EP0995031B1 - Kraftstoffeinspritzvorrichtung für dieselmotoren - Google Patents

Kraftstoffeinspritzvorrichtung für dieselmotoren Download PDF

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Publication number
EP0995031B1
EP0995031B1 EP98938739A EP98938739A EP0995031B1 EP 0995031 B1 EP0995031 B1 EP 0995031B1 EP 98938739 A EP98938739 A EP 98938739A EP 98938739 A EP98938739 A EP 98938739A EP 0995031 B1 EP0995031 B1 EP 0995031B1
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EP
European Patent Office
Prior art keywords
injection
calibrated
pressure
discharge
valve
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.)
Expired - Lifetime
Application number
EP98938739A
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English (en)
French (fr)
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EP0995031A1 (de
Inventor
Jean-Louis Froment
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Cummins Wartsila SA
Wartsila France SAS
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Cummins Wartsila SA
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Filing date
Publication date
Priority claimed from FR9709196A external-priority patent/FR2766238B1/fr
Priority claimed from FR9802938A external-priority patent/FR2775736B1/fr
Application filed by Cummins Wartsila SA filed Critical Cummins Wartsila SA
Publication of EP0995031A1 publication Critical patent/EP0995031A1/de
Application granted granted Critical
Publication of EP0995031B1 publication Critical patent/EP0995031B1/de
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Expired - Lifetime legal-status Critical Current

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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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift

Definitions

  • the present invention relates to a fuel injection device for engines Diesel equipped with pulsed-flow injection pumps, this device comprising, by piston, at least one injector receiving a calibrated injector needle arranged for injecting jets of fuel calibrated in the combustion chamber of said piston, a pipe high pressure fuel supply and a low pressure return line from the combustible.
  • the injection pump In traditional injection devices using a pulsed-flow pump, the injection pump, by discharging the fuel, gradually increases the pressure in the volumes of the pump, the pipes and the injector. This progressivity takes place before and then during the injection period. After the pump discharge stops, the injection ends with the effect of depressurization of these same volumes, the injector needle being controlled only by a simple return device comprising one or more springs.
  • the advantage of these injection devices relates to the start of injection which is, in this case, relatively moderate and, therefore, favorable to the points 1 and 2 mentioned above, unless a injector opening pressure too high.
  • the major drawback is that the injector does not close until the pressure has become significantly lower than the opening pressure. As a result, the end of the injection is not efficient and generates combustion tails, inducing soot emissions and penalizing the yield.
  • the high pressure pump supplies all of the injectors at an almost constant and adjustable pressure to adjust the rate of introduction and atomization of the fuel.
  • the opening and closing of each injector are controlled by a solenoid valve which makes it possible to adjust the injection advance and the quantity injected, in accordance with certain exemplary embodiments described in the publications FR-A-2 016 477, US- A-4,545,352, DE-C-42 36,882, DE-A-44 06,901 and US-A-4,249,497.
  • the advantage of these injection devices is the flexibility of the potential settings and above all the very good end of injection by a controlled closure, which is favorable to points 3 and 4 above.
  • an injection device as defined in the preamble and characterized in that it comprises a device for controlling the opening and closing of the injector needle, this device comprising a first circuit of discharge connecting the supply line and the return fuel line provided with a calibrated orifice and controlled by a solenoid valve and a second discharge circuit parallel to the first and comprising a calibrated discharge valve and a discharge orifice disposed on the return line , this second discharge circuit being in communication with the injector needle upstream of the discharge orifice, said discharge valve being arranged to ensure both the progressiveness of the start of injection and the speed of closure of this injection by deflecting the flow of uninjected fuel towards said discharge orifice which, by depressurizing the supply line, generates a pr ession of closure on the injector needle.
  • the first discharge circuit may comprise a calibrated valve arranged upstream or downstream of the solenoid valve, this valve being arranged to maintain the injection device at a required level of pressure between two injections.
  • control device is independent of the injection circuit high fuel pressure during the injection cycle, the discharge valve and the solenoid valve being closed.
  • the closing pressure can be applied directly to the needle injector or via a piston.
  • control device may include a delay arranged downstream of the calibrated orifice and arranged to delay the opening of the valve of discharge so as to cause the momentary opening of the injector needle for pre-inject fuel.
  • the calibrated orifice can be integrated into the valve. dump.
  • the orifices, valve, flap and solenoid valve of the control device can be partially or totally integrated into the assembly carrying the injector.
  • the return fuel lines of each injector can advantageously be linked together to a common return gallery.
  • This gallery common return valve may be subject to a calibrated return valve arranged to maintain a pressure level required in said return pipes of each injector.
  • first discharge circuits can be linked together by a gallery common control valve, which may also be subject to a calibrated control valve arranged to maintain a required level of pressure in said discharge circuits each injector.
  • the common return gallery and the gallery of common control can be connected to each other by a calibrated control valve.
  • the injection device 1 for diesel engines comprises, in known manner, a low pressure line 2 which supplies fuel to a pump 3 with pulsed flow.
  • This pump 3 feeds an injector 4 provided with a needle injector 5 by a non-return valve 6 and a high pressure pipe 7.
  • the injector 4 is also connected to a low pressure return line 8.
  • a control valve 9 of the discharge from pump 2 can be mounted as a bypass on the non-return valve 6.
  • the injector needle 5 is subjected to the action of one or more calibration springs 10 and controls the high pressure fuel jets 11 that enter the combustion chamber (not shown) of a piston of a diesel engine (not represented).
  • the cavity containing the calibration spring or springs 10, not connected to the upper pressure, is in communication with said low pressure return pipe 8.
  • the injection device 1 comprises, on the side of the injector 4, a control device 20 acting directly on the injector needle 5 to improve steering both at opening and closing.
  • This device control 20 includes a first discharge circuit 21 bypass between the fuel supply 7 and return 8 pipes. It has an opening calibrated 23, a calibrated valve 24 and a solenoid valve 25 controlled by a solenoid 26.
  • the control device 20 also includes a second parallel discharge circuit 21 ′ on the first and comprising a calibrated discharge valve 22 and a discharge orifice calibrated 27 provided on the return pipe 8. This second discharge circuit 21 'is in communication with the injector needle 5 upstream of the discharge orifice 27.
  • Each Diesel engine injector 4 will receive the same control device 20.
  • the calibrated orifice 23, also called nozzle, is integrated in the valve discharge 22 ( Figure 6), this valve comprising a calibrated return spring 22 '.
  • the valve calibrated 24 comprises a calibrated return spring 24 'and radial orifices 28 (FIG. 7).
  • the solenoid valve 25 includes a return spring 25 '.
  • the discharge port 27, called also nozzle, connects the second discharge circuit 21 'to the low return line 8 pressure between parts C and D.
  • the first discharge circuit 21 is bypassed with the high pressure supply line 7, passes through the calibrated orifice 23, the calibrated valve 24 and the solenoid valve 25 to the low pressure return line 8.
  • This first circuit discharge 21 is divided into a second parallel discharge circuit 21 'crossing the discharge valve 22 and discharge port 27 to the return line 8.
  • the cavity 13 of the calibration spring 10 is in communication with this second discharge circuit parallel 21 'upstream of the discharge orifice 27.
  • the construction choices and the modes of operation of the injection device 1 according to the invention it is possible to envisage different variants.
  • the calibrated valve 24 can be placed upstream, as in FIGS. 1 to 8, or in downstream of the solenoid valve 25 with reference to FIG. 9.
  • This configuration has the effect of limit the volume closed between the calibrated orifice 23 and the seat of the solenoid valve 25.
  • the the operating precision of the discharge valve 22 is improved and the possibility to better slow its closing by using a smaller calibrated orifice 23 becomes possible without risk of inadvertent opening due to pressure pulsations.
  • FIGS. 8 and 9 are cumulative.
  • an injection pump 3 having a control of the quantity injected by ramps on the pump piston, which allows either to limit the pumped quantity to optimize the energy required for pumping, i.e. to control injection in emergency mode.
  • This backup mode is then obtained by leaving the solenoids, or by forcing mechanically, with a view to permanent closing the solenoids.
  • control device 20 it is still possible to apply the control device 20 to an injection line shortened, possibly until the supply line 7 high is removed pressure, including an injector pump.
  • a delay port 31 is interposed between the calibrated orifice 23 and the return pipe 8, whether upstream, downstream or incorporated into the calibrated valve 24 or the controlled solenoid valve 25. This orifice delay 31 can therefore be added to any configuration of the injection device 1 previously described.
  • FIG. 11 illustrate five alternative embodiments making it possible to jointly control all the injectors of the same engine.
  • the low pressure return pipes 8 are connected together to a common return gallery 32 comprising a return valve 33 allowing the pressurization of the pipes 8 and therefore the adjustment of the opening pressure of the needles injector 5.
  • the common and external adjustment of the back pressure applied to the control devices 20 is not provided.
  • the configuration of FIG. 12 is similar to that of FIG. 11 with the only difference that the calibrated valve 24 has been removed to avoid any difference in behavior of the individual calibrated valves 24.
  • the control devices 20 do not comprise a calibrated valve 24 and are connected together at the outlet of the controlled solenoid valves 25, to a common control gallery 34.
  • This common control gallery 34 is connected to the gallery of common return 32 by a control valve 35 allowing the pressurization of the control devices 20 as well as the adjustment of the pre-injection dosage. In this case, the common and external adjustment of the opening pressure of the injector needles is not provided.
  • the common control galleries 34 and return 32 are separated and each connected to its valve 35 and 33. It is therefore possible to adjust the pressure of the control devices 20, the pressure of opening of the injector needles 5 as well as the dosage of the pre-injection.
  • the configuration of Figure 15 is similar to that of Figure 13 with the only difference that the common return gallery 32 is supplemented by its return valve 33. It is therefore possible to adjust the pressure of the pressure devices in common and externally control 20 by modulating the pressure difference between the control galleries 34 and return 32, the opening pressure of the injector needles 5 as well as the pre-injection dosage.
  • Figures 16 to 19 are similar to Figures 2, 3, 4 and 6 and illustrate a form of preferred embodiment of an injection device corresponding substantially to FIG. 14 and simplified by the absence of the piston acting on the injector needle.
  • the device control 20 is fully integrated into an injector assembly 40 containing the injector 4 and composed of parts A to E. The differences lie in the fact that the circuits of return and control are separated.
  • Room C receives return line 8 which communicates directly with the cavity 13 of the calibration spring 10 of the injector needle 5 by the discharge orifice 27.
  • This return pipe 8 is intended to be connected to the common and exterior return gallery 32.
  • line 36 is intended to be connected to the common and external control gallery 34.
  • Room E is supplemented by the delay orifice 31 and a conduit 37 connecting this delay port 31 with the solenoid valve controlled 25.
  • the calibrated orifice 23 is also integrated into the discharge valve 22 ( Figure 19) and the delay orifice 31 is arranged coaxially with this relief valve 22 and at its calibrated orifice 23.
  • the calibrated valve 24 has been eliminated.
  • Figures 20 and 21 are views similar to Figures 16 and 17. They illustrate only parts C and D of the injector assembly 40 to show a variant of embodiment in which the injector needle 5 is closed by the action of a piston 30.
  • This piston 30 is housed and guided in a cavity 38 arranged coaxially and just above of the cavity 13.
  • This cavity 38 is surmounted by a compression chamber 39 receiving the upper part of the piston 30 and being in communication with the discharge circuit parallel 21 '.
  • This piston 30 is held in abutment against the injector needle 5 by a spring 41. It also has an internal conduit replacing the discharge orifice 27 which puts the compression chamber 39 into communication with the return pipe 8.
  • the operation is similar to that of the embodiment previous. The only difference is that the addition of piston 30 allows considerably reduce the volume to be compressed to close the injector needle 5.
  • these can be produced for example by machining of a groove is helical on the cylindrical part of the valve guide, the valve, piston or force-fitted pin, either spirally on a flat surface in contact with another surface
  • each diagram is represented four curves a to d corresponding from top to bottom to the lifting of the injector needle 5 (curve a), to the flow of fuel injected by the nozzles 12 into the combustion chamber of a piston d a diesel engine (curve b), at the pressure supplied by the injection pump 3 (curve C) and at the pressure in the pipe 7 at the inlet of the injector 4 (curve d).
  • curves are represented as a function of time for a fraction of the cycle.
  • FIG. 22 represents the injection diagram of a conventional and known injection device corresponding to the prior art of the invention. It is clearly observed that the end of the injection is very inefficient which is detrimental to the performance of the engine and to the emissions of smoke.
  • FIG. 23 represents the injection diagram of the injection device of FIG. 1, in which the control of the closing of the injector needle 5 is carried out by the control device 20. It is observed that the end of the injection is very much improved. On the other hand, the start of the injection remains abrupt, which can generate combustion noises.
  • FIG. 24 represents the injection diagram of the injection device of FIG. 8, in which the injector needle 5 is controlled by the piston 30. It is observed that the end of injection is further improved. This solution is therefore very satisfactory for the performance of the engine. However, combustion noises are still present.
  • FIG. 23 represents the injection diagram of the injection device of FIG. 1, in which the control of the closing of the injector needle 5 is carried out by the control device 20. It is observed that the end of the injection is very much improved. On the other hand, the start of

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)

Claims (13)

  1. Kraftstoffeinspritzvorrichtung (1) für mit einer Einspritzpumpe (3) mit stoßweiser Förderung ausgerüstete Dieselmotoren, wobei die Vorrichtung pro Kolben mindestens eine Einspritzdüse (4) aufweist, die eine austarierte Einspritzdüsennadel (5) aufnimmt, die dafür vorgesehen ist, kalibrierte Kraftstoffstrahlen (11) unter Druck in die Verbrennungskammer des Kolbens einzuspritzen, eine Hochdruck-Kraftstoffversorgungsleitung (7) und eine Niederdruck-Kraftstoffrücklaufleitung (8), dadurch gekennzeichnet, daß sie eine Steuervorrichtung (20) zum Öffnen und Schließen der Nadel (5) aufweist, wobei die Vorrichtung einen ersten Auslaßkreislauf (21) aufweist, der die Versorgungsleitung (7) und die Rücklaufleitung (8) für den Kraftstoff miteinander verbindet, mit einer kalibrierten Öffnung (23) versehen und durch ein Magnetventil (25) gesteuert ist, sowie einen zweiten Auslaßkreislauf (21'), der parallel zu dem ersten angeordnet ist und ein austariertes Auslaßventil (22) und eine auf der Rücklaufleitung (8) angeordnete Auslaßöffnung (27) aufweist, wobei der zweite Auslaßkreislauf (21') mit der Auslaßöffnung (27) mit der Einspritzdüsennadel (5) stromaufwärts in Verbindung steht, wobei das Auslaßventil (22) angeordnet ist, um gleichzeitig die Progression des Einspritzbeginns und die Abschlußschnelligkeit dieser Einspritzung durch Umleitung des nicht eingespritzten Kraftstoffflusses in Richtung der Auslaßöffnung (27) sicherzustellen, das durch Druckentlastung der Versorgungsleitung (7) einen Schließdruck auf die Einspritzdüsennadel (5) erzeugt.
  2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der erste Auslaßkreislauf (21) ein stromaufwärts oder stromabwärts des Magnetventils (25) angeordnetes austariertes Sperrventil (24) aufweist, das so angeordnet ist, daß es die Einspritzvorrichtung (1) zwischen zwei Einspritzungen auf einem erforderlichen Druckniveau hält.
  3. Vorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Steuervorrichtung (20) während dem Einspritzzyklus von dem Hochdruck-Kraftstoffeinspritzkreislauf (7) getrennt ist, wobei das Auslaßventil (22) und das Magnetventil (25) geschlossen sind.
  4. Vorrichtung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß der Schließdruck direkt auf die Einspritzdüsennadel (5) aufgebracht wird.
  5. Vorrichtung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß der Schließdruck mittels eines Kolbens (30) auf die Einspritzdüsennadel (5) aufgebracht wird.
  6. Vorrichtung nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß die Steuervorrichtung (20) eine stromabwärts der kalibrierten Öffnung (23) angeordnte Verzögerungsöffnung (31) aufweist, die angeordnet ist, um das Öffnen des Auslaßventils (22) so zu verzögern, daß die momentane Öffnung der Einspritzdüsennadel (5) veranlaßt wird, um eine Kraftstoffvoreinspritzung zu bewirken.
  7. Vorrichtung nach einem beliebigen der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß die kalibrierte Öffnung (23) in dem Auslaßventil (22) integriert ist.
  8. Vorrichtung nach einem beliebigen der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß die Öffnungen, Ventil, Sperrventil und Magnetventil (22-25,27,31) der Steuervorrichtung (20) teilweise oder vollständig in der die Einspritzdüse (4) tragenden Einheit integriert sind.
  9. Kraftstoffeinspritzvorrichtung (1), die mehrere Einspritzdüsen für einen und denselben Dieselmotor aufweist, nach einem beliebigen der vorangegangenen Ansprüche, dadurch gekennzeichnet, daß die Kraftstoffrücklaufleitungen (8) einer jeden Einspritzdüse (4) durch eine gemeinsame Rücklaufpassage (32) miteinander verbunden sind.
  10. Vorrichtung nach Anspruch 9, dadurch gekennzeichnet, daß die gemeinsame Rücklaufpassage (32) einem austarierten Rücklauf-Sperrventil (33) unterworfen ist, das dafür vorgesehen ist, ein erforderliches Druckniveau in den Rücklaufleitungen (8) einer jeden Einspritzdüse aufrechtzuerhalten.
  11. Vorrichtung nach Anspruch 9 oder 10, dadurch gekennzeichnet, daß die ersten Auslaßkreisläufe (21) durch eine gemeinsame Steuerpassage (34) miteinander verbunden sind.
  12. Vorrichtung nach Anspruch 11, dadurch gekennzeichnet, daß die gemeinsame Steuerpassage (34) einem austarierten Rücklauf-Steuer-Sperrventil (35) unterworfen ist, das dafür vorgesehen ist, ein erforderliches Druckniveau in den Auslaßkreisläufen (21) einer jeden Einspritzdüse aufrechtzuerhalten.
  13. Vorrichtung nach Anspruch 11, dadurch gekennzeichnet, daß die gemeinsame Rücklaufpassage (32) und die Steuerpassage (34) durch ein austariertes Rücklauf-Steuer-Sperrventil (35) miteinander verbunden sind.
EP98938739A 1997-07-16 1998-07-13 Kraftstoffeinspritzvorrichtung für dieselmotoren Expired - Lifetime EP0995031B1 (de)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
FR9709196A FR2766238B1 (fr) 1997-07-16 1997-07-16 Dispositif d'injection de combustible pour moteurs diesel
FR9709196 1997-07-16
FR9802938A FR2775736B1 (fr) 1998-03-06 1998-03-06 Dispositif d'injection de combustible pour moteurs diesel
FR9802938 1998-03-06
PCT/FR1998/001524 WO1999004160A1 (fr) 1997-07-16 1998-07-13 Dispositif d'injection de combustible pour moteurs diesel

Publications (2)

Publication Number Publication Date
EP0995031A1 EP0995031A1 (de) 2000-04-26
EP0995031B1 true EP0995031B1 (de) 2002-01-02

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EP98938739A Expired - Lifetime EP0995031B1 (de) 1997-07-16 1998-07-13 Kraftstoffeinspritzvorrichtung für dieselmotoren

Country Status (8)

Country Link
US (1) US6189509B1 (de)
EP (1) EP0995031B1 (de)
JP (1) JP2001510265A (de)
AT (1) ATE211525T1 (de)
AU (1) AU8735198A (de)
DE (1) DE69803384T2 (de)
ES (1) ES2171038T3 (de)
WO (1) WO1999004160A1 (de)

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DE10012552A1 (de) * 2000-03-15 2001-09-27 Bosch Gmbh Robert Einspritzeinrichtung mit einem Aktor zur Nadelhubsteuerung
WO2001075297A1 (fr) * 2000-03-31 2001-10-11 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Injecteur de carburant du type a accumulateur
GB0008598D0 (en) * 2000-04-07 2000-05-31 Delphi Tech Inc Fuel system
DE10111293B4 (de) * 2001-03-09 2008-11-20 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
DE10113654A1 (de) * 2001-03-21 2002-09-26 Bosch Gmbh Robert Kraftsotffeinspritzeinrichtung für Brennkraftmaschinen
US6871629B2 (en) * 2001-07-31 2005-03-29 Thermo King Corporation Refrigeration system with low-fuel shutdown
SE523498C2 (sv) * 2001-08-17 2004-04-27 Volvo Teknisk Utveckling Ab Förfarande för att styra bränsleinsprutningen till ett förbränningsrum samt en bränsleinsprutningsanordning för att genomföra förfarandet
DE10154802A1 (de) * 2001-11-08 2003-05-22 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10158660A1 (de) * 2001-11-30 2003-06-12 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
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Also Published As

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EP0995031A1 (de) 2000-04-26
ES2171038T3 (es) 2002-08-16
DE69803384T2 (de) 2002-09-26
JP2001510265A (ja) 2001-07-31
AU8735198A (en) 1999-02-10
WO1999004160A1 (fr) 1999-01-28
DE69803384D1 (de) 2002-02-28
ATE211525T1 (de) 2002-01-15
US6189509B1 (en) 2001-02-20

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