EP2935857B1 - High pressure injection system - Google Patents
High pressure injection system Download PDFInfo
- Publication number
- EP2935857B1 EP2935857B1 EP13795775.9A EP13795775A EP2935857B1 EP 2935857 B1 EP2935857 B1 EP 2935857B1 EP 13795775 A EP13795775 A EP 13795775A EP 2935857 B1 EP2935857 B1 EP 2935857B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- injector
- check valve
- fuel
- pressure
- return line
- 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.)
- Active
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
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/002—Arrangement of leakage or drain conduits in or from injectors
-
- 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
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
- F02M55/025—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
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
-
- 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
- F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
- F02M69/54—Arrangement of fuel pressure regulators
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
- F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations
-
- 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
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
- F02M37/0023—Valves in the fuel supply and return system
- F02M37/0029—Pressure regulator in the low pressure fuel system
-
- 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
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0047—Layout or arrangement of systems for feeding fuel
- F02M37/0052—Details on the fuel return circuit; Arrangement of pressure regulators
Definitions
- the present invention relates to an injector system according to the preamble of claim 1 and to a high-pressure injection system according to the preamble of claim 11.
- a high-pressure pump continuously ensures the maintenance of the pressure in the high-pressure accumulator of the common-rail injection system.
- the high-pressure pump can be driven, for example, by a camshaft of the internal combustion engine by means of a drive shaft.
- Vor detailpumpen, z. B. a gear or rotary vane pump used, which are connected upstream of the high-pressure pump.
- the prefeed pump delivers the fuel from a fuel tank through a fuel line to the high pressure pump.
- piston pumps are used as high-pressure pumps.
- a drive shaft is mounted. Radially to pistons are arranged in a cylinder.
- a roller with a roller rolling surface On the drive shaft with at least one cam is a roller with a roller rolling surface, which is mounted in a roller shoe.
- the roller shoe is connected to the piston, so that the piston is forced to oscillate translational motion.
- a spring applies to the roller shoe a radially directed to the drive shaft force, so that the roller is in constant contact with the drive shaft.
- the roller stands with the roller rolling surface on a shaft rolling surface as the surface of the drive shaft with the at least one cam in contact with the drive shaft.
- the roller is mounted by means of a sliding bearing in the roller shoe.
- the drive shaft with the at least one cam, the roller and the roller shoe are arranged within a lubricant space of the high-pressure pump.
- fuel delivered by the prefeed pump to the high-pressure pump is passed in order, on the one hand, to lubricate the components within the lubricant space and to cool them with the fuel conducted through the lubricant space.
- the fuel delivered by the prefeed pump to the high-pressure pump thus comprises in volume flow on the one hand the fuel passed through the lubricant space for lubricating and cooling the components of the high-pressure pump within the lubricant space and the fuel intended for the high-pressure pump for delivery under high pressure to the high-pressure rail.
- the fuel delivered by the high-pressure pump is conveyed to a high-pressure rail and fed from the high-pressure rail through high-pressure lines to solenoid valve injectors. From the solenoid valve injectors, the fuel is injected into combustion chambers of the internal combustion engine.
- the solenoid valve injectors have an electromagnet as an actuator.
- an injector valve of the solenoid valve injector the fuel is supplied to the combustion chambers from an injection space under high pressure, in which the high-pressure line opens. With an opened injector valve with an injector nozzle needle, fuel can thus be injected from the injection space at the solenoid valve injector into the combustion chamber.
- the injector nozzle needle is actuated hydraulically by means of a hydraulic coupler from a control valve, ie opened and closed.
- the control valve is actuated by the electromagnet, ie open and closed, so that in a closed control valve in the control chamber high pressure and at an open control valve, the pressure of the fuel in the control chamber drops, as in an open control valve, the fuel through an injector return line the control chamber is derived, since the control valve opens and closes the injector return line.
- the injector return line opens through a check valve in a fuel return line of the high-pressure pump.
- the check valve in the injector return line has the task of a substantially constant pressure in the To keep injector return line, for example in the range between 1 and 1.5 bar.
- the injector return line opens into the fuel return line.
- the strong pressure fluctuations also occur at the check valve in the injector return line.
- a negative pressure wave at the fuel return line which also propagates into the injector return line, it can be at a very low pressure of z. B. 0.3 bar come.
- the DE 10 2009 026 596 A1 shows a high-pressure pump for conveying a fluid, in particular fuel, comprising a drive shaft, at least one piston, at least one cylinder for supporting the piston, wherein the at least one piston indirectly or directly on the at least one cam is supported, so that of the at least one piston a translational movement due to a rotational movement of the drive shaft is executable.
- the GB 2 030 219 A shows an injector with a return port, an injector return line and a check valve in the injector return line.
- Inventive injector system comprising at least one injector, the injector comprising an actuator, a control valve actuated by the actuator, an injector valve hydraulically actuated by the control valve by means of a hydraulic coupler, at least one return port for the hydraulic coupler, hydraulically connected to the at least one return port Injector return line, a first check valve in the An injector return line, wherein the first check valve is connected in a flow direction of the fuel in the injector return line away from the at least one injector, wherein in the injector return line, a second check valve is installed and the second check valve is installed hydraulically in parallel to the first check valve and the second check valve in a Flow direction of the fuel in the injector return line to the at least one injector is connected in order to use pressure fluctuations in the flow direction of the fuel after the first check valve to increase the pressure in the injector return line in the flow direction of the fuel before the first check valve.
- the second check valve is formed or switched hydraulically opposite to the first check valve, so that fuel can flow through the first check valve only in the flow direction of the fuel away from the at least one injector and through the second check valve fuel only in the flow direction of the fuel toward the can flow at least one injector.
- the injector return line and thus also at the second check valve strong pressure fluctuations occur.
- a pressure wave or overpressure half-wave with a pressure which is greater than the switching pressure of the second check valve opens the second check valve, thereby fuel can flow through the second check valve in the direction of the injector return line between the injector and the second check valve.
- the first check valve opens and thereby flow fuel from the injector return line between the injector and the first check valve through the first check valve.
- a subsequent overpressure half-wave closes the first check valve and the second check valve opens, thereby fuel can flow through the second check valve in the Injektor Weglauf ein between the injector and the second and first check valve.
- the lost fuel during the negative half-waves fuel due to the unintentional opening of the first check valve lost fuel can thereby be supplied to the injector return line between the injector and the first and second check valve during the half-waves through the second check valve.
- the injector return line has a first branch point and a second branch point, and the first check valve opens to the first and second branch points, and the second check valve opens to the first and second branch points.
- first and second branch point are connected to each other with two hydraulically separated branch-injector return lines in which in each case the first and second check valve is installed.
- the first check valve and the second check valve to a substantially equal switching pressure.
- a substantially equal switching pressure of the first and second check valves differs by less than 5%, 3% or 1%.
- the switching pressure is that pressure of the first and second check valve, wherein the first and second check valve opens and closes.
- the switching pressure is a pressure difference at the first and / or second check valve, so that at a pressure difference greater than the switching pressure, the first and second check valve is open and at a pressure difference smaller than the switching pressure, the first and second switching valve is closed.
- the first check valve has a much larger switching pressure than the second check valve.
- the switching pressure of the first check valve is substantially greater than the switching pressure of the second check valve, ie is at least 5%, 10% or 15% greater than the switching pressure of the second check valve.
- the first check valve has a much smaller switching pressure than the second check valve.
- the switching pressure of the first check valve is substantially smaller than the switching pressure of the second check valve, so that the switching pressure of the first check valve is at least 5%, 10% or 15% smaller than the switching pressure of the second check valve.
- the first and second check valve is a mechanical check valve with a valve spring and a movable closing part.
- the first and second check valve is integrated in a common housing.
- the first and second check valves have a substantially identical characteristic.
- the characteristic curve depends, for example, on the spring constant of the valve spring and the geometry or the flow cross-sectional area of the openings on the check valve.
- the characteristic indicates the functional relationship between the pressure difference at the check valve and the volume flow of fuel which flows through the check valve, the pressure difference being greater than the switching pressure.
- the first and second check valves are formed as an electronic check valve.
- the pressure before and after the valve is measured by means of a pressure sensor as a check valve and at a corresponding switching pressure as a pressure difference, the first and / or second check valve each electronically, for. B. with a magnet, opened and closed.
- the hydraulic coupler on a control chamber which is acted upon with a different pressure and the return opening opens into the control chamber, in particular, the return opening with the control valve can be opened and closed.
- the hydraulic fluid of the hydraulic coupler is the fuel injected by the injector.
- the at least one injector is a solenoid valve injector with an electromagnet as the actuator.
- the least one injector is a piezo injector with a piezoelectric element as the actuator.
- the injector system comprises a plurality of injectors, in particular solenoid valve injectors, and each injector each has a return opening and the return openings are hydraulically connected to the injector return line.
- the injectors are hydraulically connected to only one first and second check valve.
- each of the plurality of injectors may be associated with a first and a second check valve, respectively, so that the injector system with a plurality of injectors has a plurality of first and second check valves.
- High-pressure injection system for an internal combustion engine, in particular for a motor vehicle, comprising a high-pressure pump with at least one piston for conveying fuel to a high-pressure rail, a prefeed pump for conveying fuel to the high-pressure pump, the high-pressure rail for conducting fuel to an injector system, the injector system with at least one injector, wherein the injector system is designed as an injector described in this patent application.
- the high-pressure pump comprises a fuel return line and the injector return line opens into the fuel return line of the high-pressure pump.
- the injector return line and / or the fuel return line opens or opens into a fuel tank.
- the high-pressure pump comprises only one piston.
- the prefeed pump is a gear pump and / or the delivery rate of the prefeed pump is controllable and / or controllable and / or the prefeed pump is an electric prefeed pump with an electric motor and / or from the prefeed pump is the fuel with a prefeed, z. B. between 3 bar and 6 bar, eligible.
- the prefeed pump comprises an electric motor.
- the electric motor of the prefeed pump is integrated in the prefeed pump, z. B. by permanent magnets are installed in a gear.
- the producible by the high-pressure pump pressure in the high-pressure rail is, for example, in the range of 1000 to 3000 bar z. B. for diesel engines or between 40 bar and 400 bar z. B. for gasoline engines.
- Fig. 1 is a cross section of a high-pressure pump 1 for conveying fuel shown.
- the high-pressure pump 1 serves to fuel, z.
- the pressure which can be generated by the high-pressure pump 1 is, for example, in a range between 1000 and 3000 bar.
- the high-pressure pump 1 has a drive shaft 2 with two cams 3, which performs a rotational movement about a rotation axis 26.
- the axis of rotation 26 lies in the plane of Fig. 1 and is perpendicular to the plane of Fig. 2 ,
- a piston 5 is mounted in a cylinder 6 as a piston guide 7, which is formed by a housing 8.
- a working chamber 29 is bounded by the cylinder 6, the housing 8 and the piston 5.
- Into the working space 29 opens an inlet channel 22 with an inlet valve 19 and an outlet channel 24 with an outlet valve 20.
- a check valve is designed to the effect that only fuel can flow into the working space 29 and the exhaust valve 20, z.
- a check valve is designed to the effect that only fuel can flow out of the working space 29.
- the volume of the working chamber 29 is changed due to an oscillating stroke movement of the piston 5.
- the piston 5 is indirectly supported on the drive shaft 2 from.
- a roller shoe 9 is attached to a roller 10.
- the roller 10 can perform a rotational movement, the axis of rotation 25 in the plane according to Fig. 1 lies and perpendicular to the plane of Fig. 2 stands.
- the drive shaft 2 with the at least one cam 3 has a shaft rolling surface 4 and the roller 10 has a roller rolling surface 11.
- the roller-running surface 11 of the roller 10 rolls on a contact surface 12 on the shaft rolling surface 4 of the drive shaft 2 with the two cams 3 from.
- the roller shoe 9 is mounted in a roller shoe bearing formed by the housing 8 as a sliding bearing.
- Rolling surface 4 of the drive shaft 2 is.
- the roller shoe 9 and the piston 5 thus carry out together an oscillating stroke movement.
- the roller 10 is mounted with a sliding bearing 13 in the roller shoe 9.
- FIG. 3 is a highly schematic representation of a high-pressure injection system 36 for a motor vehicle shown with a high-pressure rail 30 or a fuel rail 31. From the high-pressure rail 30 and a fuel rail 31, the fuel by means of injectors 44 of an injector 42 into the combustion chambers (not shown) the internal combustion engine 39 is injected.
- An electric prefeed pump 35 delivers fuel from a fuel tank 32 through a fuel line 33 to the high pressure pump 1.
- the high pressure pump 1 is driven by the drive shaft 2 and the drive shaft 2 is a shaft, for.
- a metering unit 37 controls and / or regulates the per unit time to the high-pressure pump 1 passed volume of fuel.
- the high pressure rail 30 serves to direct the fuel to the injectors 44.
- the fuel not required by the high-pressure pump 1 is thereby returned to the fuel tank 32 through a fuel return line 34.
- Fig. 4 also shows the high pressure injection system 36.
- a lubricating space 40 is formed within the housing 8 of the high pressure pump 1.
- the drive shaft 2 the roller 10
- the roller shoe 9 (not in Fig. 4 )
- partially the piston 5 is arranged. Due to the lifting movement of the piston 5, approximately sinusoidal pressure fluctuations of the fuel occur in the lubricant space 40 as pressure waves, which propagate into the fuel line 34.
- these components 2, 5, 9 and 10 are lubricated by the fuel.
- a flow channel 43 is provided for this purpose and through the flow channel 43 of the fuel in the Lubricating space 40 on and then discharged again and fed back to the fuel tank 32 after the discharge from the lubricating chamber 40 through the fuel return line 34 ( Fig. 4 ).
- Fig. 4 is that in Fig. 3 illustrated high-pressure injection system 36 shown in more detail without the internal combustion engine 39.
- the high-pressure injection system 36 in the in Fig. 4 illustrated detailed embodiment in contrast to the in Fig. 3 illustrated embodiment, no metering unit 37.
- the prefeed pump 35 is in the in Fig. 4 illustrated embodiment in the flow rate controllable and / or regulated and is driven by an electric motor 17.
- the prefeed pump 35 is a gear pump 14, z. B.
- the sucked by the prefeed pump 35 from the fuel tank 32 fuel is supplied from the prefeed pump 35 with a prefeed, z. B. 4 bar, fed through the fuel line 33 of the high-pressure pump 1, that is, the inlet channel 22 of the high pressure pump 1 is supplied.
- the fuel delivered by the prefeed pump 35 during operation of the internal combustion engine 39 through an overflow valve 41 and the overflow valve 41 downstream flow channel 43 the lubricant chamber 40 is supplied to the lubrication, z. B. the drive shaft 2, the roller 10 and the piston 5.
- the fuel is again supplied through the flow channel 43 and the fuel return line 34 to the fuel tank 32.
- the overflow valve 41 is designed such that in the fuel line 33 in front of the overflow 41, a constant pressure, ie, the pre-feed pressure of 4, 5 bar prevails.
- the prefeed pump 35 thereby promotes not only the flow rate for the high-pressure pump 1 to fuel but also an additional amount of fuel for lubrication of the high-pressure pump 1, ie the fuel flowing through the lubricating space 40.
- the spill valve 41 in addition, ie provides a larger flow cross-sectional area of the fuel through the spill valve 41 as long as available again to a pressure of 4.5 bar in front of the spill 41st prevails. At a pressure of less than 4.5 bar in the fuel line 33 in front of the overflow valve 41, the overflow valve 41 closes.
- a substantially constant prefeed pressure between 4.5 bar and 5.5 bar can be made available in the fuel line 33 upstream of the overflow valve 41 during operation of the internal combustion engine 39, even with slight fluctuations in the delivery rate of the prefeed pump 35.
- the internal combustion engine 39 of the motor vehicle has four reciprocating pistons, not shown.
- the reciprocating piston thereby limit, inter alia, not shown four combustion chambers of the internal combustion engine 39.
- solenoid valve injectors 45 as four injectors 44 of the fuel is injected into the combustion chambers of the internal combustion engine 39, not shown.
- the fuel is supplied under high pressure through a high pressure line 55 to the high pressure rail 30 and from the high pressure rail 30 by four high pressure lines 55 the four solenoid injectors ( Fig. 3 and 4 ).
- the solenoid valve injectors 45 each have a control chamber 52 and an injection chamber 53.
- the high pressure line 55 opens from the high pressure pump 1, so that in the injection chamber 53 of the fuel is constantly under high pressure.
- the control chamber 52 and the injection chamber 53 are fluid-conductively connected by a bypass channel 54.
- the closed injector 54 is shown, so that no fuel can flow into the combustion chamber through the injection space 53 and in Fig. 8 an opened injector 44 is shown, so that the fuel from the injection chamber 53 in the combustion chamber, not shown, of the internal combustion engine 39 can flow.
- a control valve 48 is actuated by an electromagnet 47 as an actuator 46, so that the control valve 48 can be moved between a closed position and an open position.
- the control valve 48 is connected by means of a control valve rod 68 to the electromagnet 47.
- the control valve 48 is closed, so that an injector return line 57, which opens through a return opening 56 in the control chamber 52 is not fluidly connected to the control chamber 52 and also the bypass passage 54 is opened, so that the fuel from the injection chamber 53 into the control chamber 52 can flow. This also occurs in the control chamber 52 as shown in FIG Fig.
- Each of the four combustion chambers of the internal combustion engine 39 is assigned a solenoid valve injector 45 ( Fig. 3 and 4 ).
- the injector return lines 57 are combined to form an injector return line 57, and this combined injector return line 57 branches into a first branch point 60 into two injector return lines 57, namely into two branch injector return lines 62.
- the two branch injector return lines 62 are then brought together again at a second branch point 61 and this injector return line 57 discharges at an opening 66 into the fuel return line 34 from the lubricant space 40.
- the fuel return line 34 opens into the fuel tank 32.
- a first check valve 58 and in the other branch injector return line 62 a second check valve 59 is installed or integrated.
- the first and second check valves 58, 59 is a mechanical check valve having a closure member 64, a valve spring 63, and a valve housing 65 Fig. 5 is shown a closed position of the first and second check valve 58, 59 and in Fig. 6 an open position of the first and second check valves 58, 59 shown.
- the valve spring 63 applies a compressive force on the closure member 64 and at a pressure difference which is greater than the switching pressure of the first and second check valves 58, 59, the closure member 64 is due to the force acting on the closing member 64 by the pressure force against the pressure of the in Fig. 5 illustrated closed position in the Fig. 6 shown opening position moves.
- the valve housing 65 has an extension perpendicular to the plane of FIGS. 5 and 6 so that thereby the fuel through the first and second check valve 58, 59 in the in Fig. 6 shown opening position can flow, as the fuel outside of in FIGS. 5 and 6 illustrated sectional formation can flow around the closure member 64, within the valve housing 65th
- the first and second check valves 58, 59 are connected in opposite directions. Through the first check valve 58, fuel can only flow from the injector return line 57 between the solenoid injectors 45 and the first check valve 58 through the first check valve into the injector return line 57 to the fuel tank 32. By the second Check valve 59 can flow fuel only in the injector return line 57 between the second check valve 59 and the solenoid valve injectors 45.
- the high-pressure pump 1 has only one piston 5. Due to the strokes of the piston 5 occur at the lubricating chamber 40 volume changes and thus also strong pressure fluctuations. These fluctuations with negative half-waves and overpressure half-waves propagate through the fuel return line 34 and the injector return line 57 to the first and second check valves 58, 59 continues. In a negative half-wave at the first check valve 58 opens the first check valve 58, so that fuel passes through the first check valve 58 in the injector return line 57 and thus to the fuel tank 32. As a result, the pressure in the injector return line 57 between the solenoid injectors 45 and the first check valve 58 decreases.
- a constant pressure of the fuel in the injector return line 57 to the solenoid valve injector 45 in the range between and 1 bar and 1.5 bar is required.
- a positive half-wave on the injector return line 57 opens the second check valve 59 and the first check valve 58 closes.
- fuel can be introduced into the injector return line 57 between the solenoid valve injector 45 and the second check valve 59.
- the fuel flowing out of the injector return line 57 through the first check valve 58 during the negative half-waves may again be introduced into the injector return line 57 through the second check valve 59 during the overpressure half-cycles, thereby preventing the first and second check valves despite the large pressure fluctuations 58, 59 prevails at the injector return line 57 to the solenoid valve injectors 45, a constant pressure of 1 bar to 1.5 bar.
Description
Die vorliegende Erfindung betrifft ein Injektorsystem gemäß dem Oberbegriff des Anspruches 1 und ein Hochdruckeinspritzsystem gemäß dem Oberbegriff des Anspruches 11.The present invention relates to an injector system according to the preamble of
In Hochdruckeinspritzsystemen für Verbrennungsmotoren, insbesondere in Common-Rail-Einspritzsystemen von Diesel- oder Benzinmotoren, sorgt eine Hochdruckpumpe dauernd für die Aufrechterhaltung des Druckes in dem Hochdruckspeicher des Common-Rail-Einspritzsystems. Die Hochdruckpumpe kann beispielsweise durch eine Nockenwelle des Verbrennungsmotors mittels einer Antriebswelle angetrieben werden. Für die Förderung des Kraftstoffs zur Hochdruckpumpe werden Vorförderpumpen, z. B. eine Zahnrad- oder Drehschieberpumpe, verwendet, die der Hochdruckpumpe vorgeschaltet sind. Die Vorförderpumpe fördert den Kraftstoff von einem Kraftstofftank durch eine Kraftstoffleitung zu der Hochdruckpumpe.In high-pressure injection systems for internal combustion engines, in particular in common-rail injection systems of diesel or gasoline engines, a high-pressure pump continuously ensures the maintenance of the pressure in the high-pressure accumulator of the common-rail injection system. The high-pressure pump can be driven, for example, by a camshaft of the internal combustion engine by means of a drive shaft. For the promotion of the fuel to the high-pressure pump Vorförderpumpen, z. B. a gear or rotary vane pump used, which are connected upstream of the high-pressure pump. The prefeed pump delivers the fuel from a fuel tank through a fuel line to the high pressure pump.
Als Hochdruckpumpen werden unter anderem Kolbenpumpen eingesetzt. In einem Gehäuse ist eine Antriebswelle gelagert. Radial dazu sind Kolben in einem Zylinder angeordnet. Auf der Antriebswelle mit wenigstens einem Nocken liegt eine Laufrolle mit einer Rollen-Rollfläche auf, die in einem Rollenschuh gelagert ist. Der Rollenschuh ist mit dem Kolben verbunden, so dass der Kolben zu einer oszillierenden Translationsbewegung gezwungen ist. Eine Feder bringt auf den Rollenschuh eine radial zu der Antriebswelle gerichtet Kraft auf, so dass die Laufrolle in ständigen Kontakt zu der Antriebswelle steht. Die Laufrolle steht mit der Rollen-Rollfläche an einer Wellen-Rollfläche als Oberfläche der Antriebswelle mit dem wenigstens einen Nocken in Kontakt mit der Antriebswelle. Die Laufrolle ist mittels eines Gleitlagers in dem Rollenschuh gelagert.Amongst others, piston pumps are used as high-pressure pumps. In a housing, a drive shaft is mounted. Radially to pistons are arranged in a cylinder. On the drive shaft with at least one cam is a roller with a roller rolling surface, which is mounted in a roller shoe. The roller shoe is connected to the piston, so that the piston is forced to oscillate translational motion. A spring applies to the roller shoe a radially directed to the drive shaft force, so that the roller is in constant contact with the drive shaft. The roller stands with the roller rolling surface on a shaft rolling surface as the surface of the drive shaft with the at least one cam in contact with the drive shaft. The roller is mounted by means of a sliding bearing in the roller shoe.
Die Antriebswelle mit dem wenigstens einen Nocken, die Laufrolle und der Rollenschuh sind dabei innerhalb eines Schmierraumes der Hochdruckpumpe angeordnet. Durch diesen Schmierraum wird von der Vorförderpumpe zu der Hochdruckpumpe geförderter Kraftstoff geleitet, um einerseits die Komponenten innerhalb des Schmierraumes zu schmieren und diese mit dem durch den Schmierraum geleiteten Kraftstoff zu kühlen. Der von der Vorförderpumpe zu der Hochdruckpumpe geförderte Kraftstoff umfasst somit im Volumenstrom einerseits den durch den Schmierraum geleiteten Kraftstoff zum Schmieren und Kühlen der Komponenten der Hochdruckpumpe innerhalb des Schmierraumes sowie den für die Hochdruckpumpe bestimmten Kraftstoff zur Förderung unter Hochdruck zu dem Hochdruck-Rail.The drive shaft with the at least one cam, the roller and the roller shoe are arranged within a lubricant space of the high-pressure pump. Through this lubrication chamber, fuel delivered by the prefeed pump to the high-pressure pump is passed in order, on the one hand, to lubricate the components within the lubricant space and to cool them with the fuel conducted through the lubricant space. The fuel delivered by the prefeed pump to the high-pressure pump thus comprises in volume flow on the one hand the fuel passed through the lubricant space for lubricating and cooling the components of the high-pressure pump within the lubricant space and the fuel intended for the high-pressure pump for delivery under high pressure to the high-pressure rail.
Der von der Hochdruckpumpe geförderte Kraftstoff wird zu einem Hochdruck-Rail gefördert und von dem Hochdruck-Rail durch Hochdruckleitungen Magnetventil-Injektoren zugeführt. Von den Magnetventil-Injektoren wird der Kraftstoff in Verbrennungsräume des Verbrennungsmotors eingespritzt. Die Magnetventil-Injektoren weisen einen Elektromagneten als Aktuator auf. Mittels eines Injektorventils des Magnetventil-Injektors wird dabei von einem Einspritzraum unter Hochdruck, in welchen die Hochdruckleitung mündet, der Kraftstoff den Verbrennungsräumen zugeführt. Bei einem geöffneten Injektorventil mit einer Injektordüsennadel kann somit Kraftstoff von dem Einspritzraum an dem Magnetventil-Injektor in den Verbrennungsraum eingespritzt werden. Die Injektordüsennadel wird dabei mittels eines hydraulischen Kopplers hydraulisch von einem Steuerventil betätigt, d. h. geöffnet und geschlossen. Hierzu wird das Steuerventil von den Elektromagneten betätigt, d. h. geöffnet und geschlossen, so dass bei einem geschlossenen Steuerventil in dem Steuerraum Hochdruck herrscht und bei einem geöffneten Steuerventil der Druck des Kraftstoffes in dem Steuerraum absinkt, da bei einem geöffneten Steuerventil der Kraftstoff durch eine Injektorrücklaufleitung aus dem Steuerraum abgeleitet wird, da das Steuerventil die Injektorrücklaufleitung öffnet und schließt. Die Injektorrücklaufleitung mündet dabei durch ein Rückschlagventil in eine Kraftstoffrücklaufleitung der Hochdruckpumpe. Bei einer Ausbildung der Hochdruckpumpe insbesondere mit nur einem Kolben treten an der Kraftstoffrücklaufleitung aufgrund der Hubbewegung des Kolbens und der dadurch bedingten Volumenveränderung in dem Schmierraum starke Druck- und Durchflussschwankungen auf. Das Rückschlagventil in der Injektorrücklaufleitung hat die Aufgabe einen im Wesentlichen konstanten Druck in der Injektorrücklaufleitung zu halten, beispielsweise im Bereich zwischen 1 und 1,5 bar. In Strömungsrichtung des Kraftstoffes nach dem Rückschlagventil mündet die Injektorrücklaufleitung in die Kraftstoffrücklaufleitung. Aus diesem Grund treten die Starken Druckschwankungen auch an dem Rückschlagventil in der Injektorrücklaufleitung auf. Bei einer Unterdruckwelle an der Kraftstoffrücklaufleitung, welcher sich auch in die Injektorrücklaufleitung fortpflanzt, kann es zu einem sehr geringen Druck von z. B. 0,3 bar kommen. In der Kraftstoffrücklaufleitung kann es auch zu stehenden Wellen aufgrund eines Resonanzfalles kommen. Aufgrund dieses sehr geringen Druckes in Strömungsrichtung des Kraftstoffes nach dem Rücklaufventil in der Injektorrücklaufleitung öffnet das Rückschlagventil, so dass dadurch der Kraftstoff durch das Rückschlagventil strömen kann und somit der Druck in der Injektorrücklaufleitung in Strömungsrichtung des Kraftstoffes vor dem Rückschlagventil abnimmt. Dadurch ist an der Injektorrücklaufleitung und damit auch an dem Magnetventil-Injektor, d. h. insbesondere dem Steuerraum, kein konstanter Druck mehr gewährleistet. Dies führt zu Ungenauigkeiten der eingespritzten Kraftstoffmenge an dem Magnetventil-Injektor und kann auch Beschädigungen von Komponenten des Magnetventil-Injektors bewirken.The fuel delivered by the high-pressure pump is conveyed to a high-pressure rail and fed from the high-pressure rail through high-pressure lines to solenoid valve injectors. From the solenoid valve injectors, the fuel is injected into combustion chambers of the internal combustion engine. The solenoid valve injectors have an electromagnet as an actuator. By means of an injector valve of the solenoid valve injector, the fuel is supplied to the combustion chambers from an injection space under high pressure, in which the high-pressure line opens. With an opened injector valve with an injector nozzle needle, fuel can thus be injected from the injection space at the solenoid valve injector into the combustion chamber. The injector nozzle needle is actuated hydraulically by means of a hydraulic coupler from a control valve, ie opened and closed. For this purpose, the control valve is actuated by the electromagnet, ie open and closed, so that in a closed control valve in the control chamber high pressure and at an open control valve, the pressure of the fuel in the control chamber drops, as in an open control valve, the fuel through an injector return line the control chamber is derived, since the control valve opens and closes the injector return line. The injector return line opens through a check valve in a fuel return line of the high-pressure pump. In an embodiment of the high-pressure pump, in particular with only one piston, strong pressure and flow fluctuations occur on the fuel return line due to the stroke movement of the piston and the consequent change in volume in the lubricant space. The check valve in the injector return line has the task of a substantially constant pressure in the To keep injector return line, for example in the range between 1 and 1.5 bar. In the flow direction of the fuel after the check valve, the injector return line opens into the fuel return line. For this reason, the strong pressure fluctuations also occur at the check valve in the injector return line. In a negative pressure wave at the fuel return line, which also propagates into the injector return line, it can be at a very low pressure of z. B. 0.3 bar come. In the fuel return line, it can also lead to standing waves due to a resonance case. Because of this very low pressure in the flow direction of the fuel after the return valve in the injector return line opens the check valve, so that thereby the fuel can flow through the check valve and thus the pressure in the injector return line decreases in the flow direction of the fuel in front of the check valve. As a result, at the injector return line and thus also at the solenoid valve injector, ie in particular the control chamber, no more constant pressure is guaranteed. This leads to inaccuracies in the injected fuel quantity at the solenoid valve injector and can also cause damage to components of the solenoid valve injector.
Die
Die
Erfindungsgemäßes Injektorsystem, umfassend wenigstens einen Injektor, der Injektor umfassend einen Aktuator, ein von dem Aktuator betätigtes Steuerventil, eine von dem Steuerventil mittels eines hydraulischen Kopplers hydraulisch betätigbares Injektorventil, wenigstens eine Rücklauföffnung für den hydraulischen Koppler, eine mit der wenigsten einen Rücklauföffnung hydraulisch leitend verbunden Injektorrücklaufleitung, ein erstes Rückschlagventil in der Injektorrücklaufleitung, wobei das erste Rückschlagventil in einer Strömungsrichtung des Kraftstoffes in der Injektorrücklaufleitung weg von dem wenigstens einen Injektor geschalten ist, wobei in der Injektorrücklaufleitung ein zweites Rückschlagventil eingebaut ist und das zweite Rückschlagventil hydraulisch parallel zu dem ersten Rückschlagventil eingebaut ist und das zweite Rückschlagventil in einer Strömungsrichtung des Kraftstoffes in der Injektorrücklaufleitung zu dem wenigstens einen Injektor geschalten ist, um Druckschwankungen in Strömungsrichtung des Kraftstoffes nach dem ersten Rückschlagventil zur Erhöhung des Druckes in der Injektorrücklaufleitung in Strömungsrichtung des Kraftstoffes vor dem ersten Rückschlagventil nutzen zu können. Das zweite Rückschlagventil ist hydraulisch entgegengesetzt zu dem ersten Rückschlagventil ausgebildet bzw. geschalten, so dass durch das erste Rückschlagventil Kraftstoff nur in Strömungsrichtung des Kraftstoffes weg von dem wenigstens einen Injektor strömen kann und durch das zweite Rückschlagventil Kraftstoff nur in Strömungsrichtung des Kraftstoffes in Richtung zu dem wenigstens einen Injektor strömen kann. An der Injektorrücklaufleitung und damit auch an dem zweiten Rückschlagventil treten starke Druckschwankungen auf. Bei einer Überdruckwelle bzw. Überdruck-Halbwelle mit einem Druck, welcher größer ist als der Schaltdruck des zweiten Rückschlagventiles, öffnet das zweite Rückschlagventil, so dass dadurch Kraftstoff durch das zweite Rückschlagventil in Richtung zu der Injektorrücklaufleitung zwischen dem Injektor und dem zweiten Rückschlagventil strömen kann. Zwar kann aufgrund der Druckschwankungen wie bei einer Unterdruck-Halbwelle sich das erste Rückschlagventil öffnen und dadurch Kraftstoff von der Injektorrücklaufleitung zwischen dem Injektor und dem ersten Rückschlagventil durch das erste Rückschlagventil strömen. Bei einer darauffolgenden Überdruck-Halbwelle schließt jedoch das erste Rückschlagventil und das zweite Rückschlagventil öffnet sich, so dass dadurch wieder Kraftstoff durch das zweite Rückschlagventil in die Injektorrücklaufleitung zwischen dem Injektor und dem zweiten bzw. ersten Rückschlagventil strömen kann. Der während der Unterdruck-Halbwellen verlorene Kraftstoff aufgrund des unbeabsichtigten Öffnens des ersten Rückschlagventiles verlorene Kraftstoff kann dadurch während der Überdruck-Halbwellen durch das zweite Rückschlagventil wieder der Injektorrücklaufleitung zwischen dem Injektor und dem ersten bzw. zweiten Rückschlagventil zugeführt werden. Dadurch kann in der Injektorrücklaufleitung zwischen dem Injektor und dem ersten bzw. zweiten Rückschlagventil vorhandener Druck des Kraftstoffes im zeitlichen Mittel im Wesentlichen konstant gehalten werden bei einem Druck zwischen 1 und 1,5 bar. In vorteilhafter Weise weist dadurch der Injektor eine konstante und genaue Injektionsmenge auf und Beschädigungen an dem Injektor aufgrund eines unterschiedlichen Druckes in der Injektorrücklaufleitung zwischen dem Injektor und dem ersten und zweiten Rückschlagventil können dadurch vermieden werden.Inventive injector system comprising at least one injector, the injector comprising an actuator, a control valve actuated by the actuator, an injector valve hydraulically actuated by the control valve by means of a hydraulic coupler, at least one return port for the hydraulic coupler, hydraulically connected to the at least one return port Injector return line, a first check valve in the An injector return line, wherein the first check valve is connected in a flow direction of the fuel in the injector return line away from the at least one injector, wherein in the injector return line, a second check valve is installed and the second check valve is installed hydraulically in parallel to the first check valve and the second check valve in a Flow direction of the fuel in the injector return line to the at least one injector is connected in order to use pressure fluctuations in the flow direction of the fuel after the first check valve to increase the pressure in the injector return line in the flow direction of the fuel before the first check valve. The second check valve is formed or switched hydraulically opposite to the first check valve, so that fuel can flow through the first check valve only in the flow direction of the fuel away from the at least one injector and through the second check valve fuel only in the flow direction of the fuel toward the can flow at least one injector. At the injector return line and thus also at the second check valve, strong pressure fluctuations occur. In a pressure wave or overpressure half-wave with a pressure which is greater than the switching pressure of the second check valve, opens the second check valve, thereby fuel can flow through the second check valve in the direction of the injector return line between the injector and the second check valve. Although due to the pressure fluctuations as in a negative half-wave, the first check valve opens and thereby flow fuel from the injector return line between the injector and the first check valve through the first check valve. In a subsequent overpressure half-wave, however, closes the first check valve and the second check valve opens, thereby fuel can flow through the second check valve in the Injektorrücklaufleitung between the injector and the second and first check valve. The lost fuel during the negative half-waves fuel due to the unintentional opening of the first check valve lost fuel can thereby be supplied to the injector return line between the injector and the first and second check valve during the half-waves through the second check valve. As a result, in the injector return line between the injector and the first and second check valve pressure of the fuel on average over time Essentially kept constant at a pressure between 1 and 1.5 bar. Advantageously, characterized by the injector to a constant and accurate injection quantity and damage to the injector due to a different pressure in the Injektorrücklaufleitung between the injector and the first and second check valve can be avoided.
Insbesondere weist die Injektorrücklaufleitung eine erste Aufzweigungsstelle und eine zweite Aufzweigungsstelle auf und das erste Rückschlagventil mündet zu der ersten und zweiten Aufzweigungsstelle und das zweite Rückschlagventil mündet zu der ersten und zweiten Aufzweigungsstelle.In particular, the injector return line has a first branch point and a second branch point, and the first check valve opens to the first and second branch points, and the second check valve opens to the first and second branch points.
In einer weiteren Ausgestaltung sind die erste und zweite Aufzweigungsstelle mit zwei hydraulisch getrennten Aufzweigungs-Injektorrücklaufleitungen miteinander verbunden in denen jeweils das erste und zweite Rückschlagventil eingebaut ist.In a further embodiment, the first and second branch point are connected to each other with two hydraulically separated branch-injector return lines in which in each case the first and second check valve is installed.
In einer ergänzenden Ausführungsform weisen das erste Rückschlagventil und das zweite Rückschlagventil einen im Wesentlichen gleichen Schaltdruck auf. Ein im Wesentlichen gleicher Schaltdruck des ersten und zweiten Rückschlagventiles unterscheidet sich um weniger als 5 %, 3 % oder 1 %. Der Schaltdruck ist dabei derjenige Druck des ersten und zweiten Rückschlagventiles, bei welchem das erste bzw. zweite Rückschlagventil öffnet und schließt. Insbesondere ist dabei der Schaltdruck eine Druckdifferenz an dem ersten und/oder zweiten Rückschlagventil, so dass bei einer Druckdifferenz größer als der Schaltdruck das erste und zweite Rückschlagventil geöffnet ist und bei einer Druckdifferenz kleiner als der Schaltdruck das erste und zweite Schaltventil geschlossen ist.In a supplementary embodiment, the first check valve and the second check valve to a substantially equal switching pressure. A substantially equal switching pressure of the first and second check valves differs by less than 5%, 3% or 1%. The switching pressure is that pressure of the first and second check valve, wherein the first and second check valve opens and closes. In particular, the switching pressure is a pressure difference at the first and / or second check valve, so that at a pressure difference greater than the switching pressure, the first and second check valve is open and at a pressure difference smaller than the switching pressure, the first and second switching valve is closed.
Vorzugsweise weist das erste Rückschlagventil einen wesentlich größeren Schaltdruck auf als das zweite Rückschlagventil. Der Schaltdruck des ersten Rückschlagventiles ist wesentlich größer als der Schaltdruck des zweiten Rückschlagventiles, d. h. ist um wenigstens 5 %, 10 % oder 15 % größer als der Schaltdruck des zweiten Rückschlagventiles. Durch das erste Rückschlagventil wird damit weniger Kraftstoff zu dem Kraftstofftank geleitet als durch das zweite Rückschlagventil in die Injektorrücklaufleitung zwischen dem Injektor und dem zweiten Rückschlagventil geleitet wird.Preferably, the first check valve has a much larger switching pressure than the second check valve. The switching pressure of the first check valve is substantially greater than the switching pressure of the second check valve, ie is at least 5%, 10% or 15% greater than the switching pressure of the second check valve. As a result of the first check valve, less fuel is conducted to the fuel tank than is passed through the second check valve into the injector return line between the injector and the second check valve.
In einer Variante weist das erste Rückschlagventil einen wesentlich kleineren Schaltdruck auf als das zweite Rückschlagventil. Der Schaltdruck des ersten Rückschlagventiles ist wesentlich kleiner als der Schaltdruck des zweiten Rückschlagventiles, so dass der Schaltdruck des ersten Rückschlagventiles um wenigstens 5 %, 10 % oder 15 % kleiner ist als der Schaltdruck des zweiten Rückschlagventiles. Durch das erste Rückschlagventil strömt dadurch mehr Kraftstoff in den Kraftstofftank als durch das zweite Rückschlagventil in die Injektorrücklaufleitung zwischen dem Injektor und dem zweiten Rückschlagventil geleitet wird.In one variant, the first check valve has a much smaller switching pressure than the second check valve. The switching pressure of the first check valve is substantially smaller than the switching pressure of the second check valve, so that the switching pressure of the first check valve is at least 5%, 10% or 15% smaller than the switching pressure of the second check valve. As a result of the first check valve, more fuel flows into the fuel tank than is conducted through the second check valve into the injector return line between the injector and the second check valve.
Zweckmäßig ist das erste und zweite Rückschlagventil ein mechanisches Rückschlagventil mit einer Ventilfeder und einem beweglichen Schließteil.Suitably, the first and second check valve is a mechanical check valve with a valve spring and a movable closing part.
Zweckmäßig ist das erste und zweite Rückschlagventil in ein gemeinsames Gehäuse integriert.Suitably, the first and second check valve is integrated in a common housing.
In einer weiteren Ausführungsform weist das erste und zweite Rückschlagventil eine im Wesentlichen gleiche Kennlinie auf. Die Kennlinie hängt beispielsweise von der Federkonstante der Ventilfeder und der Geometrie bzw. der Strömungsquerschnittsfläche der Öffnungen an dem Rückschlagventil ab. Die Kennlinie gibt den funktionalen Zusammenhang zwischen der Druckdifferenz an dem Rückschlagventil und dem davon abhängigen Volumenstrom an Kraftstoff, welcher durch das Rückschlagventil strömt, an, wobei die Druckdifferenz größer ist als der Schaltdruck.In a further embodiment, the first and second check valves have a substantially identical characteristic. The characteristic curve depends, for example, on the spring constant of the valve spring and the geometry or the flow cross-sectional area of the openings on the check valve. The characteristic indicates the functional relationship between the pressure difference at the check valve and the volume flow of fuel which flows through the check valve, the pressure difference being greater than the switching pressure.
in einer zusätzlichen Ausführungsform ist das erste und zweite Rückschlagventil als ein elektronisches Rückschlagventil ausgebildet. Hierzu wird mittels eines Drucksensors der Druck vor und nach dem Ventil als Rückschlagventil gemessen und bei einem entsprechenden Schaltdruck als Druckdifferenz das erste und/oder zweite Rückschlagventil jeweils elektronisch, z. B. mit einem Magneten, geöffnet und geschlossen.In an additional embodiment, the first and second check valves are formed as an electronic check valve. For this purpose, the pressure before and after the valve is measured by means of a pressure sensor as a check valve and at a corresponding switching pressure as a pressure difference, the first and / or second check valve each electronically, for. B. with a magnet, opened and closed.
In einer weiteren Ausführungsform weist der hydraulische Koppler einen Steuerraum auf, welcher mit einem unterschiedlichen Druck beaufschlagbar ist und die Rücklauföffnung in den Steuerraum mündet, insbesondere ist die Rücklauföffnung mit dem Steuerventil öffenbar und schließbar.In a further embodiment, the hydraulic coupler on a control chamber, which is acted upon with a different pressure and the return opening opens into the control chamber, in particular, the return opening with the control valve can be opened and closed.
In einer Variante ist die Hydraulikflüssigkeit des hydraulischen Kopplers der von dem Injektor eingespritzte Kraftstoff.In a variant, the hydraulic fluid of the hydraulic coupler is the fuel injected by the injector.
Insbesondere ist der wenigstens eine Injektor ein Magnetventil-Injektor mit einem Elektromagneten als Aktuator.In particular, the at least one injector is a solenoid valve injector with an electromagnet as the actuator.
In einer zusätzlichen Ausführungsform ist der wenigstes eine Injektor ein Piezo-Injektor mit einem Piezoelement als Aktuator.In an additional embodiment, the least one injector is a piezo injector with a piezoelectric element as the actuator.
In einer weiteren Ausgestaltung umfasst das Injektorsystem mehrere Injektoren, insbesondere Magnetventil-Injektoren, und jeder Injektor weist je eine Rücklauföffnung auf und die Rücklauföffnungen sind hydraulisch mit der Injektorrücklaufleitung verbunden. Vorzugsweise sind dabei die Injektoren mit jeweils nur einem ersten und zweiten Rückschlagventil hydraulisch verbunden. Abweichend hiervon kann auch jedem der mehreren Injektoren jeweils ein erstes und zweites Rückschlagventil zugeordnet sein, so dass das Injektorsystem mit mehreren Injektoren mehrere erste und zweite Rückschlagventile aufweist.In another embodiment, the injector system comprises a plurality of injectors, in particular solenoid valve injectors, and each injector each has a return opening and the return openings are hydraulically connected to the injector return line. Preferably, the injectors are hydraulically connected to only one first and second check valve. Deviating from this, each of the plurality of injectors may be associated with a first and a second check valve, respectively, so that the injector system with a plurality of injectors has a plurality of first and second check valves.
Erfindungsgemäßes Hochdruckeinspritzsystem für einen Verbrennungsmotor, insbesondere für ein Kraftfahrzeug, umfassend eine Hochdruckpumpe mit wenigstens einem Kolben zur Förderung von Kraftstoff zu einem Hochdruck-Rail, eine Vorförderpumpe zur Förderung von Kraftstoff zu der Hochdruckpumpe, das Hochdruck-Rail zum Leiten von Kraftstoff zu einem Injektorsystem, das Injektorsystem mit wenigstens einem Injektor, wobei das Injektorsystem als ein in dieser Schutzrechtsanmeldung beschriebenes Injektorsystem ausgebildet ist.High-pressure injection system according to the invention for an internal combustion engine, in particular for a motor vehicle, comprising a high-pressure pump with at least one piston for conveying fuel to a high-pressure rail, a prefeed pump for conveying fuel to the high-pressure pump, the high-pressure rail for conducting fuel to an injector system, the injector system with at least one injector, wherein the injector system is designed as an injector described in this patent application.
In einer ergänzenden Variante umfasst die Hochdruckpumpe eine Kraftstoffrücklaufleitung und die Injektorrücklaufleitung mündet in die Kraftstoffrücklaufleitung der Hochdruckpumpe.In a supplementary variant, the high-pressure pump comprises a fuel return line and the injector return line opens into the fuel return line of the high-pressure pump.
In einer weiteren Variante mündet bzw. münden die Injektorrücklaufleitung und/oder die Kraftstoffrücklaufleitung in einen Kraftstofftank.In another variant, the injector return line and / or the fuel return line opens or opens into a fuel tank.
In einer weiteren Ausgestaltung umfasst die Hochdruckpumpe nur einen Kolben.In a further embodiment, the high-pressure pump comprises only one piston.
In einer weiteren Variante ist die Vorförderpumpe eine Zahnradpumpe und/oder die Förderleistung der Vorförderpumpe ist steuerbar und/oder regelbar und/oder die Vorförderpumpe ist eine elektrische Vorförderpumpe mit einem Elektromotor und/oder von der Vorförderpumpe ist der Kraftstoff mit einem Vorförderdruck, z. B. zwischen 3 bar und 6 bar, förderbar.In a further variant, the prefeed pump is a gear pump and / or the delivery rate of the prefeed pump is controllable and / or controllable and / or the prefeed pump is an electric prefeed pump with an electric motor and / or from the prefeed pump is the fuel with a prefeed, z. B. between 3 bar and 6 bar, eligible.
Erfindungsgemäßer Verbrennungsmotor mit einem Hochdruckeinspritzsystem, insbesondere für ein Kraftfahrzeug, wobei das Hochdruckeinspritzsystem als ein in dieser Schutzrechtsanmeldung beschriebenes Hochdruckeinspritzsystem ausgebildet ist.Internal combustion engine according to the invention with a high-pressure injection system, in particular for a motor vehicle, wherein the high-pressure injection system is designed as a high-pressure injection system described in this patent application.
In einer weiteren Ausgestaltung umfasst die Vorförderpumpe einen Elektromotor.In a further embodiment, the prefeed pump comprises an electric motor.
Insbesondere ist der Elektromotor der Vorförderpumpe in die Vorförderpumpe integriert, z. B. indem Permanentmagnete in ein Zahnrad eingebaut sind.In particular, the electric motor of the prefeed pump is integrated in the prefeed pump, z. B. by permanent magnets are installed in a gear.
Der von der Hochdruckpumpe erzeugbare Druck in dem Hochdruck-Rail liegt beispielsweise im Bereich von 1000 bis 3000 bar z. B. für Dieselmotoren oder zwischen 40 bar und 400 bar z. B. für Benzinmotoren.The producible by the high-pressure pump pressure in the high-pressure rail is, for example, in the range of 1000 to 3000 bar z. B. for diesel engines or between 40 bar and 400 bar z. B. for gasoline engines.
Im Nachfolgenden werden Ausführungsbeispiele der Erfindung unter Bezugnahme auf die beigefügten Zeichnungen näher beschrieben. Es zeigt:
- Fig. 1
- einen Querschnitt einer Hochdruckpumpe zum Fördern eines Fluides,
- Fig. 2
- einen Schnitt A-A gemäß
Fig. 1 einer Laufrolle mit Rollenschuh und einer Antriebswelle, - Fig. 3
- eine stark schematisierte Ansicht eines Hochdruckeinspritzsystems,
- Fig. 4
- einen stark vereinfachten Querschnitt der Hochdruckpumpe mit einer Vorförderpumpe und ein Injektorsystem,
- Fig. 5
- einen Längsschnitt eines geschlossenen Rückschlagventils,
- Fig. 6
- einen Längsschnitt des geöffneten Rückschlagventils gemäß
Fig. 5 , - Fig. 7
- einen Querschnitt eines Magnetventil-Injektor bei einem geschlossenen Injektorventil,
- Fig. 8
- einen Querschnitt des Magnetventil-Injektor gemäß
Fig. 7 bei einem geöffneten Injektorventil und
- Fig. 1
- a cross section of a high-pressure pump for conveying a fluid,
- Fig. 2
- a section AA according to
Fig. 1 a roller with roller shoe and a drive shaft, - Fig. 3
- a highly schematic view of a high-pressure injection system,
- Fig. 4
- a greatly simplified cross section of the high-pressure pump with a prefeed pump and an injector system,
- Fig. 5
- a longitudinal section of a closed check valve,
- Fig. 6
- a longitudinal section of the open check valve according to
Fig. 5 . - Fig. 7
- a cross section of a solenoid valve injector with a closed injector valve,
- Fig. 8
- a cross section of the solenoid valve injector according to
Fig. 7 with an open injector valve and
In
Die Hochdruckpumpe 1 weist eine Antriebswelle 2 mit zwei Nocken 3 auf, die um eine Rotationsachse 26 eine Rotationsbewegung ausführt. Die Rotationsachse 26 liegt in der Zeichenebene von
Die Rollen-Lauffläche 11 der Laufrolle 10 rollt sich an einer Kontaktfläche 12 auf der Wellen-Rollfläche 4 der Antriebswelle 2 mit den beiden Nocken 3 ab. Der Rollenschuh 9 ist in einer von dem Gehäuse 8 gebildeten Rollenschuhlagerung als Gleitlager gelagert. Eine Feder 27 bzw. Spiralfeder 27 als elastisches Element 28, die zwischen dem Gehäuse 8 und dem Rollenschuh 9 eingespannt ist, bringt auf den Rollenschuh 9 eine Druckkraft auf, so dass die Rollen-Rollfläche 11 der Laufrolle 10 in ständigen Kontakt mit der Wellen-Rollfläche 4 der Antriebswelle 2 steht. Der Rollenschuh 9 und der Kolben 5 führen damit gemeinsam eine oszillierende Hubbewegung aus. Die Laufrolle 10 ist mit einer Gleitlagerung 13 in dem Rollenschuh 9 gelagert.The roller-running
In
Dadurch kann in der Kraftstoffleitung 33 vor dem Überströmventil 41 während des Betriebes des Verbrennungsmotors 39 ein im Wesentlichen konstanter Vorförderdruck zwischen 4,5 bar und 5,5 bar zur Verfügung gestellt werden, auch bei geringfügigen Schwankungen der Förderleistung der Vorförderpumpe 35.As a result, a substantially constant prefeed pressure between 4.5 bar and 5.5 bar can be made available in the
Der Verbrennungsmotor 39 des Kraftfahrzeuges weist vier nicht dargestellte Hubkolben auf. Die Hubkolben begrenzen dabei unter Anderem nicht dargestellte vier Verbrennungsräume des Verbrennungsmotors 39. Mittels vier Magnetventil-Injektoren 45 als vier Injektoren 44 wird der Kraftstoff in die nicht dargestellten Verbrennungsräume des Verbrennungsmotors 39 eingespritzt. Hierzu wird der Kraftstoff unter Hochdruck durch eine Hochdruckleitung 55 dem Hochdruck-Rail 30 zugeführt und von dem Hochdruck-Rail 30 durch vier Hochdruckleitungen 55 den vier Magnetventil-Injektoren (
Ein Steuerventil 48 wird von einem Elektromagneten 47 als Aktuator 46 betätigt, so dass das Steuerventil 48 zwischen einer Schließstellung und einer Öffnungsstellung bewegt werden kann. Hierzu ist das Steuerventil 48 mittels eines Steuerventilstabes 68 mit dem Elektromagneten 47 verbunden. In
Jedem der vier Brennräume des Verbrennungsmotors 39 ist jeweils ein Magnetventil-Injektor 45 zugeordnet (
In einer der beiden Aufzweigungs-Injektorrücklaufleitungen 62 ist ein erstes Rückschlagventil 58 und in der anderen Aufzweigungs-Injektorrücklaufleitung 62 ist ein zweites Rückschlagventil 59 eingebaut oder integriert. Das erste und zweite Rückschlagventil 58, 59 ist ein mechanisches Rückschlagventil mit einem Schließteil 64, einer Ventilfeder 63 und einem Ventilgehäuse 65. In
Das erste und zweite Rückschlagventil 58, 59 sind in entgegengesetzt geschaltet. Durch das erste Rückschlagventil 58 kann Kraftstoff nur von der Injektorrücklaufleitung 57 zwischen den Magnetventil-Injektoren 45 und dem ersten Rückschlagventil 58 durch das erste Rückschlagventil in die Injektorrücklaufleitung 57 zu dem Kraftstofftank 32 strömen. Durch das zweite Rückschlagventil 59 kann Kraftstoff nur in die Injektorrücklaufleitung 57 zwischen dem zweiten Rückschlagventil 59 und den Magnetventil-Injektoren 45 einströmen.The first and
Die Hochdruckpumpe 1 weist nur einen Kolben 5 auf. Aufgrund der Hubbewegungen des Kolbens 5 treten an dem Schmierraum 40 Volumenänderungen und dadurch auch starke Druckschwankungen auf. Diese Durchschwankungen mit Unterdruck-Halbwellen und Überdruck-Halbwellen pflanzen sich durch die Kraftstoffrücklaufleitung 34 und die Injektorrücklaufleitung 57 bis zu dem ersten und zweiten Rückschlagventil 58, 59 fort. Bei einer Unterdruck-Halbwelle an dem ersten Rückschlagventil 58 öffnet das erste Rückschlagventil 58, so dass Kraftstoff durch das erste Rückschlagventil 58 in die Injektorrücklaufleitung 57 und damit zu dem Kraftstofftank 32 gelangt. Dadurch sinkt der Druck in der Injektorrücklaufleitung 57 zwischen den Magnetventil-Injektoren 45 und dem ersten Rückschlagventil 58 ab. Für eine ordnungsgemäße Funktion des Magnetventil-Injektors 45 ist ein konstanter Druck des Kraftstoffes in der Injektorrücklaufleitung 57 an dem Magnetventil-Injektor 45 im Bereich zwischen und 1 bar und 1,5 bar erforderlich. Bei einer Überdruck-Halbwelle an der Injektorrücklaufleitung 57 öffnet das zweite Rückschlagventil 59 und das erste Rückschlagventil 58 schließt. Dadurch kann bei der Überdruck-Halbwelle durch das zweite Rückschlagventil 59 Kraftstoff in die Injektorrücklaufleitung 57 zwischen dem Magnetventil-Injektor 45 und dem zweiten Rückschlagventil 59 eingeleitet werden. Somit kann der während der Unterdruck-Halbwellen aus der Injektorrücklaufleitung 57 durch das erste Rückschlagventil 58 ausströmende Kraftstoff wieder während der Überdruck-Halbwellen in die Injektorrücklaufleitung 57 durch das zweite Rückschlagventil 59 eingeleitet werden, so dass dadurch trotz der großen Druckschwankungen an dem ersten und zweiten Rückschlagventil 58, 59 an der Injektorrücklaufleitung 57 an den Magnetventil-Injektoren 45 ein konstanter Druck von 1 bar bis 1,5 bar vorherrscht.The high-
Insgesamt betrachtet sind mit dem erfindungsgemäßen Injektorsystem 42 und der erfindungsgemäßen Hochdruckpumpe 1 wesentliche Vorteile verbunden. Mittels des zusätzlichen zweiten Rückschlagventiles 59, welches entgegengesetzt hydraulisch geschalten ist zu dem ersten Rückschlagventil 58, kann durch das zweite Rückschlagventil 59 während der Überdruck-Halbwellen, Kraftstoff wieder der Injektorrücklaufleitung 57 an den Magnetventil-Injektoren 45 zugeführt werden. Dadurch tritt an den Injektorrücklaufleitungen 57 bei den Magnetventil-Injektoren 45 trotz der starken Druckschwankungen an der Kraftstoffrücklaufleitung 34 ein im Wesentlichen konstanter Druck zwischen 1 bar und 1,5 bar auf. Die Magnetventil-Injektoren 45 können dadurch eine exakte Kraftstoffmenge in die Verbrennungsräume des Verbrennungsmotors 39 einspritzen und ferner ist dadurch der Magnetventil-Injektor 45 im Betrieb zuverlässig.Overall, significant advantages are associated with the
Claims (15)
- Injector system (42), comprising- at least one injector (44) with at least one return opening (56),- an injector return line (57) which is connected in hydraulically conductive fashion to the at least one return opening (56),- a first check valve (58) in the injector return line (57), wherein the first check valve (58) is connected in a flow direction of the fuel in the injector return line (57) away from the at least one injector (44),characterized in that
a second check valve (59) is installed in the injector return line (57), and the second check valve (59) is installed hydraulically in parallel with respect to the first check valve (58), and the first and second check valve (58, 59) are connected oppositely, wherein the second check valve (59) is connected in a flow direction of the fuel in the injector return line (57) toward the at least one injector (44), in order that pressure fluctuations in the flow direction of the fuel downstream of the first check valve (58) can be utilized for increasing the pressure in the injector return line (57) in the flow direction of the fuel upstream of the first check valve (58). - Injector system according to Claim 1,- characterized in that the injector (44) comprises an actuator (46), a control valve (48) which is actuated by the actuator (46), and an injector valve (49) which can be hydraulically actuated by the control valve (48) via a hydraulic coupler (51), wherein the return opening (56) is provided for the hydraulic coupler (51).
- Injector system according to Claim 1 or 2,
characterized in that
the injector return line (57) has a first branch point (60) and a second branch point (61), and the first check valve (58) opens toward the first and second branch point (60, 61) and the second check valve (59) opens toward the first and second branch point (60, 61). - Injector system according to Claim 3,
characterized in that
the first and second branch point (60, 61) are connected to one another by way of two hydraulically separate branch injector return lines (62), in which the first and second check valve (58, 59) is respectively installed. - Injector system according to one or more of the preceding claims,
characterized in that
the first check valve (58) and the second check valve (59) have a substantially equal switching pressure. - Injector system according to one or more of Claims 1 to 4,
characterized in that
the first check valve (58) has a significantly higher switching pressure than the second check valve (59). - Injector system according to one or more of Claims 1 to 4,
characterized in that
the first check valve (58) has a significantly lower switching pressure than the second check valve (59). - Injector system according to one or more of the preceding claims,
characterized in that
the first and second check valve (58, 59) is a mechanical check valve (58, 59) with a valve spring (63) and a movable closure part (64). - Injector system according to one or more of the preceding claims,
characterized in that
the hydraulic coupler (51) has a control chamber (52) which can be charged with a varying pressure, and the return opening (56) opens into the control chamber (52). - Injector system according to one or more of the preceding claims,
characterized in that
the at least one injector (44) is a solenoid valve injector (45) with an electromagnet (47) as actuator (46). - Injector system according to one or more of the preceding claims,
characterized in that
the injector system (42) comprises multiple injectors (44), in particular solenoid valve injectors (45), and each injector (44) has in each case one return opening (56), and the return openings (56) are hydraulically connected to the injector return line (57). - High-pressure injection system (36) for an internal combustion engine (39), in particular for a motor vehicle (38), comprising- a high-pressure pump (1) having at least one piston (5) for the delivery of fuel to a high-pressure rail (30),- a predelivery pump (35) for the delivery of fuel to the high-pressure pump,- the high-pressure rail (30) for conducting fuel to an injector system (42),- the injector system (42) having at least one injector (44),characterized in that
the injector system (42) is designed according to one or more of the preceding claims. - High-pressure injection system according to Claim 12,
characterized in that
the high-pressure pump (1) comprises a fuel return line (34), and the injector return line (57) opens into the fuel return line (34) of the high-pressure pump (1). - High-pressure injection system according to Claim 12 or 13,
characterized in that
the injector return line (57) and/or the fuel return line (34) open(s) into a fuel tank (32). - High-pressure injection system according to one or more of Claims 12 to 14,
characterized in that
the high-pressure pump (1) comprises only one piston (5).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102012224004.7A DE102012224004A1 (en) | 2012-12-20 | 2012-12-20 | High-pressure injection |
PCT/EP2013/074777 WO2014095271A1 (en) | 2012-12-20 | 2013-11-26 | High-pressure injection system |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2935857A1 EP2935857A1 (en) | 2015-10-28 |
EP2935857B1 true EP2935857B1 (en) | 2016-09-07 |
Family
ID=49667162
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP13795775.9A Active EP2935857B1 (en) | 2012-12-20 | 2013-11-26 | High pressure injection system |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP2935857B1 (en) |
CN (1) | CN104870801B (en) |
DE (1) | DE102012224004A1 (en) |
WO (1) | WO2014095271A1 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102013218873A1 (en) | 2013-09-19 | 2015-03-19 | Robert Bosch Gmbh | Fluid delivery system for a fluid |
GB2551338A (en) * | 2016-06-13 | 2017-12-20 | Delphi Int Operations Luxembourg Sarl | High pressure fuel pump circuit |
CN106089524B (en) * | 2016-06-14 | 2019-03-19 | 吉林大学 | High pressure co-rail system and parameter optimization method based on genetic algorithm |
CN111120173B (en) * | 2019-12-31 | 2021-01-15 | 吉利汽车研究院(宁波)有限公司 | High-pressure oil pump fault detection system, high-pressure oil pump fault detection method and vehicle |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2030219B (en) * | 1978-09-26 | 1983-01-06 | Lucas Industries Ltd | Fuel injection nozzles |
CN1034361C (en) * | 1987-04-03 | 1997-03-26 | 轨道动力机专卖有限公司 | Improved apparatus for delivering fuel to internal combustion engine |
DE69525986T2 (en) * | 1994-05-06 | 2002-12-19 | Cummins Engine Co Inc | Method and device for the electronic control of a storage fuel system |
JP3999855B2 (en) * | 1997-09-25 | 2007-10-31 | 三菱電機株式会社 | Fuel supply device |
DE10205186A1 (en) * | 2002-02-08 | 2003-08-21 | Bosch Gmbh Robert | Fuel injection device for an internal combustion engine |
AU2003211017A1 (en) * | 2003-02-12 | 2004-09-06 | Robert Bosch Gmbh | Fuel injector pump system with high pressure post injection |
US6988488B2 (en) * | 2003-04-15 | 2006-01-24 | Visteon Global Technologies, Inc. | Fuel pressure relief valve |
DE102008000739A1 (en) * | 2008-03-18 | 2009-09-24 | Robert Bosch Gmbh | Pressure holding valve |
DE102009026596A1 (en) | 2009-05-29 | 2010-12-02 | Robert Bosch Gmbh | High-pressure pump for high pressure injection system for internal combustion engine, particularly for motor vehicle, has drive shaft with cam, piston and cylinder |
DE102010064185A1 (en) * | 2010-12-27 | 2012-06-28 | Robert Bosch Gmbh | Fuel injection system for an internal combustion engine |
FI20115126L (en) * | 2011-02-09 | 2012-08-10 | Waertsilae Finland Oy | Fuel injection system |
-
2012
- 2012-12-20 DE DE102012224004.7A patent/DE102012224004A1/en not_active Withdrawn
-
2013
- 2013-11-26 CN CN201380065742.6A patent/CN104870801B/en active Active
- 2013-11-26 EP EP13795775.9A patent/EP2935857B1/en active Active
- 2013-11-26 WO PCT/EP2013/074777 patent/WO2014095271A1/en active Application Filing
Also Published As
Publication number | Publication date |
---|---|
WO2014095271A1 (en) | 2014-06-26 |
CN104870801A (en) | 2015-08-26 |
DE102012224004A1 (en) | 2014-06-26 |
EP2935857A1 (en) | 2015-10-28 |
CN104870801B (en) | 2017-12-12 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
DE102012202720A1 (en) | high pressure pump | |
EP2935857B1 (en) | High pressure injection system | |
EP2954192B1 (en) | High pressure pump | |
EP2809943B1 (en) | High-pressure pump | |
DE102015220870A1 (en) | high pressure pump | |
EP3011164B1 (en) | High-pressure pump | |
DE102010062159A1 (en) | high pressure pump | |
EP2872771B1 (en) | High-pressure pump | |
DE102012212154A1 (en) | High pressure pump for conveying fluid e.g. diesel, in common-rail-injection system of diesel engine of motor vehicle, has shaft comprising recess such that channel discharging fluid from lubricating area is formed between shaft and bearing | |
DE102011076023A1 (en) | Valve for high-pressure injection system for internal combustion engine, particularly for motor vehicle, has valve cylinder and closing piston movable within valve cylinder between closing position and open position | |
DE102011003678A1 (en) | high pressure pump | |
DE102006000832B4 (en) | Radial piston pump with flow control | |
DE102011076063A1 (en) | System for conveying a fluid | |
DE102016213035A1 (en) | Fuel delivery device for an internal combustion engine | |
DE102011003104A1 (en) | High pressure pump i.e. fuel high-pressure pump, for use as delivery pump to convey fluid into fuel-injection system for combustion engine of motor car, has control valve partially arranged at outside of casing to adjust fluid inflow | |
DE102007035100A1 (en) | Pump, in particular high-pressure fuel pump | |
DE102012202717A1 (en) | High pressure pump for use in common-rail injection system to convey e.g. diesel to diesel engine of motor car, has working chamber comprising dead volume that is narrowed by additional insert in addition to housing | |
DE102012211976B3 (en) | high pressure pump | |
DE102020210293A1 (en) | fuel delivery device | |
DE102011086690A1 (en) | Operating system for high pressure injection system for e.g. diesel engine of motor car, has valve housing of overflow valve and measuring housing of measuring unit, which are formed integrally | |
DE102012201308A1 (en) | High-pressure pump for delivering fluid e.g. diesel to diesel engine, has elastic sealing element to seal connecting unit for connecting closure element and piston carrier, with respect to inlet and outlet channels | |
DE102011007376A1 (en) | Fuel supply device for fuel injection system of internal combustion engine, comprises high-pressure fuel pump that has pump element and through that fuel is supplied into high-pressure area, where injector is provided in high-pressure area | |
DE102010039256A1 (en) | High pressure pump for conveying fluid, has pump housing, in which recess is formed, drive device for driving high pressure pump and bearing arrangement arranged in recess | |
DE102009026610A1 (en) | High-pressure pump for high pressure injection system for internal combustion engine, particularly for motor vehicle, has parallel axle that is aligned parallel to central longitudinal axis | |
DE102012211996A1 (en) | Metering unit for high-pressure pump, is formed with two valve elements, where metering case has two outlet openings for each valve element, and two valve elements are hydraulically separated |
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: 20150720 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
DAX | Request for extension of the european patent (deleted) | ||
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
INTG | Intention to grant announced |
Effective date: 20160601 |
|
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: IE Ref legal event code: FG4D Free format text: LANGUAGE OF EP DOCUMENT: GERMAN |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: REF Ref document number: 827111 Country of ref document: AT Kind code of ref document: T Effective date: 20161015 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R096 Ref document number: 502013004418 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: 20160907 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: HR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20160907 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: 20160907 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: 20161207 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: 20160907 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: 20160907 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
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: 20160907 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: 20160907 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: 20160907 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: 20161208 Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20161130 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: 20160907 |
|
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: 20160907 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: 20160907 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
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: 20160907 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: 20161207 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: 20160907 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: 20170109 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: 20160907 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: 20160907 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: 20170107 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R097 Ref document number: 502013004418 Country of ref document: DE |
|
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 FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20160907 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
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: 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 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: 20160907 |
|
26N | No opposition filed |
Effective date: 20170608 |
|
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: 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: 20160907 |
|
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: 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: IE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20161126 |
|
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: 20131126 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MC Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20160907 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: 20160907 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: 20160907 |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20171126 |
|
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: 20160907 |
|
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: 20160907 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: 20160907 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20171126 |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: MM01 Ref document number: 827111 Country of ref document: AT Kind code of ref document: T Effective date: 20181126 |
|
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: 20181126 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20230124 Year of fee payment: 10 |