EP2659127B1 - Conjoncteur-disjoncteur pour un système d'injection de carburant d'un moteur à combustion interne - Google Patents

Conjoncteur-disjoncteur pour un système d'injection de carburant d'un moteur à combustion interne Download PDF

Info

Publication number
EP2659127B1
EP2659127B1 EP11778882.8A EP11778882A EP2659127B1 EP 2659127 B1 EP2659127 B1 EP 2659127B1 EP 11778882 A EP11778882 A EP 11778882A EP 2659127 B1 EP2659127 B1 EP 2659127B1
Authority
EP
European Patent Office
Prior art keywords
pressure
inlet
closure body
pump
injection system
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
EP11778882.8A
Other languages
German (de)
English (en)
Other versions
EP2659127A1 (fr
Inventor
Klaus Joos
Thorsten Allgeier
Juergen Arnold
Siamend Flo
Frank Nitsche
Peter Schenk
Alexander Schenck Zu Schweinsberg
Michael Bauer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2659127A1 publication Critical patent/EP2659127A1/fr
Application granted granted Critical
Publication of EP2659127B1 publication Critical patent/EP2659127B1/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
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/0245—Means for varying pressure in common rails by bleeding fuel pressure between the high pressure pump and the common rail
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • 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
    • F02M63/005—Pressure relief 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0275—Arrangement of common rails
    • F02M63/028—Returnless common rail system

Definitions

  • the invention relates to a pressure-switching valve for a fuel injection system of an internal combustion engine, in particular a gasoline engine, with a cylinder in which a closure body for selectively closing an inlet is movable, and in which the closure body is provided with a first effective surface on the hydraulic pressure acts to open the inlet. Furthermore, the invention relates to a fuel injection system with such a pressure-switching valve.
  • Such a fuel injection system comprises a high-pressure area (rail) and a low-pressure area to which fuel is supplied from a tank, preferably by means of a low-pressure pump, through lines.
  • the high-pressure area is additionally preceded by a high-pressure pump, which increases the pressure of the fuel for direct injection or high-pressure injection to preferably up to approximately 200 bar.
  • the fuel thus passes through the low-pressure pump first to the high-pressure pump, which additionally increases the pressure of the fuel.
  • a quantity control valve which makes it possible to regulate the pressure generated by the high-pressure pump; by allowing fuel to flow back from the pump delivery chamber to the low-pressure region as a valve.
  • an electromagnetic pressure control valve may be provided on the rail, which allows the fuel to flow from the rail back to the low-pressure region.
  • Well-known direct injections in gasoline engines operate with injection pressures of up to 200 bar.
  • the pressure is regulated depending on operating point in the range 40 to 200 bar.
  • Background of the art in high pressure generation are systems having a piston pump mechanically driven by the internal combustion engine, a mass control valve, and a high pressure sensor. The flow rate of the pump is changed via the menu control valve. Together With the measured high-pressure signal, the engine control unit regulates the pressure to the desired level. The control of the injection valves is based on the measured pressure signal.
  • a fluid pump or high-pressure fuel pump for an internal combustion engine with a pressure-switching valve is known, which is associated with a delivery chamber of the fluid pump and a low-pressure inlet. Furthermore, at least one valve device is provided there.
  • the pressure-switching valve can block a connection between the delivery chamber and the low-pressure inlet during a suction phase of the fluid pump.
  • the pressure-switching valve should comprise at least one second valve device, which is connected in parallel with the first valve device.
  • a pressure control valve for a fuel injection system of an internal combustion engine comprising a cylinder in which a closure body is movable for selectively closing an inlet and the closure body is provided with a first effective area to the hydraulic pressure to open the inlet acts.
  • the closure body also has a second active surface, which is designed to be larger than the first active surface.
  • the pressure switch valve operates as follows: First, the closure body closes the inlet until a pressure has risen to a pressure value p1 at the first effective area. The pressure value p1 and the force thus achieved at the first effective area is just so great that the closure body is displaced by the pressure then acting on the first effective area and thus the inlet is opened.
  • This fuel or fuel can flow through the inlet in the pressure-switching valve.
  • the flowing fuel now acts on the second effective area, which is larger than the first effective area. Due to this difference in the size of the effective areas, the pressure at the inlet drops to a pressure value p2, wherein the Pressure value p2 is less than the pressure value p1.
  • the pressure value p2 can be substantially smaller than the pressure value p1.
  • a pressure-switching valve which has a very simple structure. Compared to known systems advantageously a more expensive electrical control is avoided because the problem is solved mechanically. This eliminates therefore also an otherwise required wiring of electrical components. A dependence on a control unit or the electric power amplifiers is eliminated. With the invention, a fuel injection system with a stand-alone, independent of a controller control can be realized.
  • the power loss of the high pressure pump is small by this type of pressure control. Because of the second, larger effective surface area of the closure body, the residual delivery of the piston stroke of the fuel quantity not required back into the low-pressure region or the closure body stroke is more easily possible. Thus, the drive torque at the cam gear, which is required for the residual promotion of the high-pressure pump, correspondingly lower.
  • Another advantage of such a system is that the high pressure in the pump delivery chamber drops immediately after opening the valve and only with slight overpressure is promoted back to the low pressure range, so that the fuel heats up only slightly. This reduces the power loss.
  • an outlet is also advantageously provided, which optionally closes the closure body.
  • the closure body releases this outlet or outlet opening as soon as it has been pushed back a certain distance from its rest position or its position closing the inlet.
  • the fuel afflicted with pressure flows out of the pressure-switching valve again.
  • the pressure in the pressure switching valve decreases as explained, and the counterforce acting on the closure body becomes stronger than the force that the pressure of the fuel can exert on the second effective area.
  • the closure body moves back in the direction of its rest position and closes the outlet and thus the pressure-switching valve again.
  • the closure body is advantageously biased by a spring or a spring element resiliently against the inlet. In this way, comes from the resilient bias a contact pressure on the preferably designed as a piston closure body. This contact pressure acts counter to the force of the fuel, which acts on the first or second active surface.
  • the closure body is resiliently biased by means of fluid pressure against the inlet.
  • a pressurized gas is used as the fluid.
  • the use of such a fluid also gives the closure body a dampening effect. This improves the vibration behavior of the closure body and thus the regulation of the fuel pressure.
  • the cylinder has a pressure chamber, which seals the closure body.
  • the closure body is preferably designed as a piston or a membrane, which spatially separates the pressure chamber within the cylinder. On the basis of the spatial separation within the cylinder is made possible that different pressures occur in the pressure-switching valve.
  • the pressure chamber in addition to the spring force of the fluid pressure for closing abut the pressure-switching valve, while in the remaining region of the cylinder, the pressure or overpressure of the fuel is applied.
  • the cylinder has an inlet space into which the inlet leads.
  • a line leads from the inlet space to said pressure chamber. Constructed in this way, a pressure equalization takes place in the pressure switching valve.
  • This pressure compensation influences the damping effect of the fluid of the spring-biased closure body in the pressure chamber. Due to the pressure compensation, damage can be preventively prevented if, for example, pressure fluctuations occur, which could briefly cause strong pressure surges.
  • the inlet is preferably closed and this closure is designed in the form of a seat valve with a valve seat.
  • This is a structurally simple and effective way to close the pressure switching valve and open.
  • seat valves which are known as poppet valves
  • the closure body is plate-shaped and is seated with its edge on the inlet opening so that it is closed and sealed.
  • the second active surface of the closure body is formed on a piston which acts together with the cylinder as a slide valve or forms a slide valve.
  • a slide valve also known as a piston valve
  • the fuel pressure can be controlled improved.
  • the closure body is designed to function as a gate valve as well as a seat valve.
  • the invention also provides for a use of the pressure switching valve according to the invention in a fuel injection system of a pump, in which the pump has a pumping space, which is connected by means of a first line to the inlet of the pressure switching valve.
  • a second line is provided, which leads into the pumping space, and a third line, the connects one or the outlet of the pressure switching valve to the second line.
  • a pressure switching valve used in this way is able to regulate the overpressure occurring in a pump or high-pressure pump so that no impermissible overpressure is applied to the injection valves and can not damage them.
  • the pressure-switching valve returns the fuel at low pressure back into the fuel circuit before the high-pressure pump, i. in the low pressure or inlet region of the high pressure pump.
  • a fuel injection system 10 is illustrated according to the prior art, in which from a tank 12 by means of an electric fuel pump or low pressure pump 14 liquid fuel at about 5 bar pressure is conveyed into a conduit 16.
  • the line 16 serves as a supply line to a low pressure region 18 and a high pressure region 20 of the fuel injection system 10.
  • a pump 22 which is mechanically driven by a cam drive from an internal combustion engine used. This generates the required pressure for the high-pressure region 20, which then rests in a rail 24.
  • high-pressure injection valves 26 the fuel from the rail 24 finally reaches the internal combustion engine.
  • a pressure-switching valve 28 a possible, generated by the pump 22 overpressure can be regulated.
  • the fuel pressure applied to the rail 24 is determined by a high-pressure sensor 30.
  • This value is sent to a controller 32 passed, which in turn can control the pressure-switching valve 28.
  • the controller 32 regulates the pressure to the desired level. This is necessary, inter alia, because excessive overpressure could cause damage to the fuel injection system 10.
  • a low-pressure damper 34 the task of which is to dampen the pressure pulsations in the low-pressure region 18. These pulsations can be caused in particular by a return of fuel from the pump 22 back into the low-pressure region 18.
  • Fig. 2 and Fig. 3 will be a similar fuel injection system 10, as in Fig. 1 shown. However, this has been dispensed with an electronic pressure control. Instead, an inventive pressure-switching valve 28 is provided on the fuel injection system 10 according to these figures. Incidentally, the fuel injection system 10 differs according to Fig. 2 and Fig. 3 by an additional securing mechanism 38 in the form of a so-called rupture disk 40 or a mechanical pressure relief valve.
  • the pressure-switching valve 28 is installed in a cylinder 42 as a housing.
  • a closure body 44 of the piston mold or a piston-shaped configuration In the cylinder 42 is a closure body 44 of the piston mold or a piston-shaped configuration.
  • One of the end faces of the piston-shaped closure body 44 has a stepped design and has two differently sized effective surfaces 48 and 50 in the direction of an inlet 46 formed on the front side of the cylinder 42.
  • the active surface 48 is formed in the center of the closure body 44 as a circular disk and smaller in its surface extent than the active surface 50, which is to be found on a further recessed circular ring disk.
  • the closure body 44 is biased by a spring 52 in the direction of the inlet 46, so that it can selectively close or open the inlet 46 with its active surface 48.
  • the first active surface 48 corresponds to the inlet 46 in order to seal it as well as possible.
  • the first active surface 48 and the inlet 46 are designed as a so-called seat valve or poppet valve.
  • an outlet 54 is provided on the lateral surface thereof to deliver fuel from pressure-switching valve 28 to the low-pressure region 18.
  • This outlet 54 can be optionally closed by the closure body 44. Depending on the pressure or force acting on the closure body 44, this shifts axially in the cylinder 42 and thereby can open or close the outlet 54.
  • a pressure chamber 56 in which the spring 52 is arranged, which urges the closure body 44 in the direction of the inlet 46, and an inlet space 58, in which the pressurized fuel flows through the inlet 46 and from which the fuel through the outlet 54th can also flow out of the pressure-switching valve 28 again.
  • the two spaces 56 and 58 are thus sealed by the closure body 44 against each other and spatially separated.
  • a line 60 leads from the outlet 54 to the pressure chamber 56 and thus provides a pressure equalization between the low pressure region 18 and the pressure chamber 56 ago. In the pressure chamber 56, therefore, at least the low pressure prevails, which also urges the closure body 44 in the direction of the inlet 46. Therefore, the spring 52 can be equipped with comparatively low spring force and be correspondingly small and lightweight.
  • the pump 22 is mechanical, usually driven by a camshaft. It generates in a pump chamber 62 that pressure which it discharges into the line 20. At the same time a line 64 is connected to the pump chamber 62, which leads to the inlet 46 of the pressure-switching valve 28. The outlet 54 of the pressure switching valve 28 is connected by means of a line 66 to the low-pressure region 18. Fuel under pressure can thus be discharged from the pumping chamber 62 into the conduit 64, through the pressure-switching valve 28 and through the conduit 66 into the low-pressure region 18.
  • the high-pressure pump 22 of the fuel injection system 10 generates an overpressure to be dissipated, this is present through the line 64 at the inlet 46 of the pressure-switching valve 28.
  • the inlet 46 of the pressure-switching valve 28 is thus at a pressure on the first, the inlet occlusive active surface 48th the piston-shaped closure body 44 acts. Since the piston-shaped closure body 44 is urged only resiliently against the inlet 46, this retracts as soon as the pressure force on the first active surface 48 is greater than the contact pressure of the closure body 44 of the spring 52 and the pressure chamber 56.
  • the inlet 46 is released and fuel first flows into the inlet space 58 of the pressure switching valve 28. Then, the fuel and its pressure is distributed to the second, larger active surface 50 of the closure body 44. This results in a larger pressure force on the closure body 44 and it can easily be displaced further axially in the cylinder 42.
  • the closure body 44 releases the outlet 54 or opens it.
  • the fuel now flows through the outlet 54 in the direction of the low-pressure region 18.
  • the pressure during closing of the inlet 46 is much lower than that required to open the inlet 46. Due to the second, larger active surface 50, the closure body 44 can be displaced axially in the cylinder 42 with less hydraulic pressure than through the smaller first active surface 48.
  • the pump 22 can therefore reduce its overpressure particularly quickly and, after the beginning of the discharge, that is, after the opening of the inlet 46, it must only convey against a comparatively low pressure.
  • the pump 22 therefore has a lower power loss, which is created by the release of pressure at the pressure-switching valve 28.
  • a further backup in the form of rupture disk 40 helps in particular in the case that the pump 22 generates an overpressure, which can not be compensated by the pressure switching valve 28.
  • a pressure relief valve may be provided instead of the rupture disk. This can also reduce a pressure increase in the so-called hot soak. Then this overpressure enters the high-pressure region 20, which is connected to the low-pressure region 18 through a line 68.
  • the rupture disk 40 or the pressure limiting valve is arranged.
  • the rupture disk 40 has such a material nature and shape that it breaks or bursts if a certain overpressure rests against it. In this case, the previously closed by the rupture disk 40 line 68 is released, so that the fuel from the high-pressure region 20, can pass through the line 68, in the low-pressure region 18.
  • the fuse in the conduit 68 which in this example is realized by a rupture disk 40, may also be designed by other means, such as another valve or a material with predetermined breaking point.
  • the pressure-switching valve 28 is integrated into the pump 22 and in particular in the housing.
  • the pressure-switching valve 28 may be integrated in the region above the pump chamber 62 of the pump 22 in a pump housing. This integral design reduces space requirements and weight.
  • the principle of the present invention thus lies in the fact that the fuel pump has a pump chamber 62 or delivery chamber with a hydraulically controllable pressure-switching valve 28 or pressure-switching valve connected thereto.
  • the pressure-switching valve 28 is configured so that when, during a pressure stroke, the pump-space pressure reaches a pressure value p1, the pressure-switching valve 28 opens. Immediately thereafter, the pressure-switching valve 28 drops the pump-space pressure to a pressure value p2, the pressure value p2 being smaller than the pressure value p1.
  • the pressure value p2 can be substantially smaller than the pressure value p1.
  • the pump chamber pressure remains at the lower pressure value p2 during the entire rest of the pressure stroke.
  • the pressure-switching valve 28 closes again when the pump space pressure drops below the pressure value p2, which is below normal circumstances again only the case when the pump 22 passes from the compression stroke in the suction stroke.
  • the advantage of the pump 22 with such a two-stage pressure switching valve 28 over a pump with a pressure control valve with only one pressure value is a lower dissipation when operating the pump.
  • the advantage of the pump 22 with the two-stage pressure-switching valve 28 with respect to a pump with an electrically controllable quantity control valve is in particular in a lower manufacturing cost.

Landscapes

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

Claims (9)

  1. Système d'injection de carburant comprenant une pompe (22) qui présente un espace de pompe (62) dans lequel est générée une pression évacuée par la pompe par le biais d'un clapet antiretour dans une conduite (20) de la région haute pression, et comprenant une soupape de commutation de pression (28) avec un cylindre (42) dans lequel peut se déplacer un corps de fermeture (44) pour la fermeture sélective d'une entrée (46), le corps de fermeture (44) étant pourvu d'une première surface fonctionnelle (48) au niveau de l'entrée (46), sur laquelle agit la pression hydraulique de l'espace de pompe (62) par le biais d'une première conduite (64) en vue d'ouvrir l'entrée (46), et dont la pression au niveau de l'entrée ouverte (46) agit sur une deuxième surface fonctionnelle (50) du corps de fermeture (44) qui est supérieure à la première surface fonctionnelle (48) et le corps de fermeture déplacé davantage (44) ouvrant la sortie (54) dans la région de basse pression (18), la première conduite (64) étant raccordée à l'espace de pompe (62) et la première conduite (64) conduisant à l'entrée (46) de la soupape de commutation de pression (28).
  2. Système d'injection de carburant selon la revendication 1, caractérisé en ce qu'une sortie (54) est prévue au niveau du cylindre (42) et le corps de fermeture (44) peut fermer la sortie (54) de manière sélective.
  3. Système d'injection de carburant selon la revendication 1 ou 2, caractérisé en ce que le corps de fermeture (44) est précontraint de manière élastique contre l'entrée (46).
  4. Système d'injection de carburant selon la revendication 3, caractérisé en ce que le corps de fermeture (44) est précontraint de manière élastique contre l'entrée (46) au moyen d'une pression de fluide.
  5. Système d'injection de carburant selon la revendication 1 à 4, caractérisé en ce que le cylindre (42) présente un espace de pression (56) qui est étanchéifié par le corps de fermeture (44).
  6. Système d'injection de carburant selon la revendication 5, caractérisé en ce que le cylindre (42) présente un espace d'entrée (58) dans lequel conduit l'entrée (46), et une conduite (60) conduit depuis l'espace d'entrée (58) jusqu'à l'espace de pression (56).
  7. Système d'injection de carburant selon la revendication 1 à 6, caractérisé en ce que l'entrée (46) peut être fermée en forme de siège de soupape avec la première surface fonctionnelle (48) du corps de fermeture (44).
  8. Système d'injection de carburant selon les revendications 1 à 7, caractérisé en ce que le corps de fermeture (44) est réalisé sous forme de piston qui, conjointement avec le cylindre (42), forme une soupape à tiroirs.
  9. Système d'injection de carburant selon la revendication 1 à 8, caractérisé en ce qu'une deuxième conduite (16) est prévue, laquelle conduit dans l'espace de pompe (62) et une troisième conduite (66) relie une ou la sortie (52) de la soupape de commutation de pression (28) à la deuxième conduite (16).
EP11778882.8A 2010-12-27 2011-11-03 Conjoncteur-disjoncteur pour un système d'injection de carburant d'un moteur à combustion interne Not-in-force EP2659127B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201010064192 DE102010064192A1 (de) 2010-12-27 2010-12-27 Druck-Schaltventil für ein Kraftstoffeinspritzsystem einer Brennkraftmaschine
PCT/EP2011/069345 WO2012089370A1 (fr) 2010-12-27 2011-11-03 Conjoncteur-disjoncteur pour un système d'injection de carburant d'un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2659127A1 EP2659127A1 (fr) 2013-11-06
EP2659127B1 true EP2659127B1 (fr) 2016-04-20

Family

ID=44906132

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11778882.8A Not-in-force EP2659127B1 (fr) 2010-12-27 2011-11-03 Conjoncteur-disjoncteur pour un système d'injection de carburant d'un moteur à combustion interne

Country Status (4)

Country Link
EP (1) EP2659127B1 (fr)
CN (1) CN103282645A (fr)
DE (1) DE102010064192A1 (fr)
WO (1) WO2012089370A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013216817A1 (de) * 2013-08-23 2015-02-26 Continental Automotive Gmbh Pumpenanordnung und System für ein Kraftfahrzeug

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008059638A1 (de) * 2008-11-28 2010-06-02 Continental Automotive Gmbh Hochdruckpumpe

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10118936A1 (de) * 2001-04-18 2002-11-07 Bosch Gmbh Robert Druckbegrenzungseinrichtung sowie Kraftstoffsystem mit einer solchen Druckbegrenzungseinrichtung
DE10129822C2 (de) * 2001-06-13 2003-04-24 Mtu Friederichshafen Gmbh Druckbegrenzungsventil für Kraftstoff-Einspritzeinrichtungen
DE10254984A1 (de) * 2002-11-26 2004-06-03 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE102005022661A1 (de) 2005-05-17 2007-02-15 Robert Bosch Gmbh Fluidpumpe, insbesondere Kraftstoff-Hochdruckpumpe für eine Brennkraftmaschine mit Kraftstoff-Direkteinspritzung
FR2905146B1 (fr) * 2006-08-25 2008-11-07 Renault Sas Dispositif d'alimentation en carburant pour moteur a combustion
JP5103138B2 (ja) * 2007-11-01 2012-12-19 日立オートモティブシステムズ株式会社 高圧液体供給ポンプ

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008059638A1 (de) * 2008-11-28 2010-06-02 Continental Automotive Gmbh Hochdruckpumpe

Also Published As

Publication number Publication date
EP2659127A1 (fr) 2013-11-06
DE102010064192A1 (de) 2012-06-28
CN103282645A (zh) 2013-09-04
WO2012089370A1 (fr) 2012-07-05

Similar Documents

Publication Publication Date Title
EP2238338B1 (fr) Système d'injection de combustible d'un moteur à combustion interne
EP3059437B1 (fr) Unite de pompe pour une pompe a haute pression
EP2016278B1 (fr) Régulateur de pression avec fonction de circulation de secours et de purge
EP2678562B1 (fr) Pompe à piston à entrainement magnetique assurant une pression donnée
DE102004013307A1 (de) Kraftstoffhochdruckpumpe mit einem Druckbegrenzungsventil
DE102005022661A1 (de) Fluidpumpe, insbesondere Kraftstoff-Hochdruckpumpe für eine Brennkraftmaschine mit Kraftstoff-Direkteinspritzung
EP3047155B1 (fr) Dispositif de clapet et système hydraulique
EP1403509B1 (fr) Dispositif de limitation de pression et système de combustible avec tel dispositif de limitation de pression
DE102011089478B3 (de) Einspritzsystem
DE102014218419A1 (de) Hydrostatischer Antrieb
WO2016058805A1 (fr) Vanne d'admission à commande électromagnétique et pompe à haute pression pourvue d'une vanne d'admission
EP2659127B1 (fr) Conjoncteur-disjoncteur pour un système d'injection de carburant d'un moteur à combustion interne
EP3877676A1 (fr) Soupape de pression pour système hydraulique d'une transmission de véhicule automobile
EP2156050A1 (fr) Système d'amplification de pression pour au moins un injecteur de carburant
WO2012089378A1 (fr) Pompe d'un système d'injection de carburant
DE102007026834A1 (de) Elektromagnetisches Regelventil und Einspritzanlage für eine Brennkraftmaschine
DE102007016625A1 (de) Ventil und Einspritzanlage für eine Brennkraftmaschine mit Ventil
DE102010064216A1 (de) Pumpe, insbesondere eines Kraftstoffeinspritzsystems
DE102010041487A1 (de) Kraftstoffeinspritzsystem
DE102015008135A1 (de) Sicherheitsventil und Kraftstoffeinspritzsystem mit einem solchen
EP2402588A1 (fr) Système d'injection de carburant
DE19949525A1 (de) Druckübersetzer für ein Kraftstoffeinspritzsystem für Brennkraftmaschinen mit hydraulisch unterstützter Wiederbefüllung
DE102007030224A1 (de) Kraftstoffpumpe, insbesondere für ein Kraftstoffsystem einer Brennkraftmaschine
WO2002090766A1 (fr) Systeme d'injection a accumulateur (rampe commune) pour moteurs a combustion interne
DE102013211196A1 (de) Ventilanordnung zur Steuerung der Fördermenge einer Hochdruckpumpe sowie Hochdruckpumpe

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: 20130729

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

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

Effective date: 20150522

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20151217

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: 792733

Country of ref document: AT

Kind code of ref document: T

Effective date: 20160515

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: 502011009560

Country of ref document: DE

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20160420

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

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: 20160720

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: 20160420

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: 20160420

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: 20160420

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: 20160420

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: 20160420

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: 20160420

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: 20160420

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: 20160721

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: 20160420

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: 20160420

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: 20160822

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502011009560

Country of ref document: DE

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

Ref country code: EE

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

Effective date: 20160420

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: 20160420

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: 20160420

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: 20160420

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: 20160420

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: 20161130

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: 20160420

26N No opposition filed

Effective date: 20170123

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: 20160420

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502011009560

Country of ref document: DE

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

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

Effective date: 20161103

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: 20161130

Ref country code: LI

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

Effective date: 20161130

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20170731

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: 20161130

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: 20161103

Ref country code: FR

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

Effective date: 20161130

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: 20170601

Ref country code: IE

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

Effective date: 20161103

Ref country code: GB

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

Effective date: 20161103

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 792733

Country of ref document: AT

Kind code of ref document: T

Effective date: 20161103

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: 20161103

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20161130

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

Ref country code: HU

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

Effective date: 20111103

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: 20160420

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

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: 20160420

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: 20160420

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: 20160420

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: 20160420

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: 20160420

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: 20160420

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: 20160420