EP1297253A1 - Fuel injection device for internal combustion engines - Google Patents
Fuel injection device for internal combustion enginesInfo
- Publication number
- EP1297253A1 EP1297253A1 EP01953802A EP01953802A EP1297253A1 EP 1297253 A1 EP1297253 A1 EP 1297253A1 EP 01953802 A EP01953802 A EP 01953802A EP 01953802 A EP01953802 A EP 01953802A EP 1297253 A1 EP1297253 A1 EP 1297253A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- valve
- sealing surface
- injection device
- fuel injection
- control
- 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.)
- Granted
Links
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- 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
- F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
- F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
- F02M63/0005—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using valves actuated by fluid pressure
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/86493—Multi-way valve unit
- Y10T137/86574—Supply and exhaust
- Y10T137/8667—Reciprocating valve
- Y10T137/86694—Piston valve
- Y10T137/8671—With annular passage [e.g., spool]
Definitions
- a fuel injection device known from DE 197 01 879 AI uses an electrically controlled 3/2-way valve to control the injection times and injection quantities.
- Control valve with a control piston guided in an axial through-hole, which alternately connects a high-pressure line leading to an injection valve with a supply line supplying fuel from a high-pressure accumulator (common rail) or with a relief line.
- the through hole is divided into three annular spaces by two valve seats, into which the supply line, the high pressure line and the relief line each open.
- the control piston closes one valve seat during a stroke movement when it releases the other valve seat.
- control piston has two valve sealing surfaces interacting with the valve seats, the distance between them being greater than the distance between the two valve seats. Therefore, the supply line, ie the high-pressure side, is also briefly connected directly to the relief line, ie to leakage oil, during a stroke movement of the control piston, so that part of the fuel is diverted via the relief line.
- the quantity that is discharged depends on the pressure prevailing in the high-pressure accumulator and is in some cases considerably higher than the injection quantity.
- control valve can also be used to control the injection cross-section.
- the same valves can advantageously be used to control the injection quantity and the injection cross section.
- Fig. 1 shows a first exemplary embodiment in a schematic overall representation, a control valve used for the injection being shown in enlarged form. ter detailed view is shown;
- Fig. 2 is an enlarged sectional view through the control valve of Fig. 1;
- FIGS. 3 and 4 are diagrams showing opening cross sections of the control valve of FIG. 2 as a function of its stroke movement
- Fig. 5 shows the block diagram of the control valve of Fig. 2;
- Fig. 6 shows a second embodiment in which the control valve of Fig. 2 is used for cross-sectional control of injection valves.
- the first exemplary embodiment of a fuel injection device for internal combustion engines which is designated by 1 in FIG.
- the high-pressure fuel is discharged via supply lines 7 to the individual pressure-controlled injection valves 8 projecting into the combustion chamber of the internal combustion engine to be supplied.
- each injection valve 8 has one electrically actuated control valve 9 in the form of a 3/2-way valve assigned.
- the control valve 9 has an axial through-bore 10 with an upper, middle and lower annular space 11, 12, 13 and as a control valve member a control piston 14 guided in the through-bore 10.
- the supply line 7 opens into the upper annular space 11, and a high-pressure line 15 leads from the central annular space 12, which opens in known manner in the injection valve 8 to an injection cross-section of the injection valve 8 that can be controlled by a valve needle 16 of the injection valve 8.
- the control piston 14 alternately connects the middle annular space 12 to the upper annular space 11 or to the lower annular space 13, from which a relief line 17 leading to the low-pressure space 4 branches off.
- the adjustment movement of the control piston 14 is controlled by a solenoid valve 18 which is controlled by an electrical control device (not shown) which processes a large number of operating parameters of the internal combustion engine to be supplied.
- the middle annular space 12 is separated from the upper annular space 11 by a conical first valve seat 19 and from the lower annular space 13 by a second valve seat 20.
- the cross section of the control piston 14 tapers off its upper end initially via two conical upper ring end faces onto a central piston section 21, opposite which a slide head 22 is widened at its lower end.
- the diameter of the central piston section 21 is in each case smaller than the opening diameter of the upper and lower Valve seat 19, 20.
- the first upper annular end face 23 is provided in the area of the upper annular space 11, and the second upper annular end face forms a first conical valve sealing surface 24, which interacts with the first valve seat 19.
- This first sealing seat which is formed between the valve sealing surface 24 and the first valve seat 19, closes the upper annular space 11 from the central annular space 12.
- the control piston 14 Adjacent to its conical first valve sealing surface 24, the control piston 14 has a further valve sealing surface 25, which is formed by the lower edge of an annular collar 26 is.
- the collar 26 is milled with little play in the first valve seat 19, and its lower edge forms a slide valve together with the first valve seat 19.
- the distance between the valve sealing surface 25 and the first valve sealing surface 24, ie the length of the annular collar, is denoted by hl.
- a second valve sealing surface 27 designed as a valve control edge on the slide head 21 interacts with the second valve seat 20, the second sealing cross section formed between them closing the connection between the middle and the lower annular space 12, 13.
- the closing stroke of the slide valve formed by the second valve seat 20 and the valve sealing surface 27 is designated h.2 and is at most as long as the length hl, ie hl ⁇ h.2.
- the fuel is discharged from the lower annular space 13 into the relief line 17 via a blind bore 29 open to the lower end face 28 of the control piston 14, from which a transverse bore 30 designed as a throttle point leads away and opens into the lower annular space 13.
- a hydraulic working chamber 31 is provided for actuating the control piston 14 and is located in the through bore 10 is delimited by the upper end face 32 of the control piston 14 and to the solenoid valve 18 by an intermediate disk 33.
- a relief duct 34 leading away from the working space 31 is provided, which can be connected to the low-pressure space 4 via the solenoid valve 18 (FIG. 1).
- a fill bore 35 with a transverse opening 36 is provided in the control piston 14, the cross section of which is smaller than the cross section of the relief duct 34 and which therefore forms a throttle point.
- the transverse opening 36 extends below the first annular end face 23 of the control piston 14, so that the working space 31 is connected to the supply line 7 at all times via the filling bore 35.
- the fuel injection device 1 shown in FIGS. 1 and 2 operates in the following manner.
- a high-pressure fuel is built up in the common high-pressure accumulator 6 via the high-pressure fuel pump 2, which continues via the various supply lines 7 to the respective control valves 9.
- the solenoid valve 18 is de-energized before the start of the injection phase, so that the relief channel 34 is closed.
- the working space 31 is filled with high-pressure fuel via the filling hole 35 and presses the control piston 14 against the first valve seat 19 against the first valve seat 19 due to the area ratio between the end face 32 and the first annular end face 23.
- the second sealing cross section between the second valve sealing surface 27 and the second valve seat 20 opened so that the pressure in the high-pressure channel 15 can relax to a certain residual pressure in the relief line 17. If an injection is to take place at the injection valve 8, the solenoid valve 18 is first energized and the relief channel 34 to the low-pressure chamber 4 is thus released. Since the cross section of the relief duct 34 is larger than that of the transverse opening 36 in the filling bore 35, the pressure in the working space 31 relaxes very quickly via the relief duct 34 into the low-pressure space 4
- the ring face 23 of the high fuel pressure is now sufficient to displace the control piston 14.
- the first valve sealing surface 24 first lifts off the first valve seat 19, the valve sealing surface 25 still closing the connection to the central annular space 12 despite this opened first sealing seat.
- the second sealing seal is closed by the valve control edge 27 resting on the second valve seat 20.
- the valve sealing surface 25 releases the first sealing seat, and the fuel under high pressure in the supply line 7 flows at the middle Piston section 21 into the high-pressure channel 15 to the injection valve 8 and lifts the valve needle 16 in a known manner against the restoring force of a valve spring 37 from its needle seat, so that the fuel at the injection valve 8 is injected into the combustion chamber of the internal combustion engine to be supplied via injection openings 38.
- the high-pressure injection at the injection valve 8 is ended by the solenoid valve 18 being de-energized again.
- a closing pressure can build up again in the working space 31 via the filling bore 35, so that the valve sealing surface 25 closes the first valve seat 19 again and the connection of the supply line 7 to the high pressure channel 15 is closed again.
- the second sealing seat between the valve control edge 27 and the second valve seat 20 is opened again, so that the pressure in the high-pressure channel 15 located high fuel pressure very quickly relaxed in the relief line 17, which has a rapid needle closing on the fuel injection valve 8 results.
- FIG. 6 40 designates a second exemplary embodiment of a fuel injection device for internal combustion engines with pressure and cross-section-controlled injection valves 41.
- an injection line 42 leads to each injection valve 41, which in a known manner opens in the injection valve 41 up to an injection cross-section of the injection valve 41 that can be controlled by a valve needle 43 of the injection valve 41.
- the injection is controlled by the control valve 9 in the injection line 42.
- the end face 45 of the nozzle needle 43 facing away from the injection openings 44 of the injection valve 41 delimits a chamber 46 which can be connected to the low-pressure chamber 4 via a relief line 47.
- This connection is controlled hydraulically by a 2/2-way control valve 48, the control line designed as high-pressure line 49 can be connected via the control valve 9 "to a supply line 50 of the high-pressure accumulator 6 or to the relief line 17 Control line, ie when the control valve 9 'is deenergized, the 2/2-way control valve 48 is closed.
- valve needle 43 By energizing the control valve 9, the valve needle 43 is raised from its needle seat against the restoring force of a valve spring 51 via a rise in pressure, so that the fuel at the injection valve 8 via the injection openings 44 into the combustion chamber of the internal combustion engine to be supplied.
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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)
Abstract
The invention relates to a fuel injection device (1) for internal combustion engines, comprising an electrically-activated control valve (9) having an axial through hole (10) which is sub-divided into three ring chambers (11, 12, 13) by means of two valve seats (19, 20). A supply line (7) for fuel under high pressure, a high pressure fuel line (15) leading to an injection valve (8), and a discharge line (17) are respectively connected to said ring chambers. A control piston (14) leads into the through hole (10), comprising two valve sealing surfaces (24, 27) which co-operate respectively with both valve seats (19, 20). According to the invention, the control piston (14) also comprises a further valve sealing surface (25) which co-operates with the first valve seat (19), the distance (h1) thereof from the first valve sealing surface (24) being at least the same as the distance (h2) between the second valve sealing surface (27) and the second valve seat (20) when the first seal seat is closed. A connection between the supply line (7) and the discharge line (17) is thereby definitely avoided.
Description
Kraftstoffeinspritzvorrichtunq für Brennkraftmaschinen Fuel injection device for internal combustion engines
Beschreibungdescription
Stand der TechnikState of the art
Die Erfindung geht von einer Kraftstoffeinspritzvorrich- tung nach der Gattung des Patentanspruchs 1 aus. Eine sol- ehe aus der DE 197 01 879 AI bekannte Kraftstoffeinspritz- vorrichtung verwendet zur Steuerung der Einspritzzeiten und Einspritzmengen ein elektrisch angesteuertes 3/2-Wege-
Steuerventil mit einem in einer axialen Durchgangsbohrung geführten Steuerkolben, der eine zu einem Einspritzventil abgehende Hochdruckleitung wechselnd mit einer Kraftstoff aus einem Hochdruckspeicher (Common Rail) zuführenden Zu- fuhrleitung oder mit einer Entlastungsleitung verbindet. Dazu ist die Durchgangsbohrung durch zwei Ventilsitze in drei Ringräume unterteilt, in die die Zufuhrleitung, die Hochdruckleitung und die Entlastungsleitung jeweils münden. Der Steuerkolben verschließt bei einer Hubbewegung jeweils den einen Ventilsitz, wenn er den anderen Ventilsitz freigibt. Dazu weist der Steuerkolben zwei mit den Ventilsitzen zusammenwirkende Ventildichtflächen auf, deren Abstand größer ist als der Abstand der beiden Ventilsitze. Daher ist die Zufuhrleitung, d.h. die Hochdrucksei- te, während einer Hubbewegung des Steuerkolbens kurzzeitig auch mit der Entlastungsleitung, d.h. mit Lecköl, direkt verbunden, so daß ein Teil des Kraftstoffs über die Entlastungsleitung abgesteuert wird. Die abgesteuerte Menge ist von dem im Hochdruckspeicher herrschenden Druck abhängig und liegt teilweise erheblich über der Einspritzmenge.The invention is based on a fuel injection device according to the preamble of claim 1. A fuel injection device known from DE 197 01 879 AI uses an electrically controlled 3/2-way valve to control the injection times and injection quantities. Control valve with a control piston guided in an axial through-hole, which alternately connects a high-pressure line leading to an injection valve with a supply line supplying fuel from a high-pressure accumulator (common rail) or with a relief line. For this purpose, the through hole is divided into three annular spaces by two valve seats, into which the supply line, the high pressure line and the relief line each open. The control piston closes one valve seat during a stroke movement when it releases the other valve seat. For this purpose, the control piston has two valve sealing surfaces interacting with the valve seats, the distance between them being greater than the distance between the two valve seats. Therefore, the supply line, ie the high-pressure side, is also briefly connected directly to the relief line, ie to leakage oil, during a stroke movement of the control piston, so that part of the fuel is diverted via the relief line. The quantity that is discharged depends on the pressure prevailing in the high-pressure accumulator and is in some cases considerably higher than the injection quantity.
Vorteile der ErfindungAdvantages of the invention
Die e findungsgemäße Kraftstoffeinspritzvorrichtung fürThe inventive fuel injection device for
Brennkraftmaschinen mit den kennzeichnenden Merkmalen des Patentanspruchs 1 hat demgegenüber den Vorteil , daß durch die weitere Ventildichtfläche eine direkte Verbindung zwischen Hochdruckseite und Lecköl sicher verhindert ist. Dies führt zu deutlich reduzierten Absteuermengen und erhöht den hydraulischen Wirkungsgrad.
Bei einem druckgesteuerten Einspritzventil kann das Steuerventil eingesetzt werden, um einen von einer Ventilnadel des Einspritzventils aufsteuerbaren Einspritzquerschnitt des Einspritzventils entweder mit der Zufuhrleitung oder mit der Entlastungsleitung zu verbinden. Die erforderliche Fördermenge der die Hochdruckseite, z.B. einen Hochdruckspeicher, versorgenden Kraftstoffhochdruckpumpe ist somit geringer, und außerdem ist die Temperaturbelastung des Kraftstofftanksystems durch reduzierte Rücklaufmengen mit hoher Absteuertemperatur verringert.Internal combustion engines with the characterizing features of claim 1 have the advantage that a direct connection between the high pressure side and leakage oil is reliably prevented by the further valve sealing surface. This leads to significantly reduced discharge quantities and increases hydraulic efficiency. In the case of a pressure-controlled injection valve, the control valve can be used to connect an injection cross-section of the injection valve that can be opened by a valve needle of the injection valve either to the supply line or to the relief line. The required delivery rate of the fuel high-pressure pump supplying the high-pressure side, for example a high-pressure accumulator, is thus lower, and moreover the temperature load on the fuel tank system is reduced by reduced return quantities with a high shutdown temperature.
Bei einem druck- und querschnittsgesteuerten Einspritzventil kann das Steuerventil auch zur Steuerung des Ein- spritzquerschnitts eingesetzt werden. Vorteilhafterweise können gleiche Ventile für die Steuerung der Einspritzmenge und des Einspritzquerschnitts verwendet werden.In the case of a pressure and cross-section-controlled injection valve, the control valve can also be used to control the injection cross-section. The same valves can advantageously be used to control the injection quantity and the injection cross section.
Weitere Vorteile und vorteilhafte Ausgestaltungen des Gegenstands der Erfindung sind der Beschreibung, der Zeich- nung und den Ansprüchen entnehπtbar.Further advantages and advantageous configurations of the subject matter of the invention can be found in the description, the drawing and the claims.
Zeichnungdrawing
Zwei Ausführungsbeispiele der erfindungsgemäßen Kraftstof - f einspritzvorrichtung für Brennkraftmaschinen sind in der Zeichnung dargestellt und werden in der nachfolgenden Beschreibung näher erläutert . Es zeigen :Two exemplary embodiments of the fuel injection device according to the invention for internal combustion engines are shown in the drawing and are explained in more detail in the description below. Show it :
Fig . 1 ein erstes Ausf ührungsbeispiel in einer schemati schen Gesamtdarstellung, wobei ein für die Einspritzung verwendetes Steuerventil in vergrößer-
ter Detailansicht dargestellt ist;Fig. 1 shows a first exemplary embodiment in a schematic overall representation, a control valve used for the injection being shown in enlarged form. ter detailed view is shown;
Fig. 2 eine vergrößerte Schnittansicht durch das Steuerventil der Fig. 1;Fig. 2 is an enlarged sectional view through the control valve of Fig. 1;
Fign. 3 und 4 Diagramme, die Öffnungsquerschnitte des Steuerventils der Fig. 2 in Abhängigkeit seiner Hubbewegung zeigen;FIGS. 3 and 4 are diagrams showing opening cross sections of the control valve of FIG. 2 as a function of its stroke movement;
Fig. 5 das Blockschaltbild des Steuerventils der Fig. 2; undFig. 5 shows the block diagram of the control valve of Fig. 2; and
Fig. 6 ein zweites Ausführungsbeispiel, bei dem das Steuerventil der Fig. 2 zur Querschnittssteuerung von Einspritzventilen verwendet wird.Fig. 6 shows a second embodiment in which the control valve of Fig. 2 is used for cross-sectional control of injection valves.
Beschreibung der AusführungsbeispieleDescription of the embodiments
Das in Fig. 1 insgesamt mit 1 bezeichnete erste Ausführungsbeispiel einer Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen weist eine Kraftstoffhochdruckpumpe 2 auf, die saugseitig über eine Kraftstofforderleitung 3 mit einem kraftstoffgefüllten Niederdruckraum 4 und druckseitig über die Förderleitung 5 mit einem Hochdruckspeicher (Common Rail) 6 verbunden ist. Von diesem Hochdruckspeicher 6 wird der unter Hochdruck stehende Kraftstoff über Zufuhrleitungen 7 zu den einzelnen, in den Brennraum der zu versorgenden Brennkraftmaschine ragenden druckgesteuerten Einspritzventile 8 abgeführt. Zur Steuerung des Einspritzvorganges ist jedem Einspritzventil 8 jeweils ein
elektrisch betätigbares Steuerventil 9 in Form eines 3/2- Wegeventils zugeordnet.The first exemplary embodiment of a fuel injection device for internal combustion engines, which is designated by 1 in FIG. From this high-pressure accumulator 6, the high-pressure fuel is discharged via supply lines 7 to the individual pressure-controlled injection valves 8 projecting into the combustion chamber of the internal combustion engine to be supplied. To control the injection process, each injection valve 8 has one electrically actuated control valve 9 in the form of a 3/2-way valve assigned.
Das Steuerventil 9 weist eine axiale Durchgangsbohrung 10 mit einem oberen, mittleren und unteren Ringraum 11, 12, 13 und als Steuerventilglied einen in der Durchgangsbohrung 10 geführten Steuerkolben 14 auf. In den oberen Ringraum 11 mündet die Zufuhrleitung 7, und vom mittleren Ringraum 12 geht eine Hochdruckleitung 15 ab, die in be- kannter Weise im Einspritzventil 8 bis an einen von einer Ventilnadel 16 des Einspritzventils 8 aufsteuerbaren Einspritzquerschnitt des Einspritzventils 8 mündet. Der Steuerkolben 14 verbindet den mittleren Ringraum 12 wechselnd mit dem oberen Ringraum 11 oder mit dem unteren Ringraum 13, von dem eine zum Niederdruckraum 4 führende Enla- stungsleitung 17 abgeht. Die Verstellbewegung des Steuerkolbens 14 wird dabei von einem Magnetventil 18 gesteuert, das von einem elektrischen Steuergerät (nicht dargestellt) angesteuert wird, welches eine Vielzahl von Betriebspara- metern der zu versorgenden Brennkraftmaschine verarbeitet.The control valve 9 has an axial through-bore 10 with an upper, middle and lower annular space 11, 12, 13 and as a control valve member a control piston 14 guided in the through-bore 10. The supply line 7 opens into the upper annular space 11, and a high-pressure line 15 leads from the central annular space 12, which opens in known manner in the injection valve 8 to an injection cross-section of the injection valve 8 that can be controlled by a valve needle 16 of the injection valve 8. The control piston 14 alternately connects the middle annular space 12 to the upper annular space 11 or to the lower annular space 13, from which a relief line 17 leading to the low-pressure space 4 branches off. The adjustment movement of the control piston 14 is controlled by a solenoid valve 18 which is controlled by an electrical control device (not shown) which processes a large number of operating parameters of the internal combustion engine to be supplied.
Wie die in Fig. 2 gezeigte vergrößerte Schnittansieht des Steuerventils 9 zeigt, ist der mittlere Ringraum 12 vom oberen Ringraum 11 durch einen konischen ersten Ventilsitz 19 und vom unteren Ringraum 13 durch einen zweiten Ventilsitz 20 getrennt.. Der Querschnitt des Steuerkolbens 14 verjüngt sich von seinem oberen Ende zunächst über zwei konisch ausgebildete obere Ringstirnflächen auf einen mittleren Kolbenabschnitt 21, gegenüber dem ein Schieber- köpf 22 an seinem unteren Ende verbreitert ist. Der Durchmesser des mittleren Kolbenabschnitts 21 ist jeweils kleiner als der Öffnungsdurchmesser des oberen und des unteren
Ventilsitzes 19, 20. Die erste obere Ringstirnfläche 23 ist im Bereich des oberen Ringraums 11 vorgesehen, und die zweite obere Ringstirnfläche bildet eine erste konische Ventildichtfläche 24, die mit dem ersten Ventilsitz 19 zu- sammenwirkt . Dieser zwischen der Ventildichtfläche 24 und dem ersten Ventilsitz 19 gebildete erste Dichtsitz verschließt den oberen Ringraum 11 gegenüber dem mittleren Ringraum 12. An seine konische erste Ventildichtfläche 24 unten angrenzend weist der Steuerkolben 14 eine weitere Ventildichtfläche 25 auf, die durch die ünterkante eines Ringbundes 26 gebildet ist. Der Ringbund 26 ist paarungsgeschliffen mit geringem Spiel im ersten Ventilsitz 19 geführt, und seine Unterkante bildet zusammen mit ersten Ventilsitz 19 ein Schieberventil. Der Abstand der Ventil- dichtfläche 25 zur ersten Ventildichtfläche 24, d.h. die Länge des Ringbunds, ist mit hl bezeichnet. Mit dem zweiten Ventilsitz 20 wirkt eine als Ventilsteuerkante ausgebildete zweite Ventildichtfläche 27 am Schieberkopf 21 zusammen, wobei der dazwischen gebildete zweite Dichtquer- schnitt die Verbindung zwischen dem mittleren und dem unteren Ringraum 12, 13 verschließt. Der Schließhub des durch den zweiten Ventilsitz 20 und die Ventildichtfläche 27 gebildeten Schieberventils ist mit h.2 bezeichnet und höchstens so groß wie die Länge hl, d.h. hl ≥ h.2. Die Kraftstoffabfuhr aus dem unteren Ringraum 13 in die Entlastungsleitung 17 erfolgt über eine zur unteren Stirnfläche 28 des Steuerkolbens 14 offene Sackbohrung 29, von der eine als Drosselstelle ausgebildete Querbohrung 30 abführt und in den unteren Ringraum 13 mündet.As the enlarged sectional view of the control valve 9 shown in FIG. 2 shows, the middle annular space 12 is separated from the upper annular space 11 by a conical first valve seat 19 and from the lower annular space 13 by a second valve seat 20. The cross section of the control piston 14 tapers off its upper end initially via two conical upper ring end faces onto a central piston section 21, opposite which a slide head 22 is widened at its lower end. The diameter of the central piston section 21 is in each case smaller than the opening diameter of the upper and lower Valve seat 19, 20. The first upper annular end face 23 is provided in the area of the upper annular space 11, and the second upper annular end face forms a first conical valve sealing surface 24, which interacts with the first valve seat 19. This first sealing seat, which is formed between the valve sealing surface 24 and the first valve seat 19, closes the upper annular space 11 from the central annular space 12. Adjacent to its conical first valve sealing surface 24, the control piston 14 has a further valve sealing surface 25, which is formed by the lower edge of an annular collar 26 is. The collar 26 is milled with little play in the first valve seat 19, and its lower edge forms a slide valve together with the first valve seat 19. The distance between the valve sealing surface 25 and the first valve sealing surface 24, ie the length of the annular collar, is denoted by hl. A second valve sealing surface 27 designed as a valve control edge on the slide head 21 interacts with the second valve seat 20, the second sealing cross section formed between them closing the connection between the middle and the lower annular space 12, 13. The closing stroke of the slide valve formed by the second valve seat 20 and the valve sealing surface 27 is designated h.2 and is at most as long as the length hl, ie hl ≥ h.2. The fuel is discharged from the lower annular space 13 into the relief line 17 via a blind bore 29 open to the lower end face 28 of the control piston 14, from which a transverse bore 30 designed as a throttle point leads away and opens into the lower annular space 13.
Zur Betätigung des Steuerkolbens 14 ist ein hydraulischer Arbeitsraum 31 vorgesehen, der in der Durchgangsbohrung 10
durch die obere Stirnfläche 32 des Steuerkolbens 14 und zum Magnetventil 18 durch eine Zwischenscheibe 33 begrenzt ist. In dieser Zwischenscheibe 33 ist ein vom Arbeitsraum 31 abführender Entlastungskanal 34 vorgesehen, der über das Magnetventil 18 mit dem Niederdruckraum 4 verbindbar ist (Fig. 1) . Zur Befüllung des Arbeitsraumes 31 mit unter hohem Druck stehendem Kraftstoff sind im Steuerkolben 14 eine Füllbohrung 35 mit einer Queröffnung 36 vorgesehen, deren Querschnitt kleiner als der Querschnitt des Entla- stungskanals 34 ist und die daher eine Drosselstelle bildet. Die Querδffnung 36 geht unterhalb der ersten Ring- stirnfläche 23 des Steuerkolbens 14 ab, so daß der Arbeitsraum 31 über die Füllbohrung 35 jederzeit mit der Zufuhrleitung 7 verbunden ist.A hydraulic working chamber 31 is provided for actuating the control piston 14 and is located in the through bore 10 is delimited by the upper end face 32 of the control piston 14 and to the solenoid valve 18 by an intermediate disk 33. In this intermediate disk 33, a relief duct 34 leading away from the working space 31 is provided, which can be connected to the low-pressure space 4 via the solenoid valve 18 (FIG. 1). To fill the working chamber 31 with fuel under high pressure, a fill bore 35 with a transverse opening 36 is provided in the control piston 14, the cross section of which is smaller than the cross section of the relief duct 34 and which therefore forms a throttle point. The transverse opening 36 extends below the first annular end face 23 of the control piston 14, so that the working space 31 is connected to the supply line 7 at all times via the filling bore 35.
Die in den Fig. 1 und 2 gezeigte Kraftstoffeinspritzvor- richtung 1 arbeitet in folgender Weise. Beim Anlaufen des Systems wird zunächst über die Kraftstoffhochdruckpumpe 2 ein Kraftstoffhochdruck im gemeinsamen Hochdruckspeicher 6 aufgebaut, der sich über die verschiedenen Zufuhrleitungen 7 bis an die jeweiligen Steuerventile 9 fortsetzt. Das Magnetventil 18 ist vor Beginn der Einspritzphase stromlos geschaltet, so daß der Entlastungskanal 34 verschlossen ist. Dabei wird der Arbeitsraum 31 über die Füllbohrung 35 mit Kraftstoffhochdruck befüllt und preßt den Steuerkolben 14 aufgrund des Flächenverhältnisses zwischen der Stirnfläche 32 und der ersten Ringstirnfläche 23 mit der ersten Ventildichtfläche 24 gegen den ersten Ventilsitz 19. Somit ist die Verbindung zwischen der Zufuhrleitung 7 und der an den Einspritzquerschnitt am Einspritzventil 8 mündenden Hochdruckleitung 15 verschlossen. Gleichzeitig ist der zweite Dichtquerschnitt zwischen der zweiten Ventildicht-
fläche 27 und dem zweiten Ventilsitz 20 geöffnet, so daß sich der Druck im Hochdruckkanal 15 bis auf einen bestimmten Restdruck in die Entlastungsleitung 17 entspannen kann. Soll eine Einspritzung am Einspritzventil 8 erfol- gen, wird zunächst das Magnetventil 18 bestromt und damit der Entlastungskanal 34 zum Niederdruckraum 4 freigegeben. Da der Querschnitt des Entlastungskanals 34 größer ist als der der Queröffnung 36 in der Füllbohrung 35, entspannt sich der Druck im Arbeitsraum 31 sehr rasch über den Ent- lastungskanal 34 in den Niederdruckraum 4. Der an derThe fuel injection device 1 shown in FIGS. 1 and 2 operates in the following manner. When the system starts up, a high-pressure fuel is built up in the common high-pressure accumulator 6 via the high-pressure fuel pump 2, which continues via the various supply lines 7 to the respective control valves 9. The solenoid valve 18 is de-energized before the start of the injection phase, so that the relief channel 34 is closed. The working space 31 is filled with high-pressure fuel via the filling hole 35 and presses the control piston 14 against the first valve seat 19 against the first valve seat 19 due to the area ratio between the end face 32 and the first annular end face 23. Thus, the connection between the supply line 7 and the closed at the injection cross section at the injection valve 8 high pressure line 15. At the same time, the second sealing cross section between the second valve sealing surface 27 and the second valve seat 20 opened so that the pressure in the high-pressure channel 15 can relax to a certain residual pressure in the relief line 17. If an injection is to take place at the injection valve 8, the solenoid valve 18 is first energized and the relief channel 34 to the low-pressure chamber 4 is thus released. Since the cross section of the relief duct 34 is larger than that of the transverse opening 36 in the filling bore 35, the pressure in the working space 31 relaxes very quickly via the relief duct 34 into the low-pressure space 4
Ringstirnfläche 23 anstehende Kraftstoffhochdruck reicht nunmehr aus, den Steuerkolben 14 zu verschieben. Bei dieser Öffnungshubbewegung hebt zunächst die erste Ventildichtfläche 24 vom ersten Ventilsitz 19 ab, wobei trotz dieses geöffneten ersten Dichtsitzes die Ventildichtfläche 25 die Verbindung zum mittleren Ringraum 12 noch verschließt. Nach einem Hub h.2 wird der zweite Dichtsifcz durch Anlage der Ventilsteuerkante 27 am zweiten Ventilsitz 20 verschlossen. Entweder gleichzeitig, wenn hl gleich h2 ist, oder erst nach einem zusätzlichen Hub, wenn hl größer als h.2 ist, gibt die Ventildichtfläche 25 den ersten Dichtsitz frei, und der in der Zufuhrleitung 7 befindliche, unter hohem Druck stehende Kraftstoff strömt am mittleren Kolbenabschnitt 21 entlang in den Hochdruckkanal 15 zum Einspritzventil 8 und hebt dort in bekannter Weise die Ventilnadel 16 entgegen der Rückstellkraft einer Ventilfeder 37 von deren Nadelsitz, so daß der Kraftstoff am Einspritzventil 8 über Einspritzöffnungen 38 in den Brennraum der zu versorgenden Brennkraftmaschine eingespritzt wird.
Die Hochdruckeinspritzung am Einspritzventil 8 wird durch erneutes Stromlosschalten des Magnetventils 18 beendet. Aufgrund des nun verschlossen Entlastungskanal 34 kann sich über die Füllbohrung 35 erneut ein Schließdruck im Arbeitsraum 31 aufbauen, so daß die Ventildichtfläche 25 erneut den ersten Ventilsitz 19 verschließt und damit die Verbindung der Zufuhrleitung 7 zum Hochdruckkanal 15 wieder verschlossen ist. Entweder gleichzeitig, wenn hl gleich h.2 ist, oder erst nach einem zusätzlichen Hub, wenn hl größer als h.2 ist, wird der zweite Dichtsitz zwischen der Ventilsteuerkante 27 und dem zweiten Ventilsitz 20 erneut aufgesteuert , so daß sich der im Hochdruckkanal 15 befindliche Kraftstoffhochdruck sehr rasch in die Entlastungsleitung 17 entspannt, was ein rasches Nadelschließen am Kraftstoffeinspritzventil 8 zur Folge hat.The ring face 23 of the high fuel pressure is now sufficient to displace the control piston 14. During this opening stroke movement, the first valve sealing surface 24 first lifts off the first valve seat 19, the valve sealing surface 25 still closing the connection to the central annular space 12 despite this opened first sealing seat. After a stroke h.2, the second sealing seal is closed by the valve control edge 27 resting on the second valve seat 20. Either at the same time when hl is equal to h2, or only after an additional stroke when hl is greater than h.2, the valve sealing surface 25 releases the first sealing seat, and the fuel under high pressure in the supply line 7 flows at the middle Piston section 21 into the high-pressure channel 15 to the injection valve 8 and lifts the valve needle 16 in a known manner against the restoring force of a valve spring 37 from its needle seat, so that the fuel at the injection valve 8 is injected into the combustion chamber of the internal combustion engine to be supplied via injection openings 38. The high-pressure injection at the injection valve 8 is ended by the solenoid valve 18 being de-energized again. Due to the now closed relief channel 34, a closing pressure can build up again in the working space 31 via the filling bore 35, so that the valve sealing surface 25 closes the first valve seat 19 again and the connection of the supply line 7 to the high pressure channel 15 is closed again. Either at the same time when hl is equal to h.2, or only after an additional stroke when hl is greater than h.2, the second sealing seat between the valve control edge 27 and the second valve seat 20 is opened again, so that the pressure in the high-pressure channel 15 located high fuel pressure very quickly relaxed in the relief line 17, which has a rapid needle closing on the fuel injection valve 8 results.
In dem Diagramm der Fig. 3 sind die geometrischen Öffnungsquerschnitte AI, A2 am ersten und zweiten Ventilsitz 19, 20 in Abhängigkeit der Hubbewegung des Steuerkolbens 14 aufgetragen, wobei hl gleich h.2 ist. Erst wenn bei einem Hub hl = h.2 der Steuerkolben 14 die Verbindung zwischen der Hochdruckleitung 15 und der Enlastungsleitung 17 verschließt, öffnet der Steuerkolben 14 die Verbindung zwischen Zufuhrleitung 7 und Hochdruckleitung 15.In the diagram in FIG. 3, the geometric opening cross sections AI, A2 are plotted on the first and second valve seats 19, 20 as a function of the stroke movement of the control piston 14, where h1 is h.2. Only when the stroke of the control piston 14 closes the connection between the high-pressure line 15 and the relief line 17 at a stroke hl = does the control piston 14 open the connection between the supply line 7 and the high-pressure line 15.
Der Verlauf der geometrischen Öffnungsquerschnitte AI, A2 , wenn hl größer als h.2 ist, ist im Diagramm der Fig. 4 aufgetragen. In einer Zwischenhubphase zwischen h2 und hl sind beide Öffnungsquerschnitte AI, A2 verschlossen, bis bei einem Hub hl dann der Steuerkolben 14 die Verbindung zwischen Zufuhrleitung 7 und Hochdruckleitung 15 öffnet.
Fig. 5 zeigt das Blockschaltbild des als 3/2 -Wegeventil wirkenden Steuerventils 9, bei dem der zweite Ringraum 12 entweder im stromlosen Zustand mit dem dritten Ringraum 13 oder im bestromten Zustand mit dem ersten Ringraum 11 ver- bunden ist.The course of the geometric opening cross sections AI, A2, if hl is greater than h.2, is plotted in the diagram in FIG. 4. In an intermediate stroke phase between h2 and hl, both opening cross sections AI, A2 are closed until, during a stroke hl, the control piston 14 then opens the connection between the supply line 7 and the high pressure line 15. 5 shows the block diagram of the control valve 9 acting as a 3/2 way valve, in which the second annular space 12 is connected either to the third annular space 13 in the de-energized state or to the first annular space 11 in the energized state.
In Fig. 6 ist mit 40 ein zweites Ausführungsbeispiel einer Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen mit druck- und querschnittsgesteuerten Einspritzventilen 41, bezeichnet. Vom Hochdruckspeicher 6 geht zu jedem Einspritzventil 41 eine Einspritzleitung 42 ab, die in bekannter Weise im Einspritzventil 41 bis an einen von einer Ventilnadel 43 des Einspritzventils 41 aufsteuerbaren Ein- spritzquerschnitt des Einspritzventils 41 mündet. Die Ein- spritzung wird von dem Steuerventil 9 in der Einspritzleitung 42 gesteuert. Die den Einspritzöffnungen 44 des Einspritzventils 41 abgewandte Stirnfläche 45 der Düsennadel 43 begrenzt eine Kammer 46, die über eine Entlastungsleitung 47 mit dem Niederdruckraum 4 verbindbar ist. Diese Verbindung wird hydraulisch durch ein 2/2-Wege-Steuerven- til 48 gesteuert, dessen als Hochdruckleitung 49 ausgelegte Steuerleitung über das Steuerventil 9" mit einer Zufuhrleitung 50 des Hochdruckspeichers 6 oder mit der Entlastungsleitung 17 verbindbar ist. Bei mit Hochdruck be- aufschlagter Steuerleitung, d.h. bei unbestromtem Steuerventil 9', ist das 2/2-Wege-Steuerventil 48 verschlossen.6, 40 designates a second exemplary embodiment of a fuel injection device for internal combustion engines with pressure and cross-section-controlled injection valves 41. From the high-pressure accumulator 6, an injection line 42 leads to each injection valve 41, which in a known manner opens in the injection valve 41 up to an injection cross-section of the injection valve 41 that can be controlled by a valve needle 43 of the injection valve 41. The injection is controlled by the control valve 9 in the injection line 42. The end face 45 of the nozzle needle 43 facing away from the injection openings 44 of the injection valve 41 delimits a chamber 46 which can be connected to the low-pressure chamber 4 via a relief line 47. This connection is controlled hydraulically by a 2/2-way control valve 48, the control line designed as high-pressure line 49 can be connected via the control valve 9 "to a supply line 50 of the high-pressure accumulator 6 or to the relief line 17 Control line, ie when the control valve 9 'is deenergized, the 2/2-way control valve 48 is closed.
Durch Bestromen des Steuerventils 9 wird über einen Druckanstieg die Ventilnadel 43 entgegen der Rückstellkraft ei- ner Ventilfeder 51 von ihrem Nadelsitz angehoben, so daß der Kraftstoff am Einspritzventil 8 über die Einspritzöffnungen 44 in den Brennraum der zu versorgenden Brennkraft-
CO H o in o oBy energizing the control valve 9, the valve needle 43 is raised from its needle seat against the restoring force of a valve spring 51 via a rise in pressure, so that the fuel at the injection valve 8 via the injection openings 44 into the combustion chamber of the internal combustion engine to be supplied. CO H o in oo
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P ω tr Φ P o Φ P- Hi rt cn tr P- P- ii p- Φ φP ω tr Φ P o Φ P- Hi rt cn tr P- P- ii p- Φ φ
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P H if cn M P rti Η Φ so r IQ Φ tr Φ P li rr trP H if cn M P rti Η Φ so r IQ Φ tr Φ P li rr tr
CQ s I-1 p P- 0 IQ Ω f ii rt ω H (Q t 2! cn P- φCQ s I- 1 p P- 0 IQ Ω f ii rt ω H ( Q t 2! Cn P- φ
Φ P CD P P Ω Φ tr P- cn t Φ Φ P- rt W 1 cnΦ P CD PP Ω Φ tr P- cn t Φ Φ P- rt W 1 cn
0 cn P P tr 3 P) rt Ω P- cn P φ P- er ffi H P- P rt i ) O Φ P, P N if H to rt P- P P 0 P Φ 3 ^ P0 cn PP tr 3 P ) rt Ω P- cn P φ P- er ffi H P- P rt i ) O Φ P, PN if H to rt P- PP 0 P Φ 3 ^ P
P p. 3 " P P- ) cn 0= P" P P- rt P Ω Q 3 co oP p. 3 "P P- ) cn 0 = P" P P- rt P Ω Q 3 co o
P Φ I-1 cα P P CQ P- P) P P- rt if P ^ Φ 3 φ P tu Φ P- Ω cn f lii Φ P P P P Φ - P 0 H ! rt rt 0 P- P W P CO Φ P tΛ p- P CQ li »i P φ ΦP Φ I- 1 cα PP CQ P- P ) P P- rt if P ^ Φ 3 φ P tu Φ P- Ω cn f lii Φ PPPP Φ - P 0 H! rt rt 0 P- PWP CO Φ P tΛ p- P CQ li »i P φ Φ
Φ ω Ω rf p. cn 3 et 3 P rt φ P P, o= P Ω Φ P PΦ ω Ω rf p. cn 3 et 3 P rt φ P P, o = P Ω Φ P P
P PJ P "d Φ Φ P φ Φ rf=- « Ω tr ii σiPP J P "d Φ Φ P φ Φ rf = -« Ω tr ii σi
P 1 P Φ P 1 IQ P H ι P HiP 1 P Φ P 1 IQ P H ι P Hi
1 IQ p- φ p- Φ P p- 3 P 1 N1 IQ p- φ p- Φ P p- 3 P 1 N
1 H φ P P 1 Φ Φ 0
1 H φ P P 1 Φ Φ 0
Claims
1. Kraftstoffeinspritzvorrichtung (1; 40) für Brenn- kraftmaschinen, umfassend ein elektrisch angesteuertes Steuerventil (9; 9') mit einer axialen Durchgangsbohrung (10), die durch zwei Ventilsitze (19, 20) in drei Ringräume (11, 12, 13) unterteilt ist, an die jeweils eine Zufuhrleitung (7; 50) für unter Hochdruck stehenden Kraftstoff, eine zu einem Einspritzventil (8; 41) abführende Hochdruckleitung (15; 49) und eine Entlastungsleitung (17) angeschlossen sind, und mit einem in der Durchgangsbohrung (10) geführten Steuerkolben (14) , der zwei jeweils mit den beiden Ventilsitzen (19, 20) zusammenwirkende Ventildichtflächen (24, 27) aufweist, dadurch gekennzeichnet, daß der Steuerkolben (14) eine mit dem ersten Ventilsitz (19) zusammenwirkende weitere Ventildichtfläche (25) aufweist, deren Abstand (hl) zur ersten Ventildichtfläche (24) mindestens gleich dem Abstand (h.2) zwischen zweiter Ventildichtfläche (27) und zweitem Ventilsitz (20) bei geschlossenem ersten Dichtsitz ist .1. Fuel injection device (1; 40) for internal combustion engines, comprising an electrically controlled control valve (9; 9 ') with an axial through-bore (10) which is divided into three annular spaces (11, 12, 13) by two valve seats (19, 20) ) is divided, to each of which a supply line (7; 50) for fuel under high pressure, a high-pressure line (15; 49) leading to an injection valve (8; 41) and a relief line (17) are connected, and with one in the Through bore (10) guided control piston (14), which has two valve sealing surfaces (24, 27), each of which cooperates with the two valve seats (19, 20), characterized in that the control piston (14) interacts with the first valve seat (19) Has valve sealing surface (25), the distance (hl) to the first valve sealing surface (24) is at least equal to the distance (h.2) between the second valve sealing surface (27) and the second valve seat (20) when the first sealing seat is closed.
2. Kraftstoffeinspritzvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Abstand (hl) von weiterer Ventildicht läche (25) zur ersten Ventildichtfläche (24) bei geschlossenem ersten Dichtsitz größer als der Abstand (h2) zwischen zweiter Ventildichtfläche (26) und zweitem Ventilsitz (20) ist. 2. Fuel injection device according to claim 1, characterized in that the distance (hl) from further valve sealing surface (25) to the first valve sealing surface (24) when the first sealing seat is closed is greater than the distance (h2) between the second valve sealing surface (26) and the second valve seat ( 20) is.
3. Kraftstoffeinspritzvorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die weitere Ventildichtfläche (25) durch einen Ringbund (26) am Steuerkolben (14) ausgebildet ist.3. Fuel injection device according to claim 1 or 2, characterized in that the further valve sealing surface (25) is formed by an annular collar (26) on the control piston (14).
4. Kraftstoffeinspritzvorrichtung nach Anspruch 3, dadurch gekennzeichnet, daß der Ringbund (26) an die erste Ventildichtfläche (24) angrenzt.4. Fuel injection device according to claim 3, characterized in that the annular collar (26) adjoins the first valve sealing surface (24).
5. Kraftstoffeinspritzvorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die zweite Ventildichtfläche (27) und der zweite Ventilsitz (20) zusammen ein Schieberventil bilden.5. Fuel injection device according to one of the preceding claims, characterized in that the second valve sealing surface (27) and the second valve seat (20) together form a slide valve.
6. Kraftstoffeinspritzvorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß sich die erste Ventildichtfläche (24) und/oder der erste Ventilsitz (19) in Schließrichtung des Steuerkolbens (14) konisch verjüngen.6. Fuel injection device according to one of the preceding claims, characterized in that the first valve sealing surface (24) and / or the first valve seat (19) in the closing direction of the control piston (14) taper conically.
Kraftstoffeinspritzvorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Zufuhrleitung (7; 50) an einen Hochdruckspeicher (6) angeschlossen ist.Fuel injection device according to one of the preceding claims, characterized in that the feed line (7; 50) is connected to a high-pressure accumulator (6).
8. Kraftstoffeinspritzvorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß ein von einer Ventilnadel (16; 43) des Einspritzventils (8; 41) aufsteuerbarer Einspritzquerschnitt des Ein- spritzventils (8; 41) über das Steuerventil (9) entweder mit der Zufuhrleitung (7) oder mit der Entlastungsleitung (17) verbindbar ist. Kraftstoffeinspritzvorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß. das Steuerventil (9') zur Querschnittssteuerung des Ξin- spritzventils (41) vorgesehen ist. 8. Fuel injection device according to one of the preceding claims, characterized in that one of a valve needle (16; 43) of the injection valve (8; 41) controllable injection cross-section of the injection valve (8; 41) via the control valve (9) either with the supply line (7) or can be connected to the relief line (17). Fuel injection device according to one of the preceding claims, characterized in that. the control valve (9 ') is provided for cross-sectional control of the injection valve (41).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10031278 | 2000-06-27 | ||
| DE2000131278 DE10031278A1 (en) | 2000-06-27 | 2000-06-27 | Fuel injection device for internal combustion engines |
| PCT/DE2001/002355 WO2002001069A1 (en) | 2000-06-27 | 2001-06-26 | Fuel injection device for internal combustion engines |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1297253A1 true EP1297253A1 (en) | 2003-04-02 |
| EP1297253B1 EP1297253B1 (en) | 2005-12-21 |
Family
ID=7646974
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP20010953802 Expired - Lifetime EP1297253B1 (en) | 2000-06-27 | 2001-06-26 | Fuel injection device for internal combustion engines |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US6637409B2 (en) |
| EP (1) | EP1297253B1 (en) |
| JP (1) | JP2004502078A (en) |
| DE (2) | DE10031278A1 (en) |
| WO (1) | WO2002001069A1 (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10002702A1 (en) * | 2000-01-22 | 2001-08-02 | Bosch Gmbh Robert | Valve for controlling liquids |
| DE10141110A1 (en) * | 2001-08-22 | 2003-03-20 | Bosch Gmbh Robert | Fuel injection device for internal combustion engines |
| EP1359316B1 (en) * | 2002-05-03 | 2007-04-18 | Delphi Technologies, Inc. | Fuel injection system |
| JP2004301190A (en) * | 2003-03-28 | 2004-10-28 | Aisin Seiki Co Ltd | Hydraulic control device |
| FI117644B (en) * | 2003-06-17 | 2006-12-29 | Waertsilae Finland Oy | Arrangement in the fuel supply system |
| DE10337574A1 (en) * | 2003-08-14 | 2005-03-10 | Bosch Gmbh Robert | Fuel injection device for internal combustion engines |
| JP2005069135A (en) * | 2003-08-26 | 2005-03-17 | Toyota Motor Corp | Fuel injection device |
| ATE397722T1 (en) * | 2005-03-09 | 2008-06-15 | Delphi Tech Inc | VALVE ARRANGEMENT |
| WO2010121634A1 (en) * | 2009-04-24 | 2010-10-28 | Fev Motorentechnik Gmbh | Fuel injection apparatus for a combustion engine, combustion engine and method for injection fuel in a combustion engine |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4275865A (en) * | 1977-08-24 | 1981-06-30 | Lucas Industries Limited | Fluid control valves |
| DE2759187A1 (en) * | 1977-12-31 | 1979-07-12 | Bosch Gmbh Robert | FUEL INJECTION SYSTEM WITH AT LEAST ONE FUEL INJECTION VALVE, ESPECIALLY FOR LARGE ENGINES |
| DE3629751C2 (en) * | 1986-09-01 | 1998-07-02 | Bosch Gmbh Robert | Pre-injection device for internal combustion engines |
| US4676273A (en) * | 1986-10-07 | 1987-06-30 | General Motors Corporation | Electro-hydraulic pressure regulating valve |
| AT408134B (en) * | 1995-06-06 | 2001-09-25 | Avl Verbrennungskraft Messtech | STORAGE INJECTION SYSTEM FOR DIESEL INTERNAL COMBUSTION ENGINES |
| DE19701879A1 (en) * | 1997-01-21 | 1998-07-23 | Bosch Gmbh Robert | Fuel injection device for internal combustion engines |
| DE19709794A1 (en) * | 1997-03-10 | 1998-09-17 | Bosch Gmbh Robert | Valve for controlling liquids |
| DE19716221B4 (en) * | 1997-04-18 | 2007-06-21 | Robert Bosch Gmbh | Fuel injection device with pre-injection and main injection in internal combustion engines, in particular for hard to ignite fuels |
| DE19742073A1 (en) * | 1997-09-24 | 1999-03-25 | Bosch Gmbh Robert | Fuel injection arrangement for internal combustion engines |
| US5975139A (en) * | 1998-01-09 | 1999-11-02 | Caterpillar Inc. | Servo control valve for a hydraulically-actuated device |
| US5911245A (en) * | 1998-06-09 | 1999-06-15 | Caterpillar Inc. | Flow force spool valve |
-
2000
- 2000-06-27 DE DE2000131278 patent/DE10031278A1/en not_active Ceased
-
2001
- 2001-06-26 WO PCT/DE2001/002355 patent/WO2002001069A1/en active IP Right Grant
- 2001-06-26 US US10/069,569 patent/US6637409B2/en not_active Expired - Fee Related
- 2001-06-26 EP EP20010953802 patent/EP1297253B1/en not_active Expired - Lifetime
- 2001-06-26 JP JP2002506365A patent/JP2004502078A/en active Pending
- 2001-06-26 DE DE50108471T patent/DE50108471D1/en not_active Expired - Fee Related
Non-Patent Citations (1)
| Title |
|---|
| See references of WO0201069A1 * |
Also Published As
| Publication number | Publication date |
|---|---|
| US20020170535A1 (en) | 2002-11-21 |
| JP2004502078A (en) | 2004-01-22 |
| WO2002001069A1 (en) | 2002-01-03 |
| DE50108471D1 (en) | 2006-01-26 |
| US6637409B2 (en) | 2003-10-28 |
| DE10031278A1 (en) | 2002-01-17 |
| EP1297253B1 (en) | 2005-12-21 |
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