EP2867517B1 - Fuel injection valve for internal combustion engines - Google Patents
Fuel injection valve for internal combustion engines Download PDFInfo
- Publication number
- EP2867517B1 EP2867517B1 EP13723131.2A EP13723131A EP2867517B1 EP 2867517 B1 EP2867517 B1 EP 2867517B1 EP 13723131 A EP13723131 A EP 13723131A EP 2867517 B1 EP2867517 B1 EP 2867517B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- control chamber
- control
- fuel injection
- injection valve
- pressure
- 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
Links
- 239000000446 fuel Substances 0.000 title claims description 62
- 238000002347 injection Methods 0.000 title claims description 48
- 239000007924 injection Substances 0.000 title claims description 48
- 238000002485 combustion reaction Methods 0.000 title claims description 9
- 238000007789 sealing Methods 0.000 claims description 29
- 230000004913 activation Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
Images
Classifications
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
- F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
- F02M47/025—Hydraulically actuated valves draining the chamber to release the closing pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
- F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
- F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0012—Valves
- F02M63/0014—Valves characterised by the valve actuating means
- F02M63/0028—Valves characterised by the valve actuating means hydraulic
- F02M63/0029—Valves characterised by the valve actuating means hydraulic using a pilot valve controlling a hydraulic chamber
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- 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
- F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
- F02M63/0042—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing combined with valve seats of the lift valve type
-
- 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
- F02M63/0043—Two-way valves
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- 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
- F02M63/0075—Stop members in valves, e.g. plates or disks limiting the movement of armature, valve or spring
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
- F02M2547/003—Valve inserts containing control chamber and valve piston
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
Definitions
- the invention relates to a fuel injection valve for internal combustion engines, as it is preferably used for injecting fuel into a combustion chamber of a self-igniting internal combustion engine.
- Injection systems for injecting fuel into combustion chambers under high pressure are known from the prior art.
- fuel is compressed by a high-pressure pump and stored in a high-pressure accumulator, a so-called rail.
- a high-pressure accumulator a so-called rail.
- From this high pressure accumulator one or more fuel injection valves are fed, which inject the required fuel into the respective combustion chamber.
- the aim is to atomize exactly the required amount of fuel as finely as possible and to introduce it into the combustion chamber evenly.
- such injection systems including injection valve are known.
- the known fuel injection valves have a nozzle needle, which is arranged longitudinally displaceable in a housing and which cooperates with a nozzle seat for opening and closing at least one injection opening.
- the movement of the nozzle needle is controlled by the pressure in a control chamber which acts on the valve seat facing away from the end face of the nozzle needle. Via a control valve, the pressure in the control chamber is lowered or increased, which changes the closing force on the nozzle needle accordingly, so that these driven by the hydraulic force of the injection pressure and the nozzle needle surrounding fuel moves in the longitudinal direction.
- the pressure in the control room is achieved by the inflow and outflow of pressurized fuel.
- the control chamber is always connected to pressurized fuel via an inlet throttle, which connects the control chamber with a high-pressure line within the fuel injection valve.
- the control chamber can be connected via an outlet throttle with a low-pressure chamber, wherein the outlet throttle can be opened or closed by a control valve.
- the outlet throttle When the outlet throttle is open, pressurized fuel thus flows out of the control chamber into the low-pressure chamber, whereby the pressure in the control chamber is reduced and thus the closing force on the nozzle needle.
- a fuel injection valve is known in which the fuel pressure in the control chamber is controlled via a 3/2-way valve. Depending on the position of this control valve either fuel flows from a high-pressure line via an inlet and outlet throttle in the control room or is discharged via this into a low pressure space.
- the control of a 3/2-way valve is complicated and costly.
- the pressure build-up and -down in the control room in this embodiment is relatively slow.
- a control piston is arranged longitudinally displaceable in the control chamber, which divides the control chamber into a first partial control chamber and a second partial control chamber, wherein the first partial control chamber can be connected via a drain throttle with a low-pressure chamber and the first with the second part control chamber via a connecting throttle are always connected hydraulically.
- a sealing surface is formed, which cooperates with a sealing seat, so that when the sealing surface on the sealing seat of the second part control chamber is hydraulically separated from the inlet throttle.
- the control piston is not moved by other actuators or other control devices, but its movement takes place exclusively on the hydraulic forces acting on it.
- the structure is correspondingly simple and inexpensive to implement.
- the spring element is arranged in the second partial control chamber, so that the first partial control chamber can be kept very small, which allows a fast switching of the fuel injection valve.
- the connecting throttle is formed in a valve piece, in which the control piston is guided. This allows a large variability in the arrangement of the control piston and the valve piece and lowers compared to a guide directly in the housing of the fuel injection valve, the manufacturing cost.
- the connecting throttle can be advantageously formed in the valve piece.
- the connection throttle can also be formed in the control piston itself.
- annular groove is formed in the outer surface of the control piston into which the inlet throttle opens.
- the annular groove is separated when the sealing surface on the sealing seat from the second part control room. Since the annular groove has the same hydraulically effective area in both longitudinal movement directions of the control piston, no hydraulic force acting on the control piston in the longitudinal direction thus results due to the fuel in the annular groove, which would have to be compensated.
- control piston is acted upon by a spring element away from the sealing seat with an opening force.
- the force of the spring element serves to the control piston in a defined starting position to bring about a clear function.
- a non- inventive fuel injection valve is shown schematically in longitudinal section.
- the fuel injection valve has a housing 1, which comprises a holding body 3 and a nozzle body 4, which are clamped by means of a clamping nut 5 against each other.
- a pressure chamber 7 is formed, which is filled via a high-pressure port 32 with fuel under high pressure.
- a nozzle needle 8 is longitudinally displaceably arranged, which has a valve sealing surface 11 at its in installation position of an internal combustion engine facing end, with which the nozzle needle 8 cooperates with a nozzle seat 10 and thereby the connection of a plurality of injection openings 12 which are formed in the nozzle body 4, with the pressure chamber 7 controls.
- the nozzle needle 8 is guided in the region of the nozzle body 4 in a guide section 16, wherein the fuel flow is ensured by the pressure chamber 7 on the guide portion 16 over in the direction of the injection openings 12 by one or more polished sections on the guide section 16.
- a nozzle spring 8 surrounding the closing spring 9 is arranged in the nozzle body 4, which is formed under pressure bias with one end against the holding body 3 and with the other end to one of the nozzle needle 8 Paragraph 14 is supported and thereby exerts a closing force in the direction of the valve seat 10 on the nozzle needle 8.
- a stepped bore 21, 22 is formed, which comprises a reduced diameter guide bore 22 and a diameter-enlarged bore portion 21.
- the nozzle needle 8 protrudes with its nozzle seat facing away from the end, on which the end face 17 is formed, in the extended bore portion 21 and is guided there radially.
- control chamber 28 is connected by a formed in the valve member 20 inlet throttle 30 to the pressure chamber 7 and via an outlet throttle 31 with a low-pressure chamber 46 which is connected to a return line not shown in the drawing, so that there is always a low pressure in the low pressure chamber 46 ,
- a control valve 40 is arranged in the housing 1 on the side facing away from the control chamber 28 side of the throttle plate 24.
- the control valve 40 comprises a magnetic armature 42, on whose end facing the throttle plate 24, a sealing ball 43 is arranged, with which the armature 42 rests on a seat formed in the throttle plate 24 and thereby closes the outlet throttle 31.
- the armature 42 is acted upon by a spring 45 in the direction of the throttle plate 24 with a closing force and can be pulled by an electromagnet 44 against the force of the spring 45 in an open position, so that the sealing ball 43, the outlet throttle 31 releases and fuel from the control chamber 28th can flow into the low pressure chamber 46.
- Fig. 2 shows the area of the control room 28 of the Fig. 1 again in an enlarged view.
- a control piston 29 is arranged in the control chamber 28.
- the control piston 29 is longitudinally movable in the control chamber 28 and is in the guide bore 22 guided with a cylindrical portion 129.
- the nozzle needle 8 facing the end of the control piston 29 is expanded and forms on an outer surface a sealing surface 38 which cooperates with a formed on the valve piece 20 sealing seat 39.
- the movement of the control piston 29 is limited in the direction of the nozzle needle 8 by a stop 35.
- the control chamber 28 is divided into a first partial control chamber 128 and a second partial control chamber 228, wherein the first partial control chamber 128 between the first end face 36 of the control piston 29 and the throttle plate 24 is formed and the second Opera Kunststoffraum 228 between the second end face 37 of the Control piston 29 and the end face 17 of the nozzle needle 8.
- a connecting throttle 34 is provided in the valve piece 20, via which a pressure equalization between the two sub-control chambers 128, 228 can take place.
- a closing spring 33 is arranged, which acts on the control piston 29 in the direction of the nozzle needle 8 with an opening force and presses against the stop 35.
- an annular groove 49 is formed on the outer side of the control piston 29, into which the inlet throttle 30 opens.
- the control piston 29 is in its open position, that is in abutment against the stop 35, so the second part control chamber 228 is hydraulically connected via the annular groove 49 to the inlet throttle 30, as in Fig. 2 shown.
- the function of the described fuel injection valve is as follows. At the beginning of the injection, the control valve 40 is de-energized, so that the armature 42 driven by the closing spring 45, the outlet throttle 31 closes. Because of the connection of the first partial control chamber 128 with the second partial control chamber 228 via the connecting throttle 34, the same high pressure prevails in the entire control chamber 28, since there is a connection to the pressure chamber 7 via the inlet throttle 30, in which fuel is present under high pressure. If the electromagnet of the control valve 40 is energized, the armature 42 lifts off from the throttle plate 24 and releases the outlet throttle 31, via which fuel from the first partial control chamber 128 flows immediately into the low-pressure chamber 46.
- the pressure in the first partial control chamber 128 then decreases very rapidly, which reduces the hydraulic forces on the first end face 36 of the control piston 29, while in the second partial control chamber 228 due to the throttling action of the connecting throttle 34 and the inflowing fuel from the inlet throttle 30, the pressure is still significantly higher.
- the resulting higher hydraulic force on the second end face 37 of the control piston 29 pushes the control piston away from the stop 35 in the direction of the throttle plate 24 until its sealing surface 38 comes to rest on the sealing seat 39 and separates the annular groove 49 from the second partial control chamber 228.
- the inlet throttle 30 is now sealed and the high fuel pressure is only within half of the annular groove 49, while in the second part of the control chamber 228, the pressure now drops further, which also reduces the closing force on the end face 17 of the nozzle needle 8, until - driven by the hydraulic forces in the pressure chamber 7 - lifts off from the nozzle seat 10 and fuel flows from the pressure chamber 7 to the injection openings 12 and exits through this from the fuel injection valve.
- the energization of the electromagnet 40 is stopped, so that the armature 42 moves back to its closed position and the outlet throttle 31 closes again.
- the control piston lifts off from the sealing seat 39, which again connects the annular groove 49 with the second partial control chamber 228.
- the pressure in both sub-control chambers 128, 228 then increases rapidly and the nozzle needle 8 is pushed back to its closed position on the nozzle seat 10, which ends the injection.
- the control piston 29 moves as far in the direction of the nozzle needle 8, until it abuts the stop 35 again.
- Fig. 3 another embodiment not according to the invention is shown, wherein like parts are provided with the same reference numerals. This differs from the embodiment of Fig. 2 only in that the connecting throttle 34 is not formed in the valve piece 20, but as a longitudinal bore in the valve piston 29, the As a rule, it is easier and cheaper to produce an angled or oblique bore in the valve piece 20.
- the Fig. 4 shows in the same representation as the Fig. 2 and Fig. 3 an inventive fuel injection valve .
- the control piston 29 is here equipped with a further paragraph at the nozzle end, between which and the valve piece 20, the closing spring 33 is arranged, which is correspondingly omitted in the first part control chamber 128.
- This arrangement of the closing spring 33 makes it possible to make the first partial control chamber 128 very small, whereby the pressure drops very rapidly when the control valve is open and the nozzle needle 8 opens correspondingly quickly after activation of the control valve 40.
- the control piston 29 has no annular groove 40, but is cylindrical except for the sealing surface 38.
- the closing spring 33 is at its end facing the nozzle needle 8, while the other end of the closing spring rests against a shoulder 41 of the valve member 20.
- an inlet chamber 47 is formed, in which the inlet throttle 30 opens and receives the closing spring 33.
- the control piston 29 is relatively simple and the volume of the inlet space is further reduced by the closing spring 33, which is advantageous for a fast switching of the control piston 29.
- Fig. 6 is a further not inventive embodiment of the invention shown, which differs from the embodiment of Fig. 3 mainly distinguished by the omission of the closing spring.
- the opening of the fuel injection valve is identical to the above-described operation.
- the sealing seat 39 can be radially displaced slightly outwards.
- the force acting in the longitudinal direction, resulting hydraulic force on the control piston 29 by the pressure in the annular groove 49 is no longer zero, but there is a resultant force in the direction of the nozzle needle 8.
- the control valve 40 is closed, this force is sufficient to push the control piston 29 away from the sealing seat 39 and to establish the connection between the inlet throttle 30 and the second partial control chamber 228.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Fuel-Injection Apparatus (AREA)
Description
Die Erfindung betrifft ein Kraftstoffeinspritzventil für Brennkraftmaschinen, wie es vorzugsweise zum Einspritzen von Kraftstoff in einen Brennraum einer selbstzündenden Brennkraftmaschine verwendet wird.The invention relates to a fuel injection valve for internal combustion engines, as it is preferably used for injecting fuel into a combustion chamber of a self-igniting internal combustion engine.
Aus dem Stand der Technik sind Einspritzsysteme zum Einspritzen von Kraftstoff in Brennräume unter hohem Druck bekannt. Hierbei wird Kraftstoff durch eine Hochdruckpumpe verdichtet und in einem Hochdruckspeicher, einem sogenannten Rail, zwischengespeichert. Aus diesem Hochdruckspeicher werden ein oder mehrere Kraftstoffeinspritzventile gespeist, die den benötigten Kraftstoff in den jeweiligen Brennraum einspritzen. Ziel ist es dabei, genau die benötigte Kraftstoffmenge möglichst fein zerstäubt und räumlich gleichmäßig in den Brennraum einzubringen. Aus der
Zur Steuerung der Einspritzung besitzen die bekannten Kraftstoffeinspritzventile eine Düsennadel, die längsverschiebbar in einem Gehäuse angeordnet ist und die mit einem Düsensitz zum Öffnen und Schließen wenigstens einer Einspritzöffnung zusammenwirkt. Die Bewegung der Düsennadel wird dabei durch den Druck in einem Steuerraum gesteuert, der auf die dem Ventilsitz abgewandte Stirnfläche der Düsennadel wirkt. Über ein Steuerventil wird der Druck im Steuerraum abgesenkt oder erhöht, was die Schließkraft auf die Düsennadel entsprechend ändert, so dass sich diese angetrieben durch die hydraulische Kraft des unter Einspritzdruck stehenden und die Düsennadel umgebenden Kraftstoffs in Längsrichtung bewegt.To control the injection, the known fuel injection valves have a nozzle needle, which is arranged longitudinally displaceable in a housing and which cooperates with a nozzle seat for opening and closing at least one injection opening. The movement of the nozzle needle is controlled by the pressure in a control chamber which acts on the valve seat facing away from the end face of the nozzle needle. Via a control valve, the pressure in the control chamber is lowered or increased, which changes the closing force on the nozzle needle accordingly, so that these driven by the hydraulic force of the injection pressure and the nozzle needle surrounding fuel moves in the longitudinal direction.
Der Druck im Steuerraum wird durch den Zu- und Abfluss von unter Druck stehendem Kraftstoff erreicht. Bei den bekannten Kraftstoffeinspritzventilen ist der Steuerraum stets mit unter Druck stehendem Kraftstoff über eine Zulaufdrossel verbunden, die den Steuerraum mit einer Hochdruckleitung innerhalb des Kraftstoffeinspritzventils verbindet. Um den Druck im Steuerraum zu erniedrigen, kann der Steuerraum über eine Ablaufdrossel mit einem Niederdruckraum verbunden werden, wobei die Ablaufdrossel durch ein Steuerventil geöffnet oder geschlossen werden kann. Bei geöffneter Ablaufdrossel fließt somit unter Druck stehender Kraftstoff aus dem Steuerraum in den Niederdruckraum, wobei sich der Druck im Steuerraum erniedrigt und damit die Schließkraft auf die Düsennadel. Diese sogenannte Absteuermenge ist konstruktionsbedingt und grundsätzlich unvermeidlich.The pressure in the control room is achieved by the inflow and outflow of pressurized fuel. In the known fuel injection valves, the control chamber is always connected to pressurized fuel via an inlet throttle, which connects the control chamber with a high-pressure line within the fuel injection valve. In order to lower the pressure in the control chamber, the control chamber can be connected via an outlet throttle with a low-pressure chamber, wherein the outlet throttle can be opened or closed by a control valve. When the outlet throttle is open, pressurized fuel thus flows out of the control chamber into the low-pressure chamber, whereby the pressure in the control chamber is reduced and thus the closing force on the nozzle needle. This so-called Absteuermenge is design-related and basically unavoidable.
Über die Zulaufdrossel strömt bei geöffnetem Steuerventil ständig Kraftstoff in den Steuerraum nach, der dort entspannt und weiter in den Niederdruckraum fließt. Dieser Kraftstoff muss durch die Hochdruckpumpe zusätzlich zu dem der für die Einspritzung vorgesehenen Kraftstoff verdichtet werden, was die Effizienz des Einspritzsystems mindert.With the control valve open, fuel constantly flows into the control chamber via the inlet throttle, which then relaxes there and continues to flow into the low-pressure chamber. This fuel must be compressed by the high pressure pump in addition to that of the fuel intended for injection, which reduces the efficiency of the injection system.
Um den Wirkungsgrad des Einspritzsystems zu erhöhen ist aus der
Das erfindungsgemäße Kraftstoffeinspritzventil ist demgegenüber in der Lage, die Kraftstoff-Absteuermenge mit einfachen Mitteln deutlich zu reduzieren, ohne dass die Dynamik der Steuerung beeinträchtigt wird. Dazu ist im Steuerraum ein Steuerkolben längsverschiebbar angeordnet, der den Steuerraum in einen ersten Teilsteuerraum und einen zweiten Teilsteuerraum unterteilt, wobei der erste Teilsteuerraum über eine Ablaufdrossel mit einem Niederdruckraum verbindbar ist und der erste mit dem zweiten Teilsteuerraum über eine Verbindungsdrossel stets hydraulisch verbunden sind. Am Steuerkolben ist eine Dichtfläche ausgebildet, die mit einem Dichtsitz zusammenwirkt, so dass bei Anlage der Dichtfläche auf dem Dichtsitz der zweite Teilsteuerraum von der Zulaufdrossel hydraulisch getrennt wird. Der Steuerkolben wird dabei nicht von weiteren Aktoren oder sonstigen Steuereinrichtungen bewegt, sondern dessen Bewegung erfolgt ausschließlich über die auf ihn wirkenden hydraulischen Kräfte. Der Aufbau ist entsprechend einfach und kostengünstig zu realisieren. Das Federelement ist dabei im zweiten Teilsteuerraum angeordnet, so dass der erste Teilsteuerraum sehr klein gehalten werden kann, was ein schnelles Schalten des Kraftstoffeinspritzventil ermöglicht. In contrast, the fuel injection valve according to the invention is able to significantly reduce the fuel diversion amount by simple means without affecting the dynamics of the control. For this purpose, a control piston is arranged longitudinally displaceable in the control chamber, which divides the control chamber into a first partial control chamber and a second partial control chamber, wherein the first partial control chamber can be connected via a drain throttle with a low-pressure chamber and the first with the second part control chamber via a connecting throttle are always connected hydraulically. On the control piston, a sealing surface is formed, which cooperates with a sealing seat, so that when the sealing surface on the sealing seat of the second part control chamber is hydraulically separated from the inlet throttle. The control piston is not moved by other actuators or other control devices, but its movement takes place exclusively on the hydraulic forces acting on it. The structure is correspondingly simple and inexpensive to implement. The spring element is arranged in the second partial control chamber, so that the first partial control chamber can be kept very small, which allows a fast switching of the fuel injection valve.
Durch das Verschließen der Zulaufdrossel fließt während eines Großteils der Öffnungsphase des Kraftstoffeinspritzventils kein Kraftstoff in den Steuerraum, der von dort ohne weiteren Nutzen für das Kraftstoffeinspritzsystem weiter in den Niederdruckraum entspannt wird. Dies erhöht die Effizienz des Kraftstoffeinspritzsystems und erniedrigt so den Kraftstoffverbrauch eines mit einem solchen Kraftstoffeinspritzsystem ausgestatteten Kraftfahrzeugs.By closing the inlet throttle flows during most of the opening phase of the fuel injection valve no fuel into the control chamber, which is relaxed from there without further benefits for the fuel injection system in the low-pressure space. This increases the efficiency of the fuel injection system and thus lowers the fuel consumption of a motor vehicle equipped with such a fuel injection system.
In einer ersten vorteilhaften Ausgestaltung der Erfindung ist die Verbindungsdrossel in einem Ventilstück ausgebildet, in dem der Steuerkolben geführt ist. Dies erlaubt eine große Variabilität in der Anordnung von Steuerkolben und Ventilstück und senkt gegenüber einer Führung direkt im Gehäuse des Kraftstoffeinspritzventils die Herstellungskosten. Darüber hinaus lässt sich die Verbindungsdrossel in vorteilhafter Weise im Ventilstück ausbilden. Alternativ lässt sich die Verbindungsdrossel auch im Steuerkolben selbst ausbilden.In a first advantageous embodiment of the invention, the connecting throttle is formed in a valve piece, in which the control piston is guided. This allows a large variability in the arrangement of the control piston and the valve piece and lowers compared to a guide directly in the housing of the fuel injection valve, the manufacturing cost. In addition, the connecting throttle can be advantageously formed in the valve piece. Alternatively, the connection throttle can also be formed in the control piston itself.
In einer weiteren vorteilhaften Ausgestaltung der Erfindung ist in der Außenfläche des Steuerkolbens eine Ringnut ausgebildet, in die die Zulaufdrossel mündet. Die Ringnut wird bei Anlage der Dichtfläche auf dem Dichtsitz vom zweiten Teilsteuerraum getrennt. Da die Ringnut in beide Längsbewegungsrichtungen des Steuerkolbens die gleiche hydraulisch wirksame Fläche aufweist, ergibt sich so keine in Längsrichtung auf den Steuerkolben wirkende hydraulische Kraft durch den Kraftstoff in der Ringnut, die kompensiert werden müsste.In a further advantageous embodiment of the invention, an annular groove is formed in the outer surface of the control piston into which the inlet throttle opens. The annular groove is separated when the sealing surface on the sealing seat from the second part control room. Since the annular groove has the same hydraulically effective area in both longitudinal movement directions of the control piston, no hydraulic force acting on the control piston in the longitudinal direction thus results due to the fuel in the annular groove, which would have to be compensated.
In einer weiteren vorteilhaften Ausgestaltung wird der Steuerkolben durch ein Federelement vom Dichtsitz weg mit einer Öffnungskraft beaufschlagt. Die Kraft des Federelements dient dabei dazu, den Steuerkolben in eine definierte Ausgangslage zu bringen, um eine eindeutige Funktion zu gewährleisten.In a further advantageous embodiment, the control piston is acted upon by a spring element away from the sealing seat with an opening force. The force of the spring element serves to the control piston in a defined starting position to bring about a clear function.
Weitere Vorteile und vorteilhafte Ausgestaltungen der Erfindung sind der Beschreibung und der Zeichnung entnehmbar.Further advantages and advantageous embodiments of the invention are the description and the drawings can be removed.
In der Zeichnung sind mehrere Ausführungsbeispiele der Erfindung dargestellt. Es zeigt
- Fig. 1
- ein nicht erfindungsgemäßes Kraftstoffeinspritzventil im Längsschnitt,
- Fig. 2, 3
- eine Ausschnittsvergrößerung von
Fig. 1 im Bereich Steuerraums und - Fig. 4, 5
- Darstellungen erfindungsgemäßer Kraftstoffeinspritzventile
- und Fig. 6
- in der gleichen Darstellung wie
Fig. 2 ein weiteres nicht erfindungsgemäßes Ausführungsbeispiel.
- Fig. 1
- a non- inventive fuel injection valve in longitudinal section,
- Fig. 2, 3rd
- an excerpt from
Fig. 1 in the area of control room and - Fig. 4, 5
- Representations of inventive fuel injection valves
- and FIG. 6
- in the same representation as
Fig. 2 a further embodiment of this invention s not.
In
Am düsensitzabgewandten Ende ist im Druckraum 7 ein Ventilstück 20 angeordnet, das sich an einer Drosselplatte 24 abstützt, die das ventilsitzabgewandte Ende des Druckraums 7 bildet und die auch einstückig mit dem Ventilstück 20 ausgeführt sein kann. Die Drosselplatte 24 wird dabei durch eine Spannschraube 25 gegen einen Absatz im Haltekörper 3 verspannt. Im Ventilstück 20 ist eine gestufte Bohrung 21, 22 ausgebildet, die eine im Durchmesser verringerte Führungsbohrung 22 und einen im Durchmesser erweiterten Bohrungsabschnitt 21 umfasst. Die Düsennadel 8 ragt mit ihrem düsensitzabgewandten Ende, an dem die Stirnseite 17 ausgebildet ist, in den erweiterten Bohrungsabschnitt 21 und wird dort radial geführt. Durch die Führungsbohrung 22, die Drosselplatte 24 und die ventilsitzabgewandte Stirnseite 17 der Düsennadel 8 wird ein Steuerraum 28 begrenzt. Der Steuerraum 28 ist dabei durch eine im Ventilstück 20 ausgebildete Zulaufdrossel 30 mit dem Druckraum 7 verbunden und über eine Ablaufdrossel 31 mit einem Niederdruckraum 46, der mit einer in der Zeichnung nicht dargestellten Rücklaufleitung verbunden ist, so dass im Niederdruckraum 46 stets ein niedriger Druck herrscht.At the nozzle seat facing away from the end of a
Zum Öffnen und Schließen der Ablaufdrossel 31 ist auf der dem Steuerraum 28 abgewandten Seite der Drosselplatte 24 ein Steuerventil 40 im Gehäuse 1 angeordnet. Das Steuerventil 40 umfasst einen Magnetanker 42, an dessen der Drosselplatte 24 zugewandten Ende eine Dichtkugel 43 angeordnet ist, mit der der Magnetanker 42 auf einem in der Drosselplatte 24 ausgebildeten Sitz aufliegt und dadurch die Ablaufdrossel 31 verschließt. Der Magnetanker 42 ist durch eine Feder 45 in Richtung der Drosselplatte 24 mit einer Schließkraft beaufschlagt und kann durch einen Elektromagneten 44 entgegen der Kraft der Feder 45 in eine Öffnungsstellung gezogen werden, so dass die Dichtkugel 43 die Ablaufdrossel 31 freigibt und Kraftstoff aus dem Steuerraum 28 in den Niederdruckraum 46 abströmen kann.To open and close the
Im ersten Teilsteuerraum 128 ist eine Schließfeder 33 angeordnet, die den Steuerkolben 29 in Richtung der Düsennadel 8 mit einer Öffnungskraft beaufschlagt und gegen den Anschlag 35 drückt. Zwischen dem zylindrischen Abschnitt 129 des Steuerkolbens 29 und der Dichtfläche 38 ist an der Außenseite des Steuerkolbens 29 eine Ringnut 49 ausgebildet, in die die Zulaufdrossel 30 mündet. Befindet sich der Steuerkolben 29 in seiner Öffnungsstellung, das heißt in Anlage am Anschlag 35, so ist der zweite Teilsteuerraum 228 über die Ringnut 49 hydraulisch mit der Zulaufdrossel 30 verbunden, wie in
Die Funktion des beschriebenen Kraftstoffeinspritzventils ist wie folgt. Zu Beginn der Einspritzung ist das Steuerventil 40 stromlos, so dass der Magnetanker 42 angetrieben durch die Schließfeder 45 die Ablaufdrossel 31 verschließt. Wegen der Verbindung des ersten Teilsteuerraums 128 mit dem zweiten Teilsteuerraum 228 über die Verbindungsdrossel 34 herrscht im gesamten Steuerraum 28 der gleiche Hochdruck, da über die Zulaufdrossel 30 eine Verbindung zum Druckraum 7 besteht, in dem Kraftstoff unter hohem Druck ansteht. Wird der Elektromagnet des Steuerventils 40 bestromt, so hebt der Magnetanker 42 von der Drosselplatte 24 ab und gibt die Ablaufdrossel 31 frei, über die sogleich Kraftstoff aus dem ersten Teilsteuerraum 128 in den Niederdruckraum 46 abströmt. Der Druck im ersten Teilsteuerraum 128 nimmt daraufhin sehr schnell ab, was die hydraulischen Kräfte auf die ersten Stirnseite 36 des Steuerkolbens 29 vermindert, während im zweiten Teilsteuerraum 228 wegen der Drosselwirkung der Verbindungsdrossel 34 und dem nachströmenden Kraftstoff aus der Zulaufdrossel 30 der Druck noch deutlich höher ist. Die dadurch bedingte höhere hydraulische Kraft auf die zweite Stirnseite 37 des Steuerkolbens 29 drückt den Steuerkolben weg vom Anschlag 35 in Richtung der Drosselplatte 24, bis dessen Dichtfläche 38 am Dichtsitz 39 zur Anlage kommt und die Ringnut 49 vom zweiten Teilsteuerraum 228 trennt. Die Zulaufdrossel 30 ist jetzt abgedichtet und der hohe Kraftstoffdruck liegt nur noch inner halb der Ringnut 49 an, während im zweiten Teilsteuerraum 228 der Druck nunmehr weiter abfällt, was auch die Schließkraft auf die Stirnseite 17 der Düsennadel 8 mindert, bis diese - angetrieben durch die hydraulischen Kräfte im Druckraum 7 - vom Düsensitz 10 abhebt und Kraftstoff aus dem Druckraum 7 zu den Einspritzöffnungen 12 fließt und durch diese aus dem Kraftstoffeinspritzventil austritt.The function of the described fuel injection valve is as follows. At the beginning of the injection, the
Zur Beendigung der Einspritzung wird die Bestromung des Elektromagneten 40 beendet, so dass der Magnetanker 42 wieder zurück in seine Schließstellung fährt und die Ablaufdrossel 31 erneut verschließt. Angetrieben durch die Feder 33 hebt der Steuerkolben vom Dichtsitz 39 ab, was die Ringnut 49 wieder mit dem zweiten Teilsteuerraum 228 verbindet. Der Druck in beiden Teilsteuerräumen 128, 228 nimmt dann rasch zu und die Düsennadel 8 wird zurück in ihre Schließstellung am Düsensitz 10 gedrückt, was die Einspritzung beendet. Der Steuerkolben 29 bewegt sich soweit in Richtung der Düsennadel 8, bis er wieder am Anschlag 35 anliegt.To end the injection, the energization of the
Da die Zulaufdrossel 30 praktisch währen der gesamten Einspritzung durch den Steuerkolben 29 verschlossen bleibt, gelangt durch das Öffnen und Schließen der Ablaufdrossel 31 nur wenig Kraftstoff in den Niederdruckraum 46. Dies senkt den Bedarf an verdichtetem Kraftstoff, der sonst während der gesamten Einspritzung durch die Zulaufdrossel 31 in den Steuerraum 28 nachströmen würde. Darüber hinaus wird dadurch die Wärmebelastung des Steuerventils 40 gesenkt, da der auf hohen Druck verdichtete Kraftstoff beim Entspannen viel Wärmeenergie freisetzt, die abgeführt werden muss.Since the
In
Die
Ein weiteres erfindungsgemäßes Ausführungsbeispiel ist in
In der
Claims (9)
- Fuel injection valve for internal combustion engines, having a housing (1) in which a nozzle needle (8) is at least indirectly subjected, by the pressure in a control chamber (28), to a closing force in the direction of a valve seat (10), wherein the pressure in the control chamber (28) can be adjusted by way of a control valve (40) by virtue of the control chamber (28) being capable of being connected to a low-pressure chamber (46) via an outflow throttle (31) and the control chamber (28) being capable of being filled with fuel at high pressure via an inflow throttle (30), wherein, in the control chamber (28), there is arranged a longitudinally movable control piston (29) which divides the control chamber (28) into a first control chamber part (128) and a second control chamber part (228), wherein the first control chamber part (128) can be connected to the low-pressure chamber (46) via the outflow throttle (31), and having a sealing surface (38) which is formed on the control piston (29) and which interacts with a sealing seat (39) in the control chamber (28) such that, when the sealing surface (38) is in contact with the sealing seat (39), the inflow throttle (30) is hydraulically separated from the second control chamber part (228), wherein the first control chamber part (128) and the second control chamber part (228) are permanently hydraulically connected to one another via a throttled connection (34), characterized in that the control piston (29) is subjected, by a spring element (33), to an opening force in the direction of the second control chamber part (228), wherein the spring element (33) is arranged in the second control chamber part (228).
- Fuel injection valve according to Claim 1, characterized in that the inflow throttle (30) issues into the second control chamber part (228) when the control piston (28) has lifted from the sealing seat (39).
- Fuel injection valve according to Claim 1, characterized in that the control chamber (28) is formed in a valve piece (20) in which the control piston (29) is guided.
- Fuel injection valve according to Claim 3, characterized in that the throttled connection (34) is formed in the valve piece (20).
- Fuel injection valve according to Claim 1, characterized in that the throttled connection (34) is formed in the control piston (28).
- Fuel injection valve according to Claim 1, characterized in that the control piston (29) delimits the first control chamber part (118) by way of a first face surface (36) and delimits the second control chamber part (228) by way of a second face surface (37), wherein the two face surfaces (36; 37) are situated opposite one another.
- Fuel injection valve according to Claim 1, characterized in that, on the outer wall of the control piston (28), there is formed an annular groove (49) into which the inflow throttle (30) issues.
- Fuel injection valve according to Claim 7, characterized in that the annular groove (49) is hydraulically separated from the second control chamber part (228) when the sealing surface (38) is in contact with the sealing seat (39).
- Fuel injection valve according to Claim 1, characterized in that the control piston (28), when in the open state, is pressed by the spring element (33) against a positionally fixed stop (35).
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102012211239 | 2012-06-29 | ||
DE102012220025.8A DE102012220025A1 (en) | 2012-06-29 | 2012-11-02 | Fuel injection valve for internal combustion engines |
PCT/EP2013/060078 WO2014000957A1 (en) | 2012-06-29 | 2013-05-15 | Fuel injection valve for internal combustion engines |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2867517A1 EP2867517A1 (en) | 2015-05-06 |
EP2867517B1 true EP2867517B1 (en) | 2016-07-13 |
Family
ID=49754198
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP13723131.2A Not-in-force EP2867517B1 (en) | 2012-06-29 | 2013-05-15 | Fuel injection valve for internal combustion engines |
Country Status (4)
Country | Link |
---|---|
US (1) | US9777684B2 (en) |
EP (1) | EP2867517B1 (en) |
DE (1) | DE102012220025A1 (en) |
WO (1) | WO2014000957A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3800344B1 (en) * | 2017-03-10 | 2023-06-07 | Liebherr-Components Deggendorf GmbH | Fuel distributor valve |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB201314826D0 (en) * | 2013-08-20 | 2013-10-02 | Delphi Tech Holding Sarl | Control Valve Arrangement |
CH710127A1 (en) * | 2014-09-17 | 2016-03-31 | Ganser Crs Ag | Fuel injection valve for internal combustion engines. |
EP3153700A1 (en) * | 2015-10-08 | 2017-04-12 | Continental Automotive GmbH | Valve assembly for an injection valve, injection valve and method for assembling an injection valve |
GB201518923D0 (en) * | 2015-10-27 | 2015-12-09 | Delphi Internat Operations Luxembourg S À R L | Control valve arrangement of a fuel injector |
DE102015226350A1 (en) | 2015-12-21 | 2017-06-22 | Robert Bosch Gmbh | fuel injector |
US11466652B2 (en) * | 2017-06-14 | 2022-10-11 | Cummins Inc. | Fuel injector having a self-contained replaceable pilot valve assembly |
DE102018107238A1 (en) * | 2018-03-27 | 2019-10-02 | Liebherr-Components Deggendorf Gmbh | Injector for injecting fuel |
DE102020108816A1 (en) * | 2020-03-31 | 2021-09-30 | Liebherr-Components Deggendorf Gmbh | Fuel injector |
Citations (1)
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EP2735725A1 (en) * | 2012-11-27 | 2014-05-28 | Robert Bosch Gmbh | Fuel injector valve for combustion engines |
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US5209403A (en) * | 1991-07-12 | 1993-05-11 | Cummins Engine Company, Inc. | High pressure unit fuel injector with timing chamber pressure control |
DE19546033A1 (en) * | 1995-12-09 | 1997-06-12 | Bosch Gmbh Robert | Fuel injection valve for internal combustion engines |
DE19641824A1 (en) * | 1996-10-10 | 1998-04-16 | Bosch Gmbh Robert | Fuel injection valve for internal combustion engines |
DE19936668A1 (en) * | 1999-08-04 | 2001-02-22 | Bosch Gmbh Robert | Common rail injector |
DE10024702A1 (en) * | 2000-05-18 | 2001-11-22 | Bosch Gmbh Robert | Fuel injector for storage injection system includes bypass channel injecting into outlet path at valve chamber |
DE10131125A1 (en) * | 2001-06-28 | 2002-09-12 | Bosch Gmbh Robert | Magnetic valve has damped, one-piece armature with armature plate and bolt, element damping upward motion of armature in valve seat associated with underside of armature plate |
DE10131617A1 (en) | 2001-06-29 | 2003-01-23 | Bosch Gmbh Robert | Fuel injector switching valve for pressure relief / loading of a control room |
DE10131953A1 (en) * | 2001-07-02 | 2003-01-23 | Siemens Ag | Control module for an injector of a storage injection system |
DE102004055575A1 (en) * | 2004-11-18 | 2006-05-24 | Robert Bosch Gmbh | Method and device for leakage testing of a fuel injection valve of an internal combustion engine |
JP4682979B2 (en) | 2006-12-28 | 2011-05-11 | 株式会社デンソー | Fuel injection valve |
AT505666B1 (en) * | 2007-08-20 | 2009-03-15 | Bosch Gmbh Robert | METHOD AND DEVICE FOR INJECTING FUEL INTO THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE |
PT2093410E (en) | 2008-02-21 | 2014-05-26 | Delphi Int Operations Luxembourg Sarl | A fuel injector with an improved valve control arrangement |
CH700396A1 (en) | 2009-02-09 | 2010-08-13 | Ganser Hydromag | Fuel injection valve for internal combustion engines. |
DE102009046582A1 (en) * | 2009-11-10 | 2011-05-12 | Robert Bosch Gmbh | Method for manufacturing a fuel injection valve and fuel injection valve |
JP5549293B2 (en) * | 2010-03-15 | 2014-07-16 | 株式会社デンソー | Fuel injection device |
JP5531713B2 (en) | 2010-03-29 | 2014-06-25 | 株式会社デンソー | Fuel injection device |
-
2012
- 2012-11-02 DE DE102012220025.8A patent/DE102012220025A1/en not_active Withdrawn
-
2013
- 2013-05-15 EP EP13723131.2A patent/EP2867517B1/en not_active Not-in-force
- 2013-05-15 WO PCT/EP2013/060078 patent/WO2014000957A1/en active Application Filing
- 2013-05-15 US US14/411,895 patent/US9777684B2/en active Active
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
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EP2735725A1 (en) * | 2012-11-27 | 2014-05-28 | Robert Bosch Gmbh | Fuel injector valve for combustion engines |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3800344B1 (en) * | 2017-03-10 | 2023-06-07 | Liebherr-Components Deggendorf GmbH | Fuel distributor valve |
Also Published As
Publication number | Publication date |
---|---|
US20150159607A1 (en) | 2015-06-11 |
WO2014000957A1 (en) | 2014-01-03 |
EP2867517A1 (en) | 2015-05-06 |
DE102012220025A1 (en) | 2014-01-02 |
US9777684B2 (en) | 2017-10-03 |
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