EP1554489A1 - Filter arrangement for fuel injection systems - Google Patents
Filter arrangement for fuel injection systemsInfo
- Publication number
- EP1554489A1 EP1554489A1 EP03808664A EP03808664A EP1554489A1 EP 1554489 A1 EP1554489 A1 EP 1554489A1 EP 03808664 A EP03808664 A EP 03808664A EP 03808664 A EP03808664 A EP 03808664A EP 1554489 A1 EP1554489 A1 EP 1554489A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- fuel
- line
- chamber
- injection device
- 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
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
- 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
- F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
- F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
- F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
-
- 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
-
- 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
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/02—Injectors structurally combined with fuel-injection pumps
- F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
- F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
-
- 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
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/165—Filtering elements specially adapted in fuel inlets to injector
-
- 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
-
- 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
- F02M63/0043—Two-way valves
Definitions
- Both pressure-controlled and stroke-controlled injection systems can be used to supply combustion chambers to self-igniting internal combustion engines.
- pump injector units pump line units
- accumulator injection systems (Cornmon Rail) are used as fuel injection systems.
- Accumulator injection systems advantageously make it possible to adapt the injection pressure to the load and speed of the internal combustion engine. In order to achieve high specific performance and to reduce emissions, the highest possible injection pressure is generally required.
- DE 199 10 970 AI relates to a substance injection device.
- This has a pressure transmission unit arranged between a pressure storage chamber and a nozzle chamber, the pressure chamber of which is connected to the nozzle chamber via a pressure line.
- a bypass line connected to the pressure storage space is also provided.
- the bypass line is connected directly to the pressure line.
- the bypass line can be used for a pressure injection and is arranged parallel to the pressure chamber, so that the bypass line is continuous regardless of the movement and position of a displaceable pressure medium of the pressure translation unit.
- This solution increases the flexibility of the injection.
- the pressure translation unit is controlled by relieving the pressure in the rear space of the pressure translation unit.
- DE 102 18 904.8 relates to a fuel injection device.
- This includes a fuel injector that can be supplied by a high-pressure fuel source and a pressure translation device.
- a closing piston of the injector protrudes into a closing pressure chamber, so that the closing piston can be acted upon with fuel pressure in order to achieve one Force acting on the closing piston in the closing direction.
- a closing pressure chamber and a rear chamber of the back pressure translation device are formed by a common closing pressure back chamber, all partial areas of the closing pressure rear chamber being permanently connected to one another for the exchange of fuel, so that a relatively low injection opening pressure can be achieved despite a low pressure boost by the pressure transmission device.
- the pressure booster unit is controlled by relieving the pressure in the rear space of the pressure booster by means of a switching valve. This is cheaper in terms of relaxation losses.
- Fuel injectors of fuel injection systems which include high pressure storage spaces, have very small throttles and valve opening cross sections.
- a filter element in front of the fuel injector is therefore necessary in these fuel injection injectors for perfect functional reliability. With this, the smallest dirt particles, e.g. can get into the system during assembly of the system parts, be kept away from the sensitive components.
- rod filters are usually used, which are used in the high-pressure line connecting piece.
- rod filters in fuel injectors of fuel injection systems, which include a high-pressure storage space and a pressure translation unit to increase the pressure level, is the large fuel volume flow that flows from the high-pressure storage space to the fuel injector during the short injection phase. This results in a strong throttling when using filter elements designed as rod filters, which results in a not inconsiderable pressure loss. This will degrade system efficiency and affect maximum injection pressure. To avoid this, rod filters used as filter elements would have to be dimensioned relatively large. Rod filters of relatively large dimensions cannot, however, be accommodated in the space available.
- a filter element can be integrated according to the invention in such a way that no throttle losses occur during the injection which impair the achievable maximum injection pressure.
- the actual maximum injection pressure with which the fuel is injected into the combustion chamber of the internal combustion engine can thus increase. Furthermore, an increase in the efficiency of the fuel injection device can be achieved.
- the filter element which is used to separate the smallest dirt particles, e.g. can get into the assembly of individual components of the fuel injection device, is housed in a branch from the high-pressure line, which acts on a working space of the pressure booster, or in a branch from the working space.
- the fuel volume flow is considerably lower in the branch receiving the filter element.
- the long duration of the injection pause between the injections is available in which the amount of fuel for filling the pressure spaces flows through the filter element when the pressure intensifier is reset. No fuel has to flow over the filter element in the delivery stroke of the pressure intensifier.
- the working area of the pressure intensifier is exposed to unfiltered, high-pressure fuel, which is done without throttling by a filter element.
- the filter element can be connected upstream of flow connections via which a rear space of the pressure intensifier and its high pressure space are refilled with fuel during the reset phase of a piston-shaped transmission element configured in the pressure intensifier.
- the filter element can be arranged upstream of a switching valve that actuates the pressure intensifier.
- the filter element is integrated into the supply line to the switching valve in such a way that filtered fuel is supplied to all areas of the fuel injector with the exception of the working space of the pressure booster.
- the switching valve which can have sealing seats and, in the case of a servo-hydraulic version, also throttles with very small throttle cross sections, can be protected against contamination.
- the filter element for separating contaminants from the fuel is accommodated in flow lines which, in comparison to the high-pressure lines acting on the working space of the pressure intensifier, lead to significantly lower fuel volume flows.
- the amount of fuel required to refill the back space and the high pressure space of the pressure intensifier flows through the filter element during the long pause in injection compared to the injection phase. Therefore, a smaller _ ⁇ _ lumen flow than in the supply line to the work area during the injection phase. No fuel flow through the filter element is necessary during injection.
- the filter element, a check valve in the bypass line of the pressure intensifier, a throttle point and a filling valve can be integrated in the translation element of the pressure intensifier.
- FIG. 1 shows an exemplary embodiment of an arrangement of the filter element which is connected upstream of fault connections serving for refilling pressure chambers of a pressure intensifier;
- FIG. 2 shows another embodiment in which a filter element one
- Switching valve actuating pressure intensifier is connected upstream outside a high-pressure line and
- Figure 3 is an integrated in a pressure booster piston of the pressure booster
- FIG. 1 shows a representation of an exemplary embodiment in which a filter element is connected upstream of the filling lines of pressure chambers of a pressure intensifier.
- FIG. 1 shows a fuel injection device 1 which is supplied with fuel under high pressure via a high-pressure source (not shown in FIG. 1).
- the high-pressure source not shown in the drawing, is connected to a high-pressure connection 2 of a high-pressure line 3 and acts directly on a working chamber 15 of a pressure intensifier 13 without throttling.
- a line section 4 branches off from the high-pressure line 3, in which a filter element 5 is accommodated. In comparison to the fuel volume flow that flows through the high-pressure line 3 to the working space 15 of the pressure booster 13, the fuel volume passing through the line section 4 is small.
- a return spring 18 is arranged in the rear space 16 of the pressure intensifier 13, which acts on a piston-like transmission element 14 which is formed in one piece in the illustration according to FIG.
- a third flow channel 23 is connected in parallel with the second flow channel 20 and comprises a throttle point 12, so that the rear space 16 of the pressure booster 13 can be acted upon with fuel via the flow channels 20 and 23 connected in parallel.
- the switching valve 21 is connected to a return 24 on the low-pressure side, which opens into a fuel tank of a vehicle, not shown in FIG. 1.
- An inlet or outlet 22 extends from the high-pressure chamber 17 of the pressure booster 13 and can be flowed through in the inflow direction or in the outflow direction — with respect to a fuel injector 20.
- the inlet and outlet 22 merges into a high-pressure line 25, designated by reference numeral 25, by means of which the fuel brought to a pressure level increased in accordance with the dimensioning of the pressure booster 13 is fed to the fuel injector 26.
- the inlet throttle 30 is integrated in an injector body 27 of the fuel injector 26.
- the control chamber 29 of the fuel injector 26 is filled with fuel through the inlet throttle 30.
- a pressure relief of the control chamber 29 takes place via an outlet throttle 31, the control chamber 29, which is not shown in FIG. 1
- Closing closing member can be actuated via a further switching valve 32.
- the further switching valve 32 can be designed as a solenoid valve or as a piezo actuator.
- the fuel entering the control chamber 29 via the inlet throttle 30 acts on an end face 33 of an injection valve member 28 movably received in the injector body 27 of the fuel injector 26.
- the injection valve member 28 is preferably designed as a nozzle needle.
- a nozzle spring chamber 34 is also arranged in the injector body 27.
- a spring element 35 is accommodated in the nozzle spring chamber 34, which is formed on the one hand by the wall of the injector body 27 and on the other hand by an annular surface 36 of the injection valve member 28.
- the injection valve member 28 includes a truncated cone-shaped pressure shoulder 38 the fuel supplied to it via the orifice 41 flows through an annular gap formed at the end of the fuel injector 26 on the combustion chamber side, through which the fuel under high pressure is fed to a combustion chamber 40 of an internal combustion engine.
- One or more injection openings 39 can be formed at the end of the fuel injector 26 on the combustion chamber side.
- the injection openings 39 can also be formed in a ring shape in rings lying concentrically to one another at the end of the fuel injector 26 on the combustion chamber side, so that uniform atomization of the fuel under high pressure is ensured when it is injected into the combustion chamber 40 of the internal combustion engine.
- the fuel is present without throttling through a filter element in the working space 15 of the pressure booster 13.
- the spring 18 integrated in the rear space 16 of the pressure intensifier 13 holds the piston-shaped translation element 14 in its rest position.
- the pressure booster 13 is activated by opening the switching valve 21.
- the rear space relief line 19 is connected to the return 24 on the low pressure side, fuel flows out of the rear space 16 of the pressure intensifier 13. Due to the high pressure prevailing in the working space 15, the piston-shaped transmission element 14 moves into the high pressure space 17.
- the piston-shaped transmission element 14 In the high-pressure chamber 17, the piston-shaped transmission element 14 according to the design of the pressure intensifier 13 results in an increased fuel pressure which, via the inlet or outlet 22, the fuel injector 26 or its control chamber 29 and the like. sen nozzle space 37 is supplied. During the injection process, the fuel flows unfiltered without filtering via the high-pressure line 3 to the working space 15 of the pressure intensifier 13. The fuel compressed in the high pressure chamber 17 of the pressure booster 13 is injected. After the end of the injection process, due to the actuation of the switching valve 21 in its closed position, the piston-shaped transmission element 14 is reset to its rest position by the spring 18 let into the rear space 16.
- the check valve 11 arranged in the first flow channel 10 prevents that fuel under increased pressure flows back into the line section 4 branching off the high-pressure line 3 and containing the filter element 5.
- fuel flows into the high-pressure chamber 17 of the pressure intensifier 13 via the first flow channel 10 connected downstream of the filter element 5.
- fuel filtered through the filter element 5 in the line section 4 flows into the rear space 16 of the pressure intensifier 13 via the second flow channel 20 containing the filling valve 6 and the third flow channel 23 connected in parallel with the second flow channel 20.
- FIG. 2 shows a further exemplary embodiment in which a filter element is arranged upstream of a switching valve that actuates the pressure intensifier.
- the high-pressure line 3 is acted upon by a high-pressure storage space 43 (Com on-Rail) with fuel under high pressure.
- the fuel which is under high pressure, enters the high-pressure line 3 at the high-pressure line connection 2 and flows through it to the working space 15 of the pressure intensifier 13 without restriction.
- a larger fuel volume flow flows, compared to the fuel volume flow that passes through the line section 4 receiving the filter element 5.
- the line section 4 represents the supply line to the switching valve 21 activating the pressure intensifier 13.
- the switching valve 21 comprises, on the one hand, a connection to the return 24 on the low-pressure side and, on the other hand, an overflow line 42 which, according to the double arrow shown in FIG Directions, depending on the switching position of the switching valve 21, fuel can flow through.
- this is piston-shaped Translation element 14 of the pressure translator 13 executed in two parts.
- the back space 16 of the pressure booster 13 is acted upon by fuel under high pressure via the overflow line 42.
- the spring element 18 is inserted, which holds the piston-shaped transmission element 14, which is formed here in two parts, in its rest position.
- the two-part, piston-shaped transmission element 14 acts on the high-pressure chamber 17 with its end facing away from the working chamber 15.
- the high-pressure line 25 extends from the high-pressure chamber 17 of the pressure booster 13 to the nozzle chamber 37 and opens out at the mouth 41. Furthermore, the high-pressure chamber 17 of the pressure booster 13 is connected to a filling line 44 via a refilling line 45. Via the filling line 44, the rear space 16 of the pressure booster 13 and the control chamber 29 of the fuel injector 26 are in flow connection with one another.
- the spring element 35 is let into the control chamber 29 of the fuel injector 26 as shown in FIG. This is supported on a boundary surface of the control chamber 29 and acts on the end face 36 of the injection valve member 28, which can be configured as a nozzle needle Pressure relief of the control chamber 29 and a check valve 11 serving to fill the high pressure chamber 17 contains.
- injection openings 39 from the end of the fuel injector 26 on the combustion chamber side, be it in a staggered position to one another or be arranged in annular concentric circles to one another, the fuel flowing from the nozzle chamber 37 of the fuel injector 26 when the injection valve member 28 is opened is fed into the combustion chamber 40 of the internal combustion engine injected.
- throttling losses can be avoided during the injection and thus the highest pressures can be achieved during the injection, since fuel flows unrestricted from the high-pressure accumulator 43 into the working space 15 of the pressure intensifier 13 via the high-pressure line 3.
- the fuel volume flow flowing in the high-pressure line during the injection of fuel through the fuel injector 26 is considerably higher than the fuel volume flow that passes through the line section 4 containing the filter element 5 and serving as a line to the switching valve 21. Due to the arrangement of the filter element 5, which according to the switching valve 21 of the embodiment 2, all parts of the pressure intensifier 13 - with the exception of the working space 15 - are acted upon downstream of the switching valve 21 with fuel filtered through the filter element 5.
- control valve 21 which can have sealing seats and, in the case of a servo-hydraulic design, small throttles with extremely small throttle cross sections, is protected from contamination by the arrangement of the filter element 5 according to the invention in a line carrying a lower fuel volume flow rate - such as the feed line 4.
- the state of the fuel injection device 1 shown in FIG. 2 shows its deactivated state. Via the switching valve 21 switched to its rest position, fuel flows via the leading mgs section 4, which serves as a feed line to the switching valve 21 and contains the filter element 5, via the overflow line 42 into the rear space 16 of the pressure intensifier 13. At the same time, its working space 15 is through the unthrottled, high pressure line 3rd passing fuel flow applied.
- the piston-shaped transmission element 14, which separates the working space 15 from the rear space 16, is held in its rest position via the spring 18 arranged in the rear space 16 of the pressure intensifier 13.
- the pressure level present in the rear space 16 of the pressure intensifier 13 is also present in the control space 29 of the fuel injector 26 via the filling line 44.
- Filtered fuel flows to the latter via the inlet throttle 30.
- a refill branch 45 which contains the check valve 11, branches off from the filling line 44.
- the pressure level prevailing in the high-pressure storage chamber 43 is likewise present in the nozzle chamber 37 of the fuel injector 26 via the high-pressure line 25 branching off from the high-pressure chamber 17.
- the pressure intensifier 13 is actuated by transferring the switching valve 21 into its activated position, that is to say when the overflow line 42 is connected to the low-pressure return 24.
- the control volume contained in the rear space 16 of the pressure intensifier 13 flows in the direction of the low-pressure return 24.
- the piston-shaped transmission element 14, which is formed in two parts in accordance with the illustration in FIG. As a result, fuel flows from the high-pressure chamber 17 at an increased pressure level to the nozzle chamber 37 via the high-pressure line 25, while fuel is displaced from the control chamber 29 of the fuel injector via the filling line 44.
- the injection process is ended by moving the switching valve 21 into its closed position shown in FIG. 2, in which the rear space 16 of the pressure booster 13 is filled with fuel via the overflow line 42 via the line section 4 and the filter element 5 accommodated therein. This fuel has passed the filter element 5 arranged in the line section 4, which separates contaminants from the fuel.
- the back space 16 of the pressure booster 13 is filled by supplying fuel to the rear space 16. Via the filling line 44 connecting the rear space 16 to the control space 29 of the fuel injector 26, a restrictor 31 containing filtered fuel in the high-pressure space 17 flows simultaneously via the refilling branch 45 to.
- the filling quantity flowing into the high-pressure chamber 17 is limited by the throttle point 31.
- the throttle point 31 ensures a phase with overpressure in the control chamber 29 at the end of the injection, which serves as a nozzle closing chamber compared to the nozzle chamber 37, as a result of which an accelerated needle closing occurs.
- the back space 16 is refilled and the high pressure space 17 of the pressure booster 13 is refilled in parallel via the overflow line 42 and the fill line 44 and the refill branch 45 between the high pressure space 17 and the fill line 44.
- the check valve 11 has the task of reducing the pressure during the injection to prevent in the high-pressure chamber 17, so that the fuel volume flowing out of this, which is under an increased pressure, enters the nozzle chamber 37 of the fuel injector without losses via the high-pressure line 25.
- the, for example, spherical closing body of the check valve 11 is placed in its valve seat and closes the refill branch 45.
- the fuel injection device 1 is controlled as shown in FIG. 2 with a switching valve 21.
- the arrangement of the filter element 5 in the line section 4 serving as a feed line to the switching valve 21 ensures that the switching valve 21 and all downstream of the switching valve 21 components of the pressure booster 3 - with the exception of the working space 15 - and the components of the fuel injector 26 are acted upon by filtered fuel.
- the fuel volume flow for refilling the pressure chambers 16 and 17 of the pressure intensifier 13 is to be regarded as low with regard to the volume flow that passes through the high pressure line 3 to the working space 15 of the pressure intensifier 13.
- the arrangement of the filter element 5 proposed according to the invention can significantly reduce the throttle losses during injection, which can lead to an impairment of the maximum achievable injection pressure;
- the solution proposed according to the invention in accordance with the two described embodiment variants ensures that the sensitive throttle cross sections and Valve seats can be protected against the accumulation of impurities contained in fuel or impurities that got into fuel injection 1 during assembly.
- the service life of a fuel injection device 1 configured according to the invention can be considerably extended and operational reliability increased.
- the pressure intensifier 13 of the fuel injection device 1 in accordance with the embodiment variant shown in FIG. 3 comprises a piston-shaped transmission element 14, in which both the filter element 5 and the filling valve 6 downstream thereof, the filling valve 6 and the throttle point 12 downstream in the third flow duct. Via the throttle point 12 integrated in the third flow channel 23, the filling of the back space 16 of the pressure booster 13 is pressurized.
- the filling valve 5 downstream of the filter element 5 is connected to the back space 16 of the pressure booster 13 via a branch 47.
- a through-channel 46 in which the check valve 11 is accommodated, extends below the filling valve 6.
- the passage channel 46 opens at the lower end face of the piston-shaped transmission element 14 which delimits the high-pressure space 17.
- the pressure intensifier 13 is actuated by relieving the pressure in the rear space 16 of the pressure intensifier 13 by actuating the switching valve 21 into an open position, so that the fuel contained in the rear space 16 is in flows out the low pressure side return 24.
- the switching valve 21 connecting the rear space 16 with the low pressure-side return 24 is actuated into its closed position according to FIG. 3, the rear space 16 of the pressure booster 13 is refilled via the flow channels 10 or 23 downstream of the filter element 5, in which the filling valve 6 or the throttle point 12 are integrated.
- the back space 16 is refilled in parallel via the third flow channel 23 with throttle point 12 and via the branch 47 opening from the filling valve 6 into the working space 16.
- the high-pressure space 17 is filled via the check valve 11, which assists in an upward movement of the piston-shaped transmission element 14 through the return spring 18 received in the rear space 16, fuel flows through the through-channel 46 into the high-pressure space 17 for its refilling.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10247210A DE10247210A1 (en) | 2002-10-10 | 2002-10-10 | Fuel injection unit for internal combustion engines has filter element connected in series to one chamber of pressure intensifier and to flow lines for filling of at least one chamber of pressure intensifier |
DE10247210 | 2002-10-10 | ||
PCT/DE2003/002173 WO2004036030A1 (en) | 2002-10-10 | 2003-06-30 | Filter arrangement for fuel injection systems |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1554489A1 true EP1554489A1 (en) | 2005-07-20 |
EP1554489B1 EP1554489B1 (en) | 2008-09-10 |
Family
ID=32038437
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03808664A Expired - Lifetime EP1554489B1 (en) | 2002-10-10 | 2003-06-30 | Filter arrangement for fuel injection systems |
Country Status (5)
Country | Link |
---|---|
US (1) | US7093582B2 (en) |
EP (1) | EP1554489B1 (en) |
JP (1) | JP2006503206A (en) |
DE (2) | DE10247210A1 (en) |
WO (1) | WO2004036030A1 (en) |
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DE10335340A1 (en) * | 2003-08-01 | 2005-02-24 | Robert Bosch Gmbh | Control valve for a pressure injector containing fuel injector |
DE102004017305A1 (en) * | 2004-04-08 | 2005-10-27 | Robert Bosch Gmbh | Fuel injection device for internal combustion engines with directly controllable nozzle needles |
JP3994990B2 (en) * | 2004-07-21 | 2007-10-24 | 株式会社豊田中央研究所 | Fuel injection device |
DE102004053269A1 (en) * | 2004-11-04 | 2006-05-11 | Robert Bosch Gmbh | Fuel injection system |
DE102007002445A1 (en) * | 2007-01-17 | 2008-07-24 | Robert Bosch Gmbh | Check valve and injector with hydraulic interrupter and check valve |
US8500045B2 (en) * | 2009-07-20 | 2013-08-06 | Caterpillar Inc. | Parallel circuit fuel filtration for fuel injectors |
DE102010000828A1 (en) * | 2010-01-12 | 2011-07-14 | Robert Bosch GmbH, 70469 | Pressure boosting device for a fuel injection system and fuel injection system |
US8505514B2 (en) * | 2010-03-09 | 2013-08-13 | Caterpillar Inc. | Fluid injector with auxiliary filling orifice |
DE102011008484A1 (en) | 2011-01-13 | 2012-07-19 | Hydac Filtertechnik Gmbh | Supply device with a fuel conveyor and use of a pertinent supply device |
DE102011009035A1 (en) | 2011-01-21 | 2012-07-26 | Hydac Filtertechnik Gmbh | Fuel delivery device for an internal combustion engine |
DE102013218873A1 (en) * | 2013-09-19 | 2015-03-19 | Robert Bosch Gmbh | Fluid delivery system for a fluid |
EP2940286A1 (en) * | 2014-05-01 | 2015-11-04 | Delphi International Operations Luxembourg S.à r.l. | Fuel injector filter |
WO2016097799A1 (en) * | 2014-12-19 | 2016-06-23 | Volvo Truck Corporation | Injection system of an internal combustion engine and automotive vehicle including such an injection system |
JP6583304B2 (en) * | 2017-02-17 | 2019-10-02 | トヨタ自動車株式会社 | Control device for internal combustion engine |
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JPS57124073A (en) * | 1981-01-24 | 1982-08-02 | Diesel Kiki Co Ltd | Fuel injection device |
JPS57124032A (en) * | 1981-01-24 | 1982-08-02 | Diesel Kiki Co Ltd | Fuel injector |
JPS5820959A (en) * | 1981-07-30 | 1983-02-07 | Diesel Kiki Co Ltd | Valve device for controlling supply of pressurized fuel to pressure booster for fuel injection device |
US5143291A (en) * | 1992-03-16 | 1992-09-01 | Navistar International Transportation Corp. | Two-stage hydraulic electrically-controlled unit injector |
US5357929A (en) * | 1993-09-29 | 1994-10-25 | Navistar International Transportation Corp. | Actuation fluid pump for a unit injector system |
US5632444A (en) * | 1995-04-13 | 1997-05-27 | Caterpillar Inc. | Fuel injection rate shaping apparatus for a unit injector |
DE19910970A1 (en) * | 1999-03-12 | 2000-09-28 | Bosch Gmbh Robert | Fuel injector |
DE10040526A1 (en) * | 2000-08-18 | 2002-03-14 | Bosch Gmbh Robert | Fuel injection system |
DE10063545C1 (en) * | 2000-12-20 | 2002-08-01 | Bosch Gmbh Robert | Fuel injection system |
DE10218904A1 (en) * | 2001-05-17 | 2002-12-05 | Bosch Gmbh Robert | Fuel injection system |
-
2002
- 2002-10-10 DE DE10247210A patent/DE10247210A1/en not_active Ceased
-
2003
- 2003-06-30 EP EP03808664A patent/EP1554489B1/en not_active Expired - Lifetime
- 2003-06-30 JP JP2004543927A patent/JP2006503206A/en not_active Withdrawn
- 2003-06-30 DE DE50310480T patent/DE50310480D1/en not_active Expired - Fee Related
- 2003-06-30 WO PCT/DE2003/002173 patent/WO2004036030A1/en active IP Right Grant
- 2003-06-30 US US10/527,582 patent/US7093582B2/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
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See references of WO2004036030A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO2004036030A1 (en) | 2004-04-29 |
DE50310480D1 (en) | 2008-10-23 |
EP1554489B1 (en) | 2008-09-10 |
US7093582B2 (en) | 2006-08-22 |
US20060005815A1 (en) | 2006-01-12 |
JP2006503206A (en) | 2006-01-26 |
DE10247210A1 (en) | 2004-04-22 |
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