EP2310662B1 - Fuel injector - Google Patents

Fuel injector Download PDF

Info

Publication number
EP2310662B1
EP2310662B1 EP09779562A EP09779562A EP2310662B1 EP 2310662 B1 EP2310662 B1 EP 2310662B1 EP 09779562 A EP09779562 A EP 09779562A EP 09779562 A EP09779562 A EP 09779562A EP 2310662 B1 EP2310662 B1 EP 2310662B1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel injector
fuel
injection valve
valve element
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
Application number
EP09779562A
Other languages
German (de)
French (fr)
Other versions
EP2310662A1 (en
Inventor
Matthias Burger
Hans-Christoph Magel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2310662A1 publication Critical patent/EP2310662A1/en
Application granted granted Critical
Publication of EP2310662B1 publication Critical patent/EP2310662B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M61/12—Other injectors with elongated valve bodies, i.e. of needle-valve type characterised by the provision of guiding or centring means for valve bodies
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0005—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using valves actuated by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic
    • F02M2200/704—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic with actuator and actuated element moving in different directions, e.g. in opposite directions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic
    • F02M2200/705—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic with means for filling or emptying hydraulic chamber, e.g. for compensating clearance or thermal expansion
    • 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
    • F02M2547/003—Valve inserts containing control chamber and valve piston
    • 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
    • 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
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0078—Valve member details, e.g. special shape, hollow or fuel passages in the valve member
    • F02M63/008—Hollow valve members, e.g. members internally guided

Definitions

  • the invention relates to a fuel injector for injecting fuel into a combustion chamber of an internal combustion engine according to the preamble of claim 1.
  • Such a fuel injector is out of the DE 10 2004 005 452 A1 known.
  • the rail pressure prevails in the hydraulic coupler.
  • a disadvantage of the known fuel injector is that the pressure in the coupler space is the same size as outside the coupler space. This leads to a relatively slow response of the injection valve element in its control.
  • a hydraulic element which acts as a pressure intensifier in the manner of a coupler.
  • the hydraulic coupler there is low pressure and a lower pressure than outside.
  • An outflow in the direction of the low pressure region of the injector is not known from the cited document.
  • the pressure in the coupler space is the same or higher than the system pressure in the drive case.
  • the present invention seeks to further develop a fuel injector according to the preamble of claim 1 such that the injection valve element in a control with responds to the least possible delay.
  • This object is achieved in a fuel injector with the features of claim 1 according to the invention, that in the hydraulic coupler, a lower pressure is realized than outside the guides.
  • the invention is based on the idea to achieve a strong compression of the two separate, coupled by means of the hydraulic coupler (operatively connected), injection valve element parts characterized in that the hydraulic coupler, more precisely a coupler space of the coupler, in particular permanently, with a low pressure source, in particular one with a Injector return associated low pressure region of the injector, is connected. Due to the reduced within the hydraulic coupler compared to the high-pressure region of the fuel injector, the injection valve element parts are permanently and substantially interconnected during operation of the fuel injector, so that they can be considered as one-piece from a functional point of view.
  • a fuel injector designed according to the concept of the invention provides that both guides are surrounded at least in sections radially outwardly with fuel under high pressure.
  • the at least one injector component which delimits the guide gap radially outwardly, is surrounded by high-pressure fuel in an area radially outward of the respective guide gap formed between the at least one injector component and the injection valve element, thereby expanding the guide gaps by penetrating into the guide gaps High pressure fuel is avoided.
  • a low-pressure stage is realized, which causes a force acting in the closing direction of the injection valve element hydraulic force.
  • the injection valve element switching time can be accelerated. Since the closing force generated by the low-pressure stage, hydraulic, acting on the injection valve element, closing force is rail horrin, this closing force acts not only during the injection, as in a closing throttle, but permanently. It is particularly preferred if an additional closing throttle, which reduces the fuel pressure in the region of the injection valve element support in comparison to the fuel pressure in the region of an inlet channel of the fuel injector, is dispensed with. By providing a closing throttle, the effective injection pressure would be reduced by up to about 150 bar.
  • the low-pressure stage is preferably implemented by reducing the diameter of the injection valve element part (nozzle needle) adjacent to the nozzle hole arrangement in comparison with the diameter of the nozzle-hole-remote injection valve element part in a section (something) delimiting the hydraulic coupler.
  • the guide diameter of the guide facing the nozzle hole arrangement is preferably somewhat smaller than the guide diameter of the other, the hydraulic coupler axially limiting (in particular upper) guide.
  • the hydraulic coupler is connected via a connecting channel to a low pressure region of the fuel injector.
  • the connecting channel at least approximately, throttle-free, prevails within the hydraulic coupler, at least approximately, low pressure, preferably in a pressure range between about 0 and 20 bar.
  • the hydraulic coupler limiting guides is formed by a sleeve-shaped extension of a plate member, said sleeve-shaped extension, at least partially, preferably completely, radially outwardly surrounded by under high pressure fuel. It is particularly preferred to provide in the plate member a portion of the connecting channel, in particular as a radial channel, which connects the hydraulic coupler with the low-pressure region of the fuel injector. In the low-pressure region of the fuel injector, not only the named connection channel but also a discharge channel from a control chamber via which fuel flows out of the control chamber in the direction of the injector return when the control valve is open, preferably discharges.
  • At least one, preferably throttle-free, axial channel is provided, can flow through the fuel with the injector element open in the axial direction of the nozzle hole arrangement.
  • the plate element is arranged between an (upper) injector body and a (lower) nozzle nozzle arrangement having a nozzle body, that is clamped between these housing parts.
  • the nozzle body is screwed by means of a union nut with an external thread of the injector body.
  • At least one of the couplers axially delimiting guides is formed by a arranged in a high-pressure chamber, in particular spring-loaded sleeve.
  • the sleeve is pressed by the spring in the axial direction against the previously described plate member.
  • this spring is at the same time an injection valve element part in the direction of the nozzle hole arrangement acted upon closing spring which is at one end on the sleeve and the other end on the injection valve element part, in particular on a peripheral collar or a locking ring of the injection valve element part supported.
  • the hydraulic coupler is placed at the low pressure applied to the injector return.
  • the pressure in the hydraulic coupler is dimensioned so that it is under the high pressure of the fuel outside of the hydraulic coupler limiting guides, but above the low pressure in the range of injector return.
  • at least one throttle is preferably arranged in the connection channel connecting the hydraulic coupler to the low-pressure region. This is adjusted so that the pressure in the hydraulic coupler is higher than in the area of the injector return.
  • the pressure in the hydraulic coupler is now load-dependent, it is preferred, in the case of providing such a throttle, to dispense with a low-pressure stage in the hydraulic coupler, so that the hydraulic coupler no longer has the function of a hydraulic Closing force to produce, but only a coupling function. Due to the somewhat increased pressure in the hydraulic coupler, the already small amount of leakage, which flows through the guides into the hydraulic coupler and thus into the low-pressure region, is further reduced.
  • the throttle is designed so that the pressure in the hydraulic coupler corresponds approximately to half the rail pressure.
  • a closing throttle is preferably provided for generating a hydraulic closing force, which is dimensioned such that the pressure in the region of the tip of the injection valve element is lower, preferably by about 50 to 200 bar, than the rail pressure.
  • Structurally particularly elegant is an embodiment in which such a closing throttle is arranged in an injector component which defines a control chamber radially inwardly.
  • an inlet throttle for the control chamber and an outlet throttle from the control chamber and possibly also a filler throttle are preferred in this injector component introduced for accelerated refilling of the control chamber.
  • Fig. 1 is a designed as a common rail injector fuel injector 1 for injecting fuel into a combustion chamber of an internal combustion engine, not shown Motor vehicle shown.
  • a high pressure pump 2 delivers fuel from a reservoir 3 in a high-pressure fuel storage 4 (Rail). In this fuel, especially diesel or gasoline, under high pressure, stored in this embodiment about 2000 bar.
  • the fuel injector 1 is connected, among other injectors, not shown, via a supply line 5.
  • the supply line 5 opens into a supply channel 6 of the fuel injector 1, which opens into a high-pressure chamber 7 of the fuel injector 1.
  • the high-pressure chamber 7 forms a mini-rail, due to which pressure oscillations are minimized.
  • a return line 8 a low-pressure region 9 of the fuel injector 1 is connected to the reservoir 3. Via an injector return port 10 and the return line 8, a control amount to be explained later as well as a small leakage quantity of fuel can flow away from the fuel injector 1 to the reservoir 3.
  • the fuel injector 1 has a housing 11, which has an injector body 12 into which the supply channel 6 is introduced and comprises a lower nozzle body 13. Between the injector body 12 and the nozzle body 13, a plate element 14 to be explained later is clamped, wherein the nozzle body 13 is clamped against the plate element 14 by means of a union nut 15 and this in turn against the nozzle body 13. For this purpose, the union nut 15 is screwed to an external thread of the injector body 12.
  • the head part of the housing 11 is formed by a clamping nut 16, which is screwed to the injector body 12, and which clamps a cover element 17, comprising the injector return port 10, against an electromagnet arrangement 18 of an electromagnetic actuator 19, which will be explained later in the axial direction on an inner shoulder 20 of the clamping nut 16 rests.
  • a two-part injection valve element 21 is accommodated in the housing 11, more precisely in the injector body 12 and in the nozzle body 13, a two-part injection valve element 21 is accommodated.
  • This comprises an upper, first part 22 (control rod) and a lower, second part 23 (nozzle needle).
  • the first and the second part 22, 23 of the injection valve element 21 are coupled together via a hydraulic coupler 24 to be explained later and behave like a single component.
  • the second, lower part 23 of the injection valve element 21 is guided in a guide bore 25 in the nozzle body 13.
  • axial channels 26 are formed on the outer circumference of the second part 23 in an area within the guide bore 25, through which fuel can flow from the high-pressure chamber 7 into a lower annular space 67 when the injection valve element 21 is open, in which substantially the same fuel pressure prevails as in the high-pressure space 7.
  • the axial channels 26 designed as bevels and an axial channel 66 in the plate element 14 are (at least approximately) throttle-free.
  • the fuel pressure in a gap formed between the plate member 14 and the guide bore 25 27 corresponds to the fuel pressure within the high-pressure chamber 7.
  • otherwise required in the prior art closing throttle Fig. 1 In contrast to the later to be explained embodiment according to Fig. 2 ) deliberately omitted.
  • the injection valve element 21, more precisely the second part 23, has at its tip 28 a closing surface 29 with which the injection valve element 21 can be brought into tight contact with an injection valve element seat 30 (nozzle needle seat) formed inside the nozzle body 13.
  • an injection valve element seat 30 nozzle needle seat
  • the injection valve member 21 abuts its injection valve member seat 30, i. is in a closed position, the fuel outlet from a nozzle hole arrangement 31 is locked. If, on the other hand, it is lifted off its injection valve element seat 30 and is in a non-ballistic open position, fuel can flow from the high-pressure chamber 7 via the intermediate space 27 and the lower annular space 67 past the injection valve element seat 30 to the nozzle hole arrangement 31 and there substantially under high pressure (Rail pressure) standing in the combustion chamber are injected.
  • a control chamber 35 is limited, via a radially extending in the sleeve-shaped portion 33 inlet throttle 36 with high-pressure fuel is supplied from the high-pressure chamber 7.
  • the control chamber 35 is connected to a valve chamber 39 of a control valve 40 (servo-valve) via a flow restrictor 38 provided in an upper, plate-shaped section 37 of the injector component 34.
  • the valve chamber 39 is bounded radially outwardly by a sleeve-shaped control valve member 41, which is integral with one with the electromagnetic actuator 19 cooperating armature plate 42 is formed.
  • the sleeve-shaped control valve element 41 is pressure balanced in its closed position in the axial direction.
  • the control chamber 35 is bounded axially upward by a guide pin 43 which is axially supported on the cover member 17 and on the one hand has the task to guide the control valve member 41 during its adjustment and on the other hand to seal the valve chamber 39 in the axial direction upwards.
  • fuel can flow into the low-pressure region 9 of the fuel injector 1 when the control valve element 41 actuated by the electromagnetic actuator 19 is lifted off its control valve seat 44, which is designed as a flat seat and arranged on the plate-shaped section 37 of the injector component 34, ie the control valve 40 is open.
  • the injection valve element 21 thus lifts off from its injection valve element seat 30, so that fuel can flow out through the nozzle hole arrangement 31.
  • the energization of the solenoid assembly 18 of the electromagnetic actuator 19 is interrupted.
  • the sleeve-shaped control valve element 41 moves back onto its control valve seat 44.
  • the fuel flowing in through the inlet throttle 36 rapidly increases the pressure in the control chamber 35, as a result of which the injection valve element 21 is supported by the Spring force of a closing spring 47, is moved back to its injection valve element seat 30, which in turn the fuel flow from the nozzle hole assembly 31 is interrupted in the combustion chamber.
  • the filling of the control chamber 35 via the inlet throttle 36 is accelerated via a Ruddrossel 61 which connects the high pressure chamber 7 permanently hydraulically with the valve chamber 39. Possibly. can also be dispensed with this Standdrossel 61.
  • the first and second parts 22, 23 of the injection valve element 21 are hydraulically coupled together in the hydraulic coupler 24, more specifically in a coupler space 48, and behave as a single component. This is due to the fact that the hydraulic coupler 24, or the coupler chamber 48 is permanently connected via a multi-part connecting channel 49 with the arranged in the injector low pressure region 9 of the fuel injector 1, and thus during operation of the fuel injector 1 permanently low pressure lies.
  • the connecting channel 49 is formed by a provided in the plate member 14 radial channel 50, an annular space 51 radially between the plate member 14 and the union nut 15 and a vertically extending channel 52 in the injector 12th
  • the hydraulic coupler 24 is limited in the embodiment shown in the axial direction upward by a first guide 53 for the first part 22 of the injection valve element 21 and in the axial direction down from a second guide 54 for the second, lower part 23 of the injection valve element 21st
  • the first guide 53 comprises a first guide gap 55 (annular gap) radially between a sleeve-shaped extension 56 of the plate member 14 and a lower portion of the first part 22 of the injection valve element 21.
  • the second guide 54 comprises a second guide gap 57 (annular gap) radially between a
  • the closing spring 47 is supported at one end on the lower end face of the sleeve 58 and at the other end on a circumferential collar 59 of the second part 23 of the injection valve element 21 from the closing spring 47 spring-loaded sleeve 58 and an upper portion of the second part 23 of the injection valve element 21.
  • the guide gaps 55, 57 are comparatively fuel-tight. This is primarily attributable to the fact that the first guide 53, more precisely the sleeve-shaped extension 56, is arranged inside the high-pressure chamber 7, that is to say is surrounded radially on the outside by high-pressure fuel. As a result, the first guide gap 55 experiences no expansion radially outward due to the low leakage flowing through the first guide gap 55 into the coupler space 48.
  • the second guide 54 more precisely, the sleeve 58 is disposed within the gap 27, in which approximately the same pressure prevails as in the high-pressure chamber 7, so that the second guide gap 57 is not widened because the sleeve 58 radially outward from under high pressure Fuel is surrounded. As a result, the amount of leakage flowing via the guides 53, 54 into the hydraulic coupler 24 is which continues to flow via the connecting channel 49 into the low-pressure region 9, low.
  • a low-pressure stage 60 realized, which has a force acting in the closing direction of the injection valve element 21 force.
  • the low-pressure stage 60 is realized in that the diameter D I of the first part 21 in the region of the first guide 53 (slightly) is greater than the diameter D II of the second part 23 of the injection valve element 21 in the region of the second guide 54.
  • the injection valve element 21 should open only when the control valve 40 can already be operated non-ballistic. Without the realized low-pressure stage 60, the start of injection can be delayed only for a mechanically soft injection valve element 21 or a small drain / inlet throttle ratio. Both measures lead to disadvantages in the injector behavior: While a soft injection valve element 21 leads to a poorer multiple injection suitability, a small drain / feed throttle ratio reduces the increase in the jet force of the injection jet and generally leads to emission disadvantages.
  • a throttle 62 In contrast to the embodiment according to Fig. 1 is integrated in the connecting channel 49, more precisely in the radial channel 50 between the hydraulic coupler 24 and the low-pressure region 9, a throttle 62. This is designed so that prevails in the hydraulic coupler 24, more precisely in the coupler 48, about half the pressure, as in the high-pressure chamber 7 and in the intermediate space 27. This is achieved in that the pressure drop across the guides 53, 54 in about the pressure drop the throttle 62 corresponds.
  • the over the guide gaps 55, 57 flowing off leakage amount is further reduced.
  • the component load of the plate member 14 and the sleeve 58 is reduced.
  • the fuel injector 1 according to Fig. 2 equipped with an additional closing throttle 63, which is introduced into the sleeve-shaped portion 33 of the Injektorbauteils 34.
  • This connects the high-pressure chamber 7 with one in comparison to Fig. 1 additional, annular inlet chamber 64, which surrounds the sleeve-shaped portion 33 radially on the outside, and which is sealed via an annular sealing element 65 relative to the serving as a minirail high-pressure chamber 7.
  • the closing throttle 63 is designed in the illustrated embodiment so that the pressure in the high pressure chamber 7 is about 50-200 bar less than the rail pressure in the inlet space 64.
  • the embodiment according to Fig. 1 do not open the inlet throttle 36 and the Golfdrossel 61 from the high-pressure chamber 7, but from the inlet chamber 64.
  • the throttle 62 can, as shown, be designed as a simple throttle bore. Due to the necessary small flow cross sections which are necessary in the throttle 62, a conventional throttle bore, however, is relatively difficult to produce for reasons of tolerance. Therefore, it is preferable to perform the throttle 62 as an annular gap throttle. This can be achieved, for example, by positioning an insert part, for example a pin, in the actual throttle bore, on which the Fuel must flow past radially outside. The advantage of such a construction is the easier manufacturability.

Description

Stand der TechnikState of the art

Die Erfindung betrifft einen Kraftstoff-Injektor zum Einspritzen von Kraftstoff in einen Brennraum einer Brennkraftmaschine gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a fuel injector for injecting fuel into a combustion chamber of an internal combustion engine according to the preamble of claim 1.

Ein derartiger Kraftstoff-Injektor ist aus der DE 10 2004 005 452 A1 bekannt. Im Ruhezustand des bekannten, mittels einer Piezoaktuators betriebenen Kraftstoff-Injektors herrscht hierbei im hydraulischen Koppler der Raildruck. Nachteilig bei dem bekannten Kraftstoff-Injektor ist es, dass der Druck im Kopplerraum gleichgroß ist wie außerhalb des Kopplerraums. Dies führt zu einem relativ langsamen Ansprechen des Einspritzventilelements bei dessen Ansteuerung.Such a fuel injector is out of the DE 10 2004 005 452 A1 known. In the idle state of the known fuel injector operated by means of a piezo actuator, the rail pressure prevails in the hydraulic coupler. A disadvantage of the known fuel injector is that the pressure in the coupler space is the same size as outside the coupler space. This leads to a relatively slow response of the injection valve element in its control.

Aus der DE 195 00 706 A1 ist ferner ein hydraulisches Element bekannt, das als Druckübersetzer in Art eines Kopplers wirkt. In dem hydraulischen Koppler herrscht Niederdruck und ein geringerer Druck als außerhalb. Ein Abfluss in Richtung des Niederdruckbereichs des Injektors ist aus der genannten Schrift jedoch nicht bekannt.From the DE 195 00 706 A1 Furthermore, a hydraulic element is known which acts as a pressure intensifier in the manner of a coupler. In the hydraulic coupler there is low pressure and a lower pressure than outside. An outflow in the direction of the low pressure region of the injector is not known from the cited document.

Bei einem aus der DE 10 2007 001 363 A1 bekannten Injektor ist der Druck im Kopplerraum demgegenüber gleich oder im Ansteuerungsfall höher als der Systemdruck.At one of the DE 10 2007 001 363 A1 known injector, the pressure in the coupler space is the same or higher than the system pressure in the drive case.

Offenbarung der ErfindungDisclosure of the invention

Ausgehend von dem dargestellten Stand der Technik liegt der Erfindung die Aufgabe zugrunde, einen Kraftstoff-Injektor nach dem Oberbegriff des Anspruchs 1 derart weiterzubilden, dass das Einspritzventilelement bei einer Ansteuerung mit einer möglichst geringen Verzögerung reagiert. Diese Aufgabe wird bei einem Kraftstoff-Injektor mit den Merkmalen des Anspruchs 1 erfindungsgemäß dadurch gelöst, dass im hydraulischen Koppler ein geringerer Druck realisiert ist als außerhalb der Führungen.Based on the illustrated prior art, the present invention seeks to further develop a fuel injector according to the preamble of claim 1 such that the injection valve element in a control with responds to the least possible delay. This object is achieved in a fuel injector with the features of claim 1 according to the invention, that in the hydraulic coupler, a lower pressure is realized than outside the guides.

Vorteilhafte Weiterbildungen der Erfindung sind in den Unteransprüchen angegeben.Advantageous developments of the invention are specified in the subclaims.

Der Erfindung liegt der Gedanke zugrunde, eine starke Verpressung der beiden separaten, mittels des hydraulischen Kopplers gekoppelten (wirkverbundenen), Einspritzventilelementteile dadurch zu erreichen, dass der hydraulische Koppler, genauer ein Kopplerraum des Kopplers, insbesondere dauerhaft, mit einer Niederdruckquelle, insbesondere einem mit einem Injektorrücklauf verbundenen Niederdruckbereich des Injektors, verbunden ist. Aufgrund des im Vergleich zum Hochdruckbereich des Kraftstoff-Injektors reduzierten Drucks innerhalb des hydraulischen Kopplers werden die Einspritzventilelementteile während des Betriebs des Kraftstoff-Injektors permanent und mit erheblichen Kräften miteinander verbunden, sodass sie aus Funktionssicht als einteilig betrachtet werden können. Dieser Effekt ist gerade bei einer Mehrfacheinspritzung von signifikantem Vorteil,
da im Vergleich mit bekannten, nicht druckreduzierten hydraulischen Kopplern ein Unterdruck im hydraulischen Koppler nicht erst mit dem Einspritzventilelementhub aufgebaut werden muss. Im Vergleich zu einem einteiligen Einspritzventilelement wird der Vorteil erzielt, dass auf eine auf aktuelle Fertigungsabläufe abgestimmte Logistik zurückgegriffen werden kann. Darüber hinaus ist es möglich, den Düsennadelteil des Einspritzventilelementes aus einem anderen Material auszubilden, als den Steuerstangenteil, wodurch die Einspritzventilelementteile an spezifische Anforderungen (Steifigkeit/Festigkeit) optimal angepasst werden können. Um die durch die den hydraulischen Koppler, genauer den Kopplerraum, axial begrenzenden Führungsspalte hindurchströmende Leckagemenge zu minimieren, ist bei einem nach dem Konzept der Erfindung ausgebildeten Kraftstoff-Injektor vorgesehen, dass beide Führungen zumindest abschnittsweise radial außen mit unter Hochdruck stehendem Kraftstoff umgeben sind. Anders ausgedrückt, ist das mindestens eine die Führungsspalte radial außen begrenzenden Injektorbauteil in einem Bereich radial außerhalb des jeweiligen, zwischen dem mindestens ein Injektorbauteil und dem Einspritzventilelement ausgebildeten Führungsspalt mit unter Hochdruck stehendem Kraftstoff umgeben, wodurch eine Aufweitung der Führungsspalte durch in die Führungsspalte eindringenden, unter Hochdruck stehenden Kraftstoff vermieden wird. Noch anders ausgedrückt wird eine Aufweitung des einen oder der die Führungsspalte begrenzenden Injektorbauteil(e) dadurch minimiert, dass der Druck in den Führungsspalten zumindest näherungsweise genauso groß ist wie außerhalb des/der Injektorbauteil(e) in einem Bereich radial außerhalb der Führungsspalte. Auf die beschriebene Weise wird besonders elegant eine starke hydraulische Kopplung zweier Einspritzventilelementteile unter Zuhilfenahme eines, insbesondere wesentlich, geringeren Drucks als der Raildruck erreicht, ohne dass hierbei besonders große Leckagemengen anfallen.The invention is based on the idea to achieve a strong compression of the two separate, coupled by means of the hydraulic coupler (operatively connected), injection valve element parts characterized in that the hydraulic coupler, more precisely a coupler space of the coupler, in particular permanently, with a low pressure source, in particular one with a Injector return associated low pressure region of the injector, is connected. Due to the reduced within the hydraulic coupler compared to the high-pressure region of the fuel injector, the injection valve element parts are permanently and substantially interconnected during operation of the fuel injector, so that they can be considered as one-piece from a functional point of view. This effect is of significant advantage especially with multiple injection,
since, in comparison with known, not pressure-reduced hydraulic couplers, a negative pressure in the hydraulic coupler does not have to be built up with the Einspritzventilelementhub. Compared to a one-piece injection valve element, the advantage is achieved that can be used on a matched to current manufacturing processes logistics. Moreover, it is possible to form the nozzle needle part of the injection valve element from a different material than the control rod part, whereby the injection valve element parts can be optimally adapted to specific requirements (stiffness / strength). In order to minimize the leakage amount flowing through the hydraulic coupler, more precisely the coupler space, axially delimiting guide gaps, a fuel injector designed according to the concept of the invention provides that both guides are surrounded at least in sections radially outwardly with fuel under high pressure. In other words, the at least one injector component, which delimits the guide gap radially outwardly, is surrounded by high-pressure fuel in an area radially outward of the respective guide gap formed between the at least one injector component and the injection valve element, thereby expanding the guide gaps by penetrating into the guide gaps High pressure fuel is avoided. In other words, widening of the one or more guide gaps bound injector component (s) is minimized in that the pressure in the guide gaps is at least approximately the same size as outside the injector component (s) in a region radially outside the guide gaps. In the manner described, a particularly strong hydraulic coupling of two injection valve element parts with the aid of a, In particular, significantly lower pressure than the rail pressure achieved without this particular large leakage quantities incurred.

In Weiterbildung der Erfindung ist mit Vorteil vorgesehen, dass innerhalb des hydraulischen Kopplers eine Niederdruckstufe realisiert ist, die eine in Schließrichtung auf das Einspritzventilelement wirkende hydraulische Kraft verursacht. Hierdurch kann die Einspritzventilelementschaltzeit beschleunigt werden. Da die von der Niederdruckstufe erzeugte, hydraulische, auf das Einspritzventilelement wirkende, Schließkraft raildruckabhängig ist, wirkt diese Schließkraft nicht erst während der Einspritzung, wie bei einer Schließdrossel, sondern permanent. Besonders bevorzugt ist es dabei, wenn auf eine zusätzliche Schließdrossel, die den Kraftstoffdruck im Bereich der Einspritzventilelementstütze im Vergleich zum Kraftstoffdruck im Bereich eines Zulaufkanals des Kraftstoff-Injektors verringert, verzichtet wird. Durch das Vorsehen einer Schließdrossel würde der effektive Einspritzdruck um etwa bis zu 150 bar reduziert. Hierauf kann aufgrund des Vorsehens einer Niederdruckstufe im hydraulischen Koppler mit Vorteil verzichtet werden. Die Niederdruckstufe wird bevorzugt dadurch realisiert, dass der Durchmesser des zur Düsenlochanordnung benachbarten Einspritzventilelementteils (Düsennadel) im Vergleich zu dem Durchmesser des düsenlochfernen Einspritzventilelementteils in einem den hydraulischen Koppler begrenzenden Abschnitt (etwas) reduziert wird. Anders ausgedrückt ist der Führungsdurchmesser der der Düsenlochanordnung zugewandten Führung bevorzugt etwas geringer als der Führungsdurchmesser der anderen, den hydraulischen Koppler axial begrenzenden (insbesondere oberen) Führung. Besonders bevorzugt ist eine Ausführungsform, bei der der hydraulische Koppler über einen Verbindungskanal an einen Niederdruckbereich des Kraftstoff-Injektors angeschlossen ist. Hierdurch kann der Druck im hydraulischen Koppler im Vergleich zum Raildruck erheblich reduziert werden. Für den Fall, dass der Verbindungskanal, zumindest näherungsweise, drosselfrei ausgebildet ist, herrscht innerhalb des hydraulischen Kopplers, zumindest näherungsweise, Niederdruck, vorzugsweise in einem Druckbereich zwischen etwa 0 und 20 bar.In a further development of the invention is advantageously provided that within the hydraulic coupler, a low-pressure stage is realized, which causes a force acting in the closing direction of the injection valve element hydraulic force. As a result, the injection valve element switching time can be accelerated. Since the closing force generated by the low-pressure stage, hydraulic, acting on the injection valve element, closing force is raildruckabhängig, this closing force acts not only during the injection, as in a closing throttle, but permanently. It is particularly preferred if an additional closing throttle, which reduces the fuel pressure in the region of the injection valve element support in comparison to the fuel pressure in the region of an inlet channel of the fuel injector, is dispensed with. By providing a closing throttle, the effective injection pressure would be reduced by up to about 150 bar. This can be dispensed with advantageously due to the provision of a low-pressure stage in the hydraulic coupler. The low-pressure stage is preferably implemented by reducing the diameter of the injection valve element part (nozzle needle) adjacent to the nozzle hole arrangement in comparison with the diameter of the nozzle-hole-remote injection valve element part in a section (something) delimiting the hydraulic coupler. In other words, the guide diameter of the guide facing the nozzle hole arrangement is preferably somewhat smaller than the guide diameter of the other, the hydraulic coupler axially limiting (in particular upper) guide. Particularly preferred is an embodiment in which the hydraulic coupler is connected via a connecting channel to a low pressure region of the fuel injector. As a result, the pressure in the hydraulic coupler compared to the rail pressure can be significantly reduced. In the event that the connecting channel, at least approximately, throttle-free, prevails within the hydraulic coupler, at least approximately, low pressure, preferably in a pressure range between about 0 and 20 bar.

In Weiterbildung der Erfindung ist mit Vorteil vorgesehen, dass zumindest eine der beiden, den hydraulischen Koppler begrenzenden Führungen von einem hülsenförmigen Fortsatz eines Plattenelementes gebildet ist, wobei dieser hülsenförmige Fortsatz, zumindest abschnittsweise, vorzugsweise vollständig, radial außen von unter Hochdruck stehendem Kraftstoff umgeben ist. Besonders bevorzugt ist es dabei, in dem Plattenelement einen Abschnitt des Verbindungskanals, insbesondere als Radialkanal, vorzusehen, der den hydraulischen Koppler mit dem Niederdruckbereich des Kraftstoff-Injektors verbindet. Bevorzugt mündet in den Niederdruckbereich des Kraftstoff-Injektors nicht nur der genannte Verbindungskanal, sondern auch ein Ablaufkanal aus einer Steuerkammer, über den bei geöffnetem Steuerventil Kraftstoff aus der Steuerkammer in Richtung Injektorrücklauf abströmt.In a further development of the invention is advantageously provided that at least one of the two, the hydraulic coupler limiting guides is formed by a sleeve-shaped extension of a plate member, said sleeve-shaped extension, at least partially, preferably completely, radially outwardly surrounded by under high pressure fuel. It is particularly preferred to provide in the plate member a portion of the connecting channel, in particular as a radial channel, which connects the hydraulic coupler with the low-pressure region of the fuel injector. In the low-pressure region of the fuel injector, not only the named connection channel but also a discharge channel from a control chamber via which fuel flows out of the control chamber in the direction of the injector return when the control valve is open, preferably discharges.

Besonders bevorzugt ist eine Konstruktionsvariante, bei der in dem Plattenelement mindestens ein, vorzugsweise drosselfreier, Axialkanal vorgesehen ist, durch den Kraftstoff bei geöffnetem Einspritzventilelement in axialer Richtung zur Düsenlochanordnung strömen kann.Particularly preferred is a design variant in which in the plate member at least one, preferably throttle-free, axial channel is provided, can flow through the fuel with the injector element open in the axial direction of the nozzle hole arrangement.

Besonders zweckmäßig ist es, wenn das Plattenelement zwischen einem (oberen) Injektorkörper und einem (unteren) eine Düsenlochanordnung aufweisenden Düsenkörper angeordnet, also zwischen diesen Gehäuseteilen verspannt ist. Bevorzugt wird dabei der Düsenkörper mittels einer Überwurfmutter mit einem Außengewinde des Injektorkörpers verschraubt.It is particularly expedient if the plate element is arranged between an (upper) injector body and a (lower) nozzle nozzle arrangement having a nozzle body, that is clamped between these housing parts. Preferably, the nozzle body is screwed by means of a union nut with an external thread of the injector body.

Besonders bevorzugt ist eine Ausführungsform, bei der zumindest eine der den Koppler axial begrenzenden Führungen von einer in einem Hochdruckraum angeordneten, insbesondere federkraftbeaufschlagten, Hülse gebildet ist. Besonders zweckmäßig ist dabei eine Ausführungsform, bei der die Hülse von der Feder in axialer Richtung gegen das zuvor erläuterte Plattenelement gepresst wird. Dabei ist eine Ausführungsform besonders bevorzugt, bei der es sich bei dieser Feder gleichzeitig um die ein Einspritzventilelementteil in Richtung der Düsenlochanordnung beaufschlagende Schließfeder handelt, die sich einenends an der Hülse und anderenends am Einspritzventilelementteil, insbesondere an einem Umfangsbund oder einem Sicherungsring des Einspritzventilelementteils, abstützt.Particularly preferred is an embodiment in which at least one of the couplers axially delimiting guides is formed by a arranged in a high-pressure chamber, in particular spring-loaded sleeve. Particularly useful is an embodiment in which the sleeve is pressed by the spring in the axial direction against the previously described plate member. In this case, an embodiment is particularly preferred in which this spring is at the same time an injection valve element part in the direction of the nozzle hole arrangement acted upon closing spring which is at one end on the sleeve and the other end on the injection valve element part, in particular on a peripheral collar or a locking ring of the injection valve element part supported.

Wie zuvor erläutert, ist es möglich, den hydraulischen Koppler auf den am Injektorrücklauf anliegenden Niederdruck zu legen. Es ist jedoch auch eine Ausführungsform realisierbar, bei der der Druck im hydraulischen Koppler so dimensioniert wird, dass er zwar unter dem Hochdruck des Kraftstoffs außerhalb der den hydraulischen Koppler begrenzenden Führungen, jedoch oberhalb des Niederdrucks im Bereich des Injektorrücklaufs liegt. Hierzu wird bevorzugt in dem den hydraulischen Koppler mit dem Niederdruckbereich verbindenden Verbindungskanal mindestens eine Drossel angeordnet. Diese ist dabei so abgestimmt, dass der Druck im hydraulischen Koppler höher ist als im Bereich des Injektorrücklaufs. Durch die Realisierung eines im Vergleich zum Niederdruck im Injektorrücklaufbereich höheren (Nieder-)Drucks im hydraulischen Koppler wird die Bauteilbelastung im Bereich des hydraulischen Kopplers reduziert. Da aufgrund des Vorsehens der Drossel im Verbindungskanal der Druck im hydraulischen Koppler nun lastabhängig ist, ist es bevorzugt, im Fall des Vorsehens einer derartigen Drossel, auf eine Niederdruckstufe im hydraulischen Koppler zu verzichten, sodass der hydraulische Koppler nicht mehr die Funktion hat, eine hydraulische Schließkraft zu erzeugen, sondern ausschließlich eine Kopplungsfunktion. Durch den etwas erhöhten Druck im hydraulischen Koppler wird die sowieso schon geringe Leckagemenge, die durch die Führungen in den hydraulischen Koppler und damit in den Niederdruckbereich abströmt, noch weiter reduziert. Bevorzugt ist die Drossel so ausgelegt, dass der Druck im hydraulischen Koppler etwa dem halben Raildruck entspricht.As previously explained, it is possible to place the hydraulic coupler at the low pressure applied to the injector return. However, it is also an embodiment feasible, in which the pressure in the hydraulic coupler is dimensioned so that it is under the high pressure of the fuel outside of the hydraulic coupler limiting guides, but above the low pressure in the range of injector return. For this purpose, at least one throttle is preferably arranged in the connection channel connecting the hydraulic coupler to the low-pressure region. This is adjusted so that the pressure in the hydraulic coupler is higher than in the area of the injector return. By realizing a higher (low) pressure in the hydraulic coupler compared to the low pressure in the injector return region, the component load in the region of the hydraulic coupler is reduced. Since due to the provision of the throttle in the connecting channel, the pressure in the hydraulic coupler is now load-dependent, it is preferred, in the case of providing such a throttle, to dispense with a low-pressure stage in the hydraulic coupler, so that the hydraulic coupler no longer has the function of a hydraulic Closing force to produce, but only a coupling function. Due to the somewhat increased pressure in the hydraulic coupler, the already small amount of leakage, which flows through the guides into the hydraulic coupler and thus into the low-pressure region, is further reduced. Preferably, the throttle is designed so that the pressure in the hydraulic coupler corresponds approximately to half the rail pressure.

Bevorzugt wird in diesem Fall zum Erzeugen einer hydraulischen Schließkraft eine Schließdrossel vorgesehen, die derart dimensioniert ist, dass der Druck im Bereich der Spitze des Einspritzventilelementes geringer ist, vorzugsweise um etwa 50 bis 200 bar, als der Raildruck.In this case, a closing throttle is preferably provided for generating a hydraulic closing force, which is dimensioned such that the pressure in the region of the tip of the injection valve element is lower, preferably by about 50 to 200 bar, than the rail pressure.

Konstruktiv besonders elegant ist eine Ausführungsform, bei der eine derartige Schließdrossel in einem Injektorbauteil angeordnet ist, das radial innen eine Steuerkammer begrenzt. Bevorzugt sind in diesem Injektorbauteil gleichzeitig auch eine Zulaufdrossel für die Steuerkammer und eine Ablaufdrossel aus der Steuerkammer und ggf. auch eine Fülldrossel zum beschleunigten Rückbefüllen der Steuerkammer eingebracht.Structurally particularly elegant is an embodiment in which such a closing throttle is arranged in an injector component which defines a control chamber radially inwardly. At the same time, an inlet throttle for the control chamber and an outlet throttle from the control chamber and possibly also a filler throttle are preferred in this injector component introduced for accelerated refilling of the control chamber.

Kurze Beschreibung der ZeichnungenBrief description of the drawings

Weitere Vorteile, Merkmale und Einzelheiten der Erfindung ergeben sich aus der nachfolgenden Beschreibung bevorzugter Ausführungsbeispiele sowie anhand der Zeichnungen. Diese zeigen in:

Fig. 1
ein erstes Ausführungsbeispiel eines Kraftstoff-Injektors mit einem an einen Niederdruckbereich des Kraftstoff-Injektors angeschlossenem hydraulischen Koppler mit Niederdruckstufe und
Fig. 2
eine Ausführungsvariante eines Kraftstoff-Injektors mit an einem Niederdruckbereich des Kraftstoff-Injektors angeschlossenem hydraulischen Koppler ohne Niederdruckstufe und mit einer in einem Verbindungskanal zwischen dem hydraulischen Koppler und dem Niederdruckbereich angeordneten Drossel zur Einstellung des Drucks im hydraulischen Koppler.
Further advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the drawings. These show in:
Fig. 1
a first embodiment of a fuel injector with a connected to a low pressure region of the fuel injector hydraulic coupler with low pressure stage and
Fig. 2
an embodiment of a fuel injector with connected to a low pressure region of the fuel injector hydraulic coupler without low pressure stage and arranged in a connecting channel between the hydraulic coupler and the low pressure region throttle for adjusting the pressure in the hydraulic coupler.

Ausführungsformen der ErfindungEmbodiments of the invention

In den Figuren sind gleiche Bauteile und Bauteile mit der gleichen Funktion mit den gleichen Bezugszeichen gekennzeichnet.In the figures, the same components and components with the same function with the same reference numerals.

In Fig. 1 ist ein als Common-Rail-Injektor ausgebildeter Kraftstoff-Injektor 1 zum Einspritzen von Kraftstoff in einen nicht gezeigten Brennraum einer Brennkraftmaschine eines Kraftfahrzeugs dargestellt. Eine Hochdruckpumpe 2 fördert Kraftstoff aus einem Vorratsbehälter 3 in einen Kraftstoff-Hochdruckspeicher 4 (Rail). In diesem ist Kraftstoff, insbesondere Diesel oder Benzin, unter hohem Druck, von in diesem Ausführungsbeispiel über 2000 bar, gespeichert.In Fig. 1 is a designed as a common rail injector fuel injector 1 for injecting fuel into a combustion chamber of an internal combustion engine, not shown Motor vehicle shown. A high pressure pump 2 delivers fuel from a reservoir 3 in a high-pressure fuel storage 4 (Rail). In this fuel, especially diesel or gasoline, under high pressure, stored in this embodiment about 2000 bar.

An den Kraftstoff-Hochdruckspeicher 4 ist der Kraftstoff-Injektor 1 neben anderen, nicht gezeigten Injektoren über eine Versorgungsleitung 5 angeschlossen. Die Versorgungsleitung 5 mündet in einen Versorgungskanal 6 des Kraftstoff-Injektors 1, der in einen Hochdruckraum 7 des Kraftstoff-Injektors 1 mündet. Der Hochdruckraum 7 bildet ein Mini-Rail, aufgrund dessen Druckschwingungen minimiert werden. Mittels einer Rücklaufleitung 8 ist ein Niederdruckbereich 9 des Kraftstoff-Injektors 1 an den Vorratsbehälter 3 angeschlossen. Über einen Injektor-Rücklaufanschluss 10 und die Rücklaufleitung 8 kann eine später noch zu erläuternde Steuermenge sowie eine geringe Leckagemenge an Kraftstoff von dem Kraftstoff-Injektor 1 zu dem Vorratsbehälter 3 abfließen.To the high-pressure fuel accumulator 4, the fuel injector 1 is connected, among other injectors, not shown, via a supply line 5. The supply line 5 opens into a supply channel 6 of the fuel injector 1, which opens into a high-pressure chamber 7 of the fuel injector 1. The high-pressure chamber 7 forms a mini-rail, due to which pressure oscillations are minimized. By means of a return line 8, a low-pressure region 9 of the fuel injector 1 is connected to the reservoir 3. Via an injector return port 10 and the return line 8, a control amount to be explained later as well as a small leakage quantity of fuel can flow away from the fuel injector 1 to the reservoir 3.

Der Kraftstoff-Injektor 1 weist ein Gehäuse 11 auf, das einen Injektorkörper 12, in den der Versorgungskanal 6 eingebracht ist und einen unteren Düsenkörper 13 umfasst. Zwischen dem Injektorkörper 12 und dem Düsenkörper 13 ist ein später noch zu erläuterndes Plattenelement 14 geklemmt, wobei der Düsenkörper 13 mittels einer Überwurfmutter 15 gegen das Plattenelement 14 und dieses in der Folge gegen den Düsenkörper 13 verspannt ist. Hierzu ist die Überwurfmutter 15 mit einem Außengewinde des Injektorkörpers 12 verschraubt.The fuel injector 1 has a housing 11, which has an injector body 12 into which the supply channel 6 is introduced and comprises a lower nozzle body 13. Between the injector body 12 and the nozzle body 13, a plate element 14 to be explained later is clamped, wherein the nozzle body 13 is clamped against the plate element 14 by means of a union nut 15 and this in turn against the nozzle body 13. For this purpose, the union nut 15 is screwed to an external thread of the injector body 12.

Das Kopfteil des Gehäuses 11 wird gebildet von einer Spannmutter 16, die mit dem Injektorkörper 12 verschraubt ist, und die ein Deckelelement 17, aufweisend den Injektor-Rücklaufanschluss 10, gegen eine Elektromagnetanordnung 18 eines später noch zu erläuternden, elektromagnetischen Aktuators 19 verspannt, welcher wiederum in axialer Richtung auf einer inneren Schulter 20 der Spannmutter 16 aufliegt.The head part of the housing 11 is formed by a clamping nut 16, which is screwed to the injector body 12, and which clamps a cover element 17, comprising the injector return port 10, against an electromagnet arrangement 18 of an electromagnetic actuator 19, which will be explained later in the axial direction on an inner shoulder 20 of the clamping nut 16 rests.

In dem Gehäuse 11, genauer im Injektorkörper 12 und im Düsenkörper 13, ist ein zweiteiliges Einspritzventilelement 21 aufgenommen. Dieses umfasst einen oberen, ersten Teil 22 (Steuerstange) und einen unteren, zweiten Teil 23 (Düsennadel). Das erste und das zweite Teil 22, 23 des Einspritzventilelementes 21 sind über einen später noch zu erläuternden hydraulischen Koppler 24 miteinander gekoppelt und verhalten sich wie ein einziges Bauteil. Das zweite, untere Teil 23 des Einspritzventilelementes 21 ist in einer Führungsbohrung 25 im Düsenkörper 13 geführt. Hier sind am Außenumfang des zweiten Teils 23 in einem Bereich innerhalb des Führungsbohrung 25 Axialkanäle 26 ausgebildet, über die bei geöffnetem Einspritzventilelement 21 Kraftstoff aus dem Hochdruckraum 7 in einen unteren Ringraum 67 strömen kann, in dem im Wesentlichen der gleiche Kraftstoffdruck herrscht, wie im Hochdruckraum 7. Um dies zu gewährleisten, sind die als Anschliffe ausgebildeten Axialkanäle 26 sowie ein Axialkanal 66 im Plattenelement 14 (zumindest näherungsweise) drosselfrei ausgebildet. In der Folge entspricht auch der Kraftstoffdruck in einem zwischen dem Plattenelement 14 und der Führungsbohrung 25 gebildeten Zwischenraum 27 dem Kraftstoffdruck innerhalb des Hochdruckraums 7. Auf eine im Stand der Technik ansonsten notwendige Schließdrossel wird bei dem Ausführungsbeispiel gemäß Fig. 1 (im Gegensatz zu dem später noch zu erläuternden Ausführungsbeispiel gemäß Fig. 2) bewusst verzichtet.In the housing 11, more precisely in the injector body 12 and in the nozzle body 13, a two-part injection valve element 21 is accommodated. This comprises an upper, first part 22 (control rod) and a lower, second part 23 (nozzle needle). The first and the second part 22, 23 of the injection valve element 21 are coupled together via a hydraulic coupler 24 to be explained later and behave like a single component. The second, lower part 23 of the injection valve element 21 is guided in a guide bore 25 in the nozzle body 13. In this case, axial channels 26 are formed on the outer circumference of the second part 23 in an area within the guide bore 25, through which fuel can flow from the high-pressure chamber 7 into a lower annular space 67 when the injection valve element 21 is open, in which substantially the same fuel pressure prevails as in the high-pressure space 7. In order to ensure this, the axial channels 26 designed as bevels and an axial channel 66 in the plate element 14 are (at least approximately) throttle-free. As a result, the fuel pressure in a gap formed between the plate member 14 and the guide bore 25 27 corresponds to the fuel pressure within the high-pressure chamber 7. In the embodiment, otherwise required in the prior art closing throttle Fig. 1 (In contrast to the later to be explained embodiment according to Fig. 2 ) deliberately omitted.

Das Einspritzventilelement 21, genauer das zweite Teil 23, weist an seiner Spitze 28 eine Schließfläche 29 auf, mit der das Einspritzventilelement 21 in dichte Anlage an einen innerhalb des Düsenkörpers 13 ausgebildeten Einspritzventilelementsitz 30 (Düsennadelsitz) bringbar ist. Wenn das Einspritzventilelement 21 an seinem Einspritzventilelementsitz 30 anliegt, d.h. sich in einer Schließstellung befindet, ist der Kraftstoffaustritt aus einer Düsenlochanordnung 31 gesperrt. Ist es dagegen von seinem Einspritzventilelementsitz 30 abgehoben und befindet sich in einer, hier nicht-ballistischen, Öffnungsstellung kann Kraftstoff aus dem Hochdruckraum 7 über den Zwischenraum 27 und den unteren Ringraum 67 an dem Einspritzventilelementsitz 30 vorbei zur Düsenlochanordnung 31 strömen und dort im Wesentlichen unter Hochdruck (Raildruck) stehend in den Brennraum gespritzt werden.The injection valve element 21, more precisely the second part 23, has at its tip 28 a closing surface 29 with which the injection valve element 21 can be brought into tight contact with an injection valve element seat 30 (nozzle needle seat) formed inside the nozzle body 13. When the injection valve member 21 abuts its injection valve member seat 30, i. is in a closed position, the fuel outlet from a nozzle hole arrangement 31 is locked. If, on the other hand, it is lifted off its injection valve element seat 30 and is in a non-ballistic open position, fuel can flow from the high-pressure chamber 7 via the intermediate space 27 and the lower annular space 67 past the injection valve element seat 30 to the nozzle hole arrangement 31 and there substantially under high pressure (Rail pressure) standing in the combustion chamber are injected.

Von einer oberen Stirnseite 32 des ersten Teils 22 des Einspritzventilelementes 21 und einem in der Zeichnungsebene unteren hülsenförmigen Abschnitt 33 eines als Drosselbauteil ausgebildeten Injektorbauteils 34 wird eine Steuerkammer 35 begrenzt, die über eine radial in dem hülsenförmigen Abschnitt 33 verlaufende Zulaufdrossel 36 mit unter Hochdruck stehendem Kraftstoff aus dem Hochdruckraum 7 versorgt wird. Die Steuerkammer 35 ist über eine, in einem oberen, plattenförmigen Abschnitt 37 des Injektorbauteils 34 vorgesehene Ablaufdrossel 38 mit einer Ventilkammer 39 eines Steuerventils 40 (Servo-Ventil) verbunden. Die Ventilkammer 39 wird radial außen von einem hülsenförmigen Steuerventilelement 41 begrenzt, das einstückig mit einer mit dem
elektromagnetischen Aktuator 19 zusammenwirkenden Ankerplatte 42 ausgebildet ist. Das hülsenförmige Steuerventilelement 41 ist in seiner Schließstellung in axialer Richtung druckausgeglichen. Die Steuerkammer 35 wird axial nach oben von einem Führungsbolzen 43 begrenzt, der sich axial am Deckelelement 17 abstützt und der zum einen die Aufgabe hat, das Steuerventilelement 41 bei seiner Verstellbewegung zu führen und zum anderen die Ventilkammer 39 in axialer Richtung nach oben abzudichten. Aus der Ventilkammer 39 kann Kraftstoff in den Niederdruckbereich 9 des Kraftstoff-Injektors 1 einströmen, wenn das von dem elektromagnetischen Aktuator 19 betätigbare Steuerventilelement 41 von seinem als Flachsitz ausgebildeten und am dem plattenförmigen Abschnitt 37 des Injektorbauteils 34 angeordneten, Steuerventilsitz 44 abgehoben, d.h. das Steuerventil 40 geöffnet ist. Bei geöffnetem Steuerventil 40 strömt dabei über die Ablaufdrossel 38 Kraftstoff aus der Steuerkammer 35 nach. Die Durchflussquerschnitte der Zulaufdrossel 36 und der Ablaufdrossel 38 sind dabei derart aufeinander abgestimmt, dass bei geöffnetem Steuerventil 40 ein Nettoabfluss von Kraftstoff (Steuermenge) aus der Steuerkammer 35 über die Ventilkammer 39 in den Niederdruckbereich 9 des Kraftstoff-Injektors 1 und von dort aus über die Rücklaufleitung 8 in den Vorratsbehälter 3 resultiert. Hierdurch sinkt der Druck in der Steuerkammer 35 rapide ab, wodurch das Einspritzventilelement 21 eine resultierende Öffnungskraft erfährt und in der Folge mit einem stirnseitigen Anschlagabschnitt 45 an der Decke des hülsenförmigen Abschnitts 33 anschlägt. Das Einspritzventilelement 21 hebt also von seinem Einspritzventilelementsitz 30 ab, sodass Kraftstoff durch die Düsenlochanordnung 31 ausströmen kann. Zum Beenden des Einspritzvorgangs wird die Bestromung der Elektromagnetanordnung 18 des elektromagnetischen Aktuators 19 unterbrochen. Eine sich an dem Führungsbolzen 43 axial abstützende Steuerschließfeder 46 bewegt in der Folge das hülsenförmige Steuerventilelement 41 zurück auf seinen Steuerventilsitz 44. Durch den durch die Zulaufdrossel 36 nachströmenden Kraftstoff steigt der Druck in der Steuerkammer 35 rapide an, wodurch das Einspritzventilelement 21, unterstützt durch die Federkraft einer Schließfeder 47, zurück auf seinen Einspritzventilelementsitz 30 bewegt wird, wodurch wiederum der Kraftstofffluss aus der Düsenlochanordnung 31 in den Brennraum unterbrochen wird. Das Auffüllen der Steuerkammer 35 über die Zulaufdrossel 36 wird über eine Fülldrossel 61 beschleunigt, die den Hochdruckraum 7 dauerhaft hydraulisch mit der Ventilkammer 39 verbindet. Ggf. kann auch auf diese Fülldrossel 61 verzichtet werden.From an upper end face 32 of the first part 22 of the injection valve element 21 and an in the drawing plane lower sleeve-shaped portion 33 of a throttle component designed as a Injektorbauteils 34 a control chamber 35 is limited, via a radially extending in the sleeve-shaped portion 33 inlet throttle 36 with high-pressure fuel is supplied from the high-pressure chamber 7. The control chamber 35 is connected to a valve chamber 39 of a control valve 40 (servo-valve) via a flow restrictor 38 provided in an upper, plate-shaped section 37 of the injector component 34. The valve chamber 39 is bounded radially outwardly by a sleeve-shaped control valve member 41, which is integral with one with the
electromagnetic actuator 19 cooperating armature plate 42 is formed. The sleeve-shaped control valve element 41 is pressure balanced in its closed position in the axial direction. The control chamber 35 is bounded axially upward by a guide pin 43 which is axially supported on the cover member 17 and on the one hand has the task to guide the control valve member 41 during its adjustment and on the other hand to seal the valve chamber 39 in the axial direction upwards. From the valve chamber 39, fuel can flow into the low-pressure region 9 of the fuel injector 1 when the control valve element 41 actuated by the electromagnetic actuator 19 is lifted off its control valve seat 44, which is designed as a flat seat and arranged on the plate-shaped section 37 of the injector component 34, ie the control valve 40 is open. When the control valve 40 is opened, fuel flows out of the control chamber 35 via the outlet throttle 38. The flow cross-sections of the inlet throttle 36 and the outlet throttle 38 are matched to one another such that when the control valve 40 is open, a net outflow of fuel (control amount) from the control chamber 35 via the valve chamber 39 in the low-pressure region 9 of the fuel injector 1 and from there via the Return line 8 results in the reservoir 3. As a result, the pressure in the control chamber 35 decreases rapidly, whereby the injection valve element 21 experiences a resulting opening force and abuts in the sequence with an end-side abutment portion 45 on the ceiling of the sleeve-shaped portion 33. The injection valve element 21 thus lifts off from its injection valve element seat 30, so that fuel can flow out through the nozzle hole arrangement 31. To end the injection process, the energization of the solenoid assembly 18 of the electromagnetic actuator 19 is interrupted. As a result, the sleeve-shaped control valve element 41 moves back onto its control valve seat 44. The fuel flowing in through the inlet throttle 36 rapidly increases the pressure in the control chamber 35, as a result of which the injection valve element 21 is supported by the Spring force of a closing spring 47, is moved back to its injection valve element seat 30, which in turn the fuel flow from the nozzle hole assembly 31 is interrupted in the combustion chamber. The filling of the control chamber 35 via the inlet throttle 36 is accelerated via a Fülldrossel 61 which connects the high pressure chamber 7 permanently hydraulically with the valve chamber 39. Possibly. can also be dispensed with this Fülldrossel 61.

Das erste und das zweite Teil 22, 23 des Einspritzventilelementes 21 sind hydraulisch in dem hydraulischen Koppler 24, genauer in einem Kopplerraum 48, miteinander gekoppelt und verhalten sich wie ein einziges Bauteil. Dies ist darauf zurückzuführen, dass der hydraulische Koppler 24, bzw. der Kopplerraum 48 über einen mehrteiligen Verbindungskanal 49 dauerhaft mit dem im Injektorkopf angeordneten Niederdruckbereich 9 des Kraftstoff-Injektors 1 verbunden ist, und somit während des Betriebs des Kraftstoff-Injektors 1 dauerhaft auf Niederdruck liegt. Der Verbindungskanal 49 wird gebildet von einem im Plattenelement 14 vorgesehenen Radialkanal 50, einem Ringraum 51 radial zwischen dem Plattenelement 14 und der Überwurfmutter 15 sowie einem senkrecht verlaufenden Kanal 52 im Injektorkörper 12.The first and second parts 22, 23 of the injection valve element 21 are hydraulically coupled together in the hydraulic coupler 24, more specifically in a coupler space 48, and behave as a single component. This is due to the fact that the hydraulic coupler 24, or the coupler chamber 48 is permanently connected via a multi-part connecting channel 49 with the arranged in the injector low pressure region 9 of the fuel injector 1, and thus during operation of the fuel injector 1 permanently low pressure lies. The connecting channel 49 is formed by a provided in the plate member 14 radial channel 50, an annular space 51 radially between the plate member 14 and the union nut 15 and a vertically extending channel 52 in the injector 12th

Der hydraulische Koppler 24 wird in dem gezeigten Ausführungsbeispiel in axialer Richtung nach oben begrenzt von einer ersten Führung 53 für den ersten Teil 22 des Einspritzventilelementes 21 und in axialer Richtung nach unten von einer zweiten Führung 54 für den zweiten, unteren Teil 23 des Einspritzventilelementes 21. Dabei umfasst die erste Führung 53 einen ersten Führungsspalt 55 (Ringspalt) radial zwischen einem hülsenförmigen Fortsatz 56 des Plattenelementes 14 und einem unteren Abschnitt des ersten Teils 22 des Einspritzventilelementes 21. Analog umfasst die zweite Führung 54 einen zweiten Führungsspalt 57 (Ringspalt) radial zwischen einer von der Schließfeder 47 federkraftbeaufschlagten Hülse 58 und einem oberen Abschnitt des zweiten Teils 23 des Einspritzventilelements 21. Die Schließfeder 47 stützt sich dabei einenends an der unteren Stirnseite der Hülse 58 und anderenends an einem Umfangsbund 59 des zweiten Teils 23 des Einspritzventilelements 21 ab.The hydraulic coupler 24 is limited in the embodiment shown in the axial direction upward by a first guide 53 for the first part 22 of the injection valve element 21 and in the axial direction down from a second guide 54 for the second, lower part 23 of the injection valve element 21st In this case, the first guide 53 comprises a first guide gap 55 (annular gap) radially between a sleeve-shaped extension 56 of the plate member 14 and a lower portion of the first part 22 of the injection valve element 21. Analogously, the second guide 54 comprises a second guide gap 57 (annular gap) radially between a The closing spring 47 is supported at one end on the lower end face of the sleeve 58 and at the other end on a circumferential collar 59 of the second part 23 of the injection valve element 21 from the closing spring 47 spring-loaded sleeve 58 and an upper portion of the second part 23 of the injection valve element 21.

Die Führungsspalte 55, 57 sind vergleichsweise kraftstoffdicht ausgeführt. Dies ist vor allem darauf zurückzuführen, dass die erste Führung 53, genauer der hülsenförmige Fortsatz 56 innerhalb des Hochdruckraums 7 angeordnet, also radial außen von unter Hochdruck stehendem Kraftstoff umgeben ist. Hierdurch erfährt der erste Führungsspalt 55 durch die durch den ersten Führungsspalt 55 in den Kopplerraum 48 strömende, geringe Leckage keine Aufweitung nach radial außen. Analog ist die zweite Führung 54, genauer die Hülse 58 innerhalb des Zwischenraums 27 angeordnet, in dem in etwa der gleiche Druck herrscht wie im Hochdruckraum 7, sodass auch der zweite Führungsspalt 57 nicht aufgeweitet wird, da die Hülse 58 radial außen von unter Hochdruck stehendem Kraftstoff umgeben ist. In der Folge ist die über die Führungen 53, 54 in den hydraulischen Koppler 24 strömende Leckagemenge, die weiter über den Verbindungskanal 49 in den Niederdruckbereich 9 strömt, gering.The guide gaps 55, 57 are comparatively fuel-tight. This is primarily attributable to the fact that the first guide 53, more precisely the sleeve-shaped extension 56, is arranged inside the high-pressure chamber 7, that is to say is surrounded radially on the outside by high-pressure fuel. As a result, the first guide gap 55 experiences no expansion radially outward due to the low leakage flowing through the first guide gap 55 into the coupler space 48. Similarly, the second guide 54, more precisely, the sleeve 58 is disposed within the gap 27, in which approximately the same pressure prevails as in the high-pressure chamber 7, so that the second guide gap 57 is not widened because the sleeve 58 radially outward from under high pressure Fuel is surrounded. As a result, the amount of leakage flowing via the guides 53, 54 into the hydraulic coupler 24 is which continues to flow via the connecting channel 49 into the low-pressure region 9, low.

Bei dem Ausführungsbeispiel gemäß Fig. 1 ist im hydraulischen Koppler 24 eine Niederdruckstufe 60 realisiert, die eine in Schließrichtung auf das Einspritzventilelement 21 wirkende Kraft zur Folge hat. Die Niederdruckstufe 60 ist dadurch realisiert, dass der Durchmesser DI des ersten Teils 21 im Bereich der ersten Führung 53 (etwas) größer ist als der Durchmesser DII des zweiten Teils 23 des Einspritzventilelementes 21 im Bereich der zweiten Führung 54. Mit Hilfe der Niederdruckstufe 60 wird eine permanent wirkende, in Schließrichtung wirkende Kraft auf das Einspritzventilelement 21 erzeugt. Hierdurch wird die Summe aller schließenden, auf das Einspritzventilelement 21 wirkenden Kräfte vergrößert, was den Öffnungszeitpunkt des Einspritzventilelementes 21 verzögert. Dies ist entscheidend: Aus Toleranzgründen sollte das Einspritzventilelement 21 erst dann öffnen, wenn das Steuerventil 40 bereits nichtballistisch betrieben werden kann. Ohne die realisierte Niederdruckstufe 60 kann der Einspritzbeginn nur für ein mechanisch weiches Einspritzventilelement 21 oder ein kleines Ablauf-/Zulauf-Drosselverhältnis verzögert werden. Beide Maßnahmen führen zu Nachteilen im Injektorverhalten: Während ein weiches Einspritzventilelement 21 zu einer schlechteren Mehrfacheinspritzungseignung führt, reduziert ein kleines Ablauf-/Zulauf-Drosselverhältnis den Anstieg der Strahlkraft des Einspritzstrahls und führt im Allgemeinen zu Emissionsnachteilen.In the embodiment according to Fig. 1 is in the hydraulic coupler 24, a low-pressure stage 60 realized, which has a force acting in the closing direction of the injection valve element 21 force. The low-pressure stage 60 is realized in that the diameter D I of the first part 21 in the region of the first guide 53 (slightly) is greater than the diameter D II of the second part 23 of the injection valve element 21 in the region of the second guide 54. With the help of the low-pressure stage 60, a permanently acting force acting in the closing direction is generated on the injection valve element 21. As a result, the sum of all closing forces acting on the injection valve element 21 is increased, which delays the opening time of the injection valve element 21. This is crucial: For reasons of tolerance, the injection valve element 21 should open only when the control valve 40 can already be operated non-ballistic. Without the realized low-pressure stage 60, the start of injection can be delayed only for a mechanically soft injection valve element 21 or a small drain / inlet throttle ratio. Both measures lead to disadvantages in the injector behavior: While a soft injection valve element 21 leads to a poorer multiple injection suitability, a small drain / feed throttle ratio reduces the increase in the jet force of the injection jet and generally leads to emission disadvantages.

Im Folgenden wird das Ausführungsbeispiel eines Kraftstoff-Injektors 1 gemäß Fig. 2 erläutert. Da wesentliche Funktions- und Konstruktionsmerkmale mit dem in Fig. 1 gezeigten und zuvor beschriebenen Kraftstoff-Injektor 1 übereinstimmen, werden im Folgenden im Wesentlichen nur die Unterschiede zu dem zuvor gezeigten und beschriebenen Ausführungsbeispiel erläutert. Im Hinblick auf die Gemeinsamkeiten wird auf Fig. 1 und die zugehörige Beschreibung verwiesen.In the following, the embodiment of a fuel injector 1 according to Fig. 2 explained. Since essential functional and design features with the in Fig. 1 shown and previously described fuel injector 1, in the following essentially only the differences from the previously shown and described embodiment will be explained. With regard to the similarities will be on Fig. 1 and the related description.

Im Unterschied zu dem Ausführungsbeispiel gemäß Fig. 1 ist in dem Verbindungskanal 49, genauer in dem Radialkanal 50 zwischen dem hydraulischen Koppler 24 und dem Niederdruckbereich 9, eine Drossel 62 integriert. Diese ist so ausgelegt, dass im hydraulischen Koppler 24, genauer im Kopplerraum 48, etwa der hälftige Druck vorherrscht, wie im Hochdruckraum 7 sowie im Zwischenraum 27. Dies wird dadurch erreicht, dass der Druckabfall an den Führungen 53, 54 in etwa dem Druckabfall an der Drossel 62 entspricht. Durch den im Vergleich zu dem Ausführungsbeispiel gemäß Fig. 1 erhöhten Druck im Kopplerraum 48 wird die über die Führungsspalte 55, 57 abströmende Leckagemenge noch weiter reduziert. Darüberhinaus wird die Bauteilbelastung des Plattenelementes 14 sowie der Hülse 58 reduziert.In contrast to the embodiment according to Fig. 1 is integrated in the connecting channel 49, more precisely in the radial channel 50 between the hydraulic coupler 24 and the low-pressure region 9, a throttle 62. This is designed so that prevails in the hydraulic coupler 24, more precisely in the coupler 48, about half the pressure, as in the high-pressure chamber 7 and in the intermediate space 27. This is achieved in that the pressure drop across the guides 53, 54 in about the pressure drop the throttle 62 corresponds. By compared to the embodiment according to Fig. 1 increased pressure in the coupler 48, the over the guide gaps 55, 57 flowing off leakage amount is further reduced. In addition, the component load of the plate member 14 and the sleeve 58 is reduced.

Im Gegensatz zu dem Ausführungsbeispiel gemäß Fig. 1 sind die Durchmesser DI und DII des ersten bzw. zweiten Teils 22, 23 des Einspritzventilelementes 21 im Bereich der Führungen 53, 54 gleich groß - es wurde also bewusst auf die Realisierung einer Niederdruckstufe im hydraulischen Koppler 24 verzichtet, da der Druck im hydraulischen Koppler 24 durch das Vorsehen der Drossel 62 lastabhängig ist und somit im Betrieb schwankt, was schwankende Schließkräfte zur Folge hätte für den Fall, dass eine Niederdruckstufe im Koppler 24 vorgesehen würde. Es ist jedoch auch denkbar, das Ausführungsbeispiel gemäß Fig. 2 mit einer Niederdruckstufe analog zu dem Ausführungsbeispiel gemäß Fig. 1 für bestimmte Anwendungen auszustatten. Aufgrund des Verzichts auf eine Niederdruckstufe wirken sich fertigungstoleranzbedingte und/oder temperaturabhängige Führungsleckagenschwankungen an den Führungen 53, 54 nicht auf die Injektorfunktion aus.In contrast to the embodiment according to Fig. 1 are the diameter D I and D II of the first and second part 22, 23 of the injection valve element 21 in the region of the guides 53, 54 the same size - so it was deliberately omitted the realization of a low pressure stage in the hydraulic coupler 24, since the pressure in the hydraulic Coupler 24 by the provision of the throttle 62 is load-dependent and thus fluctuates during operation, which would result in fluctuating closing forces in the event that a low-pressure stage in the coupler 24 would be provided. However, it is also conceivable, the embodiment according to Fig. 2 with a low pressure stage analogous to the embodiment according to FIG Fig. 1 for certain applications. Due to the omission of a low-pressure stage, production-related and / or temperature-dependent guide leakage fluctuations on the guides 53, 54 do not affect the injector function.

Um trotz des Verzichts auf eine Niederdruckstufe eine ausreichend große hydraulische Schließkraft zu realisieren, ist der Kraftstoff-Injektor 1 gemäß Fig. 2 mit einer zusätzlichen Schließdrossel 63 ausgestattet, die in den hülsenförmigen Abschnitt 33 des Injektorbauteils 34 eingebracht ist. Diese verbindet den Hochdruckraum 7 mit einem im Vergleich zu Fig. 1 zusätzlichen, ringförmigen Zulaufraum 64, der den hülsenförmigen Abschnitt 33 radial außen umgibt, und der über ein ringförmiges Dichtelement 65 gegenüber dem als Minirail dienenden Hochdruckraum 7 abgedichtet ist. Dabei ist die Schließdrossel 63 im gezeigten Ausführungsbeispiel so ausgelegt, dass der Druck im Hochdruckraum 7 etwa 50-200 bar geringer ist als der Raildruck im Zulaufraum 64. Im Gegensatz zu dem Ausführungsbeispiel gemäß Fig. 1 münden die Zulaufdrossel 36 und die Fülldrossel 61 nicht aus dem Hochdruckraum 7, sondern aus dem Zulaufraum 64 aus.In order to realize a sufficiently large hydraulic closing force despite the abandonment of a low pressure stage, the fuel injector 1 according to Fig. 2 equipped with an additional closing throttle 63, which is introduced into the sleeve-shaped portion 33 of the Injektorbauteils 34. This connects the high-pressure chamber 7 with one in comparison to Fig. 1 additional, annular inlet chamber 64, which surrounds the sleeve-shaped portion 33 radially on the outside, and which is sealed via an annular sealing element 65 relative to the serving as a minirail high-pressure chamber 7. Here, the closing throttle 63 is designed in the illustrated embodiment so that the pressure in the high pressure chamber 7 is about 50-200 bar less than the rail pressure in the inlet space 64. In contrast to the embodiment according to Fig. 1 do not open the inlet throttle 36 and the Fülldrossel 61 from the high-pressure chamber 7, but from the inlet chamber 64.

Die Drossel 62 kann, wie dargestellt, als einfache Drosselbohrung ausgeführt werden. Aufgrund der notwendigen kleinen Strömungsquerschnitte die bei der Drossel 62 notwendig sind, ist eine herkömmliche Drosselbohrung jedoch aus Gründen der Toleranz vergleichsweise schwer herstellbar. Daher ist es bevorzugt die Drossel 62 als Ringspaltdrossel auszuführen. Dies kann beispielsweise dadurch realisiert werden, dass in der eigentlichen Drosselbohrung ein Einlegeteil, beispielsweise ein Stift, positioniert wird, an dem der Kraftstoff radial außen vorbeiströmen muss. Der Vorteil einer derartigen Konstruktion ist die einfachere Herstellbarkeit. The throttle 62 can, as shown, be designed as a simple throttle bore. Due to the necessary small flow cross sections which are necessary in the throttle 62, a conventional throttle bore, however, is relatively difficult to produce for reasons of tolerance. Therefore, it is preferable to perform the throttle 62 as an annular gap throttle. This can be achieved, for example, by positioning an insert part, for example a pin, in the actual throttle bore, on which the Fuel must flow past radially outside. The advantage of such a construction is the easier manufacturability.

Claims (10)

  1. Fuel injector, in particular common rail injector, for injecting fuel into a combustion chamber of an internal combustion engine, having a multi-part injection valve element (21) which is adjustable between an open position and a closed position, wherein a first part (22) and a second part (23) of the injection valve element (21) are coupled to one another by means of a hydraulic coupler (24) which is delimited radially by a first guide (53) for the first part (22) and by a second guide (54) for the second part (23), wherein the first and the second guide (53, 54) are surrounded at least in portions radially at the outside by highly pressurized fuel, characterized in that a lower pressure is realized in the hydraulic coupler (24) than radially outside the guides (53, 54).
  2. Fuel injector according to Claim 1,
    characterized
    in that, in the hydraulic coupler (24), a low-pressure stage (60) which effects a closing force is realized on the injection valve element (21).
  3. Fuel injector according to either of Claims 1 and 2,
    characterized
    in that the hydraulic coupler (24) is connected via a connecting duct (49) to a low-pressure region (9) of the fuel injector (1).
  4. Fuel injector according to Claim 3,
    characterized
    in that the first and/or the second guide (53, 54) are/is formed by a sleeve-shaped projection (56) of a plate element (14) in which the connecting duct (49) is formed in sections, preferably as a radial duct (50).
  5. Fuel injector according to Claim 4,
    characterized
    in that at least one preferably throttle-free axial duct (66) is provided in the plate element (14).
  6. Fuel injector according to either of Claims 4 and 5,
    characterized
    in that the plate element (14) is arranged between an injector body (12) and a nozzle body (13) which has a nozzle hole arrangement (31).
  7. Fuel injector according to one of the preceding claims,
    characterized
    in that the first and/or the second guide (53, 54) are/is formed by an in particular spring-loaded sleeve (58) which is arranged in a high-pressure chamber (7).
  8. Fuel injector according to one of Claims 3 to 7,
    characterized
    in that a throttle (62) is arranged in the connecting duct (49), which throttle is dimensioned such that the pressure in the hydraulic coupler (24) is lower than the high pressure surrounding the guides (53, 54) and is higher than the pressure in the low-pressure region (9).
  9. Fuel injector according to Claim 8,
    characterized
    in that a closing throttle (63) is provided which is dimensioned and arranged such that the pressure in the region of a tip (28) of the injection valve element (21) is lower than the pressure in a fuel inflow duct of the fuel injector (1).
  10. Fuel injector according to Claim 9,
    characterized
    in that the closing throttle (63) is arranged in an injector component (34) which delimits a control chamber (35).
EP09779562A 2008-07-24 2009-05-27 Fuel injector Not-in-force EP2310662B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810040680 DE102008040680A1 (en) 2008-07-24 2008-07-24 Fuel injector
PCT/EP2009/056467 WO2010009932A1 (en) 2008-07-24 2009-05-27 Fuel injector

Publications (2)

Publication Number Publication Date
EP2310662A1 EP2310662A1 (en) 2011-04-20
EP2310662B1 true EP2310662B1 (en) 2013-01-02

Family

ID=41168644

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09779562A Not-in-force EP2310662B1 (en) 2008-07-24 2009-05-27 Fuel injector

Country Status (4)

Country Link
US (1) US8864054B2 (en)
EP (1) EP2310662B1 (en)
DE (1) DE102008040680A1 (en)
WO (1) WO2010009932A1 (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009000181A1 (en) * 2009-01-13 2010-07-15 Robert Bosch Gmbh Fuel injector
DE102013225384A1 (en) 2013-12-10 2015-06-11 Robert Bosch Gmbh fuel injector
DE102014205093A1 (en) 2014-03-19 2015-09-24 Robert Bosch Gmbh fuel injector
GB201421885D0 (en) * 2014-12-09 2015-01-21 Delphi International Operations Luxembourg S.�.R.L. Fuel injector
US10006429B2 (en) * 2016-03-31 2018-06-26 GM Global Technology Operations LLC Variable-area poppet nozzle actuator
CN114060193A (en) * 2020-08-04 2022-02-18 温特图尔汽柴油公司 Fuel injection valve for large diesel engine and large diesel engine

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19500706C2 (en) * 1995-01-12 2003-09-25 Bosch Gmbh Robert Metering valve for dosing liquids or gases
EP1131552B1 (en) * 1998-11-10 2002-11-27 Ganser-Hydromag Ag Fuel injection valve for internal combustion engines
DE10229418A1 (en) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Device for damping the needle stroke on fuel injectors
DE10248379A1 (en) * 2002-10-17 2004-04-29 Robert Bosch Gmbh Fuel injection device for an internal combustion engine
DE102004005452B4 (en) * 2004-02-04 2014-01-09 Robert Bosch Gmbh Nozzle holder combination with direct-operated injection valve member
DE102004035313A1 (en) * 2004-07-21 2006-02-16 Robert Bosch Gmbh Fuel injector with two-stage translator
DE102005016796A1 (en) * 2005-04-12 2006-10-19 Robert Bosch Gmbh Two-stage fuel injector
DE102006008648A1 (en) 2006-02-24 2007-08-30 Robert Bosch Gmbh Fuel e.g. diesel or petrol, injecting device for internal combustion engine, has valve unit including control piston and nozzle needle that are coupled with each other by hydraulic coupler, and guiding unit guiding fluid outlet of piston
DE102007001363A1 (en) * 2007-01-09 2008-07-10 Robert Bosch Gmbh Injector for injecting fuel into combustion chambers of internal combustion engines

Also Published As

Publication number Publication date
US20110139906A1 (en) 2011-06-16
US8864054B2 (en) 2014-10-21
WO2010009932A1 (en) 2010-01-28
DE102008040680A1 (en) 2010-01-28
EP2310662A1 (en) 2011-04-20

Similar Documents

Publication Publication Date Title
EP1733139B1 (en) Common rail injector
EP2108080A1 (en) Injector for injecting fuel into combustion chambers of internal combustion engines
WO2007068518A1 (en) Fuel injector having a directly actuable injection valve element
WO2008138800A1 (en) Injector with piezo actuator
EP2310662B1 (en) Fuel injector
WO2017144185A1 (en) Electromagnetically actuatable inlet valve and high-pressure pump comprising an inlet valve
EP2206912B1 (en) Fuel injector
EP1910663B1 (en) Fuel injection device for an internal combustion engine using direct fuel injection
EP2294309B1 (en) Fuel injector
WO2012034749A1 (en) Fuel injector
WO2009141182A1 (en) Fuel injector
EP2466108B1 (en) Fuel injector valve
EP2166218A2 (en) Fuel injector valve
DE102008042227A1 (en) Fuel injector, particularly common rail injector for injecting fuel into combustion chamber of internal-combustion engine, comprises injection valve element, which is adjustable between closing position and opening position
EP2022975B1 (en) Injector
EP2138704B1 (en) Fuel injector
EP2426348B1 (en) Fuel injector valve
DE102008041553A1 (en) Fuel-injector, particularly common rail injector, for injection of fuel into combustion chamber of internal combustion engine, has actuator which is arranged in low pressure area of fuel-injector
DE102006009069A1 (en) Fuel injection valve, especially for diesel engine, has pin element aperture for ball element, spring element acting on pin element towards initial position in which connection between valve chamber, low pressure region is closed
EP3365551A1 (en) Electromagnetically operable inlet valve and high-pressure pump having an inlet valve
EP2439398A1 (en) Fuel injector valve
DE10032924A1 (en) Fuel injection device for internal combustion engines
EP3387247A1 (en) Electromagnetically actuatable inlet valve and high-pressure pump having an inlet valve
DE102009001003B4 (en) Fuel injector
DE102006027484A1 (en) Fuel injector for an internal combustion motor, with a common rail fuel injection system, has the armature of the magnetic setting unit in the equalizing zone with the control piston pressure surface to reduce injector height

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: 20110224

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 MK MT NL NO PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA RS

DAX Request for extension of the european patent (deleted)
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 MK 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: AT

Ref legal event code: REF

Ref document number: 591767

Country of ref document: AT

Kind code of ref document: T

Effective date: 20130115

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502009005911

Country of ref document: DE

Effective date: 20130228

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20130102

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

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: 20130102

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: 20130413

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: 20130102

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: 20130502

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: 20130102

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: 20130402

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: 20130102

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: 20130402

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

Ref country code: GR

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

Effective date: 20130403

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: 20130102

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: 20130502

Ref country code: FI

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

Effective date: 20130102

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: 20130102

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: 20130102

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

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: 20130102

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

Ref country code: SK

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

Effective date: 20130102

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: 20130102

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: 20130102

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: 20130102

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: 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: 20130102

BERE Be: lapsed

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

Effective date: 20130531

26N No opposition filed

Effective date: 20131003

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: 20130102

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502009005911

Country of ref document: DE

Effective date: 20131003

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

Effective date: 20130527

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

Ref country code: CH

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

Effective date: 20130531

Ref country code: LI

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

Effective date: 20130531

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

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

Ref country code: BE

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

Effective date: 20130531

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: 20130527

Ref country code: IE

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

Effective date: 20130527

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: 20130102

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

Ref country code: TR

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

Effective date: 20130102

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 591767

Country of ref document: AT

Kind code of ref document: T

Effective date: 20140527

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: 20130527

Ref country code: MK

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: 20130102

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: 20090527

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: 20140527

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 8

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 9

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 10

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

Ref country code: FR

Payment date: 20200519

Year of fee payment: 12

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

Ref country code: IT

Payment date: 20200528

Year of fee payment: 12

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

Ref country code: DE

Payment date: 20200728

Year of fee payment: 12

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502009005911

Country of ref document: DE

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

Ref country code: DE

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

Effective date: 20211201

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: 20210531

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

Ref country code: IT

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

Effective date: 20200527