with reference to the drawing. The single figure shows the cross section through an embodiment variant of the 2/2-way valve according to the invention for large diesel applications, which is controlled in the housing surrounding it by two energy storage-assisted actuators.
Ausführungs Variante :Execution variant:
In der Ausführungsvariante der erfindungsgemäß vorgeschlagenen Steuereinheit als 2/2-Wege-Ventil sind dem das Steuerteil 1 umgebenden Gehäuse 29 an den Enden des Steuerteils 1 jeweils Betätigungsorgane 2 und 3 zugeordnet. Diese Betätigungsorgane 2, 3 sind vorzugsweise als Magnetelemente ausgebildet und über eine Steuereinheit 12 jeweils individuell ansteuerbar; zu diesem Zwecke dienen die beiden Steuerleitungen 15 und 16.In the embodiment variant of the control unit proposed according to the invention as a 2/2-way valve, actuating members 2 and 3 are assigned to the housing 29 surrounding the control part 1 at the ends of the control part 1. These actuators 2, 3 are preferably designed as magnetic elements and can be individually controlled via a control unit 12; the two control lines 15 and 16 are used for this purpose.
Das Steuergehäuse 29 des 2/2- Wege-Ventils ist als eine kompakte Einheit ausgebildet, das von einer Gehäusebohrung 32 durchzogen ist. In die Gehäusebohrung 32 ist ein Steuerventil eingelassen, welches vorzugsweise als Steuerschieber ausgebildet ist. Das Gehäuse 29 kann aus preiswertem Material hergestellt sein, während das Steuerteil 1 an sich aus hochwertigem Material besteht. Die beiden Paßflächen der Gehäusebohrung 32 des Gehäuses 29 und die Außenfläche des Steuerteils 1 sind mit engen Toleranzen ausgeführt, so daß die Überströmleckageverluste bei der Relativbewegung des Steuerteils 1 in der Gehäusebohrung 32 auf _ ^ _ PCT/DEOO/ 03899The control housing 29 of the 2/2-way valve is designed as a compact unit, which is penetrated by a housing bore 32. A control valve, which is preferably designed as a control slide, is let into the housing bore 32. The housing 29 can be made of inexpensive material, while the control part 1 itself consists of high quality material. The two mating surfaces of the housing bore 32 of the housing 29 and the outer surface of the control part 1 are designed with narrow tolerances, so that the overflow leakage losses during the relative movement of the control part 1 in the housing bore 32 _ ^ _ PCT / DEOO / 03899
ein Minimum beschränkt bleiben. In das Gehäuse 29 des 2/2- Wege-Ventils sind weiterhin eine Bohrung 30 eingelassen, welche die Gehäusebohrung 32 mit einer Einspritzdüse 11 verbindet. Aus Gründen der Vereinfachung ist hier lediglich eine Einspritzdüse 11 dargestellt. Ferner ist im Gehäuse 29 ein Pumpenraum 9 vorge- sehen, der ebenfalls mit der das Gehäuse 29 durchsetzenden Gehäusebohrung 32 in Verbindung steht. Seitlich am Gehäuse 29 des 2/2- Wege- Ventils sind Flansche angebracht, die jeweils bei gegen die Flansche verspannten Betätigungselemente 2, 3 Hohlräume 17 bzw. 19 ausbilden. In den beiden Hohlräumen 17 bzw. 19 sind Ankerplatten 18 bzw. 20 aufgenommen, die mit den vorzugsweise als Elek- tromagneten ausgebildeten Betätigungsorgane 2, 3 zusammenwirken. Die Ankerplatten 18 bzw. 20 sind mit den Enden des Steuerteils 1 verschraubt, wobei die Schrauben eine Durchgangsbohrung 33 im Steuerteil 1 nach beiden Enden hin abdichtet.to remain a minimum. A bore 30, which connects the housing bore 32 to an injection nozzle 11, is also let into the housing 29 of the 2/2-way valve. For reasons of simplification, only one injector 11 is shown here. Furthermore, a pump chamber 9 is provided in the housing 29, which is also connected to the housing bore 32 passing through the housing 29. Flanges are attached to the side of the housing 29 of the 2/2-way valve, each of which forms cavities 17 and 19 when the actuating elements are braced against the flanges. Anchor plates 18 and 20 are accommodated in the two cavities 17 and 19, which cooperate with the actuators 2, 3, which are preferably designed as electromagnets. The anchor plates 18 and 20 are screwed to the ends of the control part 1, the screws sealing a through hole 33 in the control part 1 towards both ends.
An der Gehäusebohrung 32 ist ferner ein Saugraum 10 ausgebildet, der einen Bereich der Gehäusebohrung 32 ringförmig erweitert. In den ringförmig ausgebildeten Saugraum 10 mündet eine Hochdruckleitung 25. In der Hochdruckleitung 25 steht der durch eine Hochdruckpumpe 24 aus dem Tank 23 geforderte Kraftstoff an, um nach Freigabe des Saugraumes 10 durch den Schließkörper 13 in den Pumpenraum 9 bzw. die Bohrung 30 im Gehäuse 29 einzuströmen. Der Saugraum 10 steht des weiteren mit einer Überströmleitung 27 in Verbindung, die durch ein Rückschlagventil 26 abgesichert, in den Tank 23 mündet. Mittels der Überströmleitung 27 kann das 2/2-Wege- Ventil durch einen im Rückschlagventil 29 einstellbaren Auslösedruck gegen Beschädigung bei Druckspitzen gesichert werden.A suction space 10 is also formed on the housing bore 32, which widens an area of the housing bore 32 in a ring shape. A high-pressure line 25 opens into the annular suction chamber 10. The fuel required by a high-pressure pump 24 from the tank 23 is present in the high-pressure line 25, in order to release the suction chamber 10 through the closing body 13 into the pump chamber 9 or the bore 30 in the housing 29 flow in. The suction chamber 10 is also connected to an overflow line 27, which is secured by a check valve 26 and opens into the tank 23. By means of the overflow line 27, the 2/2-way valve can be secured against damage in the event of pressure peaks by a trigger pressure which can be set in the check valve 29.
Im Gehäuse 29 des 2/2-Wege- Ventils ist ferner eine drucklose Rücklaufleitung 22 ausgebildet, über welche überschüssiger Kraftstoff wieder in den Vorratstank 23 zurückströmen kann und von dort via Hochdruckpumpe 24 wieder in die Hoch- druckleitung 25 gefördert werden kann. In den Endbereichen der Gehäusebohrung 32 sind im Durchmesser etwas vergrößerte Ausnehmungen vorgesehen, die jeweils einen Kraftspeicher 4, 5 aufnehmen, vorzugsweise in der Form einer Schraubenfeder. Die Kraftspeicher 4, 5 stützen sich einerseits am Gehäuse 29 des 2/2-Wege-Ventils ab und liegen andererseits an den Ringflächen von am Steuerteil 1 ausgebildeten Zylinder 14 und Schließkörper 13 an. Der Zylinder 14 ist in einem etwas geringeren Durchmesser 14.1 ausgeführt, verglichen mit dem Durchmesser 13.1 des Schließkörpers 13. Der Schließkörper 13 umfaßt eine Stellfläche 28, die mit einem Ventilsitz 6, der am Gehäuse 29 vorgesehen ist, zusammenwirkt. Die Steuerfläche 28 ist vorzugsweise als sich auf den drucklosen Rücklauf 22 hin verjüngende Kegelfläche am Steuerteil 1 ausgebildet, beispielsweise als Konus oder Kegelstumpf.A pressure-free return line 22 is also formed in the housing 29 of the 2/2-way valve, via which excess fuel can flow back into the storage tank 23 and from there via the high-pressure pump 24 can be pumped back into the high-pressure line 25. In the end regions of the housing bore 32, slightly enlarged recesses are provided, each of which accommodates an energy store 4, 5, preferably in the form of a helical spring. The energy accumulators 4, 5 are supported on the one hand on the housing 29 of the 2/2-way valve and, on the other hand, rest on the annular surfaces of the cylinder 14 and closing body 13 formed on the control part 1. The cylinder 14 is designed with a somewhat smaller diameter 14.1 compared to the diameter 13.1 of the closing body 13. The closing body 13 comprises a footprint 28 which interacts with a valve seat 6 which is provided on the housing 29. The control surface 28 is preferably designed as a conical surface on the control part 1 tapering towards the pressure-free return 22, for example as a cone or truncated cone.
Der Hubweg des als Schließkörper 13 fungierenden Zylinders mit Kegelstumpfauslauf 28 wird einerseits durch den Ventilsitz 6 am Gehäuse 29 des 2/2- Wege- Ventils begrenzt, andererseits durch den Anschlag 7 einer in die Gehäusebohrung 32 eingelassenen Hülse 8. Zwischen den Anschlägen 6 und 7 kann der Stellweg eingestellt werden, der bei Großdieselapplikationen größer als 0,3mm liegt.The stroke of the cylinder with the truncated cone outlet 28 acting as the closing body 13 is limited on the one hand by the valve seat 6 on the housing 29 of the 2/2-way valve, and on the other hand by the stop 7 of a sleeve 8 inserted into the housing bore 32. Between the stops 6 and 7 the travel range can be set, which is larger than 0.3mm for large diesel applications.
Das Steuerteil 1 ist von einer Durchgangsbohrung 33 durchzogen, die jeweils durch die die Ankerplatten 18 bzw. 20 befestigenden Schrauben an den Enden des Steuerteils 1 abgedichtet ist. Die Durchgangsbohrung 33 steht über Öffnungen 34, 35 jeweils mit den die Kraftspeicher 4, 5 beherbergenden Hohlräumen in Verbindung. Abströmender Kraftstoff gelangt über den Passungsspalt zwischen Schließkörper 13 und Gehäusebohrung 32 in den Hohlraum, der sich um den Kraftspeicher 5 erstreckt. Über die Öffnung 35 und die Durchgangsbohrung 33 strömt der Kraftstoff in den den Kraftspeicher 4 auf der Rücklaufseite umgebenden Hohlraum, in den der Rücklauf 22 in den Tank 23 mündet und in den der Kraftstoff zurückströmen kann.The control part 1 is traversed by a through hole 33, which is sealed in each case by the screws securing the anchor plates 18 and 20 at the ends of the control part 1. The through hole 33 is connected via openings 34, 35 to the cavities accommodating the energy stores 4, 5. Outflowing fuel passes through the fit gap between the closing body 13 and the housing bore 32 into the cavity, which extends around the energy accumulator 5. Via the opening 35 and the through hole 33, the fuel flows into the cavity surrounding the energy accumulator 4 on the return side, into which the return 22 opens into the tank 23 and into which the fuel can flow back.
Die Wirkungsweise des 2/2-Wege-Ventils stellt sich wie folgt dar. Die Kraftspeicher 4, 5 sind so dimensioniert, daß bei nicht bestromten Magneten 2, 3 der Schließkörper 13 in seiner freigegebenen Stellung verbleibt. Bei niedrigen Drehzahlen erfolgt keine Einspritzung, bei höher liegenden Drehzahlen und nicht be- stromten Magneten 2, 3 wird das Befüllen des Pumpenraum 9 mit unter hohem Druck stehendem Kraftstoff durch den sich zwischen Ventilsitz 6 und Schaltflä- ehe 28 einstellenden Ringspalts einstellenden Drosselwirkung so beeinträchtigt, daß nur sehr kleine Mengen oder gar kein Kraftstoff zur Einspritzdüse 11 gefördert wird.The mode of operation of the 2/2-way valve is as follows. The energy stores 4, 5 are dimensioned such that when the magnets 2, 3 are not energized, the Closing body 13 remains in its released position. At low engine speeds, no injection takes place, at higher engine speeds and non-energized magnets 2, 3, the filling of the pump chamber 9 with fuel under high pressure is impaired by the throttling action that occurs between the valve seat 6 and the switching surface 28, that only very small amounts or no fuel is delivered to the injector 11.
Bei normalem Betrieb des 2/2- Wege-Ventils hingegen wird durch die Steuerein- heit 12 via Steuerleitung 15 und Magnet 3 bestromt, so daß das Steuerteil 1 auf den Anschlag 7 hinbewegt wird und den Kraftspeicher 5 vorspannt. Dadurch wird der Ringspalt zwischen Ventilsitz 6 und Steuerfläche 28 freigegeben, der Pumpenraum 9 füllt sich mit unter hohem Druck stehendem Kraftstoff. Beim Pumpen- förderbeginn wird die Bestromung des Magneten 3 via Steuerleitung 15 durch die Steuereinheit 12 beendet, während der Magnet 2 auf der rücklaufseitigen Seite des Steuerteils 1 bestromt wird. Der Bestromungs Wechsel vollzieht sich im Zeitraum von etwa 1ms.During normal operation of the 2/2-way valve, on the other hand, the control unit 12 supplies current via the control line 15 and the magnet 3, so that the control part 1 is moved towards the stop 7 and prestresses the energy accumulator 5. As a result, the annular gap between the valve seat 6 and the control surface 28 is released, the pump chamber 9 fills with fuel under high pressure. When the pump delivery begins, the energization of the magnet 3 via the control line 15 is ended by the control unit 12, while the magnet 2 is energized on the return side of the control part 1. The current change takes place in the period of about 1 ms.
Die Entspannung des Kraftspeichers 5 unterstützt das Verschließen des Ringspalts zwischen Ventilsitz 6 und Steuerfläche 28, so daß sich eine schneller ablaufende Schließbewegung selbst bei Hubwegen die größer als 0,3mm liegen, wie bei Großdieselapplikationen die Regel, einstellt. Somit lassen sich auch längere Hubwege bei höheren Drehzahlen innerhalb kürzester Zeit zurücklegen und die erforderlichen Schließkräfte wirksam aufbringen.The relaxation of the energy accumulator 5 supports the closing of the annular gap between the valve seat 6 and the control surface 28, so that a faster-running closing movement occurs, even with stroke distances greater than 0.3 mm, as is the rule in large diesel applications. This means that even longer strokes at higher speeds can be covered within a very short time and the required clamping forces can be effectively applied.
Wird hingegen der Magnet 3 wieder durch die Steuereinheit 12 bestromt - etwa bei Förderende - wird der Magnet 2 deaktiviert. Durch den Kraftspeicher 4 und die hydraulische Kraft entgegen des Kraftspeichers 5, bewegt sich der Schließkörper 13 gegen den Anschlag 7, der in die Gehäusebohrung 32 eingelassen Hül- se 8. Diese Verfahrbewegung wird noch dadurch unterstützt, daß der Durchmesser 13.1 des Schließkörpers 13 etwas größer bemessen ist als der Durchmes- ser 14.1 des Zylinders 14 am Steuerteil 1. Dadurch stellen sich in der Summe die Kraft des Kraftspeichers 5 überwiegende Kräfte ein.On the other hand, if the magnet 3 is energized again by the control unit 12 - for example at the end of delivery - the magnet 2 is deactivated. Due to the force accumulator 4 and the hydraulic force counter to the force accumulator 5, the closing body 13 moves against the stop 7, which is inserted into the housing bore 32. This movement is further supported by the fact that the diameter 13.1 of the closing body 13 is somewhat larger is dimensioned as the diameter water 14.1 of the cylinder 14 on the control part 1. This results in the total force of the energy accumulator 5 predominant forces.
Das Öffnen und Schließen des Steuerteils 1 läßt sich durch die Steuereinheit 12 durch die Analyse des Steuerstromes bzw. der Steuerspannung erkennen. Damit läßt sich ohne zusätzliche Komponenten eine einfache Funktionsdiagnose durchführen, femer läßt sich der Spritzbeginn dem oberen Totpunkt des Zylinders einer Brennkraftmaschine exakt zuordnen. Auch die Einspritzmenge kann durch den Öffhungsgrad des Steuerteils 1 wirksam vorherbestimmt werden. Damit steht eine elektronische Überwachung des Förderbeginns und des Förderendes eines Einspritzsystems zur Verfügung. Mit der erfϊndungsgemäß vorgeschlagenen Lösung für ein 2/2 -Wege- Ventil mit längeren Hubwegen für Großdieselapplikationen lassen sich die Schaltzeiten drastisch verkürzen und die Einspritzmengen an der Einspritzdüse genauestens dosieren. The opening and closing of the control part 1 can be recognized by the control unit 12 by analyzing the control current or the control voltage. A simple functional diagnosis can thus be carried out without additional components, and the start of injection can also be precisely assigned to the top dead center of the cylinder of an internal combustion engine. The injection quantity can also be effectively predetermined by the degree of opening of the control part 1. This means that electronic monitoring of the start and end of delivery of an injection system is available. With the solution proposed according to the invention for a 2/2 way valve with longer stroke distances for large diesel applications, the switching times can be drastically shortened and the injection quantities at the injection nozzle can be precisely metered.

Claims

Patentansprüche claims
1. Steuereinheit für ein Einspritzsystem für Kraftstoff mit einem Steuer- teil (1), welches zwischen einem Ventilsitz (6) und einer Anschlagfläche (7) einer Bohrung (32) im Gehäuse (29) bewegbar ist und eine Hochdruckleitung (25) in die das Gehäuse (29) durchsetzende, das Steuerteil (1) aufnehmende Bohrung (32) mündet, dadurch gekennzeichnet, daß eine dem Ventilsitz (6) gegenüberliegende Steuerfläche (28) des Steuerteils (1) im höheren Drehzahlbereich als Drosselelement für die Befüllung eines1. Control unit for an injection system for fuel with a control part (1) which can be moved between a valve seat (6) and a stop surface (7) of a bore (32) in the housing (29) and a high pressure line (25) into the the housing (29) penetrating, the control part (1) receiving bore (32), characterized in that a control surface (28) of the control part (1) opposite the valve seat (6) in the higher speed range as a throttle element for filling a
Pumpenraum (9) dient.Pump room (9) is used.
2. Steuereinheit für ein Einspritzsystem gemäß Anspruch 1, dadurch gekennzeichnet, daß das Steuerteil (1) im Gehäuse (29) durch zwei ansteuerbare Betätigungsorgane (2, 3) bewegt wird.2. Control unit for an injection system according to claim 1, characterized in that the control part (1) in the housing (29) by two controllable actuators (2, 3) is moved.
Steuereinheit für ein Einspritzsystem gemäß Anspruch 2, dadurch gekennzeichnet, daß die Betätigungsorgane (2, Control unit for an injection system according to claim 2, characterized in that the actuating members (2,
3) über eine Steuereinheit (12) individuell ansteuerbar sind.3) can be individually controlled via a control unit (12).
4. Steuereinheit für ein Einspritzsystem gemäß Anspruch 1, dadurch gekennzeichnet, daß die Bewegung des Steuerteils (1) durch zwei den Betätigungsorganen (2, 3) des Steuerteils (1) zugeordnete Kraftspeicher (4, 4. Control unit for an injection system according to claim 1, characterized in that the movement of the control part (1) by two the actuators (2, 3) of the control part (1) associated with the energy store (4,
5) unterstützt wird.5) is supported.
Steuereinheit für ein Einspritzsystem gemäß Anspruch 1 , dadurch gekennzeichnet, daß das Steuerteil (1) mit einem Schließkörper (13) und einem Zylinder (14) versehen ist. Control unit for an injection system according to claim 1, characterized in that the control part (1) is provided with a closing body (13) and a cylinder (14).
6. Steuereinheit für ein Einspritzsystem gemäß Anspruch 1 , dadurch gekennzeichnet, daß die Hochdruckleitung (25) in einem ringförmig das Steuerteil (1) umgebenden Saugraum (10) mündet.6. Control unit for an injection system according to claim 1, characterized in that the high-pressure line (25) opens into an annular suction chamber (10) surrounding the control part (1).
7. Steuereinheit für ein Einspritzsystem gemäß der Ansprüche 4 und 5, dadurch gekennzeichnet, daß die Kraftspeicher (4, 5) auf die Endflächen von Schließkörper (13) und Zylinder (14) einwirken.7. Control unit for an injection system according to claims 4 and 5, characterized in that the force accumulator (4, 5) act on the end faces of the closing body (13) and cylinder (14).
8. Steuereinheit für ein Einspritzsystem gemäß Anspruch 5, dadurch gekenn- zeichnet, daß der Durchmesser (13.1) des Schließkörpers (13) größer als der Durchmesser (14.1) des Zylinders (14) bemessen ist.8. Control unit for an injection system according to claim 5, characterized in that the diameter (13.1) of the closing body (13) is larger than the diameter (14.1) of the cylinder (14).
9. Steuereinheit für ein Einspritzsystem gemäß Anspruch 1, dadurch gekennzeichnet, daß die Steuerfläche (28) des Steuerteils (1) in Schließrichtung gesehen mit abnehmendem Querschnitt ausgeführt ist.9. Control unit for an injection system according to claim 1, characterized in that the control surface (28) of the control part (1) seen in the closing direction is designed with a decreasing cross-section.
10. Steuereinheit für ein Einspritzsystem gemäß Anspruch 1, dadurch gekennzeichnet, daß das Steuerteil (1) mit einer dieses durchsetzenden Durchgangsbohrung (33) versehen ist, die über Öffnungen (34, 35) mit einem der Kraftspeicher (4, 5) umgebenden Hohlraum (21) der Bohrung (32) in10. Control unit for an injection system according to claim 1, characterized in that the control part (1) is provided with a through hole (33) penetrating it, which has openings (34, 35) with a cavity (4, 5) surrounding the cavity ( 21) of the bore (32) in
Verbindung steht.Connection is established.
11. Steuereinheit für ein Einspritzsystem gemäß Anspruch 10, dadurch gekennzeichnet, daß einer der die Kraftspeicher (4, 5) aufnehmenden Hohl- räume (21) der Bohrung (32) mit der Rücklaufleitung (22) in den Vorratstank (23) verbunden ist. 11. Control unit for an injection system according to claim 10, characterized in that one of the energy stores (4, 5) receiving cavities (21) of the bore (32) with the return line (22) in the storage tank (23) is connected.
EP00987093A 1999-11-10 2000-11-08 Accumulator-supported control of the injection quantities in large diesel engines Withdrawn EP1214508A2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19954058 1999-11-10
DE19954058A DE19954058A1 (en) 1999-11-10 1999-11-10 Power storage-assisted control of the injection quantities in large diesel engines
PCT/DE2000/003899 WO2001034957A2 (en) 1999-11-10 2000-11-08 Accumulator-supported control of the injection quantities in large diesel engines

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EP1214508A2 true EP1214508A2 (en) 2002-06-19

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EP (1) EP1214508A2 (en)
JP (1) JP2004532368A (en)
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DE (1) DE19954058A1 (en)
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CN105863907B (en) * 2016-04-05 2018-11-16 重庆隆鑫机车有限公司 Become fuel pressure electric injection system and its engine

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Publication number Publication date
DE19954058A1 (en) 2001-05-23
WO2001034957A3 (en) 2002-03-21
KR20010113644A (en) 2001-12-28
JP2004532368A (en) 2004-10-21
RU2001121476A (en) 2003-06-20
US6526944B1 (en) 2003-03-04
WO2001034957A2 (en) 2001-05-17

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