EP2183477A1 - Method and device for injecting fuel into the combustion chamber of an internal combustion engine - Google Patents

Method and device for injecting fuel into the combustion chamber of an internal combustion engine

Info

Publication number
EP2183477A1
EP2183477A1 EP08782821A EP08782821A EP2183477A1 EP 2183477 A1 EP2183477 A1 EP 2183477A1 EP 08782821 A EP08782821 A EP 08782821A EP 08782821 A EP08782821 A EP 08782821A EP 2183477 A1 EP2183477 A1 EP 2183477A1
Authority
EP
European Patent Office
Prior art keywords
fuel
control valve
flushing
pressure
pump
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP08782821A
Other languages
German (de)
French (fr)
Other versions
EP2183477B1 (en
Inventor
Erfindernennung liegt noch nicht vor Die
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 EP2183477A1 publication Critical patent/EP2183477A1/en
Application granted granted Critical
Publication of EP2183477B1 publication Critical patent/EP2183477B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • 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
    • F02M61/168—Assembling; Disassembling; Manufacturing; Adjusting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B05—SPRAYING OR ATOMISING IN GENERAL; APPLYING FLUENT MATERIALS TO SURFACES, IN GENERAL
    • B05B—SPRAYING APPARATUS; ATOMISING APPARATUS; NOZZLES
    • B05B9/00—Spraying apparatus for discharge of liquids or other fluent material, without essentially mixing with gas or vapour
    • B05B9/002—Spraying apparatus for discharge of liquids or other fluent material, without essentially mixing with gas or vapour incorporating means for heating or cooling, e.g. the material to be sprayed
    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
    • F02M51/0625—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures
    • F02M51/0664—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a cylindrically or partly cylindrically shaped armature, e.g. entering the winding; having a plate-shaped or undulated armature entering the winding
    • F02M51/0667—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a cylindrically or partly cylindrically shaped armature, e.g. entering the winding; having a plate-shaped or undulated armature entering the winding the armature acting as a valve or having a short valve body attached 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • F02M53/043—Injectors with heating, cooling, or thermally-insulating means with cooling means other than air cooling
    • 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • F02M53/06—Injectors with heating, cooling, or thermally-insulating means with fuel-heating means, e.g. for vaporising
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/24—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space by pressurisation of the fuel before a nozzle through which it is sprayed by a substantial pressure reduction into a space
    • F23D11/26—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space by pressurisation of the fuel before a nozzle through which it is sprayed by a substantial pressure reduction into a space with provision for varying the rate at which the fuel is sprayed
    • F23D11/28—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space by pressurisation of the fuel before a nozzle through which it is sprayed by a substantial pressure reduction into a space with provision for varying the rate at which the fuel is sprayed with flow-back of fuel at the burner, e.g. using by-pass
    • 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
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/001—Control chambers formed by movable sleeves
    • 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
    • F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
    • F02M2700/07—Nozzles and injectors with controllable fuel supply
    • F02M2700/077—Injectors having cooling or heating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/20—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for cooling
    • 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

Definitions

  • the present invention relates to a method for injecting fuel into the combustion chamber of an internal combustion engine, in which the fuel is conveyed from a prefeed pump from a tank to a high-pressure pump and the high-pressure pump conveyed HochdruckkraftStoff is supplied to the injection injector, wherein the injector injector comprising an axially displaceable nozzle needle, which dips into a fuel-pressurized control chamber, the pressure of which is controlled by a fuel supply opening or closing channel for at least one supply or discharge channel, and a device for injecting fuel into the combustion chamber of an internal combustion engine.
  • Injection injectors of the type described above are often used in common rail injection systems.
  • Injectors for common rail systems for injecting high viscosity fuels into the combustion chamber of internal combustion engines are known in various forms. In the case of heavy oil, heating up to 150 ° C is required to achieve the necessary injection viscosity. With a high proportion of abrasive solids and a high temperature naturally increases the Veschl employ and thus affects the reliability.
  • an injector for a Commonraileinspritz- system has different parts, which are usually held together by a nozzle retaining nut.
  • the actual injector nozzle contains a nozzle needle, which is guided axially displaceably in the nozzle body of the injector nozzle and has a plurality of free surfaces through which fuel can flow from the nozzle antechamber to the needle tip.
  • the nozzle needle itself carries a collar on which a compression spring is supported, and dives into a control room, which can be acted upon with fuel under pressure.
  • An inlet channel can be connected to this control chamber via an inlet throttle and an outlet channel via an outlet throttle, wherein the respective pressure built up in the control chamber together with the force of the compression spring holds the nozzle needle in the closed position.
  • the pressure in the control chamber can be controlled by a control valve, which is usually operated by an electromagnet.
  • a control valve which is usually operated by an electromagnet.
  • With appropriate wiring opening of the solenoid valve can cause a flow of fuel through a throttle, so that a decrease in the hydraulic holding force leads to the immersed into the control chamber end face of the nozzle needle to open the nozzle needle. In this way, the fuel can pass through the injection openings in the combustion chamber of the engine in the sequence.
  • an inlet throttle is usually also provided, wherein the opening speed of the nozzle needle is determined by the flow difference between the inlet and outlet throttle.
  • a temperature control or cooling of injection injectors is known, for example, from WO 2006/021014 A1, in which additional channels, through which lubricating oil or engine oil flows, are arranged in the injector for the purpose of cooling.
  • the invention now aims to improve the method for injecting fuel into the combustion chamber of an internal combustion engine of the type mentioned in that improved cooling of the control valve, in particular solenoid valve is achieved.
  • the procedure according to the invention essentially proceeds such that a subset of the fuel is diverted as flushing amount and fed to a flushing channel of the injection injector, the flushing quantity being supplied directly to the control valve, so that the flushing quantity is at least the control valve partially flows through and preferably mixed with the fuel from the inlet and outlet channel, and that the flushing volume is passed through a heat exchanger for controlling the temperature of the flushing.
  • the procedure according to the invention makes it possible to carry out effective cooling of the solenoid valve without complex installations, with even the removal of a small amount of fuel between priming pump and high-pressure pump being sufficient to achieve a noticeable reduction of the temperature in the area of the solenoid valve.
  • the flushing quantity is in this case conducted via a heat exchanger for preheating the flushing quantity.
  • the cooling capacity can be adjusted, wherein the temperature comprises either the cooling or the preheating of the flushing amount.
  • a heating of the valve for example, before the engine start, possible.
  • the flushing quantity is supplied to the control valve in the region of the valve seat of the valve member.
  • the purge quantity diverted between the prefeed pump and the high-pressure pump mixes directly with the fuel coming from the supply and drainage channel at the input of the control valve, so that essentially the entire control valve flows through the already cooled fuel.
  • the armature chamber of the control valve is preferably flowed through by the flushing quantity, so that, in particular, the part of the solenoid valve subject to a strong thermal load can be efficiently cooled.
  • the control of the cooling power is carried out in a particularly preferred manner in that the diverted between the prefeed pump and the high-pressure pump purge amount, preferably by means of a throttle or a purge valve, is regulated.
  • the regulation can advantageously be carried out as a function of measured values of a temperature sensor, wherein the temperature sensor detects the temperature of the magnetic valve or of the fuel in the outlet of the magnetic valve. In this way, a particularly simple temperature control.
  • the procedure is preferably such that the fuel from the prefeed pump is pressurized to 5. 10 bar is promoted.
  • the present invention also aims to provide a device for injecting fuel into the combustion chamber of an internal combustion engine, in which an improved cooling of the solenoid valve is achieved.
  • the apparatus comprises a prefeed pump for conveying fuel from a tank, a high-pressure pump and an injection injector, the fuel delivered by the prefeed pump being supplied to the high-pressure pump and the high-pressure fuel delivered by the high-pressure pump being fed to the injection injector, the injector having an injection nozzle with an injection nozzle axially displaceable nozzle needle which is immersed in a fuel-pressurized control chamber whose pressure is controllable via a at least one supply or discharge channel for fuel opening or closing control valve.
  • the device is essentially characterized in that a branch line is connected between the prefeed pump and the high-pressure pump, which is connected to a flushing channel of the injection injector, wherein the flushing channel opens on the control valve, so that the flushing amount flows through the control valve at least partially and preferably mixed with the fuel from the inlet and outlet channel, and that the branch line via a heat exchanger (31) is guided for controlling the temperature of the flushing.
  • FIG. 1 shows the schematic structure of a modular common rail injection system
  • FIG. 2 shows a section along the line II-II according to FIG. 1
  • FIG. 3 shows a section along the line III-III according to FIG. 2.
  • FIG. 1 shows the schematic structure of a modular comerrail injection system according to the present invention.
  • fuel is sucked in with a prefeed pump 2 and removed from the high-pressure pump 3 to the required pressure.
  • lent system pressure brought and the injection injector 4 supplied.
  • the injector 4 comprises an injection nozzle 5, a throttle plate 6, a solenoid valve 7, an injector body 8 (not shown) equipped with a high-pressure accumulator 8 and a nozzle retaining nut 9 which holds the parts together.
  • the solenoid valve 7 In idle state, the solenoid valve 7 is closed, so that high-pressure fuel from the high-pressure bore 10 via the transverse groove 11 and the inlet nozzle 12 flows into the control chamber 13 of the nozzle 5, the outflow from the control chamber 13 via the outlet throttle 14 but at the valve seat 15 of the Solenoid valve 7 is blocked.
  • the voltage applied in the control chamber 13 system pressure presses together with the force of the nozzle spring 16, the nozzle needle 17 in the nozzle needle seat 18, so that the injection holes 24 are closed.
  • solenoid valve 7 If the solenoid valve 7 is actuated by the solenoid 25 is controlled and the solenoid valve member 27 is lifted against the force of the solenoid valve spring 26 from the solenoid valve seat 15, it releases the flow through the solenoid valve seat 15, and fuel flows from the control chamber 13 through the furnisheddros- sel 14, the solenoid valve armature chamber 19, the outlet gaps 20, the relief bore 21 and the low-pressure bore 22 back into the fuel tank 1. It sets itself through the flow cross sections of inlet throttle 12 and outlet throttle 14 defined equilibrium pressure in the control chamber 13, which is so low that the system pressure applied in the nozzle chamber 23 is able to open the nozzle needle 17 guided longitudinally displaceably in the nozzle body 32 so that the injection holes 24 are released and an injection takes place.
  • an absolute pressure of 1-2 bar prevails, so that it comes through the Ab Kunststoffung the system pressure via inlet throttle 12, outlet throttle 14 and solenoid valve seat 15 to a strong heating of the fuel.
  • electrical and magnetic losses act as additional heating, so it especially at high flow rates, as well as already preheated fuels (eg heavy oil) and can come at high electrical operating currents of the solenoid valve 7 to critical component loads.
  • FIG. 2 shows the section through the injection injector 4 indicated in FIG. 1. Here, the flushing bore 28 according to the invention is additionally visible.
  • Fig. 3 shows the section indicated in Fig. 2 by the injection injector 4 with the SpülpfstoffVersorgung invention.
  • the flushing quantity can be controlled via the flushing valve 30 and tempered in the heat exchanger 31.
  • the diverted amount is passed via the flushing bore 28 directly to the solenoid valve seat 15, where the flushing quantity mixed with the exiting from the outlet throttle 14 control amount. Due to the large temperature difference between purge and control amount here is a significant cooling of the control amount, so that the adjusting temperature in the armature chamber 19 is much lower compared to a conventional injector without flushing.

Abstract

In a method for injecting fuel into the combustion chamber of an internal combustion engine, the fuel is fed by at least one prefeed pump from a tank to at least one high-pressure pump, and the high-pressure fuel which is fed by the high-pressure pump is supplied to the injector, wherein the injector has an injection nozzle with an axially movable nozzle needle which protrudes into a control chamber which can be fed with fuel under pressure, the pressure of which control chamber is controlled by means of a control valve which opens or closes at least one inflow or outflow duct for fuel. Between the prefeed pump and the high-pressure pump, a partial quantity of the fuel is branched off as a flushing quantity and is supplied to a flushing duct of the injector, wherein the flushing quantity is supplied directly to the control valve such that the flushing quantity at least partially flows through the control valve and preferably mixes with the fuel from the inflow or outflow duct.

Description

Verfahren und Vorrichtung zum Einspritzen von Kraftstoff in den Brennraum einer BrennkraftmaschineMethod and device for injecting fuel into the combustion chamber of an internal combustion engine
Die vorliegende Erfindung betrifft ein Verfahren zum Ein- spritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine, bei welchem der Kraftstoff von einer Vorförderpumpe aus einem Tank zu einer Hochdruckpumpe gefördert wird und der von der Hochdruckpumpe geförderte HochdruckkraftStoff dem Einspritzinjektor zugeführt wird, wobei der Einspritzinjektor eine Einspritzdüse mit einer axial verschieblichen Düsennadel aufweist, welche in einen mit Kraftstoff unter Druck speisbaren Steuerraum eintaucht, dessen Druck über ein wenigstens einen Zu- oder Ablaufkanal für Kraftstoff öffnendes oder schließendes Steuerventil gesteuert wird, sowie eine Vorrichtung zum Einspritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine.The present invention relates to a method for injecting fuel into the combustion chamber of an internal combustion engine, in which the fuel is conveyed from a prefeed pump from a tank to a high-pressure pump and the high-pressure pump conveyed HochdruckkraftStoff is supplied to the injection injector, wherein the injector injector comprising an axially displaceable nozzle needle, which dips into a fuel-pressurized control chamber, the pressure of which is controlled by a fuel supply opening or closing channel for at least one supply or discharge channel, and a device for injecting fuel into the combustion chamber of an internal combustion engine.
Einspritzinjektoren der eingangs beschriebenen Art kommen häufig in Commonrail-Einspritzsystemen zum Einsatz.Injection injectors of the type described above are often used in common rail injection systems.
Injektoren für Commonrailsysteme zum Einspritzen von Kraftstoffen mit hoher Viskosität in den Brennraum von Brennkraftmaschinen sind in unterschiedlicher Ausbildung bekannt. Im Fall von Schweröl ist eine Erwärmung auf bis zu 150°C erfor- derlich, um die notwendige Einspritzviskosität zu erreichen. Bei hohem Anteil an abrasiv wirkenden Feststoffen und hoher Temperatur steigt naturgemäß der Veschleiß und beeinträchtigt damit die Betriebssicherheit.Injectors for common rail systems for injecting high viscosity fuels into the combustion chamber of internal combustion engines are known in various forms. In the case of heavy oil, heating up to 150 ° C is required to achieve the necessary injection viscosity. With a high proportion of abrasive solids and a high temperature naturally increases the Veschleiß and thus affects the reliability.
Grundsätzlich hat ein Injektor für ein Commonraileinspritz- system verschiedene Teile, welche in aller Regel durch eine Düsenspannmutter zusammengehalten werden. Die eigentliche Injektordüse enthält eine Düsennadel, welche im Düsenkörper der Injektordüse axial verschieblich geführt ist und mehrere Frei- flächen aufweist, durch welche aus dem Düsenvorraum Kraftstoff zur Nadelspitze strömen kann. Die Düsennadel selbst trägt einen Bund, an welchem sich eine Druckfeder abstützt, und taucht in einen Steuerraum ein, welcher mit Kraftstoff unter Druck beaufschlagbar ist. An diesen Steuerraum kann ein Zulaufkanal über eine Zulaufdrossel und ein Ablaufkanal über eine Ablaufdrossel angeschlossen sein, wobei der jeweilige im Steuerraum aufgebaute Druck gemeinsam mit der Kraft der Druckfeder die Düsennadel in der Schließstellung hält. Der Druck im Steuerraum kann von einem Steuerventil kontrolliert werden, welches zumeist von einem Elektromagneten betätigt wird. Bei entsprechender Beschaltung kann ein Öffnen des Magnetventils einen Abfluss des Kraftstoffes über eine Drossel bewirken, so- dass ein Absinken der hydraulischen Haltekraft auf die in den Steuerraum eintauchende Stirnfläche der Düsennadel zum Öffnen der Düsennadel führt. Auf diese Weise kann in der Folge der Kraftstoff durch die Einspritzöffnungen in den Brennraum des Motors gelangen.Basically, an injector for a Commonraileinspritz- system has different parts, which are usually held together by a nozzle retaining nut. The actual injector nozzle contains a nozzle needle, which is guided axially displaceably in the nozzle body of the injector nozzle and has a plurality of free surfaces through which fuel can flow from the nozzle antechamber to the needle tip. The nozzle needle itself carries a collar on which a compression spring is supported, and dives into a control room, which can be acted upon with fuel under pressure. An inlet channel can be connected to this control chamber via an inlet throttle and an outlet channel via an outlet throttle, wherein the respective pressure built up in the control chamber together with the force of the compression spring holds the nozzle needle in the closed position. The pressure in the control chamber can be controlled by a control valve, which is usually operated by an electromagnet. With appropriate wiring opening of the solenoid valve can cause a flow of fuel through a throttle, so that a decrease in the hydraulic holding force leads to the immersed into the control chamber end face of the nozzle needle to open the nozzle needle. In this way, the fuel can pass through the injection openings in the combustion chamber of the engine in the sequence.
Neben einer Ablaufdrossel ist auch meist eine Zulaufdrossel vorgesehen, wobei die Öffnungsgeschwindigkeit der Düsennadel durch den Durchflussunterschied zwischen Zu- und Ablaufdrossel bestimmt wird. Wenn das Magnetventil geschlossen wird, wird der Ablaufweg des Kraftstoffes durch die Ablaufdrossel gesperrt und über die Zulaufdrossel neuerlich Druck im Steuerraum aufgebaut und das Schließen der Düsennadel bewirkt.In addition to an outlet throttle, an inlet throttle is usually also provided, wherein the opening speed of the nozzle needle is determined by the flow difference between the inlet and outlet throttle. When the solenoid valve is closed, the drainage path of the fuel is blocked by the outlet throttle and re-established via the inlet throttle pressure in the control chamber and causes the closing of the nozzle needle.
Insbesondere bei Großdieselmotoren kann sich aufgrund der verwendeten Kraftstoffe, der erforderlichen Durchflussquerschnitte sowie des hohen Energieeintrags der elektrischen Bestromung des Magnetventils eine große thermische Belastung des Ventils ergeben. Dies kann dazu führen, dass zur Vermei- düng von thermischen Schäden am Ventil eine zusätzliche Kühlung erforderlich ist.In particular, in large diesel engines may result in a large thermal load on the valve due to the fuels used, the required flow cross-sections and the high energy input of the electrical energization of the solenoid valve. This can lead to additional cooling to avoid thermal damage to the valve.
Eine Temperierung oder Kühlung von Einspritzinjektoren ist beispielsweise aus der WO 2006/021014 Al bekannt, in der im Injektor zusätzliche von Schmieröl oder Motoröl durchströmte Kanäle zum Zwecke der Kühlung angeordnet sind. Die Erfindung zielt nun darauf ab, das Verfahren zum Einspritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine der eingangs genannten Art dahingehend zu verbessern, dass eine verbesserte Kühlung des Steuerventils, insbesondere Magnetventils erreicht wird. Zur Lösung dieser Aufgabe wird erfindungsgemäß im wesentlichen so vorgegangen, dass zwischen der Vorförderpumpe und der Hochdruckpumpe eine Teilmenge des Kraftstoffs als Spülmenge abgezweigt und einem Spülkanal des Einspritzinjektors zugeführt wird, wobei die Spülmenge unmit- telbar dem Steuerventil zugeführt wird, sodass die Spülmenge das Steuerventil wenigstens teilweise durchfließt und sich vorzugsweise mit dem Kraftstoff aus dem Zu- bzw. Ablaufkanal vermischt, und dass die Spülmenge über einen Wärmeüberträger zum Temperieren der Spülmenge geführt wird. Dadurch, dass sich die zwischen der Vorförderpumpe und der Hochdruckpumpe abgezweigte Spülmenge, die naturgemäß eine wesentlich geringere Temperatur aufweist als der aus dem Zu- bzw. Ablaufkanal kommenden Kraftstoff, der nach einer Entspannung auf Niederdruckniveau naturgemäß sehr heiß ist, mit diesem vermischt, wird die mittlere Kraftstofftemperatur ab dem Punkt der Vermischung deutlich abgesenkt, sodass die thermische Belastung des Magnetventils deutlich reduziert werden kann. Das Gemisch aus Spülmenge und dem aus dem Zu- bzw. Ablaufkanal kommenden Kraftstoff durchfließt das Steuerventil zumindest teilweise, sodass die thermische Belastung des Magnetventils deutlich reduziert werden kann.A temperature control or cooling of injection injectors is known, for example, from WO 2006/021014 A1, in which additional channels, through which lubricating oil or engine oil flows, are arranged in the injector for the purpose of cooling. The invention now aims to improve the method for injecting fuel into the combustion chamber of an internal combustion engine of the type mentioned in that improved cooling of the control valve, in particular solenoid valve is achieved. To achieve this object, the procedure according to the invention essentially proceeds such that a subset of the fuel is diverted as flushing amount and fed to a flushing channel of the injection injector, the flushing quantity being supplied directly to the control valve, so that the flushing quantity is at least the control valve partially flows through and preferably mixed with the fuel from the inlet and outlet channel, and that the flushing volume is passed through a heat exchanger for controlling the temperature of the flushing. The fact that the diverted between the prefeed pump and the high-pressure pump purging, which naturally has a much lower temperature than the coming from the inflow and outflow fuel, which is naturally very hot after a relaxation at low pressure level, mixed with this, the mean fuel temperature significantly lowered from the point of mixing, so that the thermal load of the solenoid valve can be significantly reduced. The mixture of flushing amount and the fuel coming from the inflow and outflow channel flows through the control valve at least partially, so that the thermal load of the solenoid valve can be significantly reduced.
Durch die erfindungsgemäße Vorgehensweise gelingt es, ohne aufwändige Einbauten eine wirkungsvolle Kühlung des Magnetven- tils vorzunehmen, wobei bereits das Abziehen einer kleinen Menge an Kraftstoff zwischen Vorförderpumpe und Hochdruckpumpe ausreicht, um eine merkliche Reduzierung der Temperatur im Bereich des Magnetventils zu erreichen. Die Spülmenge wird hierbei über einen Wärmetauscher zum Vorwärmen der Spülmenge geführt. Auf diese Art und Weise kann die Kühlleistung eingestellt werden, wobei die Temperierung entweder das Kühlen oder das Vorwärmen der Spülmenge umfasst. Gleichzeitig ist hiermit auch eine Heizung des Ventils, beispielsweise vor dem MotorStart, möglich.The procedure according to the invention makes it possible to carry out effective cooling of the solenoid valve without complex installations, with even the removal of a small amount of fuel between priming pump and high-pressure pump being sufficient to achieve a noticeable reduction of the temperature in the area of the solenoid valve. The flushing quantity is in this case conducted via a heat exchanger for preheating the flushing quantity. In this way, the cooling capacity can be adjusted, wherein the temperature comprises either the cooling or the preheating of the flushing amount. At the same time hereby also a heating of the valve, for example, before the engine start, possible.
Gemäß einer bevorzugten Verfahrensweise wird die Spülmenge dem Steuerventil im Bereich des Ventilsitzes des Ventilglieds zugeführt. Bei einer derartigen Verfahrensweise vermischt sich die zwischen Vorförderpumpe und Hochdruckpumpe abgezweigte Spülmenge unmittelbar am Eingang des Steuerventils mit dem aus dem Zu- bzw. Ablaufkanal kommenden Kraftstoff, sodass im we- sentlichen das ganze Steuerventil von dem bereits abgekühlten Kraftstoff durchflössen wird. Hierbei wird bevorzugt der Ankerraum des Steuerventils von der Spülmenge durchflössen, sodass besonders der einer starken thermischen Belastung unterliegende Teil des Magnetventils effizient abgekühlt werden kann.According to a preferred procedure, the flushing quantity is supplied to the control valve in the region of the valve seat of the valve member. In such a procedure, the purge quantity diverted between the prefeed pump and the high-pressure pump mixes directly with the fuel coming from the supply and drainage channel at the input of the control valve, so that essentially the entire control valve flows through the already cooled fuel. In this case, the armature chamber of the control valve is preferably flowed through by the flushing quantity, so that, in particular, the part of the solenoid valve subject to a strong thermal load can be efficiently cooled.
Die Regelung der Kühlleistung erfolgt in besonders bevorzugter Weise dadurch, dass die zwischen der Vorförderpumpe und der Hochdruckpumpe abgezweigte Spülmenge, vorzugsweise mittels einer Drossel oder eines Spülventils, geregelt wird. Die Regelung kann hierbei mit Vorteil in Abhängigkeit von Messwerten eines Temperatursensors durchgeführt werden, wobei der Temperatursensor die Temperatur des Magnetventils oder des Kraftstoffs im Ablauf des Magnetventils erfasst. Auf diese Art und Weise erfolgt eine besonders einfache Temperaturregelung.The control of the cooling power is carried out in a particularly preferred manner in that the diverted between the prefeed pump and the high-pressure pump purge amount, preferably by means of a throttle or a purge valve, is regulated. In this case, the regulation can advantageously be carried out as a function of measured values of a temperature sensor, wherein the temperature sensor detects the temperature of the magnetic valve or of the fuel in the outlet of the magnetic valve. In this way, a particularly simple temperature control.
Um sicherzustellen, dass die zwischen Vorförderpumpe und Hochdruckpumpe abgezweigte Teilmenge des Kraftstoffs ein ausreichendes Druckniveau aufweist, um zum Zwecke der Spülung und der Kühlung des Magnetventils verwendet werden zu können, wird bevorzugt derart vorgegangen, dass der Kraftstoff von der Vorförderpumpe auf einen Überdruck von 5-10 bar gefördert wird.In order to ensure that the partial quantity of the fuel branched off between the feed pump and the high-pressure pump has a sufficient pressure level in order to be used for the purpose of purging and cooling the solenoid valve, the procedure is preferably such that the fuel from the prefeed pump is pressurized to 5. 10 bar is promoted.
Die vorliegende Erfindung zielt weiters darauf ab, eine Vorrichtung zum Einspritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine zu schaffen, bei welcher eine verbesserte Kühlung des Magnetventils erreicht wird. In diesem Zu- saitimenhang umfasst die Vorrichtung eine Vorförderpumpe zum Fördern von Kraftstoff aus einem Tank, eine Hochdruckpumpe und einen Einspritzinjektor, wobei der von der Vorförderpumpe geförderte Kraftstoff der Hochdruckpumpe und der von der Hoch- druckpumpe geförderte Hochdruckkraftstoff dem Einspritzinjektor zugeführt ist, wobei der Einspritzinjektor eine Einspritzdüse mit einer axial verschieblichen Düsennadel aufweist, welche in einen mit Kraftstoff unter Druck speisbaren Steuerraum eintaucht, dessen Druck über ein wenigstens einen Zu- oder Ab- laufkanal für Kraftstoff öffnendes oder schließendes Steuerventil steuerbar ist. Erfindungsgemäß zeichnet sich die Vorrichtung im wesentlichen dadurch aus, dass zwischen der Vorförderpumpe und der Hochdruckpumpe eine Zweigleitung angeschlossen ist, die mit einem Spülkanal des Einspritzinjektors verbunden ist, wobei der Spülkanal am Steuerventil mündet, so- dass die Spülmenge das Steuerventil wenigstens teilweise durchfließt und sich vorzugsweise mit dem Kraftstoff aus dem Zu- bzw. Ablaufkanal vermischt, und dass die Zweigleitung über einen Wärmeüberträger (31) zum Temperieren der Spülmenge geführt ist.The present invention also aims to provide a device for injecting fuel into the combustion chamber of an internal combustion engine, in which an improved cooling of the solenoid valve is achieved. In this The apparatus comprises a prefeed pump for conveying fuel from a tank, a high-pressure pump and an injection injector, the fuel delivered by the prefeed pump being supplied to the high-pressure pump and the high-pressure fuel delivered by the high-pressure pump being fed to the injection injector, the injector having an injection nozzle with an injection nozzle axially displaceable nozzle needle which is immersed in a fuel-pressurized control chamber whose pressure is controllable via a at least one supply or discharge channel for fuel opening or closing control valve. According to the invention, the device is essentially characterized in that a branch line is connected between the prefeed pump and the high-pressure pump, which is connected to a flushing channel of the injection injector, wherein the flushing channel opens on the control valve, so that the flushing amount flows through the control valve at least partially and preferably mixed with the fuel from the inlet and outlet channel, and that the branch line via a heat exchanger (31) is guided for controlling the temperature of the flushing.
Bevorzugte Weiterbildungen dieser Einspritzvorrichtung ergeben sich aus den Unteransprüchen, wobei die entsprechenden Vorteile bereits im Zusammenhang mit dem erfindungsgemäßen Verfahren erläutert wurden.Preferred developments of this injection device will become apparent from the dependent claims, wherein the corresponding advantages have already been explained in connection with the method according to the invention.
Die Erfindung wird nachfolgend anhand eines in der Zeichnung schematisch dargestellten Ausführungsbeispiels näher erläutert. In dieser zeigt Fig. 1 den schematischen Aufbau eines modularen Commonrail-Einspritzsystems, Fig. 2 einen Schnitt nach der Linie II-II gemäß Fig.l und Fig. 3 einen Schnitt nach der Linie III-III gemäß Fig. 2.The invention will be explained in more detail with reference to an embodiment schematically illustrated in the drawing. 1 shows the schematic structure of a modular common rail injection system, FIG. 2 shows a section along the line II-II according to FIG. 1 and FIG. 3 shows a section along the line III-III according to FIG. 2.
Fig. 1 zeigt den schematischen Aufbau eines modularen Com- monrail-Einspritzsystems nach der vorliegenden Erfindung. Aus dem Kraftstofftank 1 wird mit einer Vorförderpumpe 2 Kraftstoff angesaugt und von der Hochdruckpumpe 3 auf den erforder- liehen Systemdruck gebracht und dem Einspritzinjektor 4 zugeführt. Der Injektor 4 besteht aus einer Einspritzdüse 5, einer Drosselplatte 6, einem Magnetventil 7, einem mit einem Hochdruckspeicher (nicht dargestellt) ausgestatteten Injektorkör- per 8 und einer Düsenspannmutter 9, die die Teile zusammenhält. Im Ruhezustand ist das Magnetventil 7 geschlossen, so- dass Hochdruckkraftstoff aus der Hochdruckbohrung 10 über die Quernut 11 und die Zulaufdrossei 12 in den Steuerraum 13 der Düse 5 strömt, der Abfluss aus dem Steuerraum 13 über die Ab- laufdrossel 14 aber am Ventilsitz 15 des Magnetventils 7 blockiert ist. Der im Steuerraum 13 anliegende Systemdruck drückt gemeinsam mit der Kraft der Düsenfeder 16 die Düsennadel 17 in den Düsennadelsitz 18, sodass die Spritzlöcher 24 verschlossen sind.FIG. 1 shows the schematic structure of a modular comerrail injection system according to the present invention. From the fuel tank 1, fuel is sucked in with a prefeed pump 2 and removed from the high-pressure pump 3 to the required pressure. lent system pressure brought and the injection injector 4 supplied. The injector 4 comprises an injection nozzle 5, a throttle plate 6, a solenoid valve 7, an injector body 8 (not shown) equipped with a high-pressure accumulator 8 and a nozzle retaining nut 9 which holds the parts together. In idle state, the solenoid valve 7 is closed, so that high-pressure fuel from the high-pressure bore 10 via the transverse groove 11 and the inlet nozzle 12 flows into the control chamber 13 of the nozzle 5, the outflow from the control chamber 13 via the outlet throttle 14 but at the valve seat 15 of the Solenoid valve 7 is blocked. The voltage applied in the control chamber 13 system pressure presses together with the force of the nozzle spring 16, the nozzle needle 17 in the nozzle needle seat 18, so that the injection holes 24 are closed.
Wird das Magnetventil 7 betätigt, indem der Elektromagnet 25 angesteuert und das Magnetventilglied 27 gegen die Kraft der Magnetventilfeder 26 aus dem Magnetventilsitz 15 gehoben wird, gibt es den Durchfluss über den Magnetventilsitz 15 frei, und Kraftstoff strömt aus dem Steuerraum 13 durch die Ablaufdros- sel 14, den Magnetventilankerraum 19, die Ablaufspalte 20, die Entlastungsbohrung 21 und die Niederdruckbohrung 22 zurück in den Kraftstofftank 1. Es stellt sich ein durch die Strömungsquerschnitte von Zulaufdrossel 12 und Ablaufdrossel 14 defi- nierter Gleichgewichtsdruck im Steuerraum 13 ein, der so gering ist, dass der im Düsenraum 23 anliegende Systemdruck die im Düsenkörper 32 längs verschieblich geführte Düsennadel 17 zu öffnen vermag, sodass die Spritzlöcher 24 freigegeben werden und eine Einspritzung erfolgt.If the solenoid valve 7 is actuated by the solenoid 25 is controlled and the solenoid valve member 27 is lifted against the force of the solenoid valve spring 26 from the solenoid valve seat 15, it releases the flow through the solenoid valve seat 15, and fuel flows from the control chamber 13 through the Ablaufdros- sel 14, the solenoid valve armature chamber 19, the outlet gaps 20, the relief bore 21 and the low-pressure bore 22 back into the fuel tank 1. It sets itself through the flow cross sections of inlet throttle 12 and outlet throttle 14 defined equilibrium pressure in the control chamber 13, which is so low that the system pressure applied in the nozzle chamber 23 is able to open the nozzle needle 17 guided longitudinally displaceably in the nozzle body 32 so that the injection holes 24 are released and an injection takes place.
In der Niederdruckbohrung 22 herrscht ein Absolutdruck von 1-2 bar vor, sodass es durch die Absteuerung des Systemdrucks über Zulaufdrossel 12, Ablaufdrossel 14 und Magnetventilsitz 15 zu einer starken Erwärmung des Kraftstoffs kommt. Gleichzeitig wirken die im Elektromagneten 25 auftretenden elektrischen und magnetischen Verluste als zusätzliche Heizung, sodass es vor allem bei hohen Durchflussmengen, sowie bei bereits vorgewärmten Kraftstoffen (z.B. Schweröl) und bei hohen elektrischen Betriebsströmen des Magnetventils 7 zu kritischen Bauteilbelastungen kommen kann.In the low pressure bore 22, an absolute pressure of 1-2 bar prevails, so that it comes through the Absteuerung the system pressure via inlet throttle 12, outlet throttle 14 and solenoid valve seat 15 to a strong heating of the fuel. At the same time occurring in the electromagnet 25 electrical and magnetic losses act as additional heating, so it especially at high flow rates, as well as already preheated fuels (eg heavy oil) and can come at high electrical operating currents of the solenoid valve 7 to critical component loads.
Fig. 2 zeigt den in Fig.l angegebenen Schnitt durch den Einspritzinjektor 4. Hier ist zusätzlich die erfindungsgegenständliche Spülbohrung 28 sichtbar.FIG. 2 shows the section through the injection injector 4 indicated in FIG. 1. Here, the flushing bore 28 according to the invention is additionally visible.
Fig. 3 zeigt den in Fig. 2 angegebenen Schnitt durch den Einspritzinjektor 4 mit der erfindungsgegenständlichen SpülkraftstoffVersorgung. Am T-Stück 29 zwischen Vorförderpumpe 2 und Hochdruckpumpe 3 wird ein Teil des an dieser Stelle unter einem Überdruck von 5-10 bar stehenden Kraftstoffs abgezweigt. Die Spülmenge kann über das Spülventil 30 gesteuert und im Wärmeübertrager 31 temperiert werden. Die abgezweigte Menge wird über die Spülbohrung 28 direkt zum Magnetventilsitz 15 geleitet, wo sich die Spülmenge mit der aus der Ablaufdrossel 14 austretenden Steuermenge vermischt. Durch den großen Temperaturunterschied zwischen Spülmenge und Steuermenge erfolgt hier eine deutliche Kühlung der Steuermenge, sodass die sich im Ankerraum 19 einstellende Temperatur im Vergleich zu einem konventionellen Einspritzinjektor ohne Spülung wesentlich geringer ist. Dadurch ergibt sich für die Bauteile des Magnetventils 7 eine deutlich geringere Temperaturbe- lastung im Betrieb, sodass einerseits eine Steigerung der Lebensdauer, andererseits eine Kostenersparnis durch die Wahl anderer, weniger temperaturbeständiger Werkstoffe möglich wird. Gleichzeitig kann durch geeignete Wahl des Wärmeübertragers 31 eine Vorwärmung der Spülmenge erfolgen. Wird als Kraftstoff beispielsweise Schweröl verwendet, kann diese vorgewärmte Spülmenge zur Temperierung des Magnetventils 7 und damit zur Beschleunigung des MotorStarts verwendet werden. Fig. 3 shows the section indicated in Fig. 2 by the injection injector 4 with the SpülpfstoffVersorgung invention. At the tee 29 between feed pump 2 and high-pressure pump 3, a part of the fuel at this point under an overpressure of 5-10 bar is diverted. The flushing quantity can be controlled via the flushing valve 30 and tempered in the heat exchanger 31. The diverted amount is passed via the flushing bore 28 directly to the solenoid valve seat 15, where the flushing quantity mixed with the exiting from the outlet throttle 14 control amount. Due to the large temperature difference between purge and control amount here is a significant cooling of the control amount, so that the adjusting temperature in the armature chamber 19 is much lower compared to a conventional injector without flushing. This results in a significantly lower temperature load during operation for the components of the solenoid valve 7, so that, on the one hand, an increase in the service life and, on the other hand, a cost saving through the choice of other less temperature-resistant materials becomes possible. At the same time can be done by a suitable choice of the heat exchanger 31, a preheating of the flushing. If, for example, heavy oil is used as the fuel, this preheated purging quantity can be used to control the temperature of the solenoid valve 7 and thus to accelerate the engine start.

Claims

Patentansprüche : Claims:
1. Verfahren zum Einspritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine, bei welchem der Kraftstoff von mindestens einer Vorförderpumpe aus einem Tank zu mindestens einer Hochdruckpumpe gefördert wird und der von der Hochdruckpumpe geförderte Hochdruckkraftstoff dem Einspritzinjektor zugeführt wird, wobei der Einspritzinjektor eine Einspritzdüse mit einer axial verschieblichen Düsennadel aufweist, welche in einen mit Kraftstoff unter Druck speisbaren Steuerraum eintaucht, dessen Druck über ein wenigstens einen Zu- oder Ablaufkanal für Kraftstoff öffnendes oder schließendes Steuerventil gesteuert wird, dadurch gekennzeichnet, dass zwischen der Vorförderpumpe und der Hoch- druckpumpe eine Teilmenge des Kraftstoffs als Spülmenge abgezweigt und einem Spülkanal des Einspritzinjektors zugeführt wird, wobei die Spülmenge unmittelbar dem Steuerventil zugeführt wird, sodass die Spülmenge das Steuerventil wenigstens teilweise durchfließt und sich vorzugsweise mit dem Kraftstoff aus dem Zu- bzw. Ablaufkanal vermischt, und dass die Spülmenge über einen Wärmeüberträger zum Temperieren der Spülmenge geführt wird.1. A method for injecting fuel into the combustion chamber of an internal combustion engine, wherein the fuel is conveyed by at least one prefeed pump from a tank to at least one high-pressure pump and the high-pressure pump funded by the high-pressure fuel is supplied to the injection injector, wherein the injector injector with an axial slidable nozzle needle, which dips into a fuel-pressurized control chamber whose pressure is controlled via a at least one inlet or outlet channel for fuel opening or closing control valve, characterized in that between the prefeed pump and the high-pressure pump, a subset of the fuel branched off as a purge and fed to a purge passage of the injection injector, wherein the purge amount is supplied directly to the control valve, so that the purge amount flows through the control valve at least partially and preferably with the fuel from the inlet and outlet channel mixed, and that the flushing volume is passed through a heat exchanger for controlling the temperature of the flushing.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Spülmenge dem Steuerventil im Bereich des Ventilsitzes des2. The method according to claim 1, characterized in that the flushing amount the control valve in the region of the valve seat of the
Ventilglieds zugeführt wird.Valve member is supplied.
3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der Ankerraum des Steuerventils von der Spülmenge durchflössen wird.3. The method according to claim 1 or 2, characterized in that the armature chamber of the control valve is flowed through by the flushing amount.
4. Verfahren nach Anspruch 1, 2 oder 3, dadurch gekennzeichnet, dass die zwischen der Vorförderpumpe und der Hochdruckpumpe abgezweigte Spülmenge, vorzugsweise mittels einer Drossel oder eines Spülventils, geregelt wird. 4. The method of claim 1, 2 or 3, characterized in that the diverted between the prefeed pump and the high pressure pump purge amount, preferably by means of a throttle or a purge valve, is regulated.
5. Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass der Kraftstoff von der Vorförderpumpe auf einen Überdruck von 5-10 bar gefördert wird.5. The method according to any one of claims 1 to 4, characterized in that the fuel is conveyed by the prefeed pump to an overpressure of 5-10 bar.
6. Vorrichtung zum Einspritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine, insbesondere zur Durchführung des Verfahrens nach einem der Ansprüche 1 bis 5, umfassend wenigstens eine Vorförderpumpe zum Fördern von Kraftstoff aus einem Tank, wenigstens eine Hochdruckpumpe und einen Einspritzinjektor, wobei der von der Vorförderpumpe geförderte Kraftstoff der Hochdruckpumpe und der von der Hochdruckpumpe geförderte Hochdruckkraftstoff dem Einspritzinjektor zugeführt ist, wobei der Einspritzinjektor eine Einspritzdüse mit einer axial verschieblichen Düsennadel aufweist, welche in einen mit Kraftstoff unter Druck speisbaren Steuerraum eintaucht, dessen Druck über ein wenigstens einen Zu- oder Ablaufkanal für Kraftstoff öffnendes oder schließendes Steuerventil steuerbar ist, dadurch gekennzeichnet, dass zwischen der Vorförderpumpe (2) und der Hochdruckpumpe (3) eine Zweigleitung angeschlossen ist, die mit einem Spülkanal (28) des Einspritzinjektors (4) verbunden ist, wobei der Spülkanal (28) am Steuerventil (7) mündet, sodass die Spülmenge das Steuerventil (7) wenigstens teilweise durchfließt und sich vorzugsweise mit dem Kraftstoff aus dem Zu- bzw. Ablaufkanal (14) vermischt, und dass die Zweigleitung über einen Wärmeüberträger (31) zum Temperieren der Spülmenge geführt ist.6. An apparatus for injecting fuel into the combustion chamber of an internal combustion engine, in particular for carrying out the method according to one of claims 1 to 5, comprising at least one prefeed pump for conveying fuel from a tank, at least one high-pressure pump and an injection injector, wherein of the prefeed pump funded fuel of the high-pressure pump and the high pressure fuel delivered by the high-pressure pump is supplied to the injection injector, the injection injector having an injection nozzle with an axially displaceable nozzle needle, which dips into a fuel-pressurized control chamber whose pressure via at least one inlet or outlet channel for Fuel-opening or closing control valve is controllable, characterized in that between the prefeed pump (2) and the high-pressure pump (3) a branch line is connected, which i connected to a flushing channel (28) of the injection injector (4) St, wherein the flushing channel (28) opens on the control valve (7), so that the flushing amount flows through the control valve (7) at least partially and preferably mixed with the fuel from the inlet and outlet channel (14), and that the branch line via a Heat exchanger (31) is guided for controlling the temperature of the flushing.
7. Vorrichtung nach Anspruch 6, dadurch ' gekennzeichnet, dass die Zweigleitung im Bereich des Ventilsitzes ( 15 ) des Ventil- glieds am Steuerventil (7) mündet.7. Apparatus according to claim 6, characterized 'in that the branch line in the region of the valve seat (15) of the valve member on the control valve (7) opens.
8. Vorrichtung nach Anspruch 6 oder 7 , dadurch gekennzeichnet , dass der Spülkanal (28) als Bohrung im Steuerventil (7) ausgebildet ist.8. Apparatus according to claim 6 or 7, characterized in that the flushing channel (28) is formed as a bore in the control valve (7).
9. Vorrichtung nach Anspruch 6, 7 oder 8, dadurch gekennzeichnet, dass die Zweigleitung Mittel zum Steuern der Spülmenge, wie z.B. eine Drossel oder ein Spülventil (30), aufweist.9. Apparatus according to claim 6, 7 or 8, characterized in that the branch line means for controlling the Purge quantity, such as a throttle or a purge valve (30) having.
10. Vorrichtung nach einem der Ansprüche 6 bis 9, dadurch gekennzeichnet, dass die Zweigleitung derart am Steuerventil10. Device according to one of claims 6 to 9, characterized in that the branch line in such a way on the control valve
(7) mündet, dass der Ankerraum (19) des Steuerventils (7) von der Spülmenge durchflössen wird.(7) opens, that the armature space (19) of the control valve (7) is flowed through by the flushing amount.
11. Vorrichtung nach einem der Ansprüche 6 bis 10 dadurch gekennzeichnet, dass die Vorförderpumpe (2) zur Förderung des11. Device according to one of claims 6 to 10, characterized in that the prefeed pump (2) for the promotion of
Kraftstoffs mit einem Überdruck von 5-10 bar ausgebildet ist.Fuel is formed with an overpressure of 5-10 bar.
12. Vorrichtung nach einem der Ansprüche 6 bis 11, dadurch gekennzeichnet, dass das Steuerventil (7) als Magnetventil ausgebildet ist. 12. Device according to one of claims 6 to 11, characterized in that the control valve (7) is designed as a solenoid valve.
EP08782821A 2007-08-20 2008-08-19 Method for injecting fuel into the combustion chamber of an internal combustion engine Active EP2183477B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0129407A AT505666B1 (en) 2007-08-20 2007-08-20 METHOD AND DEVICE FOR INJECTING FUEL INTO THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE
PCT/AT2008/000293 WO2009023887A1 (en) 2007-08-20 2008-08-19 Method and device for injecting fuel into the combustion chamber of an internal combustion engine

Publications (2)

Publication Number Publication Date
EP2183477A1 true EP2183477A1 (en) 2010-05-12
EP2183477B1 EP2183477B1 (en) 2012-10-17

Family

ID=40090716

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08782821A Active EP2183477B1 (en) 2007-08-20 2008-08-19 Method for injecting fuel into the combustion chamber of an internal combustion engine

Country Status (8)

Country Link
US (1) US8708247B2 (en)
EP (1) EP2183477B1 (en)
JP (1) JP2010537106A (en)
KR (1) KR101234161B1 (en)
CN (1) CN101965449A (en)
AT (1) AT505666B1 (en)
RU (1) RU2442016C2 (en)
WO (1) WO2009023887A1 (en)

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7937936B2 (en) * 2007-01-16 2011-05-10 Deere & Company Vehicle exhaust component arrangement
DE102009027459A1 (en) * 2009-07-03 2011-01-05 Robert Bosch Gmbh Fuel injector and fuel injection system
DE102009027932A1 (en) * 2009-07-22 2011-01-27 Robert Bosch Gmbh Fuel injector and fuel injection system
AT509405A1 (en) 2010-01-19 2011-08-15 Bosch Gmbh Robert METHOD FOR TEMPERATING AN INJECTOR OF INJECTION FOR THE INJECTION OF FUEL IN THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE
DE102010062883A1 (en) * 2010-09-14 2012-04-26 Robert Bosch Gmbh Method for operating an injection system
HUE025828T2 (en) 2010-10-20 2016-05-30 Delphi Int Operations Luxembourg Sarl Improved fuel injector
AT512422B1 (en) * 2012-02-07 2016-01-15 Bosch Gmbh Robert DEVICE FOR INJECTING FUEL IN THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE
DE102012208075A1 (en) 2012-05-15 2013-11-21 Man Diesel & Turbo Se Injector for a fuel supply system of an internal combustion engine and fuel supply system
DE102012220025A1 (en) * 2012-06-29 2014-01-02 Robert Bosch Gmbh Fuel injection valve for internal combustion engines
DE102013018177B4 (en) * 2013-11-29 2016-01-28 L'orange Gmbh Fuel injector module and fuel injector and test arrangement with it
AT516250B1 (en) * 2015-01-07 2016-04-15 Hoerbiger Kompressortech Hold Fuel gas supply and ignition device for a gas engine
AT516251B1 (en) * 2015-01-07 2016-04-15 Hoerbiger Kompressortech Hold Fuel gas supply and ignition device for a gas engine
DE102015001070A1 (en) * 2015-01-29 2016-08-04 Man Truck & Bus Ag Temperature control device for a fuel supply system of a motor vehicle
DE102016211477A1 (en) * 2016-06-27 2017-12-28 Robert Bosch Gmbh Nozzle body for a fuel injector
DE102017208400A1 (en) 2017-05-18 2018-11-22 Robert Bosch Gmbh Device and method for injecting fuel into a combustion chamber of an internal combustion engine
RU2722796C1 (en) * 2019-08-22 2020-06-03 Владимир Александрович Шишков Method of feeding light hydrocarbon fuel into internal combustion engine
CN112761827A (en) * 2021-01-27 2021-05-07 宁波盛煜智能科技有限公司 Gas nozzle with variable sealing sectional area

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH667698A5 (en) * 1985-05-03 1988-10-31 Sulzer Ag DEVICE FOR OPERATING A PISTON INTERNAL COMBUSTION ENGINE WITH A FUEL RELATIVELY HIGH VISCOSITY.
IT1217257B (en) 1987-08-25 1990-03-22 Weber Srl FUEL INJECTION SYSTEM WITH COMMANDED INJECTORS FOR DIESEL CYCLE ENGINES
JPH0219651A (en) * 1988-07-08 1990-01-23 Toyota Motor Corp Heating controller of piezoelectric element for fuel injection valve
JPH0354358A (en) * 1989-07-21 1991-03-08 Yamaha Motor Co Ltd High pressure fuel injection device of engine
US5148987A (en) 1990-07-05 1992-09-22 Yamaha Hatsudoki Kabushiki Kaisha High pressure fuel injection device for engine
JP2976356B2 (en) * 1990-07-05 1999-11-10 ヤマハ発動機株式会社 High pressure fuel injector for engine
US5335852A (en) * 1993-01-28 1994-08-09 Cummins Engine Company, Inc. Lubrication oil controlled unit injector
AU6769598A (en) 1997-03-31 1998-10-22 Allied-Signal Inc. Turbocharger integral fluid temperature management system
JP3791190B2 (en) 1998-06-30 2006-06-28 いすゞ自動車株式会社 Common rail fuel injection system
JP2002019651A (en) 1999-02-26 2002-01-23 Tuner Kk On-vehicular image recording system
DE20310824U1 (en) * 2003-07-14 2004-11-18 Winkelmann, Karlheinrich, Dipl.-Ing. (TH) Internal combustion engine for a motor vehicle has high-pressure fuel injection of liquid fuel mixture through a high-pressure fuel pump and high-pressure injection valves

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2009023887A1 *

Also Published As

Publication number Publication date
US8708247B2 (en) 2014-04-29
US20110186647A1 (en) 2011-08-04
JP2010537106A (en) 2010-12-02
CN101965449A (en) 2011-02-02
EP2183477B1 (en) 2012-10-17
AT505666A4 (en) 2009-03-15
WO2009023887A1 (en) 2009-02-26
KR101234161B1 (en) 2013-02-18
RU2442016C2 (en) 2012-02-10
KR20100090758A (en) 2010-08-17
RU2010110548A (en) 2011-09-27
AT505666B1 (en) 2009-03-15

Similar Documents

Publication Publication Date Title
EP2183477B1 (en) Method for injecting fuel into the combustion chamber of an internal combustion engine
EP1781931B1 (en) Injection nozzle for internal combustion engines
EP3292289B1 (en) Method for operating a water injection device for an internal combustion engine
DE102004009792B3 (en) Fuel supply device for supplying the injectors to the combustion chambers of an internal combustion engine with fuel
DE112009002378T5 (en) Cooling principle for fuel injector and fuel system using the same
DE19810867A1 (en) Fuel pump system used with fuel injected internal combustion engines of motor vehicles
EP1348072B1 (en) Method, computer program and control and/or regulation device for operating an internal combustion engine, and corresponding internal combustion engine
AT501914B1 (en) DEVICE FOR INJECTING FUEL IN THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE
EP2526283A1 (en) Method for controlling the temperature of an injector of an injection system for injecting fuel into the combustion chamber of an internal combustion engine
EP1781932A1 (en) Control valve for an injection valve
DE10139052B4 (en) Method for operating an internal combustion engine, in particular with direct injection, computer program, control and / or regulating device, and fuel system for an internal combustion engine
EP2888469B1 (en) Common rail system
WO2010116221A1 (en) Device for injecting fuel into the combustion chamber of an internal combustion engine
DE4211651B4 (en) Fuel injection device, in particular pump nozzle for internal combustion engines
AT512422B1 (en) DEVICE FOR INJECTING FUEL IN THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE
DE19738502A1 (en) High pressure generation system
DE10056048A1 (en) Fuel injection layout with feed and return uses heat exchanger to heat fuel and return fuel heat to fuel feed plus bypass to divert fuel past exchanger ensuring rapid heat from cold.
WO2007082598A1 (en) Fuel injector
DE102005061362B3 (en) Pressure control valve for injection system of multi-cylinder internal combustion engine, has closing body provided in non-controlled condition of actuator in closing position, where force acting on body is changed by controlling actuator
EP1911966B1 (en) Fuel injector for a combustion engine
DE10057683B4 (en) Fuel injection system
DE102012022498A1 (en) Dual fuel injector
DE102006000187A1 (en) Fuel injection valve for automotive diesel engine common rail system has plate with a series of apertures
DE19839579C1 (en) Two=stage filtering system for fuel supply to injectors
EP2115291B8 (en) Valve, device and method for generating a fluid pulse

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: 20100212

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 HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA MK RS

RIN1 Information on inventor provided before grant (corrected)

Inventor name: HLOUSEK, JAROSLAV

Inventor name: MEISL, CHRISTIAN

Inventor name: BERNHAUPT, MARTIN

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

Effective date: 20110117

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 HR HU IE IS IT LI LT LU LV MC MT NL NO 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

Ref country code: CH

Ref legal event code: NV

Representative=s name: FIAMMENGHI-FIAMMENGHI

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: AT

Ref legal event code: REF

Ref document number: 580026

Country of ref document: AT

Kind code of ref document: T

Effective date: 20121115

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502008008429

Country of ref document: DE

Effective date: 20121213

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20121017

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

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

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: 20130128

Ref country code: NO

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: 20130117

Ref country code: HR

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: 20121017

Ref country code: LT

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: 20121017

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: 20121017

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: 20121017

Ref country code: IS

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: 20130217

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

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: 20130218

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: 20121017

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: 20121017

Ref country code: LV

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: 20121017

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: 20130118

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

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: 20121017

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: 20121017

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: 20121017

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: 20130117

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: 20121017

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: 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: 20121017

26N No opposition filed

Effective date: 20130718

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502008008429

Country of ref document: DE

Effective date: 20130718

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

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: 20121017

BERE Be: lapsed

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

Effective date: 20130831

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

Effective date: 20130819

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: 20121017

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20140430

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: 20130831

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: 20130819

Ref country code: IE

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

Effective date: 20130819

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: 20130902

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 580026

Country of ref document: AT

Kind code of ref document: T

Effective date: 20130819

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: 20130819

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

Ref country code: MT

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: 20121017

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: 20121017

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

Ref country code: LU

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

Effective date: 20130819

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: 20080819

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

Ref country code: CH

Payment date: 20150824

Year of fee payment: 8

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

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

Ref country code: LI

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

Effective date: 20160831

Ref country code: CH

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

Effective date: 20160831

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

Ref country code: IT

Payment date: 20220831

Year of fee payment: 15

Ref country code: FI

Payment date: 20220818

Year of fee payment: 15

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

Ref country code: DE

Payment date: 20221025

Year of fee payment: 15

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502008008429

Country of ref document: DE