EP2183477B1 - Method for injecting fuel into the combustion chamber of an internal combustion engine - Google Patents

Method for injecting fuel into the combustion chamber of an internal combustion engine Download PDF

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Publication number
EP2183477B1
EP2183477B1 EP08782821A EP08782821A EP2183477B1 EP 2183477 B1 EP2183477 B1 EP 2183477B1 EP 08782821 A EP08782821 A EP 08782821A EP 08782821 A EP08782821 A EP 08782821A EP 2183477 B1 EP2183477 B1 EP 2183477B1
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EP
European Patent Office
Prior art keywords
fuel
flushing
pressure
pump
flushing volume
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.)
Not-in-force
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EP08782821A
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German (de)
French (fr)
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EP2183477A1 (en
Inventor
Martin Bernhaupt
Jaroslav Hlousek
Christian Meisl
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2183477A1 publication Critical patent/EP2183477A1/en
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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
    • 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
    • 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
    • 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 pumped by the high pressure pump high pressure fuel is supplied to the injection injector, wherein the injector injector with a having axially displaceable nozzle needle, which dips into a fuel-pressurized control chamber, the pressure of which is controlled via a at least one inlet or outlet channel for fuel opening or closing control valve, 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 common rail injection 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 open spaces 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.
  • an 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 for opening 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 for example from the WO 2006/021014 A1 known, are arranged in the injector by additional perfused by lubricating oil or engine oil channels 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 invention essentially proceeds in such a way that a subset of the fuel is diverted as Spülmenge between the prefeed pump and the high-pressure pump and a purge passage of the injection injector is supplied, wherein the purge is fed directly to the control valve, so that the purge flow through the control valve at least partially and preferably mixed with the fuel from the inlet and outlet channel, and that the flushing amount is passed through a heat exchanger for controlling the temperature of the flushing.
  • the procedure according to the invention it is possible to carry out effective cooling of the solenoid valve without complex internals, wherein already the removal of a small amount of fuel between priming pump and high-pressure pump is sufficient to achieve a significant reduction of the temperature in the region 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 the cooling 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 feed pump and the high-pressure pump mixes directly at the input of the control valve with the fuel coming from the supply or discharge channel, so that essentially the entire control valve is traversed by the already cooled fuel.
  • the armature chamber of the control valve is flown 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 device comprises a prefeed pump for conveying fuel from a tank, a high-pressure pump and an injection injector, wherein the fuel delivered by the prefeed pump of the high pressure pump and the high pressure fuel delivered by the high pressure pump is supplied to the injector, the injector having an injector with an axially displaceable nozzle needle which is immersed in a controllable with fuel under pressure control chamber whose pressure is controllable via a at least one inlet or outlet channel for fuel opening or closing control valve.
  • the device is essentially characterized in that between the prefeed pump and the high-pressure pump, a branch line is connected, 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 with the fuel from the inlet and outlet channel mixed, and that the branch line via a heat exchanger (31) is guided for controlling the temperature of the flushing.
  • FIG. 1 the schematic structure of a modular common rail injection system
  • Fig. 2 a section along the line II-II according to Fig.1
  • Fig. 3 a section along the line III-III according to Fig. 2
  • Fig. 1 the schematic structure of a modular common rail injection system
  • Fig. 1 shows the schematic structure of a modular common rail injection system according to the present invention.
  • fuel is sucked with a prefeed pump and from the high pressure pump 3 to the required System pressure brought and fed to the injection injector 4.
  • the injector 4 consists of an injection nozzle 5, a throttle plate 6, a solenoid valve 7, a (not shown) with a high pressure accumulator equipped injector body 8 and a nozzle retaining nut 9, which holds the parts together.
  • the solenoid valve 7 In the 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 throttle 12 flows into the control chamber 13 of the nozzle 5, the outflow from the control chamber 13 via the outlet throttle 14 but is blocked on the valve seat 15 of the solenoid valve 7 , 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 operated 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 outlet throttle 14, It sets a defined by the flow cross sections of inlet throttle 12 and outlet throttle 14 equilibrium pressure in the control chamber 13, which is so low that in the nozzle chamber 23 applied system pressure in the nozzle body 32 longitudinally displaceable guided nozzle needle 17 is able to open, 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 in Fig.1 indicated section through the injection injector 4. Here, in addition, the Spellerbohrung invention 28 is visible.
  • Fig. 3 shows the in Fig. 2 specified section through the injection injector 4 with the invention Spülstofstoffmakers.
  • 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.

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  • 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)
  • Manufacturing & Machinery (AREA)
  • Electromagnetism (AREA)
  • Fuel-Injection Apparatus (AREA)

Description

Die vorliegende Erfindung betrifft ein Verfahren zum Einspritzen 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 pumped by the high pressure pump high pressure fuel is supplied to the injection injector, wherein the injector injector with a having axially displaceable nozzle needle, which dips into a fuel-pressurized control chamber, the pressure of which is controlled via a at least one inlet or outlet channel for fuel opening or closing control valve, 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 erforderlich, 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 Commonraileinspritzsystem 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 Freiflächen 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, sodass 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 common rail injection 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 open spaces 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, an 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 for opening 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 Vermeidung von thermischen Schäden am Ventil eine zusätzliche Kühlung erforderlich ist, wie z.B. in der DE 4122384 gezeigt.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 the need for additional cooling to prevent thermal damage to the valve, such as in the DE 4122384 shown.

Eine Temperierung oder Kühlung von Einspritzinjektoren ist beispielsweise aus der WO 2006/021014 A1 bekannt, in der im Injektor zusätzliche von Schmieröl oder Motoröl durchströmte Kanäle zum Zwecke der Kühlung angeordnet sind.A temperature control or cooling of injection injectors is for example from the WO 2006/021014 A1 known, are arranged in the injector by additional perfused by lubricating oil or engine oil channels for the purpose of cooling.

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 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. 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.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 invention essentially proceeds in such a way that a subset of the fuel is diverted as Spülmenge between the prefeed pump and the high-pressure pump and a purge passage of the injection injector is supplied, wherein the purge is fed directly to the control valve, so that the purge flow through the control valve at least partially and preferably mixed with the fuel from the inlet and outlet channel, and that the flushing amount 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 amount, which naturally has a much lower temperature than the fuel coming from the inlet and outlet channel, which is naturally very hot after relaxation to 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 Magnetventils 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 das Kühlen der Spülmenge umfasst. Gleichzeitig ist hiermit auch eine Heizung des Ventils, beispielsweise vor dem Motorstart, möglich.By the procedure according to the invention, it is possible to carry out effective cooling of the solenoid valve without complex internals, wherein already the removal of a small amount of fuel between priming pump and high-pressure pump is sufficient to achieve a significant reduction of the temperature in the region 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 the cooling 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 wesentlichen das ganze Steuerventil von dem bereits abgekühlten Kraftstoff durchflossen wird. Hierbei wird bevorzugt der Ankerraum des Steuerventils von der Spülmenge durchflossen, 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 feed pump and the high-pressure pump mixes directly at the input of the control valve with the fuel coming from the supply or discharge channel, so that essentially the entire control valve is traversed by the already cooled fuel. In this case, preferably the armature chamber of the control valve is flown 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 Zusammenhang 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 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. 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, sodass 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 context The device comprises a prefeed pump for conveying fuel from a tank, a high-pressure pump and an injection injector, wherein the fuel delivered by the prefeed pump of the high pressure pump and the high pressure fuel delivered by the high pressure pump is supplied to the injector, the injector having an injector with an axially displaceable nozzle needle which is immersed in a controllable with fuel under pressure control chamber whose pressure is controllable via a at least one inlet or outlet channel for fuel opening or closing control valve. According to the invention, the device is essentially characterized in that between the prefeed pump and the high-pressure pump, a branch line is connected, 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 with the fuel from the inlet and outlet channel mixed, 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.1 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. In this shows Fig. 1 the schematic structure of a modular common rail injection system, Fig. 2 a section along the line II-II according to Fig.1 and Fig. 3 a section along the line III-III according to Fig. 2 ,

Fig. 1 zeigt den schematischen Aufbau eines modularen Commonrail-Einspritzsystems nach der vorliegenden Erfindung. Aus dem Kraftstofftank 1 wird mit einer Vorförderpumpe 2 Kraftstoff angesaugt und von der Hochdruckpumpe 3 auf den erforderlichen 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 Injektorkörper 8 und einer Düsenspannmutter 9, die die Teile zusammenhält. Im Ruhezustand ist das Magnetventil 7 geschlossen, sodass Hochdruckkraftstoff aus der Hochdruckbohrung 10 über die Quernut 11 und die Zulaufdrossel 12 in den Steuerraum 13 der Düse 5 strömt, der Abfluss aus dem Steuerraum 13 über die Ablaufdrossel 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 common rail injection system according to the present invention. From the fuel tank 1 2 fuel is sucked with a prefeed pump and from the high pressure pump 3 to the required System pressure brought and fed to the injection injector 4. The injector 4 consists of an injection nozzle 5, a throttle plate 6, a solenoid valve 7, a (not shown) with a high pressure accumulator equipped injector body 8 and a nozzle retaining nut 9, which holds the parts together. In the 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 throttle 12 flows into the control chamber 13 of the nozzle 5, the outflow from the control chamber 13 via the outlet throttle 14 but is blocked on the valve seat 15 of the solenoid valve 7 , 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 Ablaufdrossel 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 definierter 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 operated 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 outlet throttle 14, It sets a defined by the flow cross sections of inlet throttle 12 and outlet throttle 14 equilibrium pressure in the control chamber 13, which is so low that in the nozzle chamber 23 applied system pressure in the nozzle body 32 longitudinally displaceable guided nozzle needle 17 is able to open, 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.1 angegebenen Schnitt durch den Einspritzinjektor 4. Hier ist zusätzlich die erfindungsgegenständliche Spülbohrung 28 sichtbar. Fig. 2 shows the in Fig.1 indicated section through the injection injector 4. Here, in addition, the Spülbohrung invention 28 is 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 Temperaturbelastung 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 in Fig. 2 specified section through the injection injector 4 with the invention Spülstofstoffversorgung. 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 much lower temperature load during operation for the components of the solenoid valve 7, so that on the one hand an increase in life, on the other hand, a cost savings through the choice of other, less temperature-resistant materials is 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 (5)

  1. A method for injecting fuel into the combustion chamber of an internal combustion engine, in which 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 fed by the high-pressure pump is supplied to the injector, wherein the injector has an injection nozzle with an axially movable nozzle needle protruding into a control chamber which can be fed with fuel under pressure and whose pressure is controlled by a control valve which opens or closes at least one inflow or outflow duct for fuel, wherein between the prefeed pump and the high-pressure pump, a partial volume of the fuel is branched off as a flushing volume and supplied to a flushing channel of the injector, wherein the flushing volume is directly supplied to the control valve such that the flushing volume flows at least partially through the control valve and preferably mixes with the fuel from the inflow or outflow duct, characterized in that the flushing volume is conducted through a heat exchanger for adjusting the temperature of the flushing volume, wherein the heat exchanger cools the flushing volume during operation to lower the temperature load and heats the flushing volume to accelerate the engine start.
  2. A method according to claim 1, characterized in that the flushing volume is supplied to the control valve in the region of the valve seat of the valve member.
  3. A method according to claim 1 or 2, characterized in that the flushing volume flows through the anchor chamber of the control valve.
  4. A method according to claim 1, 2 or 3, characterized in that the flushing volume branched off between the prefeed pump and the high-pressure pump is controlled, preferably by a throttle or a flushing valve.
  5. A method according to any one of claims 1 to 4, characterized in that the fuel is fed by the prefeed pump to an overpressure of 5-10 bar.
EP08782821A 2007-08-20 2008-08-19 Method for injecting fuel into the combustion chamber of an internal combustion engine Not-in-force EP2183477B1 (en)

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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

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US20110186647A1 (en) 2011-08-04
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AT505666B1 (en) 2009-03-15
KR20100090758A (en) 2010-08-17
RU2010110548A (en) 2011-09-27
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JP2010537106A (en) 2010-12-02
EP2183477A1 (en) 2010-05-12

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