EP1654456B1 - Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine - Google Patents

Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine Download PDF

Info

Publication number
EP1654456B1
EP1654456B1 EP04738653A EP04738653A EP1654456B1 EP 1654456 B1 EP1654456 B1 EP 1654456B1 EP 04738653 A EP04738653 A EP 04738653A EP 04738653 A EP04738653 A EP 04738653A EP 1654456 B1 EP1654456 B1 EP 1654456B1
Authority
EP
European Patent Office
Prior art keywords
valve
control
injection device
fuel injection
pressure
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
EP04738653A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1654456A1 (de
Inventor
Peter Boehland
Hans-Christoph Magel
Sebastian Kanne
Godehard Nentwig
Michael Bauer
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 EP1654456A1 publication Critical patent/EP1654456A1/de
Application granted granted Critical
Publication of EP1654456B1 publication Critical patent/EP1654456B1/de
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
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/10—Other injectors with multiple-part delivery, e.g. with vibrating valves
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/0045—Three-way valves
    • 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
    • F02M63/0059—Arrangements of valve actuators
    • F02M63/0061—Single actuator acting on two or more valve bodies
    • 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
    • F02M2200/46—Valves, e.g. injectors, with concentric valve bodies

Definitions

  • the invention relates first of all to a fuel injection device for an internal combustion engine, having at least two valve elements which each have a closing in the direction of hydraulic control surface, which is assigned a hydraulic control chamber, with a control valve which influences the pressure in the control chamber, and with loading devices, which can act in the opening direction of the valve elements, wherein the prevailing in the control chamber hydraulic opening pressures of the valve elements are different.
  • the invention further relates to a method for operating such a fuel injection device.
  • a fuel injection device of the type mentioned is from the DE 101 22 241 A1 known.
  • This shows an injection nozzle for internal combustion engines with two coaxially arranged valve elements. Both valve elements are stroke controlled, that is, they open when the pressure of a hydraulic fluid in a control chamber is lowered. The force acting in the opening direction of the valve elements is provided by acting on a corresponding pressure surface injection pressure.
  • the outer valve element opens first and then the inner Valve member. If only the outer valve element to be opened, the pressure drop in the control room must be stopped in good time and the pressure to be increased again.
  • valve elements By using a plurality of valve elements, each releasing a certain number of fuel outlet openings, even if only a small amount of fuel to be injected, a sufficiently long injection duration can be achieved with good atomization quality, without simultaneously in that case in which large amount of fuel to be injected, an excessively long injection duration and / or an excessively high injection pressure to accept.
  • US 5,899,389 describes a fuel injection device with two valve elements, which can be opened sequentially by a change in the pressure applied to an opening face acting pressure surface.
  • the present invention has the object, a fuel injection device of the type mentioned so educate that they can be controlled as easily as possible and yet works reliably. At the same time a good emission and consumption behavior should be achieved when used on the corresponding internal combustion engine.
  • Object of the present invention is also to provide a method of educate the aforementioned type so that even if only one valve element is to be actuated, this happens if necessary as quickly as possible.
  • the first object is achieved in a fuel injection device of the type mentioned above in that at least three different pressure levels can be adjusted by the control valve in the control chamber, wherein closed at a relatively high pressure level all valve elements, at a mean pressure level, a valve element open, and at a comparatively low pressure level all valve elements are open.
  • the second-mentioned object is achieved in that in a fuel injection device of the above type for opening only one valve element, first the control chamber is connected to a high pressure port and then simultaneously to the high pressure port and a low pressure port.
  • an additional average pressure level in the control chamber can be adjusted, in which the one valve element is already open, but in which the other valve element remains closed.
  • longer Einspitzdauern can be realized with only one open valve element, which leads, especially in part-load operation to a favorable emission and consumption behavior of an internal combustion engine, in which the Kraftstoff-Einspritzvorricbtung invention is installed.
  • the fuel injection device may also include only a single control room.
  • the advantage of the method proposed according to the invention is that the pressure reduction is limited by the connection of the control chamber to the low-pressure connection and additionally to the high-pressure connection, namely to the level of a corresponding intermediate pressure.
  • control chamber is connected via an inlet throttle with a high pressure port, that the control valve is connected on the one hand to the control chamber and on the other hand to a low pressure port.
  • the fuel injection can be completely controlled with only two pressure ports, namely a high pressure port and a low pressure port, and a simple control valve.
  • This embodiment is therefore inexpensive and works reliably during operation.
  • control valve has a switching chamber with a switching element, which in a first switching position at a first valve seat leading to the low-pressure connection is present, in a second switching position abuts a leading to a bypass passage second valve seat, wherein the bypass passage is connected to the high pressure port, and in a third switching position rests neither on the first valve seat nor on the second valve seat.
  • a high, a medium, or a low fluid pressure can be set in the switching chamber. Accordingly, the respective end pressures in the control room, and accordingly, the speeds at which the pressure drops in the control room arise.
  • the control chamber can also be connected to the high-pressure port via the switching chamber, so that the pressure in the control chamber rises very rapidly and the valve elements close quickly. This is particularly advantageous with regard to the emission behavior.
  • control valve forms a throttle point in the third switching position towards the low-pressure connection. This allows limiting the fuel flow from the high pressure port directly to the low pressure port. As a result, less fuel must be pumped and a smaller fuel pump can be used.
  • control chamber is connected to the high pressure port, that the control valve is connected via at least two control channels to the control chamber, and that the control valve in a first switching position separates all the control channels from a low pressure port, in a second switching position a control channel with the Low pressure port connects, and in a third switch position connects all the control channels with the low pressure port .
  • This fuel injection device is technically easy to implement and therefore particularly inexpensive.
  • the control channels are identical and therefore a double Abströmguer Songs is available at a doubling the number of control channels.
  • control chamber is connected to a high pressure port that the control valve connects the control chamber in a first switching position with a low pressure port and in a second switching position separates from this, and that the control valve is continuously controlled from the first switching position to the second switching position and back.
  • the valve is closed again just before the second-opening valve element begins its opening movement (preferably before the first-opening valve element reaches its open end position), and it is reopened just before the first-opening valve element closes so sharply that the leaking fuel flow is throttled in an inadmissible manner.
  • the mean pressure level is thus an average of a pulsating pressure curve, which is caused by the opening and closing of the control valve.
  • a further advantageous embodiment of the fuel injection device provides that the valve elements are coaxial and an axial boundary surface of the control chamber has a circumferential sealing area, which in an open end position of the outer valve element the control chamber in an outer, connected to the high pressure port area, and a divided inside, connected to the control valve area. Due to the coaxial design, the fuel injector is very compact. Due to the sealing region, in the open end position of the outer valve element, the control chamber region assigned to the control surface of the inner valve element is separated from the inflow of high-pressure fuel. The pressure in this control room area is therefore very fast so that the inner valve element opens accordingly quickly. This reduces the emissions.
  • control valve switch very quickly. This can then be realized in a simple manner if the control valve comprises a piezoelectric actuator.
  • control valve comprises a valve body which is hydraulically coupled to the piezoelectric actuator, wherein leakage fluid is used as the hydraulic fluid, which occurs at a guide at least one valve element. Due to the hydraulic coupling, the comparatively small stroke of the piezoactuator can be amplified in the sense of a hydraulic transmission. A corresponding valve body of the control valve can therefore release a sufficient flow cross-section when opening, without having large dimensions.
  • a further advantageous embodiment of the fuel injection device according to the invention is characterized in that a valve element has a driver acting in the opening direction on the other valve element.
  • a valve element has a driver acting in the opening direction on the other valve element.
  • the driver is designed such that it only abuts the other valve element shortly before reaching the maximum stroke of the one valve element. This ensures that, on the one hand, only one valve element can be opened as long as it does not reach its maximum stroke and, on the other hand, that the second valve element opens safely by bringing the first valve element up to the maximum stroke.
  • embodiment of the fuel injection device according to the invention in which acting in the opening direction of the other valve member and the hydraulic control surface of the other valve element are tuned so that this valve element opens only when additionally from the driver of a valve element acting in an opening direction Force is exercised.
  • the second valve element opens, therefore, not only a reduction in the pressure in the control chamber is required, but also the entrainment by the first opening valve element.
  • a fuel injection device collectively carries the reference numeral 10. It comprises a housing 12, which in turn consists of, among other things, a nozzle body 14.
  • valve elements 16 and 18 are arranged. Both valve elements 16 and 18 have at their in FIG. 1 lower end in each case a conical pressure surface 20 and 22, respectively, which bears against a corresponding housing-side sealing edge 24 or 26 when the valve element 16 or 18 is closed. From an existing between the two sealing edges 24 and 26 annulus (without reference numeral) lead more distributed over the circumference of the nozzle body 14 arranged fuel outlet channels 28 to the outside. Furthermore, lead from a present in the nozzle body 14 at its lower end blind hole (without reference numeral) also distributed over the circumference of the nozzle body 14 arranged fuel outlet channels 30 to the outside.
  • the upper end of the inner valve member 16 is formed as a push rod with a circular control surface 32.
  • both valve elements 16 and 18 abut against the respective sealing edges 24 and 26, is located approximately at the same height as the control surface 32 of the inner valve member 16 is a corresponding annular control surface 34 of a push rod of the outer valve member 18.
  • Part of the annular control surface 34 is conical and is bounded radially inward by a sealing region 36, whose function will be explained in more detail below.
  • the control surfaces 32 and 34 define a common hydraulic control chamber 38, which is further enclosed by the nozzle body 14 and a counterpart 40.
  • a valve spring 41 acts on the outer valve element 18 in the closing direction.
  • the fuel injection device 10 further includes an in FIG. 1 only symbolically shown high-pressure port 42, which is connected in the operation of the fuel injection device 10 usually to a fuel rail (not shown) of a common rail injection system. From the high pressure port 42 leads a total extending in the longitudinal direction of the fuel injection device 10 channel 44 to an annular pressure chamber 46 at the lower end of the fuel injection device 10, which is closed with the outer valve element 18 from the radially outwardly of the sealing edge 26 lying area of the pressure surface 22nd the outer valve element 18 is limited.
  • annular groove 50 is introduced into the counterpart 40 facing end face, which is connected via a branch channel 52 with the channel 44.
  • a high pressure passage 54 is formed, which connects the annular groove 50 with the control chamber 38.
  • the high pressure passage 54 includes an inlet throttle 56.
  • the fuel injection device 10 further includes an in FIG. 1 also shown only schematically low pressure port 58. This is usually connected in operation of the fuel injection device 10 with a return line (not shown), which leads back to a fuel tank. At low pressure connection 58, therefore, during operation of fuel injection device 10 there is approximately ambient pressure, whereas at high pressure connection 42 a very high pressure of up to 2000 bar is present.
  • the low pressure port 58 leads to a switching chamber 60, which will be discussed in detail below. From the switching chamber 60 leads in the counterpart 40, a control channel 62 to the control chamber 38. In the control channel 62, a flow restrictor 64 is present. From the switching chamber 60 further leads via a throttle point 66, a bypass channel 68 to the annular groove 50, which is in communication with the high-pressure port 42.
  • the bypass channel 68 is realized by two angularly disposed bore sections 68a and 68b.
  • a cylindrical switching element 70 of a 3/3-way valve 72 is arranged in the switching chamber 60.
  • the switching element 70 is pressed by a valve spring 74 against a first valve seat 76, which is formed in the switching chamber 60 to the low pressure port 58 out.
  • the switching element 70 is coupled to an actuating rod 78, which can be actuated by a piezoelectric actuator 80. In this way, the switching element 70 can be pressed against the force of the valve spring 74 against a second valve seat 82 which is formed in the switching chamber 60 to the bypass channel 68 out.
  • sealing edge 36 can be designed so that the seal between the radially outer and the radially inner region of the control chamber 38 is not absolute, so continue to fuel can flow out of the radially outer region of the control chamber 38 and there ensures a corresponding reduction in pressure.
  • the injection is terminated by the switching element 70 is brought back into abutment against the first valve seat 76 (switch position 84).
  • the switching chamber 60 is disconnected from the low pressure port 58 and reconnected to the high pressure port 42 via the bypass passage 68.
  • the control chamber 38 is again connected to the high pressure port 42 via the control channel 62 and the high pressure passage 54, resulting in a very rapid increase in pressure (reference numeral 94) in the control chamber 38.
  • Both valve elements 16 and 18 close in sequence almost simultaneously (reference numerals 96 and 98 in FIG FIG. 8 ).
  • the pressure (reference numeral 88 in FIG. 7 ), but also not as strong as the one in the Figures 3 and 4 and 6 and 8 shown second switching position 86 of the 3/3-way valve.
  • the corresponding area of the pressure curve bears in FIG. 7 the reference numeral 102. It can be seen that the pressure drops to about half the output pressure.
  • the pressure reduction in the control chamber 38 is sufficiently strong that the outer valve element 18 lifts off from the sealing edge 26 due to the hydraulic force acting on the pressure surface 22 (reference numeral 89 in FIG FIG. 9 ), so that the fuel from the pressure chamber 46 can flow to the fuel outlet channels 28 and escape from them.
  • valve member 18 moves so far until it comes into contact with the sealing edge 36 on the counterpart 40 (reference numeral 90 in FIG. 7 ), which causes a further pressure reduction in the control chamber 38, which, however, is not so strong that the inner valve element 16 opens.
  • the 3/3-way switching valve 72 may also initially be brought into the second switching position 86, in which the switching element 70 rests against the second valve seat 82. Even before the outer valve element 18 comes into abutment with the sealing region 36 on the counterpart 40, then the 3/3-way switching valve 72 is brought into the third switching position 100, which prevents the pressure in the control chamber 38 from falling too much.
  • FIG. 10 A modified embodiment of a fuel injection device 10 is shown in FIG FIG. 10 shown.
  • those elements and regions which have equivalent functions to elements and regions shown in the preceding figures carry the same reference numerals. They are not explained again in detail.
  • fuel injection device 10 differs from the fuel injection device described above only by the configuration of the switching valve 72: This is not formed as a 3/3-way valve, but as a 3/2-way switching valve.
  • a first switching position 84 it can connect the high-pressure port 42 directly to the control chamber 38 via the annular groove 50 and the bypass channel 68 as well as the control channel 62.
  • this switching position prevails in the control chamber 38 so the maximum pressure corresponding to the pressure prevailing at the high pressure port 42 pressure.
  • the second switching position 86 the control chamber 38 is connected to the low-pressure connection 58 via the outflow throttle 64 and the control channel 62. In this switching position, therefore, there is a comparatively low pressure in the control chamber 38, which results from the design of the outflow throttle 64 and the inflow throttle 56.
  • both valve elements 16 and 18 are closed at high pressure in the control chamber 38. At low pressure both valve elements 16 and 18 are opened. If only the outer valve element 18 is to be opened, the control chamber 38 must have a middle one Pressure level can be adjusted. At the in FIG. 10 shown fuel injection device 10, such a mean pressure level is effected by a sequential and continued opening and closing of the switching valve 72.
  • 3/2-switching valve 72 instead of in FIG. 10 shown 3/2-switching valve 72, a 2/2-way valve used. In the corresponding fuel injection device then no bypass channel is present, so that in the closed switching position of the 2/2-switching valve, the control channel 62 is simply locked.
  • the switching valve 72 is opened and closed at a very fast switching frequency (curve 96 in FIG. 12 ), for example with a pulsed or clocked control.
  • the flow can not follow so quickly, so that sets in the control room not a highly fluctuating control pressure, but a relatively constant average pressure.
  • the outer valve element assumes a relatively constant middle position (curve 98) just before the stop (horizontal dashed line).
  • FIG. 13 Another possible embodiment of a fuel injection device 10 is shown in FIG. 13 shown.
  • a 3/3-way switching valve 72 is present, but is missing a bypass channel. Instead, lead from the switching chamber 60 two parallel control channels 62a and 62b to the control chamber 38.
  • the one control channel 62a opens into the switching chamber 60 at the second valve seat 82. When the switching valve 72 is open, this control channel 62a is thus closed.
  • the second control channel 62b opens laterally next to the switching element 70 in the switching chamber 60.
  • Both control channels 62a and 62b include outflow throttles 64a and 64b, the throttle effect is different.
  • the switching element 70 is not directly coupled to the piezoactuator 80, but by means of a hydraulic translator 104.
  • This comprises a translator chamber 106 into which a cylindrical translator element 108 protrudes on one side via the actuating rod 78 with the Switching element 70 is connected.
  • a coupled to the piezoelectric actuator 80 transmission body 110 also protrudes into the booster chamber 106.
  • the diameter of the Translation body 110 is larger than that of the translator element 109.
  • the booster chamber 106 is filled with fuel.
  • the booster chamber 106 is connected to a leakage line 116 via a branch line 112, in which a check valve 114 is arranged. This leads to the low pressure port 58.
  • a corresponding stub 118 also leads to the switching valve 72 and an annular space 120 in which the compression spring 41 is arranged, and in which, via a leakage channel 122, leakage fluid can pass, which from the control chamber 38 through the gap between the upper portions of the two valve elements 16 and 18 passes.
  • the booster chamber 106 is fed with the effluent from the control valve 72 and the annular space 120 leakage fluid.
  • the control channel 62a is closed. Fuel can flow out of the control chamber 38 to the low-pressure port 58 only via the control channel 62b.
  • the outflow throttle 64b and the inflow throttle 56 are coordinated so that in this case an average pressure level in the control chamber 38 is established, in which, although the outer valve element 18 opens, the inner valve element 16 remains closed.
  • FIG. 14 A further modified embodiment is in FIG. 14 shown.
  • the differences in this case relate to the end regions of the valve elements 16 and 18. It can be seen that on the inner valve element 16, an annular collar 124 is formed, which is positioned in a recess 126 in the end region of the outer valve element 118. In the rest position, when both valve elements 16 and 18 are closed, the axial end surfaces of the recess 126 are slightly spaced from the annular collar.
  • FIG. 14 shown fuel injector works similar to those of FIG. 13 , However, if the outer valve element 18 is opened, the in FIG. 14 The lower edge surface of the recess 126 in abutment against the annular collar 124. The thereby additionally exerted by the outer valve member 18 on the inner valve member 16 and acting in the opening direction force causes now also the inner valve member 16 opens. In the FIG. 14 The lower boundary surface of the recess 126 in the outer valve element 18 therefore acts like a driver for the inner valve element 16.
  • the axial position of the annular collar 124 and the recess 126 are coordinated so that the lower edge the recess 126 only abuts the annular collar 124 of the inner valve element 16 shortly before reaching the maximum stroke of the outer valve element 18.
  • a stepped injection rate (“boot injection”) can be achieved, which enables a reduction of the emissions of the internal combustion engine, in which the fuel injection device 10 is used.
  • the control surface 32 of the inner valve element 16 is further designed so that even if both control channels 62a and 62b are "activated", ie if the minimum possible pressure prevails in the control chamber 38, the inner valve element 16 opens only when the recess 126th abuts the annular collar 124.
  • FIG. 15 A further modified embodiment of a fuel injection device 10 is shown in FIG. 15
  • the valve elements 16 and 18 are made in one piece.
  • the control chamber 38 is not limited radially by the housing 12, but by a sleeve 128, which at its in FIG. 15 upper edge has a sealing edge (without reference numeral). This sealing edge is pressed by the compression spring 41 against the control surfaces 32 and 34 of the valve elements 16 and 18 opposite housing surface (without reference numeral).

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)
EP04738653A 2003-08-01 2004-06-09 Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine Expired - Lifetime EP1654456B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10335211A DE10335211A1 (de) 2003-08-01 2003-08-01 Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine
PCT/DE2004/001201 WO2005015003A1 (de) 2003-08-01 2004-06-09 Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1654456A1 EP1654456A1 (de) 2006-05-10
EP1654456B1 true EP1654456B1 (de) 2012-12-05

Family

ID=34072014

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04738653A Expired - Lifetime EP1654456B1 (de) 2003-08-01 2004-06-09 Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine

Country Status (6)

Country Link
US (1) US7267109B2 (ja)
EP (1) EP1654456B1 (ja)
JP (1) JP4197350B2 (ja)
KR (1) KR20060060665A (ja)
DE (1) DE10335211A1 (ja)
WO (1) WO2005015003A1 (ja)

Families Citing this family (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004024527A1 (de) * 2004-05-18 2005-12-15 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung
DE102004030448A1 (de) * 2004-06-24 2006-01-12 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung
DE102004055263A1 (de) * 2004-11-17 2006-05-18 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung
DE102004061800A1 (de) * 2004-12-22 2006-07-06 Robert Bosch Gmbh Injektor eines Kraftstoffeinspritzsystems einer Brennkraftmaschine
EP1703117B1 (en) * 2005-03-04 2010-11-03 Delphi Technologies Holding S.à.r.l. Injection nozzle
DE102005020832A1 (de) * 2005-05-04 2006-11-09 Robert Bosch Gmbh Kraftstoffeinspritzdüse
JP2007100690A (ja) * 2005-09-07 2007-04-19 Denso Corp 燃料噴射ノズル
DE102006009069A1 (de) * 2006-02-28 2007-08-30 Robert Bosch Gmbh Brennstoffeinspritzventil
DE102006037175A1 (de) * 2006-08-09 2008-02-14 Robert Bosch Gmbh Kraftstoffinjektor mit verbessert geführter Hubbewegung des Ventilschließgliedes
DE102006055801A1 (de) * 2006-11-27 2008-05-29 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
JP4548465B2 (ja) * 2007-01-23 2010-09-22 株式会社デンソー インジェクタ
JP2008255824A (ja) * 2007-04-02 2008-10-23 Toyota Motor Corp 内燃機関の燃料噴射弁
DE102007034318A1 (de) * 2007-07-24 2009-01-29 Robert Bosch Gmbh Injektor
US20090126689A1 (en) * 2007-11-16 2009-05-21 Caterpillar Inc. Fuel injector having valve with opposing sealing surfaces
US8496191B2 (en) * 2008-05-19 2013-07-30 Caterpillar Inc. Seal arrangement for a fuel injector needle valve
US8216997B2 (en) 2008-08-14 2012-07-10 Acceleron Pharma, Inc. Methods for increasing red blood cell levels and treating anemia using a combination of GDF traps and erythropoietin receptor activators
EP2295784B1 (en) * 2009-08-26 2012-02-22 Delphi Technologies Holding S.à.r.l. Fuel injector
DE102010039051A1 (de) * 2010-08-09 2012-02-09 Robert Bosch Gmbh Einspritzvorrichtung
CA2890217C (en) 2012-11-02 2021-07-20 Yifu FANG Activin-actrii antagonists and uses for treating bone and other disorders
GB201309122D0 (en) 2013-05-21 2013-07-03 Delphi Tech Holding Sarl Fuel Injector
DE102013021810B4 (de) * 2013-12-20 2017-02-23 L'orange Gmbh Dual-Fuel-Kraftstoffinjektor
MA41052A (fr) 2014-10-09 2017-08-15 Celgene Corp Traitement d'une maladie cardiovasculaire à l'aide de pièges de ligands d'actrii
DK3227675T3 (da) 2014-12-03 2023-05-30 Celgene Corp Activin-actrii-antagonister og anvendelser til behandling af myelodysplastisk syndrom
JP6365350B2 (ja) * 2015-03-04 2018-08-01 株式会社デンソー 燃料噴射弁
FR3080891B1 (fr) * 2018-05-03 2020-10-09 Delphi Tech Ip Ltd Injecteur de carburant pour moteur a combustion interne
WO2023166139A1 (de) * 2022-03-03 2023-09-07 Ganser-Hydromag Ag Brennstoffeinspritzventil für verbrennungskraftmaschinen

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3369015B2 (ja) * 1994-12-15 2003-01-20 株式会社日本自動車部品総合研究所 内燃機関のコモンレール式燃料噴射装置
US5899389A (en) * 1997-06-02 1999-05-04 Cummins Engine Company, Inc. Two stage fuel injector nozzle assembly
DE10006786A1 (de) * 2000-02-18 2001-08-30 Bosch Gmbh Robert Einspritzeinrichtung und Verfahren zum Einspritzen von Fluid
JP4221913B2 (ja) * 2001-04-26 2009-02-12 トヨタ自動車株式会社 燃料噴射装置
DE10123775B4 (de) * 2001-05-16 2005-01-20 Robert Bosch Gmbh Kraftstoff-Einspritzvorrichtung für Brennkraftmaschinen, insbesondere Common-Rail-Injektor, sowie Kraftstoffsystem und Brennkraftmaschine
DE10246973A1 (de) * 2002-10-09 2004-04-22 Robert Bosch Gmbh Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine
US7021565B2 (en) * 2004-02-10 2006-04-04 Caterpillar Inc. Pressure modulated common rail injector and system

Also Published As

Publication number Publication date
EP1654456A1 (de) 2006-05-10
JP2007500816A (ja) 2007-01-18
DE10335211A1 (de) 2005-02-17
WO2005015003A1 (de) 2005-02-17
JP4197350B2 (ja) 2008-12-17
KR20060060665A (ko) 2006-06-05
US20060208106A1 (en) 2006-09-21
US7267109B2 (en) 2007-09-11

Similar Documents

Publication Publication Date Title
EP1654456B1 (de) Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine
DE4311627B4 (de) Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
EP1577538B1 (de) Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen mit Nadelhubdämpfung
EP1952011B1 (de) Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine mit kraftstoff-direkteinspritzung
EP1910663B1 (de) Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine mit kraftstoff-direkteinspritzung
WO2007000371A1 (de) Injektor mit zuschaltbarem druckübersetzer
EP1925812B1 (de) Kraftstoffeinspritzventil für Brennkraftmaschinen
EP1651858B1 (de) Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine
EP1377745B1 (de) Verfahren zum betreiben einer pumpe-düse-einheit sowie pumpe-düse-einheit
DE10160490B4 (de) Kraftstoff-Einspritzvorrichtung, Kraftstoffsystem sowie Brennkraftmaschine
DE10344942B4 (de) Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine
DE10148350A1 (de) Kraftstoff-Einspritzvorrichtung, insbesondere Injektor für Brennkraftmaschinen mit Direkteinspritzung, sowie Kraftstoffsystem und Brennkraftmaschine
WO2006079425A1 (de) Kraftstoffeinspritzvorrichtung
EP1654454B1 (de) Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine
DE102004048594A1 (de) Kraftstoffsystem, für eine Brennkraftmaschine, sowie Verfahren zum Betreiben eines Kraftstoffsystems
WO2006048375A1 (de) Kraftstoffeinspritzeinrichtung
WO2004063553A1 (de) Kraftstoff-einspritzvorrichtung
EP1502023A1 (de) Kraftstoffeinspritzeinrichtung für brennkraftmaschinen
WO2005026525A1 (de) Kraftstoffeinspritzventil für brennkraftmaschinen
DE10342567A1 (de) Vorrichtung zum Einspritzen von Kraftstoff
WO2005014998A1 (de) Kraftstoff-einspritzvorrichtung, insbesondere für eine brennkraftmaschine mit kraftstoff-direkteinspritzung
WO2004079181A1 (de) Kraftstoffeinspritzventil für eine brennkraftmaschine
WO2015154854A1 (de) Druckentlastungsventil für ein hochdruckpumpensystem
DE102006026160A1 (de) Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine

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: 20060301

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 PL PT RO SE SI SK TR

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20111020

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

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

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 587432

Country of ref document: AT

Kind code of ref document: T

Effective date: 20121215

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502004013915

Country of ref document: DE

Effective date: 20130131

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

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20130316

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20121205

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

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20130306

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

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

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20130305

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

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

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20130405

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

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

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

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

26N No opposition filed

Effective date: 20130906

BERE Be: lapsed

Owner name: ROBERT BOSCH G.M.B.H.

Effective date: 20130630

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502004013915

Country of ref document: DE

Effective date: 20130906

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

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

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

Effective date: 20130609

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

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

Ref country code: BE

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

Effective date: 20130630

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

Ref country code: CH

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

Effective date: 20130630

Ref country code: LI

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

Effective date: 20130630

Ref country code: GB

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

Effective date: 20130609

Ref country code: IE

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

Effective date: 20130609

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 587432

Country of ref document: AT

Kind code of ref document: T

Effective date: 20130609

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

Ref country code: AT

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

Effective date: 20130609

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

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20121205

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

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20040609

Ref country code: LU

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

Effective date: 20130609

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 13

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

Ref country code: FR

Payment date: 20160621

Year of fee payment: 13

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

Ref country code: IT

Payment date: 20160621

Year of fee payment: 13

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

Ref country code: DE

Payment date: 20170809

Year of fee payment: 14

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20180228

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: 20170630

Ref country code: IT

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

Effective date: 20170609

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502004013915

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: 20190101