EP1595074B1 - Fuel injection device for an internal combustion engine - Google Patents

Fuel injection device for an internal combustion engine Download PDF

Info

Publication number
EP1595074B1
EP1595074B1 EP03770908A EP03770908A EP1595074B1 EP 1595074 B1 EP1595074 B1 EP 1595074B1 EP 03770908 A EP03770908 A EP 03770908A EP 03770908 A EP03770908 A EP 03770908A EP 1595074 B1 EP1595074 B1 EP 1595074B1
Authority
EP
European Patent Office
Prior art keywords
pressure
piston
fuel
fuel injection
connection
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
Application number
EP03770908A
Other languages
German (de)
French (fr)
Other versions
EP1595074A1 (en
Inventor
Hans-Christoph Magel
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 EP1595074A1 publication Critical patent/EP1595074A1/en
Application granted granted Critical
Publication of EP1595074B1 publication Critical patent/EP1595074B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • 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
    • F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
    • 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
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/28—Details of throttles in fuel-injection apparatus
    • 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
    • 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
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift

Definitions

  • the invention relates to a fuel injection device for an internal combustion engine according to the preamble of claim 1.
  • Such a fuel injection device is known from DE 101 32 732 A.
  • This fuel injection device has a high-pressure fuel pump and a fuel injection valve connected thereto for each cylinder of the internal combustion engine.
  • the high-pressure fuel pump has a pump piston driven in a stroke movement, which limits a pump working space.
  • the pump working space can be connected to a low-pressure region via a connection controlled by a first electrically actuated control valve.
  • the fuel injection valve has an injection valve member, is controlled by the at least one injection port and which is acted upon by the pressure prevailing in a pressure chamber connected to the pump chamber pressure in an opening direction. An opening and closing movement of the injection valve member is controlled by an electric control.
  • the fuel injection valve in this case has a control pressure chamber which can be connected to the pump working chamber and which can be connected to a discharge region via a connection controlled by the control designed as a second electrically actuated control valve.
  • an accumulator is fed into the fuel by the high-pressure fuel pump and which is connected to the pressure chamber of the fuel injection valve. Out The pressure accumulator fuel can be removed to an injection regardless of the promotion by the high-pressure fuel pump.
  • a post-injection of fuel under high pressure is possible in particular, which can take place at a time when fuel is no longer conveyed by the high-pressure fuel pump.
  • Such a post-injection of fuel is advantageous in order to reduce the pollutant emissions of the internal combustion engine, in particular the soot emission.
  • the pressure chamber opening toward the check valve are arranged.
  • a filling of the pressure accumulator with fuel takes place only via the throttle point, which must be sufficiently large to allow sufficient even at low pressure generated by the high-pressure fuel pump and at low injected fuel amount sufficient filling of the pressure accumulator.
  • a high pressure in the pressure space must be maintained in order to promote a large amount of fuel in the pressure accumulator, which a high driving work of the high-pressure fuel pump is required, resulting in a poor efficiency of the fuel injector.
  • the check valve In order to be able to reliably seal the high pressure differences between the accumulator and the relieved pressure chamber and pump working space, the check valve must be elaborately formed.
  • the fuel injection device according to the invention with the features according to claim 1 has the advantage over that the coupling device with the piston allows a simply constructed connection of the pressure accumulator to the pressure chamber and the pump working space and does not require a sealing seat.
  • the piston performs a directed toward the pressure chamber discharge stroke.
  • the bypass connection is formed in a simple manner.
  • the bypass connection can be formed with a small flow cross-section, since a filling of the pressure accumulator is additionally carried out by the stroke of the piston of the coupling device.
  • the development according to claim 6 ensures that the piston assumes a defined starting position, starting from which the piston performs a stroke for fuel delivery in the pressure accumulator or a delivery stroke to the pressure chamber.
  • the embodiment according to claim 7 also ensures that the piston assumes a defined initial position, starting from which the piston executes a delivery stroke to the pressure chamber, wherein a filling of the pressure accumulator takes place only through the bypass connection.
  • FIG. 1 shows a fuel injection device for an internal combustion engine in a schematic representation according to a first embodiment
  • Figure 2 shows the fuel injector fragmentary according to a second embodiment
  • Figure 3 the Fuel injection device in sections according to a third embodiment.
  • FIGS. 1 to 3 show a fuel injection device for an internal combustion engine of a motor vehicle.
  • the fuel injection device has a high-pressure fuel pump 10 and a fuel injection valve 12 connected thereto for each cylinder of the internal combustion engine.
  • the high-pressure fuel pump 10 and the fuel injection valve 12 may be combined into a single unit and form a so-called pump nozzle unit.
  • the high-pressure fuel pump 10 and the fuel injection valve 12 may be arranged separately from each other and connected to each other via a line and form a so-called pump-line-nozzle unit.
  • the high-pressure fuel pump 10 has a tightly guided in a cylinder bore 16 of a pump body 14 pump piston 18 which is driven by a cam 20 of a camshaft of the internal combustion engine against the force of a return spring 19 in a lifting movement.
  • the pump piston 18 defines in the cylinder bore 16 a pump working chamber 22 in which fuel is compressed by the pump piston 18 under high pressure.
  • the pump working chamber 22 is supplied via a connection 21 fuel from a fuel tank 24, for example by means of a feed pump 25.
  • a first electrically operated control valve 60 is arranged in the connection 21 of the pump working chamber 22 with the feed pump 25, a first electrically operated control valve 60 is arranged.
  • the control valve 60 is designed as a 2/2-way valve and is controlled by an electronic control device 62.
  • the control valve 60 has an actuator 61, which may be an electromagnet or a piezoelectric actuator.
  • the fuel injection valve 12 has a valve body 26 which may be formed in several parts, and in which a piston-shaped injection valve member 28 is guided in a bore 30 so as to be longitudinally displaceable.
  • the valve body 26 At its end region facing the combustion chamber of the cylinder of the internal combustion engine, the valve body 26 has at least one, preferably a plurality of injection openings 32.
  • the injection valve member 28 has, at its end region facing the combustion chamber, an approximately conical sealing surface 34, for example, which cooperates with a valve seat 36 formed in the valve body 26, from or after which the injection openings 32 are discharged.
  • annular space 38 is present between the injection valve member 28 and the bore 30 to the valve seat 36, which passes through a radial extension of the bore 30 into a pressure chamber 40 surrounding the injection valve member 28.
  • the injection valve member 28 has a pressure shoulder 42 in the region of the pressure chamber 40.
  • a prestressed closing spring 44 At the end remote from the combustion chamber of the injection valve member 28 engages a prestressed closing spring 44, through which the injection valve member 28 is pressed to the valve seat 36.
  • the closing spring 44 is arranged in a spring chamber 46 of the valve body 26, which adjoins the bore 30.
  • the spring chamber 46 is connected to a discharge region, which may be, for example, a return to the fuel tank 24.
  • a control piston 50 is guided tightly, which is connected to the injection valve member 28.
  • the control piston 50 defines with its end face remote from the spring chamber 46 a control pressure chamber 52 in the valve body 26.
  • connection 13 which discharges between the pump working chamber 22 and the first control valve 60, a non-return valve 53 opening to the pressure chamber 40 is arranged.
  • the check valve 53 allows fuel delivery from the high-pressure fuel pump 10 in the pressure chamber 40, but prevents with open first control valve 60, a backflow of fuel from the pressure chamber 40 in the pump chamber 22 or the feed pump 25.
  • From the connection 13 leads upstream of the pressure chamber 40 a Connection 54 in the control pressure chamber 52, wherein in the connection 54, a throttle point 55 is arranged.
  • From the control pressure chamber 52 also performs a connection 57 to a discharge area, such as a return. to the fuel tank 24, in which a throttle body 58 is arranged.
  • a second electrically actuated control valve 64 is arranged, which is designed as a 2/2-way valve and is controlled by the control device 62.
  • the second control valve 64 has an actuator 65, which may be an electromagnet or a piezoelectric actuator.
  • the injection valve member 28 When the second control valve 64 is closed, the injection valve member 28 remains in its closed position or is moved into its closed position as a result of the high pressure in the control pressure chamber 52. When the second control valve 64 is open, the injection valve member 28 may be due to the small Move pressure in the control pressure chamber 52 in its open position when the pressure in the pressure chamber 40 is sufficiently high.
  • this can also be done for example by a piezoelectric actuator which acts directly or indirectly on the injection valve member 28 in its closing direction.
  • the control pressure chamber 52 and the second control valve 64 can then be omitted.
  • connection 13 Of the connection 13 between the pump working chamber 22 and the pressure chamber 40 and the control pressure chamber 52 performs downstream of the check valve 53, a connection 66 to a pressure accumulator 68 from.
  • a coupling device 70 is arranged, which is shown in Figure 1 according to a first embodiment.
  • the coupling device 70 has a piston 74 displaceably guided in a cylinder bore 72.
  • the coupling device 70 has a bypass connection between the two end faces of the piston 74, which may be formed, for example, as a passage 76 extending through the piston 74.
  • a throttle 77 is arranged in the channel 76.
  • bypass connection can also be formed, as in a second exemplary embodiment described below, by means of an annular gap 176 with a small cross-section present between the outer jacket of the piston 174 and the cylinder bore 172.
  • the piston 74 is acted upon by the pressure prevailing in the pressure accumulator 68 pressure on its side facing the pressure accumulator 68 end face and applied on its side facing away from the accumulator 68 end face of the pressure prevailing in the connection 13 pressure.
  • the piston 74 is displaceable in the cylinder bore 72 between an end position directed towards the pressure accumulator 68 and an end position directed away from the pressure accumulator 68 toward the connection 13. It is preferably one common accumulator 68 provided for all cylinders of the internal combustion engine.
  • the pressure accumulator 68 may be formed, for example, as a separate component tubular or spherical. Alternatively, the pressure accumulator may also be formed by the internal volume of the fuel injection device or by the volume in connection lines of the fuel injection device.
  • a pressure limiting device 69 may be provided, by which the pressure prevailing in the accumulator 68 pressure is limited to a predetermined value.
  • the pressure limiting device 69 may be formed as a pressure limiting valve, which limits the pressure in the pressure accumulator 68 to a constant value.
  • the pressure limiting device 69 may also be designed as a control valve, by which the pressure prevailing in the pressure accumulator 68 pressure can be variably limited, for example, depending on operating parameters of the internal combustion engine and which is controlled by the control device 62.
  • the first control valve 60 is opened so that fuel is conveyed from the fuel reservoir 24 via the connection 21 into the pump working chamber 22 by the feed pump 25.
  • the check valve 53 is closed, since the pressure generated by the feed pump 25 is less than the pressure in the connection 13 downstream to the check valve 53 in the pressure chamber 40 and the control pressure chamber 52 prevailing pressure.
  • the first control valve 60 is closed, so that builds up in the pump working chamber 22 high pressure.
  • the check valve 53 opens When the second control valve 64 is closed, at least approximately the same pressure prevails in the control pressure chamber 52 as in the pressure chamber 40 and the injection valve member 28 is held in its closed position in which it rests with its sealing surface 34 on the valve seat 36 and the at least one injection port 32 closes, so that no fuel injection can take place.
  • the second control valve 64 is opened by the latter, so that the control pressure chamber 52 is connected to the discharge region and the pressure in the control pressure chamber 52 decreases.
  • the force acting in the closing direction on the injection valve member 28 is reduced, so that it is moved by the pressure prevailing in the pressure chamber 40 pressure in the opening direction 29 and the at least one injection port 32 releases, is injected by the fuel. It can be provided that initially only a small amount of fuel is injected at a pilot injection, in which case the second control valve 64 is closed again by the control device 62 after a short time, so that the pressure in the control pressure chamber 52 increases and the injection valve member 28 moves to its closed position becomes. It can also be provided several consecutive pilot injections.
  • the second control valve 64 is opened again by the control device 62 for a time corresponding to the amount of fuel to be injected.
  • the second control valve 64 is closed by the control device 62 and the first control valve 60 is opened.
  • the pump working chamber 22 is relieved by the open connection 21 to the feed pump 25, so that no further fuel delivery through the High-pressure fuel pump 10 is carried out.
  • the pressure drop in the pump working chamber 22 closes the check valve 53 in the connection 13.
  • the second control valve 64 is closed by the control device 62.
  • fuel is also conveyed through the passage 76 in the piston 74 into the accumulator 68, the flow through the passage 76 being limited by the restriction 77.
  • an increased pressure is maintained in the pressure chamber 40, in the control pressure chamber 52 and in the connection 13 downstream of the check valve 53, which also leads through the channel 76 in the piston 74 to a filling of the pressure accumulator 68.
  • the second control valve 64 is opened by the control device 62, so that the control pressure chamber 52 is relieved. From the accumulator 68 then flows under the pressure prevailing in the pressure accumulator 68 pressure fuel into the pressure chamber 40 and allows an opening of the injection valve member 28 and with it a fuel injection.
  • the piston 74 of the coupling device 70 performs a directed away from the accumulator 68 delivery stroke and displaces fuel from the cylinder bore 72 into the pressure chamber 40.
  • the pressure accumulator 68 and the coupling device 70 thus enable fuel injection, in particular a post-injection, regardless of the fuel delivery through the High-pressure fuel pump 10.
  • a post-injection is advantageous in order to reduce the pollutant emission, in particular the soot emission of the internal combustion engine and allows a regeneration of exhaust aftertreatment devices such as particle filter or catalyst.
  • An injection cycle includes at least one pre-injection, one main injection, and at least one post-injection.
  • the piston 74 of the coupling device 70 is then as indicated above in a direction away from the accumulator 68 position and moves in the fuel delivery through the high-pressure fuel pump 10 in its directed to the pressure accumulator 68 end position.
  • the fuel injector is shown in fragmentary accordance with a second embodiment, in which the basic structure is the same as in the first embodiment and only the coupling device 170 is modified.
  • the coupling device 170 has the cylinder bore 172, in which the piston 174 is guided displaceably.
  • the bypass connection is formed by an existing between the outer surface of the piston 174 and the cylinder bore 172 annular gap 176 with a small cross section, which also forms a throttle point.
  • the bypass connection may be the same as in the first embodiment as extending through the piston 174 Channel be formed with a Drosselbericht.
  • the piston 174 In this end position, the piston 174 remains until a fuel is removed from the pressure accumulator 68 to a post injection of fuel, in which the piston 174 is moved beyond its center position to its end directed away from the pressure accumulator 68 end position. After completion of the post-injection and thus after an injection cycle, the piston 174 is caused by the springs 178,180 moves back to its center position. At the beginning of the fuel delivery by the high-pressure fuel pump 10 in the next injection cycle, the piston 174 is thus always in its defined center position as the starting position.
  • the other function of the fuel injection device according to the second embodiment is the same as in the first embodiment.
  • FIG. 3 shows the fuel injection device according to a third exemplary embodiment, in which only the coupling device 270 is modified compared to the first exemplary embodiment.
  • the Coupling device 270 has the cylinder bore 272, in which the piston 274 is guided displaceably.
  • the piston 274 has the bypass channel 276 with the throttle point 277.
  • the bypass connection can also be formed as in the second embodiment by an annular gap between the piston 274 and cylinder bore 272.
  • the piston 274 is thus always in its defined, directed to the pressure accumulator 68 end position as the starting position.
  • the other function of the fuel injection device according to the second embodiment is the same as in the first embodiment.

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)

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einer Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine nach der Gattung des Anspruchs 1.The invention relates to a fuel injection device for an internal combustion engine according to the preamble of claim 1.

Eine solche Kraftstoffeinspritzeinrichtung ist durch die DE 101 32 732 A bekannt. Diese Kraftstoffeinspritzeinrichtung weist für jeden Zylinder der Brennkraftmaschine jeweils eine Kraftstoffhochdruckpumpe und ein mit dieser verbundenes Kraftstoffeinspritzventil auf. Die Kraftstoffhochdruckpumpe weist einen in einer Hubbewegung angetriebenen Pumpenkolben auf, der einen Pumpenarbeitsraum begrenzt. Der Pumpenarbeitsraum ist über eine durch ein erstes elektrisch betätigtes Steuerventil gesteuerte Verbindung mit einem Niederdruckbereich verbindbar. Das Kraftstoffeinspritzventil weist ein Einspritzventilglied auf, durch das wenigstens eine Einspritzöffnung gesteuert wird und das durch den in einem mit dem Pumpenarbeitsraum verbundenen Druckraum herrschenden Druck in einer Öffnungsrichtung beaufschlagt ist. Eine Öffnungs- und Schliessbewegung des Einspritzventilglieds wird durch ein elektrisches Steuerelement gesteuert. Das Kraftstoffeinspritzventil weist hierbei einen Steuerdruckraum auf, der mit dem Pumpenarbeitsraum verbindbar ist und der über eine durch das als zweites elektrisch betätigtes Steuerventil ausgebildete Steuerelement gesteuerte Verbindung mit einem Entlastungsbereich verbindbar ist. Es ist ausserdem ein Druckspeicher vorgesehen, in den Kraftstoff durch die Kraftstoffhochdruckpumpe gefördert wird und der mit dem Druckraum des Kraftstoffeinspritzventils verbunden ist. Aus dem Druckspeicher kann Kraftstoff zu einer Einspritzung unabhängig von der Förderung durch die Kraftstoffhochdruckpumpe entnommen werden. Hierdurch ist insbesondere eine Nacheinspritzung von Kraftstoff unter hohem Druck ermöglicht, die zu einem Zeitpunkt erfolgen kann, wenn durch die Kraftstoffhochdruckpumpe schon kein Kraftstoff mehr gefördert wird. Eine derartige Nacheinspritzung von Kraftstoff ist vorteilhaft, um die Schadstoffemissionen der Brennkraftmaschine, insbesondere die Russemission, zu reduzieren. In der Verbindung des Pumpenarbeitsraums und des Druckraums mit dem Druckspeicher sind eine Drosselstelle und ein parallel zu dieser angeordnetes, zum Druckraum hin öffnendes Rückschlagventil angeordnet. Eine Befüllung des Druckspeichers mit Kraftstoff erfolgt nur über die Drosselstelle, die ausreichend groß dimensioniert sein muss, um auch bei geringem von der Kraftstoffhochdruckpumpe erzeugtem Druck und bei geringer eingespritzter Kraftstoffmenge eine ausreichende Befüllung des Druckspeichers zu ermöglichen. Ausserdem muss nach der Beendigung der Kraftstoffeinspritzung ein hoher Druck im Druckraum aufrechterhalten werden, um eine grosse Kraftstoffmenge in den Druckspeicher fördern zu können, wozu eine hohe Antriebsarbeit der Kraftstoffhochdruckpumpe erforderlich ist, was zu einem schlechten Wirkungsgrad der Kraftstoffeinspritzeinrichtung führt. Um die hohen Druckdifferenzen zwischen dem Druckspeicher und dem entlasteten Druckraum und Pumpenarbeitsraum sicher abdichten zu können muss das Rückschlagventil aufwendig ausgebildet sein.Such a fuel injection device is known from DE 101 32 732 A. This fuel injection device has a high-pressure fuel pump and a fuel injection valve connected thereto for each cylinder of the internal combustion engine. The high-pressure fuel pump has a pump piston driven in a stroke movement, which limits a pump working space. The pump working space can be connected to a low-pressure region via a connection controlled by a first electrically actuated control valve. The fuel injection valve has an injection valve member, is controlled by the at least one injection port and which is acted upon by the pressure prevailing in a pressure chamber connected to the pump chamber pressure in an opening direction. An opening and closing movement of the injection valve member is controlled by an electric control. The fuel injection valve in this case has a control pressure chamber which can be connected to the pump working chamber and which can be connected to a discharge region via a connection controlled by the control designed as a second electrically actuated control valve. There is also provided an accumulator is fed into the fuel by the high-pressure fuel pump and which is connected to the pressure chamber of the fuel injection valve. Out The pressure accumulator fuel can be removed to an injection regardless of the promotion by the high-pressure fuel pump. As a result, a post-injection of fuel under high pressure is possible in particular, which can take place at a time when fuel is no longer conveyed by the high-pressure fuel pump. Such a post-injection of fuel is advantageous in order to reduce the pollutant emissions of the internal combustion engine, in particular the soot emission. In the connection of the pump working chamber and the pressure chamber with the pressure accumulator a throttle point and arranged parallel to this, the pressure chamber opening toward the check valve are arranged. A filling of the pressure accumulator with fuel takes place only via the throttle point, which must be sufficiently large to allow sufficient even at low pressure generated by the high-pressure fuel pump and at low injected fuel amount sufficient filling of the pressure accumulator. In addition, after the completion of the fuel injection, a high pressure in the pressure space must be maintained in order to promote a large amount of fuel in the pressure accumulator, which a high driving work of the high-pressure fuel pump is required, resulting in a poor efficiency of the fuel injector. In order to be able to reliably seal the high pressure differences between the accumulator and the relieved pressure chamber and pump working space, the check valve must be elaborately formed.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Kraftstoffeinspritzeinrichtung mit den Merkmalen gemäß Anspruch 1 hat demgegenüber den Vorteil, dass die Kopplungseinrichtung mit dem Kolben eine einfach aufgebaute Anbindung des Druckspeichers an den Druckraum und den Pumpenarbeitsraum ermöglicht und keinen Dichtsitz erfordert. Zur Kraftstoffeinspritzung unabhängig von der Förderung der Kraftstoffhochdruckpumpe führt der Kolben einen zum Druckraum hin gerichteten Förderhub aus.The fuel injection device according to the invention with the features according to claim 1 has the advantage over that the coupling device with the piston allows a simply constructed connection of the pressure accumulator to the pressure chamber and the pump working space and does not require a sealing seat. For fuel injection, regardless of the promotion of the high-pressure fuel pump, the piston performs a directed toward the pressure chamber discharge stroke.

In den abhängigen Ansprüchen sind vorteilhafte Ausgestaltungen und Weiterbildungen der erfindungsgemäßen Kraftstoffeinspritzeinrichtung angegeben. Durch die Ausbildung gemäß Anspruch 2 oder 3 ist die Bypassverbindung auf einfache Weise gebildet. Bei der Ausbildung gemäß Anspruch 4 kann die Bypassverbindung mit kleinem Durchflussquerschnitt ausgebildet werden, da eine Befüllung des Druckspeichers zusätzlich durch den Hub des Kolbens der Kopplungseinrichtung erfolgt. Durch die Weiterbildung gemäß Anspruch 6 ist sichergestellt, dass der Kolben eine definierte Ausgangsstellung einnimmt, ausgehend von der der Kolben einen Hub zur Kraftstofförderung in den Druckspeicher oder einen Förderhub zum Druckraum ausführt. Durch die Ausbildung gemäß Anspruch 7 ist ebenfalls sichergestellt, dass der Kolben eine definierte Ausgangsstellung einnimmt, ausgehend von der der Kolben einen Förderhub zum Durckraum ausführt, wobei eine Befüllung des Druckspeichers nur durch die Bypassverbindung erfolgt.In the dependent claims advantageous refinements and developments of the fuel injection device according to the invention are given. By training according to claim 2 or 3, the bypass connection is formed in a simple manner. In the embodiment according to claim 4, the bypass connection can be formed with a small flow cross-section, since a filling of the pressure accumulator is additionally carried out by the stroke of the piston of the coupling device. The development according to claim 6 ensures that the piston assumes a defined starting position, starting from which the piston performs a stroke for fuel delivery in the pressure accumulator or a delivery stroke to the pressure chamber. The embodiment according to claim 7 also ensures that the piston assumes a defined initial position, starting from which the piston executes a delivery stroke to the pressure chamber, wherein a filling of the pressure accumulator takes place only through the bypass connection.

Zeichnungdrawing

Mehrere Ausführungsbeispiele der Erfindung sind in der Zeichnung dargestellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 eine Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine in schematischer Darstellung gemäß einem ersten Ausführungsbeispiel, Figur 2 die Kraftstoffeinspritzeinrichtung ausschnittsweise gemäß einem zweiten Ausführungsbeispiel und Figur 3 die Kraftstoffeinspritzeinrichtung ausschnittsweise gemäß einem dritten Ausführungsbeispiel.Several embodiments of the invention are illustrated in the drawings and explained in more detail in the following description. 1 shows a fuel injection device for an internal combustion engine in a schematic representation according to a first embodiment, Figure 2 shows the fuel injector fragmentary according to a second embodiment and Figure 3 the Fuel injection device in sections according to a third embodiment.

Beschreibung der AusführungsbeispieleDescription of the embodiments

In den Figuren 1 bis 3 ist eine Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine eines Kraftfahrzeugs dargestellt. Die Kraftstoffeinspritzeinrichtung weist für jeden Zylinder der Brennkraftmaschine jeweils eine Kraftstoffhochdruckpumpe 10 und ein mit dieser verbundenes Kraftstoffeinspritzventil 12 auf. Die Kraftstoffhochdruckpumpe 10 und das Kraftstoffeinspritzventil 12 können zu einer einzigen Baueinheit zusammengefasst sein und eine sogenannte PumpeDüse-Einheit bilden. Alternativ können die Kraftstoffhochdruckpumpe 10 und das Kraftstoffeinspritzventil 12 auch getrennt voneinander angeordnet sein und über eine Leitung miteinander verbunden sein und eine sogenannte Pumpe-Leitung-Düse-Einheit bilden.FIGS. 1 to 3 show a fuel injection device for an internal combustion engine of a motor vehicle. The fuel injection device has a high-pressure fuel pump 10 and a fuel injection valve 12 connected thereto for each cylinder of the internal combustion engine. The high-pressure fuel pump 10 and the fuel injection valve 12 may be combined into a single unit and form a so-called pump nozzle unit. Alternatively, the high-pressure fuel pump 10 and the fuel injection valve 12 may be arranged separately from each other and connected to each other via a line and form a so-called pump-line-nozzle unit.

Die Kraftstoffhochdruckpumpe 10 weist einen in einer Zylinderbohrung 16 eines Pumpenkörpers 14 dicht geführten Pumpenkolben 18 auf, der durch einen Nocken 20 einer Nockenwelle der Brennkraftmaschine gegen die Kraft einer Rückstellfeder 19 in einer Hubbewegung angetrieben wird. Der Pumpenkolben 18 begrenzt in der Zylinderbohrung 16 einen Pumpenarbeitsraum 22, in dem durch den Pumpenkolben 18 Kraftstoff unter Hochdruck verdichtet wird. Dem Pumpenarbeitsraum 22 wird über eine Verbindung 21 Kraftstoff aus einem Kraftstoffvorratsbehälter 24 zugeführt, beispielsweise mittels einer Förderpumpe 25. In der Verbindung 21 des Pumpenarbeitsraums 22 mit der Förderpumpe 25 ist ein erstes elektrisch betätigtes Steuerventil 60 angeordnet. Das Steuerventil 60 ist als 2/2-Wegeventil ausgebildet und wird durch eine elektronische Steuereinrichtung 62 angesteuert. Das Steuerventil 60 weist einen Aktor 61 auf, der ein Elektromagnet oder ein piezoelektrischer Aktor sein kann.The high-pressure fuel pump 10 has a tightly guided in a cylinder bore 16 of a pump body 14 pump piston 18 which is driven by a cam 20 of a camshaft of the internal combustion engine against the force of a return spring 19 in a lifting movement. The pump piston 18 defines in the cylinder bore 16 a pump working chamber 22 in which fuel is compressed by the pump piston 18 under high pressure. The pump working chamber 22 is supplied via a connection 21 fuel from a fuel tank 24, for example by means of a feed pump 25. In the connection 21 of the pump working chamber 22 with the feed pump 25, a first electrically operated control valve 60 is arranged. The control valve 60 is designed as a 2/2-way valve and is controlled by an electronic control device 62. The control valve 60 has an actuator 61, which may be an electromagnet or a piezoelectric actuator.

Das Kraftstoffeinspritzventil 12 weist einen Ventilkörper 26 auf, der mehrteilig ausgebildet sein kann, und in dem ein kolbenförmiges Einspritzventilglied 28 in einer Bohrung 30 längsverschiebbar geführt ist. Der Ventilkörper 26 weist an seinem dem Brennraum des Zylinders der Brennkraftmaschine zugewandten Endbereich wenigstens eine, vorzugsweise mehrere Einspritzöffnungen 32 auf. Das Einspritzventilglied 28 weist an seinem dem Brennraum zugewandten Endbereich eine beispielsweise etwa kegelförmige Dichtfläche 34 auf, die mit einem im Ventilkörper 26 ausgebildeten Ventilsitz 36 zusammenwirkt, von dem oder nach dem die Einspritzöffnungen 32 abführen. Im Ventilkörper 26 ist zwischen dem Einspritzventilglied 28 und der Bohrung 30 zum Ventilsitz 36 hin ein Ringraum 38 vorhanden, der durch eine radiale Erweiterung der Bohrung 30 in einen das Einspritzventilglied 28 umgebenden Druckraum 40 übergeht. Das Einspritzventilglied 28 weist im Bereich des Druckraums 40 eine Druckschulter 42 auf. Am dem Brennraum abgewandten Ende des Einspritzventilglieds 28 greift eine vorgespannte Schließfeder 44 an, durch die das Einspritzventilglied 28 zum Ventilsitz 36 hin gedrückt wird. Die Schließfeder 44 ist in einem Federraum 46 des Ventilkörpers 26 angeordnet, der sich an die Bohrung 30 anschließt. Der Federraum 46 ist mit einem Entlastungsbereich verbunden, der beispielsweise ein Rücklauf zum Kraftstoffvorratsbehälter 24 sein kann. An den Federraum 46 kann sich an dessen der Bohrung 30 abgewandtem Ende im Ventilkörper 26 eine weitere Bohrung 48 anschließen, in der ein Steuerkolben 50 dicht geführt ist, der mit dem Einspritzventilglied 28 verbunden ist. Der Steuerkolben 50 begrenzt mit seiner dem Federraum 46 abgewandten Stirnfläche einen Steuerdruckraum 52 im Ventilkörper 26.The fuel injection valve 12 has a valve body 26 which may be formed in several parts, and in which a piston-shaped injection valve member 28 is guided in a bore 30 so as to be longitudinally displaceable. At its end region facing the combustion chamber of the cylinder of the internal combustion engine, the valve body 26 has at least one, preferably a plurality of injection openings 32. The injection valve member 28 has, at its end region facing the combustion chamber, an approximately conical sealing surface 34, for example, which cooperates with a valve seat 36 formed in the valve body 26, from or after which the injection openings 32 are discharged. In the valve body 26, an annular space 38 is present between the injection valve member 28 and the bore 30 to the valve seat 36, which passes through a radial extension of the bore 30 into a pressure chamber 40 surrounding the injection valve member 28. The injection valve member 28 has a pressure shoulder 42 in the region of the pressure chamber 40. At the end remote from the combustion chamber of the injection valve member 28 engages a prestressed closing spring 44, through which the injection valve member 28 is pressed to the valve seat 36. The closing spring 44 is arranged in a spring chamber 46 of the valve body 26, which adjoins the bore 30. The spring chamber 46 is connected to a discharge region, which may be, for example, a return to the fuel tank 24. To the spring chamber 46 may be connected at its bore 30 remote from the end in the valve body 26, a further bore 48 in which a control piston 50 is guided tightly, which is connected to the injection valve member 28. The control piston 50 defines with its end face remote from the spring chamber 46 a control pressure chamber 52 in the valve body 26.

Eine vom Pumpenarbeitsraum 22 herführende Verbindung 13 mündet im Ventilkörper 26 in den Druckraum 40. In der Verbindung 13, die zwischen dem Pumpenarbeitsraum 22 und dem ersten Steuerventil 60 abführt, ist ein zum Druckraum 40 hin öffnendes Rückschlagventil 53 angeordnet. Das Rückschlagventil 53 ermöglicht eine Kraftstofförderung von der Kraftstoffhochdruckpumpe 10 in den Druckraum 40, verhindert jedoch bei geöffnetem erstem Steuerventil 60 eine Rückströmung von Kraftstoff aus dem Druckraum 40 in den Pumpenarbeitsraum 22 oder zur Förderpumpe 25. Von der Verbindung 13 führt stromaufwärts vor dem Druckraum 40 eine Verbindung 54 in den Steuerdruckraum 52 ab, wobei in der Verbindung 54 eine Drosselstelle 55 angeordnet ist. Vom Steuerdruckraum 52 führt ausserdem eine Verbindung 57 zu einem Entlastungsbereich, beispielsweise einem Rücklauf. zum Kraftstoffvorratsbehälter 24 ab, in der eine Drosselstelle 58 angeordnet ist. In der Verbindung 57 ist ein zweites elektrisch betätigtes Steuerventil 64 angeordnet, das als 2/2-Wegeventil ausgebildet ist und durch die Steuereinrichtung 62 angesteuert wird. Das zweite Steuerventil 64 weist einen Aktor 65 auf, der ein Elektromagnet oder ein piezoelektrischer Aktor sein kann. Durch den im Steuerdruckraum 52 herrschenden Druck wird das Einspritzventilglied 28 zusätzlich zur Schließfeder 44 in Schließrichtung beaufschlagt. Der im Steuerdruckraum 52 herrschende Druck wird durch das zweite Steuerventil 64 gesteuert, indem dieses die Verbindung 57 zum Entlastungsbereich öffnet bzw. schließt. Das zweite Steuerventil 64 bildet somit ein elektrisches Steuerelement, durch das die Öffnungs- und Schliessbewegung des Einspritzventilglieds 28 gesteuert wird. Bei geschlossenem zweitem Steuerventil 64 bleibt das Einspritzventilglied 28 in seiner Schliessstellung bzw. wird in seine Schliessstellung bewegt infolge des hohen Drucks im Steuerdruckraum 52. Bei geöffnetem zweitem Steuerventil 64 kann sich das Einspritzventilglied 28 infolge des geringen Drucks im Steuerdruckraum 52 in seine Öffnungsstellung bewegen, wenn der Druck im Druckraum 40 ausreichend hoch ist. Anstelle der Steuerung der Öffnungs- und Schliessbewegung des Einspritzventilglieds 28 mittels des zweiten Steuerventils 64 kann dies auch beispielsweise durch einen Piezoaktor erfolgen, der direkt oder indirekt auf das Einspritzventilglied 28 in dessen Schliessrichtung wirkt. Der Steuerdruckraum 52 sowie das zweite Steuerventil 64 können dann entfallen.In the connection 13, which discharges between the pump working chamber 22 and the first control valve 60, a non-return valve 53 opening to the pressure chamber 40 is arranged. The check valve 53 allows fuel delivery from the high-pressure fuel pump 10 in the pressure chamber 40, but prevents with open first control valve 60, a backflow of fuel from the pressure chamber 40 in the pump chamber 22 or the feed pump 25. From the connection 13 leads upstream of the pressure chamber 40 a Connection 54 in the control pressure chamber 52, wherein in the connection 54, a throttle point 55 is arranged. From the control pressure chamber 52 also performs a connection 57 to a discharge area, such as a return. to the fuel tank 24, in which a throttle body 58 is arranged. In the connection 57, a second electrically actuated control valve 64 is arranged, which is designed as a 2/2-way valve and is controlled by the control device 62. The second control valve 64 has an actuator 65, which may be an electromagnet or a piezoelectric actuator. By prevailing in the control pressure chamber 52 pressure, the injection valve member 28 is acted upon in addition to the closing spring 44 in the closing direction. The pressure prevailing in the control pressure chamber 52 pressure is controlled by the second control valve 64 by this opens the connection 57 to the discharge area or closes. The second control valve 64 thus forms an electrical control element by which the opening and closing movement of the injection valve member 28 is controlled. When the second control valve 64 is closed, the injection valve member 28 remains in its closed position or is moved into its closed position as a result of the high pressure in the control pressure chamber 52. When the second control valve 64 is open, the injection valve member 28 may be due to the small Move pressure in the control pressure chamber 52 in its open position when the pressure in the pressure chamber 40 is sufficiently high. Instead of controlling the opening and closing movement of the injection valve member 28 by means of the second control valve 64, this can also be done for example by a piezoelectric actuator which acts directly or indirectly on the injection valve member 28 in its closing direction. The control pressure chamber 52 and the second control valve 64 can then be omitted.

Von der Verbindung 13 zwischen dem Pumpenarbeitsraum 22 und dem Druckraum 40 sowie dem Steuerdruckraum 52 führt stromabwärts nach dem Rückschlagventil 53 eine Verbindung 66 zu einem Druckspeicher 68 ab. In der Verbindung 66 ist eine Kopplungseinrichtung 70 angeordnet, die in Figur 1 gemäß einem ersten Ausführungsbeispiel dargestellt ist. Die Kopplungseinrichtung 70 weist einen in einer Zylinderbohrung 72 verschiebbar geführten Kolben 74 auf. Die Kopplungseinrichtung 70 weist eine Bypassverbindung zwischen den beiden Stirnseiten des Kolbens 74 auf, die beispielsweise als ein durch den Kolben 74 verlaufender Kanal 76 ausgebildet sein kann. Im Kanal 76 ist eine Drosselstelle 77 angeordnet. Die Bypassverbindung kann alternativ auch wie bei einem nachfolgend beschriebenen zweiten Ausführungsbeispiel durch einen zwischen dem Außenmantel des Kolbens 174 und der Zylinderbohrung 172 vorhandenen Ringspalt 176 mit kleinem Querschnitt gebildet sein. Der Kolben 74 ist auf seiner dem Durckspeicher 68 zugewandten Stirnseite von dem im Druckspeicher 68 herrschenden Druck beaufschlagt und auf seiner dem Druckspeicher 68 abgewandten Stirnseite von dem in der Verbindung 13 herrschenden Druck beaufschlagt. Der Kolben 74 ist in der Zylinderbohrung 72 zwischen einer zum Druckspeicher 68 gerichteten Endstellung und einer vom Druckspeicher 68 weg zur Verbindung 13 gerichteten Endstellung verschiebbar. Es ist vorzugsweise ein gemeinsamer Druckspeicher 68 für alle Zylinder der Brennkraftmaschine vorgesehen. Der Druckspeicher 68 kann beispielsweise als separates Bauteil rohrförmig oder kugelförmig ausgebildet sein. Alternativ kann der Druckspeicher auch durch internes Volumen der Kraftstoffeinspritzeinrichtung oder durch das Volumen in Verbindungsleitungen der Kraftstoffeinspritzeinrichtung gebildet sein. Am Druckspeicher 68 kann eine Druckbegrenzungseinrichtung 69 vorgesehen sein, durch die der im Druckspeicher 68 herrschende Druck auf einen vorgegebenen Wert begrenzt wird. Die Druckbegrenzungseinrichtung 69 kann als Druckbegrenzungsventil ausgebildet sein, das den Druck im Druckspeicher 68 auf einen konstanten Wert begrenzt. Alternativ kann die Druckbegrenzungseinrichtung 69 auch als Steuerventil ausgebildet sein, durch das der im Druckspeicher 68 herrschende Druck variabel begrenzt werden kann, beispielsweise abhängig von Betriebsparametern der Brennkraftmaschine und das durch die Steuereinrichtung 62 angesteuert wird.Of the connection 13 between the pump working chamber 22 and the pressure chamber 40 and the control pressure chamber 52 performs downstream of the check valve 53, a connection 66 to a pressure accumulator 68 from. In the connection 66, a coupling device 70 is arranged, which is shown in Figure 1 according to a first embodiment. The coupling device 70 has a piston 74 displaceably guided in a cylinder bore 72. The coupling device 70 has a bypass connection between the two end faces of the piston 74, which may be formed, for example, as a passage 76 extending through the piston 74. In the channel 76, a throttle 77 is arranged. Alternatively, the bypass connection can also be formed, as in a second exemplary embodiment described below, by means of an annular gap 176 with a small cross-section present between the outer jacket of the piston 174 and the cylinder bore 172. The piston 74 is acted upon by the pressure prevailing in the pressure accumulator 68 pressure on its side facing the pressure accumulator 68 end face and applied on its side facing away from the accumulator 68 end face of the pressure prevailing in the connection 13 pressure. The piston 74 is displaceable in the cylinder bore 72 between an end position directed towards the pressure accumulator 68 and an end position directed away from the pressure accumulator 68 toward the connection 13. It is preferably one common accumulator 68 provided for all cylinders of the internal combustion engine. The pressure accumulator 68 may be formed, for example, as a separate component tubular or spherical. Alternatively, the pressure accumulator may also be formed by the internal volume of the fuel injection device or by the volume in connection lines of the fuel injection device. At the accumulator 68, a pressure limiting device 69 may be provided, by which the pressure prevailing in the accumulator 68 pressure is limited to a predetermined value. The pressure limiting device 69 may be formed as a pressure limiting valve, which limits the pressure in the pressure accumulator 68 to a constant value. Alternatively, the pressure limiting device 69 may also be designed as a control valve, by which the pressure prevailing in the pressure accumulator 68 pressure can be variably limited, for example, depending on operating parameters of the internal combustion engine and which is controlled by the control device 62.

Nachfolgend wird die Funktion der Kraftstoffeinspritzeinrichtung erläutert. Bei einem Saughub des Pumpenkolbens 18 ist das erste Steuerventil 60 geöffnet, so dass durch die Förderpumpe 25 Kraftstoff aus dem Kraftstoffvorratsbehälter 24 über die Verbindung 21 in den Pumpenarbeitsraum 22 gefördert wird. Das Rückschlagventil 53 ist dabei geschlossen, da der von der Förderpumpe 25 erzeugte Druck geringer ist als der in der Verbindung 13 stroamabwärts nach dem Rückschlagventil 53 im Druckraum 40 und im Steuerdruckraum 52 herrschende Druck. Beim Förderhub des Pumpenkolbens 18 wird das erste Steuerventil 60 geschlossen, so dass sich im Pumpenarbeitsraum 22 Hochdruck aufbaut. Wenn der Druck im Pumpenarbeitsraum 22 höher ist als der im Druckraum 40 und im Steuerdruckraum 52 herrschende Druck, so öffnet das Rückschlagventil 53 und Kraftstoff gelangt zum Kraftstoffeinspritzventil 12. Wenn das zweite Steuerventil 64 geschlossen ist, so herrscht im Steuerdruckraum 52 zumindest annähernd derselbe Druck wie im Druckraum 40 und das Einspritzventilglied 28 wird in seiner Schließstellung gehalten, in der es mit seiner Dichtfläche 34 am Ventilsitz 36 anliegt und die wenigstens eine Einspritzöffnung 32 verschließt, so dass keine Kraftstoffeinspritzung erfolgen kann. Zu einem von der Steuereinrichtung 62 abhängig von Betriebsparameteren der Brennkraftmaschine bestimmten Zeitpunkt wird durch diese das zweite Steuerventil 64 geöffnet, so dass der Steuerdruckraum 52 mit dem Entlastungsbereich verbunden ist und der Druck im Steuerdruckraum 52 sinkt. Durch die Entlastung des Steuerdruckraums 52 wird die in Schließrichtung auf das Einspritzventilglied 28 wirkende Kraft verringert, so dass dieses durch den im Druckraum 40 herrschenden Druck in Öffnungsrichtung 29 bewegt wird und die wenigstens eine Einspritzöffnung 32 freigibt, durch die Kraftstoff eingespritzt wird. Es kann vorgesehen sein, dass zunächst nur eine geringe Kraftstoffmenge bei einer Voreinspritzung eingespritzt wird, wobei dann das zweite Steuerventil 64 durch die Steuereinrichtung 62 nach kurzer Zeit wieder geschlossen wird, so dass der Druck im Steuerdruckraum 52 steigt und das Einspritzventilglied 28 in seine Schließstellung bewegt wird. Es können auch mehrere aufeinander folgende Voreinspritzungen vorgesehen sein.The function of the fuel injector will be explained below. During a suction stroke of the pump piston 18, the first control valve 60 is opened so that fuel is conveyed from the fuel reservoir 24 via the connection 21 into the pump working chamber 22 by the feed pump 25. The check valve 53 is closed, since the pressure generated by the feed pump 25 is less than the pressure in the connection 13 downstream to the check valve 53 in the pressure chamber 40 and the control pressure chamber 52 prevailing pressure. During the delivery stroke of the pump piston 18, the first control valve 60 is closed, so that builds up in the pump working chamber 22 high pressure. If the pressure in the pump working chamber 22 is higher than the pressure prevailing in the pressure chamber 40 and in the control pressure chamber 52, the check valve 53 and opens When the second control valve 64 is closed, at least approximately the same pressure prevails in the control pressure chamber 52 as in the pressure chamber 40 and the injection valve member 28 is held in its closed position in which it rests with its sealing surface 34 on the valve seat 36 and the at least one injection port 32 closes, so that no fuel injection can take place. At a time determined by the control device 62 as a function of operating parameters of the internal combustion engine, the second control valve 64 is opened by the latter, so that the control pressure chamber 52 is connected to the discharge region and the pressure in the control pressure chamber 52 decreases. By relieving the control pressure chamber 52, the force acting in the closing direction on the injection valve member 28 is reduced, so that it is moved by the pressure prevailing in the pressure chamber 40 pressure in the opening direction 29 and the at least one injection port 32 releases, is injected by the fuel. It can be provided that initially only a small amount of fuel is injected at a pilot injection, in which case the second control valve 64 is closed again by the control device 62 after a short time, so that the pressure in the control pressure chamber 52 increases and the injection valve member 28 moves to its closed position becomes. It can also be provided several consecutive pilot injections.

Zu einer Haupteinspritzung einer grossen Kraftstoffmenge wird das zweite Steuerventil 64 durch die Steuereinrichtung 62 wieder geöffnet für eine Zeitdauer entsprechend der einzuspritzenden Kraftstoffmenge. Zur Beendigung der Haupteinspritzung wird das zweite Steuerventil 64 durch die Steuereinrichtung 62 geschlossen und das erste Steuerventil 60 wird geöffnet. Der Pumpenarbeitsraum 22 wird dabei durch die geöffnete Verbindung 21 zur Förderpumpe 25 entlastet, so dass keine weitere Kraftstofförderung durch die Kraftstoffhochdruckpumpe 10 erfolgt. Durch den Druckabfall im Pumpenarbeitsraum 22 schließt das Rückschlagventil 53 in der Verbindung 13. Das zweite Steuerventil 64 wird durch die Steuereinrichtung 62 geschlossen.For a main injection of a large amount of fuel, the second control valve 64 is opened again by the control device 62 for a time corresponding to the amount of fuel to be injected. To end the main injection, the second control valve 64 is closed by the control device 62 and the first control valve 60 is opened. The pump working chamber 22 is relieved by the open connection 21 to the feed pump 25, so that no further fuel delivery through the High-pressure fuel pump 10 is carried out. The pressure drop in the pump working chamber 22 closes the check valve 53 in the connection 13. The second control valve 64 is closed by the control device 62.

Bei der Kraftstofförderung durch die Kraftstoffhochdruckpumpe 10 über die Verbindung 13 zum Druckraum 40 wird auch Kraftstoff über die Verbindung 66 zur Kopplungseinrichtung 70 und in den Druckspeicher 68 gefördert. Der Kolben 74 der Kopplungseinrichtung 70 befindet sich zu Beginn der Kraftstofförderung der Kraftstoffhochdruckpumpe 10 in seiner vom Druckspeicher 68 weggerichteten Endstellung, in der der Kolben 74 in Figur 1 gestrichelt dargestellt ist. Bei der Kraftstofförderung durch die Kraftstoffhochdruckpumpe 10 wird der Kolben 74 in seine zum Druckspeicher 68 gerichtete Endstellung verschoben, in der der Kolben 74 in Figur 1 mit durchgezogenen Linien dargestellt ist, und führt dabei einen Förderhub aus, indem der vom Kolben 74 aus der Zylinderbohrung 72 verdrängte Kraftstoff in den Druckspeicher 68 gefördert wird. Zusätzlich wird auch Kraftstoff durch den Kanal 76 im Kolben 74 in den Druckspeicher 68 gefördert, wobei der Durchfluss durch den Kanal 76 durch die Drosselstelle 77 begrenzt ist. Nach Beendigung der Haupteinspritzung wird im Druckraum 40, im Steuerdruckraum 52 und in der Verbindung 13 stromabwärts nach dem Rückschlagventil 53 ein erhöhter Druck aufrechterhalten, der ebenfalls durch den Kanal 76 im Kolben 74 zu einer Befüllung des Druckspeichers 68 führt.In the fuel delivery through the high-pressure fuel pump 10 via the connection 13 to the pressure chamber 40 and fuel via the connection 66 to the coupling device 70 and into the pressure accumulator 68 is promoted. The piston 74 of the coupling device 70 is located at the beginning of the fuel delivery of the high-pressure fuel pump 10 in its directed away from the pressure accumulator 68 end position in which the piston 74 is shown in phantom in Figure 1. In the fuel delivery by the high-pressure fuel pump 10, the piston 74 is moved to its end directed to the accumulator 68 end position in which the piston 74 is shown in Figure 1 by solid lines, and thereby performs a delivery stroke by the piston 74 from the cylinder bore 72nd displaced fuel is conveyed into the pressure accumulator 68. In addition, fuel is also conveyed through the passage 76 in the piston 74 into the accumulator 68, the flow through the passage 76 being limited by the restriction 77. After completion of the main injection, an increased pressure is maintained in the pressure chamber 40, in the control pressure chamber 52 and in the connection 13 downstream of the check valve 53, which also leads through the channel 76 in the piston 74 to a filling of the pressure accumulator 68.

Zu einer oder mehreren Nacheinspritzungen wird das zweite Steuerventil 64 durch die Steuereinrichtung 62 geöffnet, so dass der Steuerdruckraum 52 entlastet ist. Aus dem Druckspeicher 68 strömt dann unter dem im Druckspeicher 68 herrschenden Druck stehender Kraftstoff in den Druckraum 40 und ermöglicht eine Öffnung des Einspritzventilglieds 28 und damit eine Kraftstoffeinspritzung. Zusätzlich führt auch der Kolben 74 der Kopplungseinrichtung 70 einen vom Druckspeicher 68 weggerichteten Förderhub aus und verdrängt Kraftstoff aus der Zylinderbohrung 72 in den Druckraum 40. Der Druckpeicher 68 und die Kopplungseinrichtung 70 ermöglichen somit eine Kraftstoffeinspritzung, insbesondere eine Nacheinspritzung, unabhängig von der Kraftstofförderung durch die Kraftstoffhochdruckpumpe 10. Eine Nacheinspritzung ist vorteilhaft, um die Schadstoffemission, insbesondere die Russemission der Brennkraftmaschine zu reduzieren und ermöglicht eine Regeneration von Abgasnachbehandlungseinrichtungen wie Partikelfilter oder Katalysator. Ein Einspritzzyklus umfasst wenigstens eine Voreinspritzung, eine Haupteinspritzung und wenigstens eine Nacheinspritzung.For one or more post-injections, the second control valve 64 is opened by the control device 62, so that the control pressure chamber 52 is relieved. From the accumulator 68 then flows under the pressure prevailing in the pressure accumulator 68 pressure fuel into the pressure chamber 40 and allows an opening of the injection valve member 28 and with it a fuel injection. In addition, the piston 74 of the coupling device 70 performs a directed away from the accumulator 68 delivery stroke and displaces fuel from the cylinder bore 72 into the pressure chamber 40. The pressure accumulator 68 and the coupling device 70 thus enable fuel injection, in particular a post-injection, regardless of the fuel delivery through the High-pressure fuel pump 10. A post-injection is advantageous in order to reduce the pollutant emission, in particular the soot emission of the internal combustion engine and allows a regeneration of exhaust aftertreatment devices such as particle filter or catalyst. An injection cycle includes at least one pre-injection, one main injection, and at least one post-injection.

Zu Beginn des nächsten Einspritzzyklus befindet sich der Kolben 74 der Kopplungseinrichtung 70 dann wie vorstehend angegeben in einer vom Druckspeicher 68 weggerichteten Stellung und bewegt sich bei der Kraftstofförderung durch die Kraftstoffhochdruckpumpe 10 in seine zum Druckspeicher 68 gerichtete Endstellung.At the beginning of the next injection cycle, the piston 74 of the coupling device 70 is then as indicated above in a direction away from the accumulator 68 position and moves in the fuel delivery through the high-pressure fuel pump 10 in its directed to the pressure accumulator 68 end position.

In Figur 2 ist die Kraftstoffeinspritzeinrichtung ausschnittsweise gemäß einem zweiten Ausführungsbeispiel dargestellt, bei dem der grundsätzliche Aufbau gleich wie beim ersten Ausführungsbeispiel ist und lediglich die Kopplungseinrichtung 170 modifiziert ist. Die Kopplungseinrichtung 170 weist die Zylinderbohrung 172 auf, in der der Kolben 174 verschiebbar geführt ist. Die Bypassverbindung ist durch einen zwischen dem Außenmantel des Kolbens 174 und der Zylinderbohrung 172 vorhandenen Ringspalt 176 mit kleinem Querschnitt gebildet, der auch eine Drosselstelle bildet. Die Bypassverbindung kann jedoch beim zweiten Ausführungsbeispiel auch gleich wie beim ersten Ausführungsbeispiel als durch den Kolben 174 verlaufender Kanal mit einer Drosselstellte ausgebildet sein. Am Kolben 174 greift beiderseits jeweils ein Federelement 178 bzw. 180 an, das als Schraubendruckfeder ausgebildet ist. Durch die auf der zum Druckspeicher 68 gerichteten Stirnseite des Kolbens 174 angreifende Feder 178 wird der Kolben 174 vom Druckspeicher 68 weg beaufschlagt und durch die auf der dem Druckspeicher 68 abgewandten Stirnseite des Kolbens 174 angreifende Feder 180 wird der Kolben 174 zum Durckspeicher 68 hin beaufschlagt. Durch die beiden Federn 178,180 wird der Kolben 174 zwischen zwei aufeinander folgenden Einspritzzyklen in einer in Figur 2 mit durchgezogenen Linien dargestellten Mittelstellung zwischen seinen beiden Endstellungen gehalten. Bei der Kraftstofförderung in den Druckspeicher 68 während eines Einspritzzyklus wird der Kolben 174 ausgehend von seiner Mittelstellung in seine zum Druckspeicher 68 hin gerichtete Endstellung verschoben. In dieser Endstellung bleibt der Kolben 174, bis eine Kraftstoffentnahme aus dem Druckspeicher 68 zu einer Nacheinspritzung von Kraftstoff erfolgt, bei der der Kolben 174 über seine Mittelstellung hinaus bis in seine vom Druckspeicher 68 weggerichtete Endstellung verschoben wird. Nach Beendigung der Nacheinspritzung und somit nach einem Einspritzzyklus wird der Kolben 174 durch die Federn 178,180 bewirkt wieder in seine Mittelstellung bewegt. Beim Beginn der Kraftstofförderung durch die Kraftstoffhochdruckpumpe 10 beim nächsten Einspritzzyklus befindet sich der Kolben 174 somit immer in seiner definierten Mittelstellung als Ausgangsstellung. Die weitere Funktion der Kraftstoffeinspritzeinrichtung gemäß dem zweiten Ausführungsbeispiel ist gleich wie beim ersten Ausführungsbeispiel.In Figure 2, the fuel injector is shown in fragmentary accordance with a second embodiment, in which the basic structure is the same as in the first embodiment and only the coupling device 170 is modified. The coupling device 170 has the cylinder bore 172, in which the piston 174 is guided displaceably. The bypass connection is formed by an existing between the outer surface of the piston 174 and the cylinder bore 172 annular gap 176 with a small cross section, which also forms a throttle point. However, in the second embodiment, the bypass connection may be the same as in the first embodiment as extending through the piston 174 Channel be formed with a Drosselstellte. On the piston 174 engages on both sides in each case a spring element 178 or 180, which is designed as a helical compression spring. By acting on the pressure accumulator 68 end face of the piston 174 acting spring 178 of the piston 174 is acted upon by the pressure accumulator 68 away and by acting on the pressure accumulator 68 end face of the piston 174 attacking spring 180, the piston 174 is acted to Durckspeicher 68 out. By the two springs 178,180 the piston 174 is held between two successive injection cycles in a middle position shown in Figure 2 by solid lines between its two end positions. During the delivery of fuel into the pressure accumulator 68 during an injection cycle, the piston 174 is displaced from its center position into its end position directed towards the accumulator 68. In this end position, the piston 174 remains until a fuel is removed from the pressure accumulator 68 to a post injection of fuel, in which the piston 174 is moved beyond its center position to its end directed away from the pressure accumulator 68 end position. After completion of the post-injection and thus after an injection cycle, the piston 174 is caused by the springs 178,180 moves back to its center position. At the beginning of the fuel delivery by the high-pressure fuel pump 10 in the next injection cycle, the piston 174 is thus always in its defined center position as the starting position. The other function of the fuel injection device according to the second embodiment is the same as in the first embodiment.

In Figur 3 ist die Kraftstoffeinspritzeinrichtung gemäß einem dritten Ausführungsbeispiel dargestellt, bei dem gegenüber dem ersten Ausführungsbeispiel ebenfalls lediglich die Kopplungseinrichtung 270 modifiziert ist. Die Kopplungseinrichtung 270 weist die Zylinderbohrung 272 auf, in der der Kolben 274 verschiebbar geführt ist. Der Kolben 274 weist den Bypasskanal 276 mit der Drosselstelle 277 auf. Alternativ kann die Bypassverbindung auch wie beim zweiten Ausführungsbeispiel durch einen Ringspalt zwischen Kolben 274 und Zylinderbohrung 272 gebildet sein. Am Kolben 270 greift an dessen dem Druckspeicher 68 abgewandter Stirnseite ein Federelement 280 in Form einer Schraubendruckfeder an, durch die der Kolben 274 zu seiner zum Druckspeicher 68 gerichteten Endstellung hin beaufschlagt wird. Durch die Feder 280 wird der Kolben 274 zwischen zwei aufeinander folgenden Einspritzzyklen in seiner in Figur 3 mit durchgezogenen Linien dargestellten, zum Druckspeicher 68 gerichteten Endstellung gehalten. Eine Kraftstofförderung in den Druckspeicher 68 während eines Einspritzzyklus erfolgt nur durch den Kanal 276, wobei die Drosselstelle 277 ausreichend groß dimensioniert sein muss, um eine ausreichende Befüllung des Druckspeichers 68 zu ermöglichen. In dieser Endstellung bleibt der Kolben 274, bis eine Kraftstoffentnahme aus dem Druckspeicher 68 zu einer Nacheinspritzung von Kraftstoff erfolgt, bei der der Kolben 274 in seine vom Druckspeicher 68 weggerichtete Endstellung verschoben wird. Nach Beendigung der Nacheinspritzung und somit nach einem Einspritzzyklus wird der Kolben 274 durch die Feder 280 bewirkt wieder in seine zum Druckspeicher 68 gerichtete Endstellung bewegt. Beim Beginn der Kraftstofförderung durch die Kraftstoffhochdruckpumpe 10 beim nächsten Einspritzzyklus befindet sich der Kolben 274 somit immer in seiner definierten, zum Druckspeicher 68 gerichteten Endstellung als Ausgangsstellung. Die weitere Funktion der Kraftstoffeinspritzeinrichtung gemäß dem zweiten Ausführungsbeispiel ist gleich wie beim ersten Ausführungsbeispiel.FIG. 3 shows the fuel injection device according to a third exemplary embodiment, in which only the coupling device 270 is modified compared to the first exemplary embodiment. The Coupling device 270 has the cylinder bore 272, in which the piston 274 is guided displaceably. The piston 274 has the bypass channel 276 with the throttle point 277. Alternatively, the bypass connection can also be formed as in the second embodiment by an annular gap between the piston 274 and cylinder bore 272. On the piston 270 engages on its side facing away from the accumulator 68 end face a spring element 280 in the form of a helical compression spring, through which the piston 274 is acted upon to its directed to the pressure accumulator 68 end position. By the spring 280 of the piston 274 is held between two successive injection cycles in his in Figure 3 shown by solid lines, directed to the pressure accumulator 68 end position. A fuel delivery into the pressure accumulator 68 during an injection cycle takes place only through the channel 276, wherein the throttle body 277 must be dimensioned sufficiently large to allow sufficient filling of the pressure accumulator 68. In this end position, the piston 274 remains until a fuel is removed from the pressure accumulator 68 to a post injection of fuel, in which the piston 274 is displaced in its end directed away from the pressure accumulator 68 end position. After completion of the post-injection and thus after an injection cycle of the piston 274 is effected by the spring 280 is moved back into its end position directed to the pressure accumulator 68. At the beginning of fuel delivery by the high-pressure fuel pump 10 in the next injection cycle, the piston 274 is thus always in its defined, directed to the pressure accumulator 68 end position as the starting position. The other function of the fuel injection device according to the second embodiment is the same as in the first embodiment.

Claims (9)

  1. Fuel injection device for an internal combustion engine, having in each case one high-pressure fuel pump (10) and one fuel injection valve (12) connected to the latter for each cylinder of the internal combustion engine, the high-pressure fuel pump (10) having a pump piston (18) which is driven in a reciprocating motion and delimits a pump working space (22) which can be connected to a low pressure region (25) via a connection (21) which is controlled by means of an electrically-actuated control valve (60), the fuel injection valve (12) having an injection valve member (28), by means of which at least one injection opening (32) is controlled and which is acted on in an opening direction by the pressure prevailing in a pressure space (40) which can be connected to the pump working space (22), an opening and closing movement of the injection valve member (28) being controlled by means of an electrical control element (64), a pressure store (68) additionally being provided which is connected by means of a connection (66) to the pump working space (22), via which connection (66) fuel is fed into the pressure store (68) during the feed stroke of the pump piston (18), and which pressure store (68) is additionally connected by means of the connection (66) to the pressure space (40) of the fuel injection valve (12), via which connection (66) fuel can be fed from the pressure store (68) to the pressure space (40) to give a fuel injection, through the fuel injection valve (12), which is independent of the feed stroke of the pump piston (18), characterized in that a coupling device (70; 170; 270) is arranged in the connection (66) of the pressure store (68) to the pump working space (22) and to the pressure space (40), which coupling device (70; 170; 270) has a displaceably guided piston (74; 174; 274) which is acted on on one side by the pressure prevailing in the pressure store (68) and on the other side by the pressure prevailing in the connection (66), in that to inject fuel, the piston (74; 174; 274) performs a feed stroke in the direction of the pressure space (40) and in that a bypass connection (76, 77; 176; 276, 277) which connects the connection (66) to the pressure store (68) is present in the coupling device (70; 170; 270).
  2. Fuel injection device according to Claim 1, characterized in that the bypass connection is formed by a duct (76; 176; 276) which runs through the piston (74; 174; 274) and in which a throttle point (77; 177; 277) is arranged.
  3. Fuel injection device according to Claim 1, characterized in that the bypass connection is formed by a duct (176) which is formed between the outer casing of the piston (174) and a cylinder bore (172) in which the piston (174) is guided.
  4. Fuel injection device according to one of Claims 1 to 3, characterized in that to fill the pressure store (68), the piston (74; 174) performs a stroke in the direction of the pressure store (68).
  5. Fuel injection device according to Claim 4, characterized in that the piston (74; 174; 274) can be moved between a defined end position in the direction of the pressure store (68) and a defined end position in the direction of the connection (66).
  6. Fuel injection device according to Claim 4, characterized in that the piston (174; 274) is acted on towards at least one end position by at least one spring element (178, 180; 280).
  7. Fuel injection device according to Claim 5, characterized in that the piston (174) is acted on towards each end position by in each case one spring element (178, 180) and in that between two successive injection cycles, the piston (174) is held in a defined intermediate position between the two end positions by the spring elements (178, 180).
  8. Fuel injection device according to Claim 4, characterized in that between two successive injection cycles, the piston (274) is held in its end position in the direction of the pressure store (68) by means of a spring element (280).
  9. Fuel injection device according to one of the preceding claims, characterized in that a pressure limiting device (69) is provided, by means of which the pressure in the pressure store (68) is limited to a predefined value.
EP03770908A 2003-01-15 2003-10-07 Fuel injection device for an internal combustion engine Expired - Lifetime EP1595074B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10301194A DE10301194A1 (en) 2003-01-15 2003-01-15 Fuel injection device for an internal combustion engine (ICE) has a high-pressure fuel pump linked to a fuel injection valve for each cylinder in the ICE
DE10301194 2003-01-15
PCT/DE2003/003323 WO2004070201A1 (en) 2003-01-15 2003-10-07 Fuel injection device for an internal combustion engine

Publications (2)

Publication Number Publication Date
EP1595074A1 EP1595074A1 (en) 2005-11-16
EP1595074B1 true EP1595074B1 (en) 2006-10-04

Family

ID=32602542

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03770908A Expired - Lifetime EP1595074B1 (en) 2003-01-15 2003-10-07 Fuel injection device for an internal combustion engine

Country Status (4)

Country Link
US (1) US7252070B2 (en)
EP (1) EP1595074B1 (en)
DE (2) DE10301194A1 (en)
WO (1) WO2004070201A1 (en)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2414517B (en) * 2003-03-04 2006-08-02 Bosch Gmbh Robert Fuel injection system with accumulator fill valve assembly
US7845162B2 (en) 2005-06-20 2010-12-07 Cummins Filtration Ip, Inc Apparatus, system, and method for diverting fluid
GB0614537D0 (en) * 2006-07-21 2006-08-30 Delphi Tech Inc Fuel Injection System
US7947112B1 (en) * 2007-07-16 2011-05-24 Rheodyne, Llc Method for degassing a fluid
WO2009151442A1 (en) * 2008-06-09 2009-12-17 Cummins Filtration Ip Inc Apparatus, system, and method for diverting fluid
US20100031930A1 (en) * 2008-08-06 2010-02-11 Caterpillar Inc. Fuel system for selectively providing fuel to an engine and a regeneration system
US7970526B2 (en) * 2009-01-05 2011-06-28 Caterpillar Inc. Intensifier quill for fuel injector and fuel system using same
US8312863B2 (en) * 2010-03-11 2012-11-20 Caterpillar Inc. Fuel delivery system for selectively providing fuel to various engine components
RU2531163C2 (en) * 2013-07-15 2014-10-20 Погуляев Юрий Дмитриевич Method of control of fuel supply and control device of fuel supply
US11220980B2 (en) * 2019-05-16 2022-01-11 Caterpillar Inc. Fuel system having isolation valves between fuel injectors and common drain conduit

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2045347B (en) * 1979-02-24 1983-04-20 Huber Motorenbau Inst I c engine fuel injection system
DE4335171C1 (en) * 1993-10-15 1995-05-04 Daimler Benz Ag Fuel injection system for a multi-cylinder diesel internal combustion engine
DE19651671C2 (en) 1996-12-12 2001-10-04 Daimler Chrysler Ag Control of an injection system for a multi-cylinder internal combustion engine
DE19747092B4 (en) 1997-10-24 2005-01-13 Siemens Ag Flow limiting device for internal combustion engines
EP1008741B1 (en) * 1998-11-20 2003-04-02 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Accumulator type fuel injection system
DE19860476A1 (en) * 1998-12-28 2000-07-06 Bosch Gmbh Robert Fuel injection system
US6494182B1 (en) * 1999-02-17 2002-12-17 Stanadyne Automotive Corp. Self-regulating gasoline direct injection system
DE19939418A1 (en) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Fuel injection system for an internal combustion engine
DE10132732A1 (en) * 2001-07-05 2003-01-23 Bosch Gmbh Robert Fuel injection system
JP4305394B2 (en) * 2005-01-25 2009-07-29 株式会社デンソー Fuel injection device for internal combustion engine

Also Published As

Publication number Publication date
EP1595074A1 (en) 2005-11-16
DE10301194A1 (en) 2004-07-29
US7252070B2 (en) 2007-08-07
WO2004070201A1 (en) 2004-08-19
US20060231076A1 (en) 2006-10-19
DE50305309D1 (en) 2006-11-16

Similar Documents

Publication Publication Date Title
DE19832287A1 (en) Needle-controlled fuel injector unit
EP1458970B1 (en) Fuel-injection device for an internal combustion engine
EP1595074B1 (en) Fuel injection device for an internal combustion engine
EP1490592A1 (en) Fuel injection device for an internal combustion engine
EP1530681B1 (en) Fuel injection device for an internal combustion engine
DE10205185A1 (en) Fuel injection device for an internal combustion engine
EP1312792B1 (en) Fuel injection apparatus for an internal combustion engine
EP1310668B1 (en) Fuel injection system for a combustion engine
EP1310667B1 (en) Fuel injection system for a combustion engine
DE10123995A1 (en) Fuel injection device has third electrically operated control valve to control second connection between pump working cavity and relief cavity
EP1318293B1 (en) Fuel injection system for internal combustion engine
DE10207045A1 (en) Fuel injection device for a combustion engine, has a high pressure pump with two pistons one of which can assume a passive position
DE10205749A1 (en) Fuel injection device for an internal combustion engine
DE10160263A1 (en) Fuel injection device for an internal combustion engine
EP1260702A2 (en) A fuel injection system for an internal combustion engine
EP1203882A2 (en) Injector
EP1552138B1 (en) Fuel injection device for an internal combustion engine
EP1434939A1 (en) Fuel injection device for internal combustion engines
DE10205750A1 (en) Fuel injection device for an internal combustion engine
DE10224694A1 (en) IC engine with fuel injection system supplied by high pressure pump, has reciprocating piston driven via engine camshaft
DE10139545A1 (en) Fuel injection device for an internal combustion engine
EP1525389A1 (en) Fuel-injection device for an internal combustion engine
WO2006018334A1 (en) Fuel injection device for a cylinder of an internal combustion engine
DE102004046898A1 (en) Fuel injection device for internal combustion engine, has central accumulator attached to hydraulically controlled injectors, filled with hydraulic oil or engine oil, and integrated in cylinder head or engine block
WO2003027481A1 (en) Fuel injection device for an internal combustion engine

Legal Events

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

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20050816

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PT RO SE SI SK TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

RBV Designated contracting states (corrected)

Designated state(s): DE FR GB

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 50305309

Country of ref document: DE

Date of ref document: 20061116

Kind code of ref document: P

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

Effective date: 20070108

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

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

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20070705

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

Ref country code: FR

Payment date: 20091110

Year of fee payment: 7

Ref country code: GB

Payment date: 20091023

Year of fee payment: 7

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20101007

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20101102

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20110630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20101007

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

Ref country code: DE

Payment date: 20131217

Year of fee payment: 11

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 50305309

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150501