EP2479418B1 - Soupape d'injection de combustible - Google Patents

Soupape d'injection de combustible Download PDF

Info

Publication number
EP2479418B1
EP2479418B1 EP20110196233 EP11196233A EP2479418B1 EP 2479418 B1 EP2479418 B1 EP 2479418B1 EP 20110196233 EP20110196233 EP 20110196233 EP 11196233 A EP11196233 A EP 11196233A EP 2479418 B1 EP2479418 B1 EP 2479418B1
Authority
EP
European Patent Office
Prior art keywords
valve
sealing
seat
plate
guide sleeve
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
EP20110196233
Other languages
German (de)
English (en)
Other versions
EP2479418A1 (fr
Inventor
Peter Storch
Andreas Peisker
Udo Lux
Andreas Huber
Marco Stieber
Dieter Junger
Guenter Aumueller
Michael Kurrle
Harald Beuschel
Bernd Menze
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 EP2479418A1 publication Critical patent/EP2479418A1/fr
Application granted granted Critical
Publication of EP2479418B1 publication Critical patent/EP2479418B1/fr
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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0035—Poppet valves, i.e. having a mushroom-shaped valve member that moves perpendicularly to the plane of the valve seat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0045—Three-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0077—Valve seat details

Definitions

  • the invention relates to a fuel injection valve, in particular an injector for fuel injection systems of internal combustion engines. Specifically, the invention relates to the field of injectors for fuel injection systems of air compressing, self-igniting internal combustion engines.
  • An injector for injecting fuel into combustion chambers of internal combustion engines has a piezoelectric actuator arranged in an injector body, which actuates a control valve accommodated in a valve plate. Further, a nozzle body is provided, at the brennraum workedem end of a nozzle outlet is formed. A nozzle needle is axially movable or actuated in a longitudinal recess of the nozzle body. In addition, a rearward, facing away from the nozzle outlet end of the longitudinal recess final, arranged between the nozzle body and the control valve throttle plate is provided. The throttle disc forms an opening stop for the nozzle needle.
  • the throttle disc acts in this case with the rear side, facing away from the nozzle outlet end face of the nozzle needle, so that the opening stroke of the nozzle needle is limited.
  • a control space between the rear nozzle needle end face and the throttle plate is formed, which is in hydraulic communication with a pressure port for supplying fuel.
  • a cylindrical holding body is arranged in the injector body, which accommodates a booster piston and a valve plate which contains the control valve.
  • a valve bolt is arranged with a valve body.
  • the valve pin has a mushroom-shaped configuration. In this case, the valve body is acted upon by a valve spring arranged in the valve spring against a valve seat surface.
  • the valve chamber is connected on the one hand via a throttle bore, which serves as an inlet and outlet throttle, with the control chamber.
  • a throttle bore which serves as an inlet and outlet throttle
  • the valve space via a serving as a bypass bore with a high pressure Fuel room connected.
  • the bypass bore can be closed by actuating the valve pin.
  • the fuel injection valve according to the invention with the features of claim 1 has the advantage that an improved design of the control valve is made possible.
  • a volume of the valve space can be reduced, the power requirements of a high-pressure pump can be reduced and an improved opening and closing behavior can be achieved.
  • valve chamber pressure In order to achieve a fast nozzle needle closing in servo-controlled fuel injection valves, in particular piezoinjectors, the valve chamber pressure must be increased rapidly.
  • the pressure increase depends on the valve volume, the fuel compressibility and the volume flow. Since the fuel compressibility is a constant, a faster pressure build-up at a given valve chamber volume can only be achieved by a higher inflow. This can be done via a bypass.
  • the control amount increases with increasing injection quantity and with higher pre- and post-injection number. This also increases the temperature of the actuator and the temperature of the fuel return system.
  • valve spring can be moved out of the valve chamber.
  • a very small valve chamber volume can be achieved.
  • the drainage channel can in this case be designed as a throttled drainage channel.
  • an antiphase valve control is possible, with opposite phase to the opening of the valve chamber to a Low pressure space a connection with the high pressure passage is possible, so that the valve chamber pressure increases rapidly.
  • the control chamber can be supplied in addition to a filling via an inlet throttle or the like from the backflow through flow channel.
  • the nozzle needle closes quickly, whereby a small quantity capability of the fuel injection valve is significantly improved and at the same time the maximum injection quantity per injection time is increased.
  • a specific engine power of the internal combustion engine can be increased.
  • a significant reduction in the amount of bypass, which is guided by the high-pressure passage in the valve chamber, can be achieved, whereby the delivery rate of the high pressure pump can be reduced accordingly.
  • the drive torque can be reduced, whereby the drive train of the internal combustion engine only has to meet lower requirements.
  • a lower-cost high-pressure pump can also be used. At the same time, the pump drive power is reduced, so that the efficiency improves.
  • pressure oscillations in the return system can be reduced, whereby the cavitation tendency is reduced.
  • the return temperature is reduced, which has a favorable effect on the Aktorhaltiana and lower material requirements for the return system, in particular a return line, the result.
  • the actuator may be configured as a piezoelectric actuator.
  • the valve body has a sealing edge assigned to the first valve seat surface, and that the sealing edge of the Valve body cooperates with the first valve seat surface to the first sealing seat.
  • the first valve seat surface is designed as an at least substantially planar first valve seat surface and the first valve seat surface is oriented at least approximately perpendicular to a valve axis of the control valve.
  • the first valve seat surface is configured on a seat plate. In this way, a flat valve seat can be configured on the first sealing seat. This facilitates in particular a centering of the individual components, in particular the seat plate with the first valve seat surface with respect to a guide of the valve body.
  • a second valve seat surface is provided, that the valve body has a sealing surface assigned to the second valve seat surface, and that the sealing surface of the valve body interacts with the second valve seat surface to form the second sealing seat.
  • About the second sealing seat can be switched to a certain extent a bypass.
  • a sealing edge is configured on the second valve seat surface and that the sealing surface of the valve body cooperates with the sealing edge of the second valve seat surface to form a second sealing seat.
  • the sealing surface of the valve body is designed as at least approximately conical sealing surface. This allows a certain centering of the valve body of the valve pin with respect to the sealing edge on the second valve seat surface. This also allows a reliable seal on the one hand both on the first sealing seat and on the other hand on the second sealing seat. This results in a favorable switching behavior, which in particular allows short switching times for actuating the nozzle needle.
  • the second valve seat surface is configured on a valve plate. This results in a compact design of the control valve with a reduced number of components. This also simplifies the assembly of the fuel injection valve.
  • a guide sleeve is provided, that the valve pin is guided in the guide sleeve and that the second valve seat surface is configured on the guide sleeve.
  • a valve plate is provided, that the valve plate has a recess, that the guide sleeve is arranged in the recess of the valve plate, that an applied to the valve plate throttle plate is provided, that the guide sleeve a side of the throttle plate associated biting edge characterized in that the guide sleeve cooperates with its biting edge with the side of the throttle plate and that a projection of the biting edge is predetermined with respect to the side of the throttle plate.
  • the guide sleeve with a press fit be arranged pressure-tight in the valve plate.
  • the sealing of the guide sleeve to the throttle plate is ensured here via the biting edge, which has a pressure in the ready state, which is above that which is introduced through the injector in the plate association. This can be achieved for example by a defined assembly projection of about 2 microns to about 4 microns.
  • a sealing of the guide sleeve relative to the throttle plate by an annular surface which is arranged in a plane to the valve plate sealing surface and in the ready state has a pressure which increases with increasing fuel pressure due to the resulting pressure force and thereby buckling of the throttle plate in the direction of the valve plate and thus the increasing tightness. This is achieved by the pressurized throttle plate area on the nozzle side opposite the valve plate side.
  • a valve plate is provided, that the valve plate has a recess, that the guide sleeve is arranged in the recess of the valve plate, that the pressure applied to the valve plate throttle plate is provided, that the guide sleeve, the sealing surface of the throttle plate associated annular surface and that the guide sleeve cooperates with its annular surface with the sealing surface of the throttle plate.
  • valve chamber of the control valve is designed as an at least substantially annular valve space. It is also advantageous that a height of the valve space is determined at least substantially by an axial distance of the first sealing seat on the first valve seat surface to the second sealing seat on the second valve seat surface. As a result, a volume of the valve chamber can be optimized. Specifically, a relatively small volume of the valve space may be predetermined. As a result, the amount of rejected fuel can be optimized.
  • the fuel injection valve can also be configured in one of the following ways and optionally further developed in a suitable manner.
  • a fuel injector in particular an injector for fuel injection systems of air-compressing, self-igniting internal combustion engines, with a control valve and a control chamber, wherein the control chamber is connected via a drain passage with a valve chamber of the control valve, wherein the control valve receives a guide sleeve in a recess, wherein the guide sleeve at least on a part of the circumference is acted upon by high fuel pressure, wherein a valve pin is guided in the guide sleeve and wherein the valve pin has a valve body arranged in the valve body.
  • valve body cooperates on the one hand with a first valve seat surface to a first sealing seat, via which a connection of the valve chamber with a pressure-relieved space is controllable, and that the valve body on the other hand cooperates with a second valve surface to a second sealing seat , via which a connection of the valve chamber with a high pressure channel is controllable.
  • Fig. 1 shows a first embodiment of a fuel injection valve 1 of the invention in a schematic, partial sectional view.
  • the fuel injection valve 1 can serve in particular as an injector for fuel injection systems of air-compressing, self-igniting internal combustion engines.
  • a preferred use of the fuel injection valve 1 is for a fuel injection system with a common rail, the diesel fuel under high pressure leads to a plurality of fuel injection valves 1.
  • the fuel injection valve 1 according to the invention is also suitable for other applications.
  • the fuel injection valve 1 has housing parts 2, 3, which are connected to one another via a nozzle lock nut 4.
  • a fuel chamber 5 is configured in the housing part 2, which is designed as a nozzle body.
  • a needle sleeve 6 is arranged, which encloses a nozzle needle 7 in the region of its end face 8.
  • a seat plate 9, a valve plate 10 and a throttle plate 11 are provided.
  • the valve plate 10 and the throttle plate 11 is a high pressure passage 12 with channel sections 13, 14, 15 out.
  • About the high pressure passage 12 of the fuel chamber 5 is filled in operation with high pressure fuel.
  • the needle sleeve 6 is supported on one side 16 of the throttle plate 11. Within the Needle sleeve 6 is limited between the side 16 of the throttle plate 11 and the end face 8 of the nozzle needle 7, a control chamber 17.
  • the control chamber 17 is sealed off from the fuel chamber 5.
  • an inlet channel 18 branches off with an inlet throttle 19.
  • the inlet channel 18 opens on the one hand in the high pressure passage 12 and on the other hand in the control chamber 17. In this way, the control chamber 17 is filled with high pressure fuel.
  • a filling channel 20 branches off from the high-pressure channel 12.
  • the filling channel 20 opens into an annular space 21.
  • the annular space 21 is thus connected to the high-pressure channel 12.
  • a drain channel 22 is provided with an outlet throttle 23.
  • the drainage channel 22 opens on the one hand into the control chamber 17 and on the other hand into an annular valve chamber 24 of a control valve 25.
  • the control valve 25 comprises a valve pin 26.
  • the valve pin 26 has a valve body 27 which is arranged in the valve chamber 24. As a result, an at least approximately annular valve space 24 remains free.
  • Fig. 2 shows here the in Fig. 1 labeled II section of the fuel injection valve 1 of the first embodiment.
  • Fig. 3 shows the in Fig. 1 III section of the in Fig. 1 illustrated fuel injection valve 1 of the first embodiment.
  • the valve pin 26 of the control valve 25 is actuated via an actuator 28, as illustrated by the double arrow 29.
  • the actuator 28 may be configured, for example, as a piezoelectric actuator.
  • the control valve 25 has a valve axis 30.
  • the valve pin 26 with the valve body 27 is adjustable along the valve axis 30 of the actuator 28.
  • the valve pin 26 is due to the excess force of a valve spring 35 against a coupler spring 36 in an upper rest position in which a first sealing seat between the valve body 27 and the seat plate. 9 closed is.
  • the valve body 27 cooperates with a first valve seat surface 37 which is configured on the seat plate 9.
  • the control valve 25 has an axis 38 along which the valve pin 26 is adjustable by means of the actuator 28.
  • the valve pin 26 is guided along the axis 38.
  • the first valve seat surface 37 is oriented perpendicular to the axis 38.
  • the first valve seat surface 37 is designed as a flat first valve seat surface 37.
  • one of the first valve seat surface 37 associated sealing edge 39 is formed on the valve body 27, which cooperates with the first valve seat surface 37.
  • the sealing edge 39 is formed by two cones.
  • the associated first valve seat surface 37 is designed plan.
  • the first valve seat surface 37 is provided on one side 40 of the seat plate 9.
  • the formed first sealing seat has a sealing diameter 41 '.
  • the sealing diameter 41 ' With the sealing diameter 41 ', the valve space 24 is sealed against a pressure-relieved space 41.
  • the depressurized space 41 may be connected to a low pressure return.
  • the conical surfaces, which form the sealing edge 39 in their intersection, have angles 42, 43.
  • the outer conical surface in this case has an angle 42 in the range of about 10 ° to about 20 °.
  • the inner cone surface has an angle 43 in the range of about 1 ° to about 2 °.
  • a coupler piston 44 is actuated, which acts on an end face 45 of the valve pin 26 and the valve pin 26 is adjusted upon reaching a certain opening force.
  • the valve body 27 of the valve pin 26 lifts with its sealing edge 39 from the first valve seat surface 37, so that the first sealing seat is opened.
  • a stroke-dependent flow cross-section between the pressure-relieved space 41 and the valve space 24 is released at the first sealing seat, via which fuel can flow out of the valve space 24 into the pressure-relieved space 41.
  • the flow cross-section at the first sealing seat increases until the valve pin 26 comes into contact with its valve body 27 against a second valve seat surface 46.
  • the second valve seat surface 46 is designed in this embodiment as a conical second valve seat surface 46.
  • a sealing edge 47 is configured on the second valve seat surface 46.
  • a sealing surface 48 is formed on the valve body 27, which is at least approximately conical in the region of the second valve seat surface 46 and the sealing edge 47.
  • the sealing surface 48 of the valve body 27 is in this case facing away from the sealing edge 39 of the valve body 27.
  • valve lift 49 is given geometrically by the axial distance between the sealing edge 39 on the valve body 27 and the sealing surface 48.
  • the second valve seat surface 46 is preferably designed as a conical valve seat surface 46, which extends in a straight line in cross section up to the sealing edge 47.
  • the sealing surface 48 is configured as a conical sealing surface 48 which extends in the region of the sealing edge 47 in a straight line across the sealing edge 47 addition. In the region of the sealing edge 47, a slight depression is preferably provided which has predominantly concentric grooves.
  • a connection of the valve chamber 24 with an annular gap 50 can be controlled.
  • the annular gap 50 is in this case connected to the filling channel 20, so that in operation in the annular gap 50 is under high pressure fuel.
  • the control valve 25 has two different functions. One function is the actual control valve function, which is mediated via the first sealing seat between the valve body 27 and the first valve seat surface 37. The other function is a bypass valve function, which is mediated via the second sealing seat between the valve body 27 and the second valve seat surface 46. During the movement of the valve pin 26, both the first sealing seat and the second sealing seat are open. Thus, the control valve 25 allows simultaneous opening both with respect to the actual control valve function and with respect to the bypass valve function. In this case, a certain subset of the fuel from the high-pressure region, in particular the annular gap 50, via the first sealing seat, the valve chamber 24 and the second sealing seat is driven directly into the pressure-relieved space 41. However, since the movement of the valve pin 26 can be carried out very quickly and thus both sealing seats are open only for a short time, this additionally controlled amount of fuel is very low.
  • a sufficient pressure drop in the control chamber 17 is achieved after a short time, so that the nozzle needle 7 can be driven relatively quickly to open.
  • the nozzle needle 7 in this case continues its opening movement at the speed, which is determined by the flow of the preferably kavitierend designed outflow throttle 23 and the inlet throttle 19.
  • the fuel can also flow via the filling channel 20 and backward via the drain passage 22 into the control chamber 17, so that the pressure build-up in the control chamber 17 is further accelerated.
  • a very fast closing of the nozzle needle 7 is achieved.
  • the seat throttle area of the nozzle needle 7 can be traversed quickly, resulting in a better mixture preparation.
  • a steep flow flank of the injection rate can be achieved, which increases the total amount of fuel in the maximum injection time. This gives a high specific power.
  • Fig. 4 shows the in Fig. 1 With IV designated section of the fuel injection valve 1 in a manufacturing state or at a relatively low pressure.
  • Fig. 5 shows the in Fig. 4 illustrated section of the fuel injection valve 1 of the first embodiment in operation at a relatively high pressure.
  • the opening and closing force for actuating the valve pin 26 with the valve body 27 can be advantageously reduced, so that an operating force is reduced.
  • the valve pin 26 is guided in a guide sleeve 25 which is pressed into the valve plate 10, as shown in the Fig. 1 is shown.
  • the guide sleeve 55 has an annular surface 56.
  • the annular surface 56 is in this case provided on an end face of the guide sleeve 55, which faces the throttle plate 11.
  • the annular surface 56 of the guide sleeve 55 rests against the throttle plate 11 and is acted upon against the sealing surface of the throttle plate 11 with a sealing force, so that a spring chamber 57, in which the valve spring 35 is arranged, is sealed by the high-pressure-carrying areas.
  • a spring chamber 57 in which the valve spring 35 is arranged, is sealed by the high-pressure-carrying areas.
  • end face 58 of the valve pin 56 is acted upon by the return pressure.
  • the spring chamber 57 is for this purpose connected by means of a relief hole 59 with the pressure-relieved space 41 and a return line or the like.
  • a certain holding force is required.
  • the valve pin guide of the valve pin 26 on the guide diameter 61 of the guide sleeve 55 is designed so that the guide takes place with a very small clearance and a defined distance from the end face of the throttle plate 11.
  • a guide clearance via a radial gap 26 between the valve pin 26 and the guide sleeve 55 is set so that at a gap entrance 63 and at a gap exit 64 a required minimum clearance for a clamping freedom at all operating pressures.
  • the preferred manufacturing shape is preferably set so that the game is equal to or greater. This ensures that due to deformations as a result of the pressure gradient differences between an outer side of the guide sleeve 55 and an inner side of the guide sleeve 55, the smallest operating gap always lies on the throttle plate-side gap outlet 64.
  • Fig. 4 illustrates the leadership situation for relatively low rail pressures.
  • the designed as a radial gap 62 guide gap 62 is configured tapered from the gap entrance 63 to the gap outlet 64, since a sealing sleeve deformation by the compressive forces is not or only to a small extent. This corresponds to the manufacturing state.
  • a sealing sleeve deformation by the compressive forces is not or only to a small extent. This corresponds to the manufacturing state.
  • an approximately linearly decreasing pressure curve sets in.
  • a radial gap width 65 at the gap entrance 63 is greater than a radial gap width 66 at the gap exit 64.
  • the diameter of the guide sleeve 55 decreases due to the differences in pressure force initially substantially in the region of the gap entrance 63 when the rail pressure increases, since the rail pressure at the periphery is fully effective.
  • a leakage quantity dQ with a constant radial gap width s and a predetermined length L of the guide sleeve 55 then results approximately as a product of the rail pressure p and a fractional value with a numerator which is the third power of the radial gap width s and a denominator equal to the length L the guide sleeve 55 is.
  • the rail pressure p From a mean rail pressure, for example, between about 120 MPa (1200 bar) and 160 MPa (1600 bar), the rail pressure p reaches the structurally determined pressure between the guide sleeve 55 and the valve plate 10, so that, depending on the number and the axial extent of annular grooves 67, 68 on the outside of the guide sleeve 55, a pressure infiltration sets in the pressure areas. If the rail pressure continues to increase, only the rail pressure p is effective in these areas. Since the pressure gradient in the guide gap 62 decreases in the direction of the throttle plate to the relief pressure, it is advantageous to allow the pressure between the guide sleeve 55 and the valve plate 10 to rise in the direction of the throttle plate 11.
  • the pressure curve is set so that from this pressure threshold results in a largely uniform guide bush deformation.
  • the manufacturing management game and the Physicsshülseneinschnürung are coordinated so that the guide gap 62 throttle plate side is the smallest and advantageously becomes very small at very high rail pressure, the sum of the roundness errors of the valve pin 26 and the guide sleeve 55 is observed.
  • the amount of leakage dQ thereby also assumes extremely small values.
  • the resulting pressure curve along the guide gap 62 due to the laminar flow assumes in this case an approximately rectangular course, so that a self-stabilizing state is established, which ensures a jam-free guidance with at the same time minimum leakage quantity. This is also on the basis of 10 and 11 further described.
  • the guide of the valve pin 26 takes place in the guide sleeve 55, while the second valve seat surface 46 is configured on the valve plate 10.
  • Fig. 6 shows a fuel valve 1 in a partial, schematic sectional view according to a second embodiment.
  • the drainage channel 22 has channel sections 70, 71, 72.
  • the channel portion 70 of the drain channel 22 extends through the throttle plate 11.
  • the channel portion 71 extends through the valve plate 10.
  • the channel portion 72 extends through the seat plate.
  • the guide sleeve 55 is designed in one piece with a valve seat body 73.
  • radial bores 74, 75 are provided in order to connect the annular gap 50 with the high-pressure region.
  • the annular gap 50 is configured in this embodiment between the valve pin 26 and the valve seat body 73.
  • the second valve seat surface 46 is formed with the sealing edge 47. Since the valve pin is guided in the guide sleeve 55 formed integrally with the valve seat body 73, a centering of the valve body 27 with respect to the second valve seat surface 46 is thus ensured.
  • the first valve seat surface 37 is also designed as a flat first valve seat surface 37, a reliable closing of the first sealing seat is ensured. Due to the planar design of the first valve seat surface 37, a certain tolerance compensation is given constructively.
  • the pressure-reduced guide clearance is achieved here by a hollow cylindrical outer annular gap 76 which surrounds the guide sleeve 55 on its outer side and with can be filled under high pressure fuel. As a result, the pressure forces of the fuel over the entire guide sleeve circumference fully effective.
  • the guide sleeve 55 extends axially with the valve seat body 73 through the entire valve plate 10.
  • the guide sleeve 55 is pressure-tight manner by a press fit of the valve seat body 73 in the valve plate 10.
  • the seat plate 9 facing end face 77 of the valve seat body 73 is flush with the sealing surface on the seat plate 9 and forms with this a common sealing surface.
  • the uniformly distributed over the circumference radial bores 74, 75 serve as connecting holes 74, 75 which connect the central bore of the guide sleeve 55 with the outer annular gap 76.
  • the outer annular gap 76 extends over the entire circumference of the guide sleeve 55 from the throttle plate 11 to slightly beyond the radial bores 74, 75 also.
  • a radial width of the outer annular gap 76 is in this case set so large that an unthrottled inlet via the filling channel 20 serving as a bypass channel is possible over the resulting cross section.
  • the filling channel 20 is configured in this embodiment in the throttle plate 11 and has a certain throttling.
  • As a feed into the outer annular gap 76 is a lateral recess 78, which is designed in the region of the sealing surface in the valve plate 10.
  • the guide sleeve 55 is inserted into a recess 31 of the valve plate 10, wherein the recess 31 is configured as a continuous recess 31 in the valve plate 10.
  • the guide sleeve 55 and the valve seat body 73 configured, resulting in a compact design.
  • the guide sleeve 55 is inserted into the recess 31 of the valve plate 31, wherein the recess 31 is configured as a continuous recess 31 in the valve plate 10.
  • the guide sleeve 55 and the valve seat body 73 configured, resulting in a compact design.
  • the guide sleeve 55 is preferably pressed into the recess 31 of the valve plate 10.
  • the volume of the valve chamber 24 can be optimized. Specifically, the volume of the valve chamber 24 can also be chosen very small. Due to the annular configuration of the valve chamber 24, the volume of the valve chamber 24 can be set in an advantageous manner by the configuration of the valve body 27. Specifically, a height of the valve body 27 may be at least approximately equal to an axial distance 32 between the first sealing seat and the second sealing seat. This arises as the first Valve seat surface 37 is oriented perpendicular to the valve axis 30 and the sealing edge 47 is provided largely on the inside of the second valve seat surface 46. A height of the valve chamber 24 is determined here at least approximately equal to the axial distance 32 or at least substantially by the axial distance 32. In order to simplify the manufacture, however, a feed pocket 51 may be provided on the adjacent seat plate 9 or the like, which also contribute to the volume of the valve space 24.
  • Fig. 7 shows the in Fig. 6 labeled VII section of the fuel injection valve 1 of the second embodiment.
  • the sealing of the guide sleeve 55 to the throttle plate 11 is achieved by a biting edge 79, which is designed on the guide sleeve 55.
  • the biting edge 79 with respect to the throttle plate 11 on a pressure which is higher than that which is introduced through the Injektorverschraubung in the plate assembly.
  • This is achieved by a defined mounting projection of the biting edge 79 with respect to a sealing surface 80 on the throttle plate 11.
  • This assembly projection can be, for example, in the range of about 2 microns to 4 microns.
  • a biting edge diameter of the biting edge 79 preferably corresponds at least approximately to an outside diameter of the guide sleeve 55. This ensures that axial pressure forces do not excessively reduce the biting edge pressure during operation.
  • the B biskantenpressung is reinforced by transverse contraction forces due to the pressure forces acting on the outside and inside of the guide sleeve 55.
  • Fig. 7A shows the in Fig. 7 shown section of the fuel injection valve 1 in another possible embodiment.
  • the sealing of the guide sleeve 55 to the throttle plate 11 is achieved by an annular surface 81 which is configured on the guide sleeve 55.
  • the annular surface 81 With respect to the throttle plate 11 to a pressure corresponding to at least that of the plate assembly.
  • the annular surface 81 is formed as a small surface 81 and preferably at least approximately corresponds to an outer diameter of the guide sleeve 55. This ensures that axial compressive forces do not unduly reduce the annular surface pressure during operation.
  • the guide sleeve 55 abuts with its annular surface 81 on a valve plate-side surface 80 of the throttle plate 11.
  • the preferably flat annular surface 81 of the guide sleeve is in this case preferably designed parallel to the preferably flat surface 80 of the throttle plate 11.
  • Fig. 8 shows a partial representation of the in Fig. 7 shown fuel injection valve 1 of the second embodiment in operation at low pressure.
  • Fig. 9 shows the in Fig. 8 with IX designated section at low pressure.
  • Fig. 10 shows the in Fig. 8 shown section of the fuel injection valve 1 of the second embodiment in operation at high pressure and
  • Fig. 11 shows the in Fig. 10 with XI designated section in operation at high pressure.
  • the leakage amount dQ is then approximately obtained as the product of the rail pressure p and a fractional value with a numerator that is the third power of the gap width s and a denominator that is equal to the length L of the guide sleeve 55.
  • the rail pressure p in this case acts in the high-pressure region and thus, for example, also in the annular gap 50 and the outer annular gap 76.
  • the management situation with very large rail pressures is based on the 10 and 11 illustrated.
  • the diameter of the guide sleeve 55 decreases at high rail pressure as a result of the pressure force differences, which increase in the region of the gap outlet 64 in the direction of the throttle plate 11, so that the guide gap 62 at the gap outlet 64 is very small.
  • the gap width s at the gap exit 64 approaches zero, as shown in FIG Fig. 11 is illustrated.
  • the leakage quantity dQ thereby assumes very small values and is approximately equal to zero.
  • the resulting due to the laminar flow pressure along the guide gap 62 assumes an approximately rectangular course, as illustrated by the arrows 85. Due to the geometric adjustment of the outside diameter, the Inside diameter, a manufacturing clearance and the length L of the guide widening a jam-free guidance can be achieved with minimum leakage amount dQ.
  • the fuel injection valve can also be configured in one of the following ways and optionally further developed in a suitable manner.
  • a fuel injector 1 in particular an injector for fuel injection systems of air-compressing, self-igniting internal combustion engines, with a control valve 25 and a control chamber 17 is indicated, wherein the control chamber 17 is connected via a drain passage 22 with a valve chamber 24 of the control valve 25, wherein the control valve 25 a Guide sleeve 55 receives in a recess, wherein the guide sleeve is acted upon at least on a part of the circumference with high fuel pressure, wherein a valve pin 26 is guided in the guide sleeve and wherein the valve pin 26 has a valve body arranged in the valve body 27.
  • valve body 27 cooperates on the one hand with a first valve seat surface 37 to a first sealing seat, via which a connection of the valve chamber 24 with a pressure-relieved space 41 is controllable, and that the valve body 27 on the other hand with a second valve surface 46 cooperates to a second sealing seat, via which a connection of the valve chamber 24 with a high pressure passage 12 is controllable.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (9)

  1. Soupape d'injection de carburant (1), en particulier injecteur pour systèmes d'injection de carburant de moteurs à combustion interne à auto-allumage et à compression d'air, comprenant une soupape de commande (25) et un espace de commande (17), l'espace de commande (17) étant relié à un espace de soupape (24) de la soupape de commande (25) par le biais d'un canal de sortie (22), la soupape de commande (25) comprenant une goupille de soupape (26) avec un corps de soupape (27) disposé dans l'espace de soupape (24), le corps de soupape (27) coopérant d'une part avec une première surface de siège de soupape (37) pour former un premier siège d'étanchéité par le biais duquel une liaison de l'espace de soupape (24) à un espace (41) détendu en pression peut être commandée, et le corps de soupape (27) coopérant d'autre part avec une deuxième surface de siège de soupape (46) pour former un deuxième siège d'étanchéité par le biais duquel une liaison de l'espace de soupape (24) à un canal haute pression (12) peut être commandée, et le corps de soupape (27) comprenant une arête d'étanchéité (39) associée à la première surface de siège de soupape (37) et l'arête d'étanchéité (39) du corps de soupape (27) coopérant avec la première surface de siège de soupape (37) pour former le premier siège d'étanchéité, la première surface de siège de soupape (37) étant configurée sous forme de première surface de siège de soupape (37) au moins essentiellement plane et étant orientée au moins approximativement perpendiculairement à un axe de soupape (30) de la soupape de commande (25).
  2. Soupape d'injection de carburant selon la revendication 1,
    caractérisée
    en ce que, dans une première position de commutation du corps de soupape (27), le premier siège d'étanchéité est fermé et le deuxième siège d'étanchéité est ouvert, en ce que, dans une deuxième position de commutation du corps de soupape (27), le premier siège d'étanchéité est ouvert et le deuxième siège d'étanchéité est fermé, et en ce qu'il est prévu un actionneur (28) qui sert à déplacer le corps de soupape (27) de la première position de commutation à la deuxième position de commutation.
  3. Soupape d'injection de carburant selon l'une quelconque des revendications 1 et 2,
    caractérisée
    en ce qu'il est prévu une deuxième surface de siège de soupape (46), en ce que le corps de soupape (27) comprend une surface d'étanchéité (48) associée à la deuxième surface de siège de soupape (46), et en ce que la surface d'étanchéité (48) du corps de soupape (27) coopère avec la deuxième surface de siège de soupape (46) pour former le deuxième siège d'étanchéité.
  4. Soupape d'injection de carburant selon la revendication 3,
    caractérisée
    en ce qu'une arête d'étanchéité (47) est configurée sur la deuxième surface de siège de soupape (46) et en ce que la surface d'étanchéité (48) du corps de soupape (27) coopère avec l'arête d'étanchéité (47) de la deuxième surface de siège de soupape (46) pour former le deuxième siège d'étanchéité
    et/ou
    en ce que la surface d'étanchéité (48) du corps de soupape (27) est réalisée sous forme de surface d'étanchéité (48) au moins approximativement conique.
  5. Soupape d'injection de carburant selon la revendication 3 ou 4,
    caractérisée
    en ce que la deuxième surface de siège de soupape (46) est configurée sur une plaque porte-soupape (10).
  6. Soupape d'injection de carburant selon la revendication 3 ou 4,
    caractérisée
    en ce qu'une douille de guidage (55) est prévue, en ce que la goupille de soupape (26) est guidée dans la douille de guidage (55), et en ce que la deuxième surface de siège de soupape (46) est configurée sur la douille de guidage (55).
  7. Soupape d'injection de carburant selon la revendication 6,
    caractérisée
    en ce qu'une plaque porte-soupape (10) est prévue, en ce que la plaque porte-soupape (10) comprend un évidement (32), en ce que la douille de guidage (55) est disposée dans l'évidement (32) de la plaque porte-soupape (10), en ce qu'une plaque d'étranglement (11) s'appliquant contre la plaque porte-soupape (10) est prévue, en ce que la douille de guidage (55) comprend une arête d'attaque (79) associée à une surface d'étanchéité (80) de la plaque d'étranglement (11), en ce que la douille de guidage (55) coopère par son arête d'attaque (79) avec la surface d'étanchéité (80) de la plaque d'étranglement (11), et en ce qu'une saillie de l'arête d'attaque (79) par rapport à la surface d'étanchéité (80) de la plaque d'étranglement (11) est prédéfinie.
  8. Soupape d'injection de carburant selon la revendication 6,
    caractérisée
    en ce qu'une plaque porte-soupape (10) est prévue, en ce que la plaque porte-soupape (10) comprend un évidement (32), en ce que la douille de guidage (55) est disposée dans l'évidement (32) de la plaque porte-soupape (10), en ce qu'une plaque d'étranglement (11) s'appliquant contre la plaque porte-soupape (10) est prévue, en ce que la douille de guidage (55) comprend une surface annulaire (81) associée à une surface d'étanchéité (80) de la plaque d'étranglement (11), et en ce que la douille de guidage (55) coopère par sa surface annulaire (81) avec la surface d'étanchéité (80) de la plaque d'étranglement (11).
  9. Soupape d'injection de carburant selon l'une quelconque des revendications 1 à 8,
    caractérisée
    en ce que l'espace de soupape (24) de la soupape de commande (25) est configuré sous forme d'espace de soupape (24) au moins essentiellement annulaire et/ou
    en ce qu'une hauteur (32) de l'espace de soupape (24) est déterminée au moins essentiellement par une distance axiale (32) du premier siège d'étanchéité sur la première surface de siège de soupape (37) au deuxième siège d'étanchéité sur la deuxième surface de siège de soupape (46).
EP20110196233 2011-01-21 2011-12-30 Soupape d'injection de combustible Not-in-force EP2479418B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201110002955 DE102011002955A1 (de) 2011-01-21 2011-01-21 Brennstoffeinspritzventil

Publications (2)

Publication Number Publication Date
EP2479418A1 EP2479418A1 (fr) 2012-07-25
EP2479418B1 true EP2479418B1 (fr) 2014-08-20

Family

ID=45581721

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20110196233 Not-in-force EP2479418B1 (fr) 2011-01-21 2011-12-30 Soupape d'injection de combustible

Country Status (2)

Country Link
EP (1) EP2479418B1 (fr)
DE (1) DE102011002955A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10019810A1 (de) * 2000-04-20 2002-01-31 Siemens Ag Einspritzventil mit optimierten Dichtflächen
DE10353169A1 (de) 2003-11-14 2005-06-16 Robert Bosch Gmbh Injektor zur Einspritzung von Kraftstoff in Brennräume von Brennkraftmaschinen, insbesondere piezogesteuerter Common-Rail-Injektor
DE102009027504A1 (de) * 2009-07-07 2011-01-20 Robert Bosch Gmbh Kraftstoffinjektor für eine Brennkraftmaschine
DE102009027494A1 (de) * 2009-07-07 2011-01-13 Robert Bosch Gmbh Kraftstoff-Injektor mit druckausgeglichenem Steuerventil
DE102009055267A1 (de) * 2009-12-23 2011-06-30 Robert Bosch GmbH, 70469 Druckausgeglichener Kraftstoffinjektor mit Bypass und minimiertem Ventilraumvolumen

Also Published As

Publication number Publication date
EP2479418A1 (fr) 2012-07-25
DE102011002955A1 (de) 2012-07-26

Similar Documents

Publication Publication Date Title
EP2283226B1 (fr) Injecteur de carburant pour moteurs a combustion interne
EP1831537B1 (fr) Injecteur de systeme d'injection de carburant d'un moteur a combustion interne
DE102005057526A1 (de) Steuerventil und Kraftstoffeinspritzventil mit diesem
EP2628938B1 (fr) Soupape d'injection de combustible
EP2735725B1 (fr) Soupape d'injection de carburant pour moteurs à combustion interne
WO2002084106A1 (fr) Soupape pour commander le passage de fluides
AT501914A4 (de) Vorrichtung zum einspritzen von kraftstoff in den brennraum einer brennkraftmaschine
DE102009000181A1 (de) Kraftstoff-Injektor
WO2012034748A1 (fr) Soupape d'injection de combustible
DE10100390A1 (de) Einspritzventil
WO2017108298A1 (fr) Injecteur de carburant
WO2001038712A2 (fr) Soupape d'injection de carburant pour moteurs a combustion interne
WO2011042296A1 (fr) Soupape d'injection de carburant et sa fabrication
EP2479418B1 (fr) Soupape d'injection de combustible
EP1999363B1 (fr) Soupapes d'injection de carburant pour moteurs a combustion interne
EP1911966B1 (fr) Injecteur de carburant pour un moteur à combustion interne
EP2798192B1 (fr) Injecteur de carburant pour moteur à combustion
DE112017007105B4 (de) Kraftstoffeinspritzvorrichtung
EP2439398B1 (fr) Soupape d'injection de combustible
EP2984328B1 (fr) Injecteur de carburant pour moteurs a combustion interne
EP2412965A2 (fr) Soupape d'injection de combustible
EP3184802B1 (fr) Injecteur de carburant
DE102014211469A1 (de) Düsenbaugruppe für einen Kraftstoffinjektor sowie Kraftstoffinjektor
EP1606511B1 (fr) Dispositif d'injection de carburant pour moteur a combustion interne
DE102014206969A1 (de) Kraftstoffinjektor

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

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL 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 RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

17P Request for examination filed

Effective date: 20130125

RIC1 Information provided on ipc code assigned before grant

Ipc: F02M 47/02 20060101AFI20140114BHEP

Ipc: F02M 63/00 20060101ALI20140114BHEP

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20140522

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): AL 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 RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 683618

Country of ref document: AT

Kind code of ref document: T

Effective date: 20140915

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: 502011004098

Country of ref document: DE

Effective date: 20141009

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20140820

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: 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: 20141120

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: 20140820

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: 20140820

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: 20141222

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: 20140820

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: 20141121

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: 20140820

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: 20141120

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

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: 20140820

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: 20140820

Ref country code: RS

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: 20140820

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: 20141220

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

Ref country code: NL

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

Effective date: 20140820

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

Ref country code: DK

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

Effective date: 20140820

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: 20140820

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: 20140820

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: 20140820

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: 20140820

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502011004098

Country of ref document: DE

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

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: 20140820

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: BE

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

Effective date: 20141231

26N No opposition filed

Effective date: 20150521

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 FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141230

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

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: IE

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

Effective date: 20141230

Ref country code: CH

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

Effective date: 20141231

Ref country code: LI

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

Effective date: 20141231

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: 20140820

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 5

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

Ref country code: SM

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: 20140820

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: 20140820

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: 20140820

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: 20140820

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: 20140820

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: 20111230

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

Effective date: 20151230

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: 20151230

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 6

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 7

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 683618

Country of ref document: AT

Kind code of ref document: T

Effective date: 20161230

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: 20161230

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

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: 20140820

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

Ref country code: AL

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: 20140820

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

Ref country code: IT

Payment date: 20191216

Year of fee payment: 9

Ref country code: FR

Payment date: 20191219

Year of fee payment: 9

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: 20201230

Ref country code: FR

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

Effective date: 20201231

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

Ref country code: DE

Payment date: 20230223

Year of fee payment: 12

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502011004098

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: 20240702