EP1774166B1 - Device for the injection of fuel into the combustion chamber of an internal combustion engine - Google Patents
Device for the injection of fuel into the combustion chamber of an internal combustion engine Download PDFInfo
- Publication number
- EP1774166B1 EP1774166B1 EP05769080A EP05769080A EP1774166B1 EP 1774166 B1 EP1774166 B1 EP 1774166B1 EP 05769080 A EP05769080 A EP 05769080A EP 05769080 A EP05769080 A EP 05769080A EP 1774166 B1 EP1774166 B1 EP 1774166B1
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- EP
- European Patent Office
- Prior art keywords
- nozzle needle
- nozzle
- throttle
- bore
- control chamber
- 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.)
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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
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
- F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
- F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0012—Valves
- F02M63/0014—Valves characterised by the valve actuating means
- F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0012—Valves
- F02M63/0057—Means for avoiding fuel contact with valve actuator, e.g. isolating actuators by using bellows or diaphragms
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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
- F02M63/02—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
Definitions
- the invention relates to a device for injecting fuel into the combustion chamber of an internal combustion engine with an injector nozzle and a longitudinally displaceable in the injector nozzle needle, which is at least partially surrounded by a nozzle vestibule and to control their opening and closing movement of the in a fuel-filled control chamber prevailing pressure in the axial direction can be acted upon, wherein in the control chamber opens a lead and leads away from the control chamber a derivative, in which a solenoid control valve is turned on, wherein the supply line is guided to the control chamber via at least one bore of the nozzle needle, which via an inlet throttle with the nozzle antechamber communicates.
- Such a device is for example from the EP 921301 B1 and the US 2002/125339 A1 known.
- injectors devices are often used for common rail systems for injecting diesel fuel into the combustion chamber of diesel engines and are usually designed so that the opening and closing of the injection cross sections through a nozzle needle which is longitudinally displaceable with a shaft in a nozzle body is guided.
- the control of the movement of the nozzle needle is carried out via a solenoid valve.
- the nozzle needle is acted upon on both sides with the fuel pressure and by a pressure spring acting in the closing direction.
- a control chamber is provided, in which fuel under pressure, the nozzle needle is acted upon in the closing direction and thus presses the nozzle needle on the needle seat or the valve seat.
- the control valve which may be designed, for example, as a solenoid valve, releases a discharge leading away from the control chamber, so that the fuel pressure in the control chamber drops, whereupon the nozzle needle, against the force of the spring, is lifted from its seat by the fuel pressure impinging on the other side and in this way releases the passage of fuel to the injection openings.
- the opening speed of the nozzle needle is determined by the difference between the flow in the supply line to the control chamber and the flow in the derivative of the control chamber, both in the supply and in the discharge of a throttle is turned on, which determines the flow respectively.
- both the supply line to the control chamber and the discharge from the control chamber in an upper surface of the control chamber defining intermediate plate is formed and thus arranged in close proximity to the solenoid control valve.
- Heavy oils have a high viscosity, wherein heating to up to 150 ° C is necessary to lower the viscosity. This has the consequence that the injector is heated beyond the usual extent, which leads to problems, in particular in the region of the solenoid valve.
- due to the arrangement of the supply line to the control room and the discharge from the control room in the immediate vicinity of the solenoid valve there is a high heating and thus endangering or even destruction of this device.
- a similar arrangement of the inlet throttle is also from the EP 1088985 A1 known.
- a further inlet throttle is provided in the nozzle needle. The operation is such that the central inlet throttle when opening the nozzle needle is suddenly closed and thus ineffective. At the beginning of the closing movement of the nozzle needle only the inlet throttle is effective and the closing movement of the nozzle needle begins slowly until the radial inflow to the inlet throttle over a sufficient cross-section is possible and thus a rapid needle closure.
- the present invention now aims to arrange, in addition to the solution of the problems associated with the use of heavy oil, the supply line to the control room in such a way that a particularly simple construction can be realized and the control of the opening and closing movement of the nozzle needle can be optimized.
- the invention provides that a further inlet throttle is provided between the control chamber and the nozzle antechamber whose passage cross section is variable and / or lockable during the passage of at least a partial lift of the nozzle needle in response to the stroke of the nozzle needle, preferably wherein the further inlet throttle at Run through at least a partial stroke of the nozzle needle open and outside this at least a partial stroke is closed.
- a continuous influencing of the passage cross-section of the further inlet throttle can be made at least during the passage of a partial stroke, so that the further inlet throttle is opened when passing through at least one partial stroke of the nozzle needle and is closed outside this at least one partial stroke.
- the influencing of the opening or closing movement of the nozzle needle can hiebei be made in various ways, wherein it is preferably provided that the further inlet throttle is opened starting from the open position of the nozzle needle over a partial stroke. This means that the inlet throttle is initially closed, starting from its closed position over a first partial stroke and is open over a further partial stroke up to the open position.
- An inverted configuration in which the needle opening initially takes place slowly and subsequently accelerates can also bring advantages for a number of purposes, as will be described below with reference to an exemplary embodiment.
- the training is developed such that the nozzle needle is guided in a control sleeve and the other Inlet throttle is formed by an opening into the bore of the nozzle needle throttle bore and an inlet bore in the control sleeve, wherein the throttle bore and the inlet bore when passing through a partial stroke of the nozzle needle cover, which is additionally provided that the inlet bore into an annular groove on the inner circumference of the control sleeve opens and in cover with an associated with the throttle bore annular groove on the outer circumference of the nozzle needle can be brought.
- a release or a conclusion of the further inlet throttle is developed such that the nozzle needle is guided in a control sleeve and the other Inlet throttle is formed by an opening into the bore of the nozzle needle throttle bore and an inlet bore in the control sleeve, wherein the throttle bore and the inlet bore when passing through a partial stroke of the nozzle needle cover, which is additionally provided that the inlet bore into an annular groove on the inner circumference of the control slee
- control sleeve having an inlet bore, which can be brought into coincidence with the throttle bore, or it can cooperate directly with the lower edge of the control sleeve, the throttle bore.
- the design is such that the throttle bore opens into an annular groove on the outer circumference of the nozzle needle, which annular groove is closed after passing through a first partial stroke of the lower edge of the control sleeve.
- FIG. 1 shows a cross section through an injector
- FIG. 2 shows a partial cross section in an enlarged view of the lower part of the injector in a modified embodiment
- FIG. 3 shows the course of the needle stroke as a function of time in an embodiment according to FIG. 4 shows a further modified embodiment of the injector
- FIG. 5 shows the course of the needle stroke as a function of time according to the embodiment according to FIG. 4.
- Fig. 1 shows the structure of an injector for a common rail injection system of large diesel engines.
- the injector 1 comprises an injector body 2, a valve body 3, an intermediate plate 4 and an injector nozzle 5, which are held together by a nozzle retaining nut 6.
- the injector nozzle 5 includes a nozzle needle 7, which in the nozzle body of the injector 5 is guided longitudinally displaceable and has a plurality of open spaces through which 8 fuel can flow from the nozzle front chamber to the needle tip. During the opening movement of the nozzle needle 7, the fuel is injected via a plurality of injection openings 9 into the combustion chamber of the internal combustion engine.
- the control sleeve 11, the upper end face of the nozzle needle 7 and the underside of the intermediate plate 4 define a control chamber 12.
- the pressure prevailing in the control chamber 12 pressure is decisive for the control of the movement of the nozzle needle.
- the fuel pressure on the one hand in the nozzle front chamber 8 is effective where it exerts a force in the opening direction of the nozzle needle 7 via the pressure shoulder of the nozzle needle 7.
- it acts on the bore 14 and the inlet throttle 15 in the control chamber 12 and holds, supported by the force of the compression spring 10, the nozzle needle 7 in its closed position.
- the magnet armature 17 of the solenoid valve is pressed in the closed position of the injector by the compression spring 22 down and presses on the pressure pin 21, the lower bellows plate 23 and the ball plate 24, the valve ball 25 in the conical seat 26 which is arranged in the intermediate plate 4.
- the upper bellows plate 29 is mounted on a dial 30 close to the valve body 3.
- the metallic bellows 28 is sealingly secured by welding or gluing to upper 29 and lower bellows plate 23 and seals on the one hand between the solenoid valve chamber 31 and drainage chamber 32, on the other hand causes a reliable pressing between the pressure pin 21 and lower bellows plate 23rd
- the armature 17 Upon completion of the actuation of the electromagnet 16, the armature 17 is pressed by the force of the compression spring 22 down and the valve ball 25 closes on the conical seat 26, the drainage path of the fuel through the outlet throttle 20.
- the fuel pressure is rebuilt in the control chamber 12 and generates a closing force which exceeds the hydraulic force on the pressure shoulder of the nozzle needle 7, reduced by the force of the compression spring 10.
- the nozzle needle 7 thereby closes the way to the injection openings 9 and terminates the injection process.
- the inlet throttle 15 is not located in the intermediate plate 4 but is arranged in the nozzle needle 7. Together with the bore 14, it forms a constantly open connection between the nozzle front chamber 8 and the control chamber 12.
- the advantage of the arrangement of inlet throttle 15 and outlet throttle 20 in different components lies in the easier adaptation to different requirements of engine concepts and more cost-effective replacement occurring wear on one of the two throttle bores.
- Fig. 2 shows a partial section in the region of the control sleeve 11 and the upper portion of the nozzle needle 7.
- the nozzle needle 7 has in addition to the inlet throttle 15, a further inlet throttle 35, which opens into an annular groove 36 in the nozzle needle 7, which after passing through a partial stroke 40 of the nozzle needle 7 corresponds to the annular groove 37 in the control sleeve 11 and thus opens an additional connection from the nozzle front chamber 8 to the control chamber 12 via the inlet bore 38 in the control sleeve 11.
- Fig. 3 shows the effect of this arrangement on the course of the needle stroke. It shows the needle movement over time.
- the solid line shows the needle movement in an arrangement of FIG. 1, the dotted line in those in the modified arrangement of Fig. 2. Due to the delay of the needle opening, a flatter increase 41 of the needle movement is achieved after covering the partial stroke 40. Also, the striking of the nozzle needle 7 to the intermediate plate 4 is carried out with less impact force. This reduces the wear on the contact surfaces. Another effect of the arrangement is that after the completion of the controlled inlet throttle 35 during the closing process of the nozzle needle 7, the fuel supply to the control chamber 12 takes place only through the opening of the inlet throttle 15 and thus the closing process is slowed down. The effect on the needle movement shows the line of flatter waste 42 in Fig. 3. This results in a gentler touchdown of the nozzle needle 7 on the seat, which also reduces wear at this point.
- the illustrated needle trajectory with its effect on the course of injection, is desirable in many types of combustion engines, at least not detrimental to others, and substantially extends the useful life of injectors.
- FIG. 4 shows a further partial section in the region of the control sleeve 11 and of the upper region of the nozzle needle 7.
- an annular groove is located above the inlet throttle 15 36, connected to a controlled inlet throttle 39, which is closed after passing through a partial stroke 40 through the lower edge of the control sleeve 11.
- the partial stroke 40 is smaller than the stroke of the nozzle needle 7 from the closed position to the open position.
- FIG. 5 shows the effect of this arrangement on the needle movement. It comes during the passage of the partial stroke 40 of the nozzle needle 7 to a shallower increase 43 after the start of injection.
- a slow filling of the control chamber 12 takes place at first only through the inlet throttle 15.
- a faster filling takes place and the needle closing is accelerated. This causes a steeper drop in the needle movement 44 toward the end of the injection.
- such a needle stroke pattern with its effect on the course of injection and thus on the combustion process is advantageous for consumption, noise and emissions.
- An additional advantage of the illustrated arrangements lies in the reduction of the control amount discharged without pressure into the fuel return.
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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
Description
Die Erfindung betrifft eine Vorrichtung zum Einspritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine mit einer Injektordüse und einer in der Injektordüse längsverschieblich geführten Düsennadel, welche zumindest teilweise von einem Düsenvorraum umgeben ist und zur Steuerung ihrer Öffnungs- und Schließbewegung von dem in einem mit Kraftstoff gefüllten Steuerraum herrschenden Druck in axialer Richtung beaufschlagbar ist, wobei in den Steuerraum eine Zuleitung mündet und vom Steuerraum eine Ableitung wegführt, in welche ein Magnetsteuerventil eingeschaltet ist, wobei die Zuleitung zum Steuerraum über wenigstens eine Bohrung der Düsennadel geführt ist, welche über eine Zulaufdrossel mit dem Düsenvorraum in Verbindung steht.The invention relates to a device for injecting fuel into the combustion chamber of an internal combustion engine with an injector nozzle and a longitudinally displaceable in the injector nozzle needle, which is at least partially surrounded by a nozzle vestibule and to control their opening and closing movement of the in a fuel-filled control chamber prevailing pressure in the axial direction can be acted upon, wherein in the control chamber opens a lead and leads away from the control chamber a derivative, in which a solenoid control valve is turned on, wherein the supply line is guided to the control chamber via at least one bore of the nozzle needle, which via an inlet throttle with the nozzle antechamber communicates.
Eine derartige Vorrichtung ist beispielsweise aus der
Derartige auch als Injektoren bezeichnete Vorrichtungen werden häufig für Common-Rail-Systeme zum Einspritzen von Dieselkraftstoffen in den Brennraum von Dieselmotoren verwendet und sind üblicherweise so ausgebildet, dass das Öffnen und Schließen der Einspritzquerschnitte durch eine Düsennadel erfolgt, die mit einem Schaft längsverschieblich in einem Düsenkörper geführt ist. Die Steuerung der Bewegung der Düsennadel wird über ein Magnetventil vorgenommen. Die Düsennadel wird beidseitig mit dem Kraftstoffdruck und durch eine in Schließrichtung wirkende Druckfeder beaufschlagt. An der Düsennadelrückseite, d.h. der dem Düsennadelsitz abgewandten Seite der Düsennadel, ist ein Steuerraum vorgesehen, in welchem Kraftstoff unter Druck die Düsennadel in Schließrichtung beaufschlagt und damit die Düsennadel auf den Nadelsitz bzw. den Ventilsitz drückt.Such also referred to as injectors devices are often used for common rail systems for injecting diesel fuel into the combustion chamber of diesel engines and are usually designed so that the opening and closing of the injection cross sections through a nozzle needle which is longitudinally displaceable with a shaft in a nozzle body is guided. The control of the movement of the nozzle needle is carried out via a solenoid valve. The nozzle needle is acted upon on both sides with the fuel pressure and by a pressure spring acting in the closing direction. At the nozzle needle back, i. the jet needle seat side facing away from the nozzle needle, a control chamber is provided, in which fuel under pressure, the nozzle needle is acted upon in the closing direction and thus presses the nozzle needle on the needle seat or the valve seat.
Das Steuerventil, welches beispielsweise als Magnetventil ausgebildet sein kann, gibt eine vom Steuerraum wegführende Ableitung frei, sodass der Kraftstoffdruck im Steuerraum sinkt, worauf die Düsennadel entgegen der Kraft der Feder vom auf der anderen Seite anstehenden Kraftstoffdruck von ihrem Sitz abgehoben wird und auf diese Weise den Durchtritt von Kraftstoff zu den Einspritzöffnungen freigibt. Die Öffnungsgeschwindigkeit der Düsennadel wird durch den Unterschied zwischen dem Durchfluss in der Zuleitung zu dem Steuerraum und dem Durchfluss in der Ableitung aus dem Steuerraum bestimmt, wobei sowohl in der Zu- als auch in der Ableitung eine Drossel eingeschaltet ist, welche den Durchfluss jeweils bestimmt.The control valve, which may be designed, for example, as a solenoid valve, releases a discharge leading away from the control chamber, so that the fuel pressure in the control chamber drops, whereupon the nozzle needle, against the force of the spring, is lifted from its seat by the fuel pressure impinging on the other side and in this way releases the passage of fuel to the injection openings. The opening speed of the nozzle needle is determined by the difference between the flow in the supply line to the control chamber and the flow in the derivative of the control chamber, both in the supply and in the discharge of a throttle is turned on, which determines the flow respectively.
Bei herkömmlichen Injektoren ist sowohl die Zuleitung zum Steuerraum als auch die Ableitung aus dem Steuerraum in einer die Oberseite des Steuerraums begrenzenden Zwischenplatte ausgebildet und somit in unmittelbarer Nähe zum Magnetsteuerventil angeordnet. Bei der Verwendung von Schweröl als Kraftstoff entsteht jedoch bei den herkömmlichen Injektoren eine Reihe von Schwierigkeiten. Schweröle haben eine hohe Viskosität, wobei zur Erniedrigung der Viskosität eine Aufheizung auf bis zu 150°C notwendig ist. Dies hat zur Folge, dass der Injektor über das übliche Ausmaß hinaus aufgewärmt wird, was insbesondere im Bereich des Magnetventils zu Problemen führt. Insbesondere aufgrund der Anordnung der Zuleitung zum Steuerraum und der Ableitung aus dem Steuerraum in unmittelbarer Nähe zum Magnetventil kommt es zu einer hohen Aufheizung und damit zur Gefährdung oder sogar Zerstörung dieses Bauelementes. Deshalb ist bereits vorgeschlagen worden, die Zuleitung zum Steuerraum über wenigstens eine Bohrung der Düsennadel zu führen, welche über eine Zulaufdrossel mit dem Düsenvorraum in Verbindung steht. Dadurch, dass nun die Zuleitung zum Steuerraum über wenigstens eine Bohrung der Düsennadel geführt ist, wird der Steuerraum von unten mit Kraftstoff versorgt, d.h. von der Seite des Steuerraums, welche der Ableitung gegenüberliegt. Der Steuerraum wird somit in axialer Richtung durchströmt, sodass sich verbesserte Strömungsverhältnisse ergeben. Dadurch, dass die Zuleitung zum Steuerraum nicht in der Zwischenplatte angeordnet ist, sondern über eine Bohrung der Düsennadel, wird die bei der Verwendung von Schweröl zu beobachtende Wärmeentwicklung vom Bereich des Magnetsteuerventils ferngehalten und in den Bereich der Düsennadel verlegt, welche ohnehin mit dem aufgeheizten Schweröl in Kontakt steht. Die Bohrung der Düsennadel, über welche die Zuleitung zum Steuerraum geführt ist, steht hierbei über eine Zulaufdrossel mit dem Düsenvorraum in Verbindung, wodurch sich in der Folge eine Reihe von Optimierungsmöglichkeiten für die Steuerung der Öffnungs- und der Schließbewegung der Düsennadel ergeben.In conventional injectors, both the supply line to the control chamber and the discharge from the control chamber in an upper surface of the control chamber defining intermediate plate is formed and thus arranged in close proximity to the solenoid control valve. However, the use of heavy fuel oil creates a number of difficulties with conventional injectors. Heavy oils have a high viscosity, wherein heating to up to 150 ° C is necessary to lower the viscosity. This has the consequence that the injector is heated beyond the usual extent, which leads to problems, in particular in the region of the solenoid valve. In particular, due to the arrangement of the supply line to the control room and the discharge from the control room in the immediate vicinity of the solenoid valve, there is a high heating and thus endangering or even destruction of this device. Therefore, it has already been proposed to lead the supply line to the control chamber via at least one bore of the nozzle needle, which communicates via an inlet throttle with the nozzle antechamber in connection. The fact that now the supply line is guided to the control chamber via at least one bore of the nozzle needle, the control chamber is supplied from below with fuel, ie from the side of the control chamber, which is opposite to the discharge. The control chamber is thus flowed through in the axial direction, resulting in improved flow conditions. The fact that the supply line to the control chamber is not arranged in the intermediate plate, but via a bore of the nozzle needle, which is observed in the use of heavy oil heat development kept away from the range of the solenoid control valve and moved to the area of the nozzle needle, which is in any case in contact with the heated heavy oil. The bore of the nozzle needle, through which the supply line is guided to the control chamber, is in this case via an inlet throttle with the nozzle front chamber in connection, resulting in a series of optimization possibilities for the control of the opening and closing movement of the nozzle needle.
Eine ähnliche Anordnung der Zulaufdrossel ist auch aus der
Die vorliegende Erfindung zielt nun darauf ab, neben der Lösung der mit dem Einsatz von Schweröl verbundenen Problemen die Zuleitung zum Steuerraum derart anzuordnen, dass ein besonders einfacher Aufbau realisiert werden kann und die Steuerung der Öffnungs- und Schließbewegung der Düsennadel optimiert werden kann.The present invention now aims to arrange, in addition to the solution of the problems associated with the use of heavy oil, the supply line to the control room in such a way that a particularly simple construction can be realized and the control of the opening and closing movement of the nozzle needle can be optimized.
Zur Lösung dieser Aufgabe ist erfindungsgemäß vorgesehen, dass eine weitere Zulaufdrossel zwischen dem Steuerraum und dem Düsenvorraum vorgesehen ist, deren Durchlassquerschnitt während des Durchlaufens wenigstens eines Teilhubs der Düsennadel in Abhängigkeit vom Hub der Düsennadel veränderbar und/oder abschließbar ist, wobei vorzugsweise die weitere Zulaufdrossel bei Durchlaufen wenigstens eines Teilhubs der Düsennadel geöffnet und außerhalb dieses wenigstens einen Teilhubs geschlossen ist. Durch das Vorsehen einer zusätzlichen Zulaufdrossel zum Steuerraum kann die in den Steuerraum pro Zeiteinheit gelangende Kraftstoffmenge reguliert werden, wobei eine Beeinflussung der Durchflussmenge in Abhängigkeit vom Hub der Düsennadel gelingt. Wenn mehr Kraftstoff pro Zeiteinheit in den Steuerraum fließt, wird bei gleichbleibendem Abfluss aus dem Steuerraum die Bewegung der Düsennadel verlangsamt. Umgekehrt wird bei einem geringeren zusätzlichen Zufluss in den Steuerraum die Bewegung der Düsennadel beschleunigt. Hierbei kann beispielsweise eine kontinuierliche Beeinflussung des Durchlassquerschnittes der weiteren Zulaufdrossel zumindest während des Durchlaufens eines Teilhubs vorgenommen werden, sodass die weitere Zulaufdrossel bei Durchlaufen wenigstens eines Teilhubs der Düsennadel geöffnet und außerhalb dieses wenigstens einen Teilhubs geschlossen ist. Die Beeinflussung der Öffnungs- bzw. Schließbewegung der Düsennadel kann hiebei in verschiedener Art und Weise vorgenommen werden, wobei bevorzugt vorgesehen ist, dass die weitere Zulaufdrossel von der Offenstellung der Düsennadel ausgehend über einen Teilhub geöffnet ist. Dies bedeutet, dass die Zulaufdrossel ausgehend von ihrer Schließstellung über einen ersten Teilhub zunächst geschlossen ist und über einen weiteren Teilhub bis zu der Offenstellung geöffnet ist. Dies bedeutet, dass die Nadelöffnung gegen Ende der Öffnungsbewegung verzögert wird, sodass ein Anschlagen der Düsennadel an die Zwischenplatte mit geringerer Stoßkraft erfolgt und somit der Verschleiß an den Kontaktflächen verringert wird. Beim Schließvorgang der Düsennadel ergibt sich ein langsameres Aufsetzen der Düsennadel auf dem Düsennadelsitz, was ebenfalls einen geringeren Verschleiß mit sich bringt.To achieve this object, the invention provides that a further inlet throttle is provided between the control chamber and the nozzle antechamber whose passage cross section is variable and / or lockable during the passage of at least a partial lift of the nozzle needle in response to the stroke of the nozzle needle, preferably wherein the further inlet throttle at Run through at least a partial stroke of the nozzle needle open and outside this at least a partial stroke is closed. By providing an additional inlet throttle to the control room can in the control room per unit time reaching fuel quantity are regulated, with an influence on the flow rate in dependence on the stroke of the nozzle needle succeeds. If more fuel per unit time flows into the control room, the flow of the nozzle needle is slowed down with constant outflow from the control room. Conversely, with a smaller additional inflow into the control chamber, the movement of the nozzle needle is accelerated. In this case, for example, a continuous influencing of the passage cross-section of the further inlet throttle can be made at least during the passage of a partial stroke, so that the further inlet throttle is opened when passing through at least one partial stroke of the nozzle needle and is closed outside this at least one partial stroke. The influencing of the opening or closing movement of the nozzle needle can hiebei be made in various ways, wherein it is preferably provided that the further inlet throttle is opened starting from the open position of the nozzle needle over a partial stroke. This means that the inlet throttle is initially closed, starting from its closed position over a first partial stroke and is open over a further partial stroke up to the open position. This means that the needle opening is delayed towards the end of the opening movement, so that a striking of the nozzle needle to the intermediate plate is carried out with less impact force and thus the wear on the contact surfaces is reduced. During the closing process of the nozzle needle results in a slower placement of the nozzle needle on the nozzle needle seat, which also brings less wear with it.
Auch eine umgekehrte Ausbildung, bei welcher die Nadelöffnung zunächst langsam und in der Folge beschleunigt erfolgt, kann für eine Reihe von Zielsetzungen Vorteile bringen, wie anhand eines Ausführungsbeispieles weiter unten beschrieben werden wird.An inverted configuration in which the needle opening initially takes place slowly and subsequently accelerates can also bring advantages for a number of purposes, as will be described below with reference to an exemplary embodiment.
Mit Vorteil ist die Ausbildung derart weitergebildet, dass die Düsennadel in einer Steuerhülse geführt ist und die weitere Zulaufdrossel von einer in die Bohrung der Düsennadel mündende Drosselbohrung und einer Zulaufbohrung in der Steuerhülse gebildet wird, wobei die Drosselbohrung und die Zulaufbohrung bei Durchlaufen eines Teilhubs der Düsennadel in Deckung gelangen, wobei ergänzend vorgesehen ist, dass die Zulaufbohrung in eine Ringnut am Innenumfang der Steuerhülse mündet und in Deckung mit einer mit der Drosselbohrung in Verbindung stehenden Ringnut am Außenumfang der Düsennadel bringbar ist. Bei dieser Ausbildung erfolgt durch die axiale Bewegung der Düsennadel relativ zur Steuerhülse eine Freigabe oder ein Abschließen der weiteren Zulaufdrossel. Dabei kann die Steuerhülse eine Zulaufbohrung aufweisen, welche in Deckung mit der Drosselbohrung gebracht werden kann, oder es kann die Drosselbohrung unmittelbar mit der Unterkante der Steuerhülse zusammenwirken. Im letzteren Fall ist die Ausbildung derartig getroffen, dass die Drosselbohrung in eine Ringnut am Außenumfang der Düsennadel mündet, welche Ringnut nach Durchlaufen eines ersten Teilhubs von der Unterkante der Steuerhülse verschlossen wird.Advantageously, the training is developed such that the nozzle needle is guided in a control sleeve and the other Inlet throttle is formed by an opening into the bore of the nozzle needle throttle bore and an inlet bore in the control sleeve, wherein the throttle bore and the inlet bore when passing through a partial stroke of the nozzle needle cover, which is additionally provided that the inlet bore into an annular groove on the inner circumference of the control sleeve opens and in cover with an associated with the throttle bore annular groove on the outer circumference of the nozzle needle can be brought. In this embodiment, by the axial movement of the nozzle needle relative to the control sleeve, a release or a conclusion of the further inlet throttle. In this case, the control sleeve having an inlet bore, which can be brought into coincidence with the throttle bore, or it can cooperate directly with the lower edge of the control sleeve, the throttle bore. In the latter case, the design is such that the throttle bore opens into an annular groove on the outer circumference of the nozzle needle, which annular groove is closed after passing through a first partial stroke of the lower edge of the control sleeve.
Die Erfindung wird nachfolgend anhand eines in der Zeichnung schematisch dargestellten Ausführungsbeispieles näher erläutert. In dieser zeigt Fig. 1 einen Querschnitt durch einen Injektor, Fig. 2 einen Teilquerschnitt in vergrößerter Darstellung des unteren Teils des Injektors in einer abgewandelten Ausbildung, Fig. 3 den Verlauf des Nadelhubes in Abhängigkeit von der Zeit bei einer Ausbildung gemäß Fig. 2, Fig. 4 eine weitere abgewandelte Ausbildung des Injektors und Fig. 5 den Verlauf des Nadelhubes in Abhängigkeit von der Zeit gemäß der Ausbildung nach Fig. 4.The invention will be explained in more detail with reference to an embodiment schematically illustrated in the drawing. 1 shows a cross section through an injector, FIG. 2 shows a partial cross section in an enlarged view of the lower part of the injector in a modified embodiment, FIG. 3 shows the course of the needle stroke as a function of time in an embodiment according to FIG. 4 shows a further modified embodiment of the injector, and FIG. 5 shows the course of the needle stroke as a function of time according to the embodiment according to FIG. 4.
Fig. 1 zeigt den Aufbau eines Injektors für ein Common-Rail-Einspritzsystem von großen Dieselmotoren. Der Injektor 1 umfasst einen Injektorkörper 2, einen Ventilkörper 3, eine Zwischenplatte 4 und eine Injektordüse 5, welche durch eine Düsenspannmutter 6 zusammengehalten werden. Die Injektordüse 5 umfasst eine Düsennadel 7, welche im Düsenkörper der Injektordüse 5 längsverschieblich geführt ist und mehrere Freiflächen aufweist, durch welche aus dem Düsenvorraum 8 Kraftstoff zur Nadelspitze strömen kann. Bei der Öffnungsbewegung der Düsennadel 7 wird der Kraftstoff über mehrere Einspritzöffnungen 9 in den Brennraum der Brennkraftmaschine eingespritzt.Fig. 1 shows the structure of an injector for a common rail injection system of large diesel engines. The
An der Düsennadel 7 befindet sich ein Bund, an welchem sich eine Druckfeder 10 abstützt, die mit ihrem oberen Ende eine Steuerhülse 11 gegen die Unterseite der Zwischenplatte 4 drückt. Die Steuerhülse 11, die obere Stirnfläche der Düsennadel 7 und die Unterseite der Zwischenplatte 4 begrenzen einen Steuerraum 12. Der im Steuerraum 12 herrschende Druck ist für die Steuerung der Bewegung der Düsennadel maßgeblich. Über die Kraftstoffzulaufbohrung 13 wird der Kraftstoffdruck einerseits im Düsenvorraum 8 wirksam, wo er über die Druckschulter der Düsennadel 7 eine Kraft in Öffnungsrichtung der Düsennadel 7 ausübt. Andererseits wirkt er über die Bohrung 14 und die Zulaufdrossel 15 im Steuerraum 12 und hält, unterstützt von der Kraft der Druckfeder 10, die Düsennadel 7 in ihrer Schließstellung.At the
Der Magnetanker 17 des Magnetventils wird in der Schließstellung des Injektors durch die Druckfeder 22 nach unten gedrückt und presst über den Druckbolzen 21, die untere Balgplatte 23 und die Kugelplatte 24 die Ventilkugel 25 in den Kegelsitz 26, der in der Zwischenplatte 4 angeordnet ist. Mit einer Verschraubung 27 wird die obere Balgplatte 29 über eine Einstellscheibe 30 dicht am Ventilkörper 3 montiert. Der metallische Federbalg 28 ist abdichtend durch Verschweißen oder Verkleben an oberer 29 und unterer Balgplatte 23 befestigt und dichtet einerseits zwischen Magnetventilraum 31 und Ablaufraum 32 ab, bewirkt anderseits eine zuverlässige Andrückung zwischen Druckbolzen 21 und unterer Balgplatte 23.The
Mit dem Ansteuern des Elektromagneten 16 wird der Magnetanker 17 samt dem mit ihm verbundenen Druckbolzen 21 angehoben und der Ventilsitz 26 geöffnet. Der Kraftstoff aus dem Steuerraum 12 strömt über die Ableitung 19 durch die Ablaufdrossel 20 und den offenen Ventilsitz 26 in den drucklosen, nicht dargestellten Ablaufkanal, was mit dem Absinken der hydraulischen Kraft auf die obere Stirnfläche der Düsennadel 7 zum Öffnen der Düsennadel 7 führt. Der Kraftstoff gelangt nun durch die Einspritzöffnungen 9 in den Brennraum des Motors. Im geöffneten Zustand der Injektordüse 5 fließt gleichzeitig Hochdruckkraftstoff durch die Zulaufdrossel 15 in den Steuerraum 12 zu und über die Ablaufdrossel 20 eine größere Menge ab. Dabei wird die sogenannte Steuermenge drucklos in den Ablaufkanal abgeführt, also zusätzlich zur Einspritzmenge aus dem Rail entnommen. Die Öffnungsgeschwindigkeit der Düsennadel 7 wird durch den Durchflussunterschied zwischen Zu- und Ablaufdrossel 15,20 bestimmt.With the driving of the
Bei Beendigung der Ansteuerung des Elektromagneten 16 wird der Magnetanker 17 durch die Kraft der Druckfeder 22 nach unten gedrückt und die Ventilkugel 25 verschließt über den Kegelsitz 26 den Ablaufweg des Kraftstoffs durch die Ablaufdrossel 20. Über die Zulaufdrossel 15 wird im Steuerraum 12 wieder der Kraftstoffdruck aufgebaut und erzeugt eine Schließkraft, welche die hydraulische Kraft auf die Druckschulter der Düsennadel 7, vermindert um die Kraft der Druckfeder 10, übersteigt. Die Düsennadel 7 verschließt dadurch den Weg zu den Einspritzöffnungen 9 und beendet den Einspritzvorgang.Upon completion of the actuation of the
Erfindungsgemäß befindet sich bei dem in Fig. 1 dargestellten Injektor die Zulaufdrossel 15 nicht in der Zwischenplatte 4 sondern ist in der Düsennadel 7 angeordnet. Sie stellt gemeinsam mit der Bohrung 14 eine ständig offene Verbindung zwischen dem Düsenvorraum 8 und dem Steuerraum 12 dar. Der Vorteil der Anordnung von Zulaufdrossel 15 und Ablaufdrossel 20 in unterschiedlichen Bauelementen liegt in der einfacheren Anpassung an unterschiedliche Anforderungen von Motorkonzepten und im kostengünstigeren Austausch bei allfällig auftretendem Verschleiß an einer der beiden Drosselbohrungen.According to the invention, in the injector shown in FIG. 1, the
Fig. 2 zeigt einen Teilschnitt im Bereich der Steuerhülse 11 und des oberen Bereichs der Düsennadel 7. Die Düsennadel 7 weist zusätzlich zur Zulaufdrossel 15 eine weitere Zulaufdrossel 35 auf, die in eine Ringnut 36 in der Düsennadel 7 mündet, welche nach dem Durchfahren eines Teilhubes 40 der Düsennadel 7 mit der Ringnut 37 in der Steuerhülse 11 korrespondiert und damit über die Zulaufbohrung 38 in der Steuerhülse 11 eine zusätzliche Verbindung vom Düsenvorraum 8 zum Steuerraum 12 öffnet. Dadurch strömt mehr Kraftstoff in den Steuerraum 12 und die Öffnungsbewegung der Düsennadel 7 wird verlangsamt. Fig. 3 zeigt die Auswirkung dieser Anordnung auf den Verlauf des Nadelhubes. Es ist hier die Nadelbewegung über der Zeit dargestellt. Der durchgezogene Linienzug zeigt die Nadelbewegung bei einer Anordnung nach Fig. 1, der strichlierte Linienzug jene bei der modifizierten Anordnung nach Fig. 2. Durch die Verzögerung des Nadelöffnens wird nach Zurücklegung des Teilhubes 40 ein flacherer Anstieg 41 der Nadelbewegung erreicht. Auch das Anschlagen der Düsennadel 7 an die Zwischenplatte 4 erfolgt mit geringerer Stoßkraft. Damit wird der Verschleiß an den Kontaktflächen vermindert. Eine weitere Wirkung der Anordnung besteht darin, dass nach dem Abschluss der gesteuerten Zulaufdrossel 35 beim Schließvorgang der Düsennadel 7 der Kraftstoffzulauf zum Steuerraum 12 lediglich durch die Öffnung der Zulaufdrossel 15 erfolgt und damit der Schließvorgang verlangsamt wird. Die Auswirkung auf die Nadelbewegung zeigt die Linie des flacheren Abfalls 42 in Fig. 3. Dadurch kommt es zu einem sanfteren Aufsetzen der Düsennadel 7 auf dem Sitz, was auch an dieser Stelle den Verschleiß verringert. Der dargestellte Nadelbewegungsverlauf mit seiner Auswirkung auf den Einspritzverlauf ist bei vielen Brennraumformen von Motoren erwünscht, bei anderen zumindest nicht von Nachteil, und verlängert die Gebrauchsdauer von Injektoren wesentlich.Fig. 2 shows a partial section in the region of the
Fig. 4 zeigt einen weiteren Teilschnitt im Bereich der Steuerhülse 11 und des oberen Bereichs der Düsennadel 7. In der Düsennadel 7 ist hier oberhalb der Zulaufdrossel 15 eine Ringnut 36, verbunden mit einer gesteuerten Zulaufdrossel 39 angeordnet, die nach dem Durchfahren eines Teilhubes 40 durch die Unterkante der Steuerhülse 11 verschlossen wird. Der Teilhub 40 ist dabei kleiner als der Hub der Düsennadel 7 von der Schließstellung bis zur Offenstellung. Durch diese Anordnung erfolgt der Öffnungsvorgang der Düsennadel 7 in der ersten Phase, also solange sowohl die Zulaufdrossel 15 wie auch die gesteuerte Zulaufdrossel 39 geöffnet sind, mit geringer Geschwindigkeit. Die Zulaufmenge zum Steuerraum ist ja nur geringfügig kleiner als die Ablaufmenge durch die Ablaufdrossel 20. Nach dem Verschließen der Ringnut 36 und damit der Verbindung zur gesteuerten Zulaufdrossel 39 sinkt aber die Zulaufmenge deutlich ab und die Öffnungsgeschwindigkeit der Düsennadel 7 nimmt damit zu. Fig. 5 zeigt die Auswirkung dieser Anordnung auf die Nadelbewegung. Es kommt während des Durchfahrens des Teilhubes 40 der Düsennadel 7 zu einem flacheren Anstieg 43 nach dem Spritzbeginn. Beim Schließvorgang der Düsennadel 7 erfolgt zuerst lediglich durch die Zulaufdrossel 15 eine langsame Befüllung des Steuerraums 12. Nach dem Freigeben der gesteuerten Zulaufdrossel 39 erfolgt eine raschere Befüllung und das Nadelschließen wird beschleunigt. Dies bewirkt einen steileren Abfall der Nadelbewegung 44 zum Spritzende hin. Für zahlreiche Motoren ist ein derartiger Nadelhubverlauf mit seiner Auswirkung auf den Einspritzverlauf und damit auf den Verbrennungsablauf von Vorteil für Verbrauch, Geräusch und Emissionen.4 shows a further partial section in the region of the
Ein zusätzlicher Vorteil der dargestellten Anordnungen liegt in der Reduzierung der drucklos in den Kraftstoffrücklauf abgeführten Steuermenge.An additional advantage of the illustrated arrangements lies in the reduction of the control amount discharged without pressure into the fuel return.
Claims (6)
- A device for the injection of fuel into the combustion chamber of an internal combustion engine, including an injector nozzle (5) and a nozzle needle (7) guided in a longitudinally displaceable manner within the injector nozzle (5), which nozzle needle (7) is at least partially surrounded by a nozzle prechamber (8) and, for the control of its opening and closing movements, capable of being pressurized in the axial direction by the pressure prevailing in a control chamber (12) filled with fuel, wherein a supply line runs into the control chamber (12) and a discharge line (19) in which a magnetic control valve (16) is arranged leads away from the control chamber (12), wherein the supply line to the control chamber (12) is guided through at least one bore (14) of the nozzle needle (7), which communicates with the nozzle prechamber (8) via a supply throttle (15), characterized in that between the control chamber (12) and the nozzle prechamber (8) a further supply throttle (35) is arranged, whose passage cross-section during the pass of at least a partial stroke of the nozzle needle (7) is changeable and/or closable as a function of the stroke of the nozzle needle (7).
- A device according to claim 1, characterized in that said further supply throttle (35) is opened during the pass of at least a partial stroke (40) of the nozzle needle (7) and closed outside this at least partial stroke (40).
- A device according to claim 1 or 2, characterized in that said further supply throttle (35) is opened over a partial stroke (40), departing from the opened position of the nozzle needle (7).
- A device according to claim 1, 2 or 3, characterized in that the nozzle needle (7) is guided in a control sleeve (11) and said further supply throttle (35) is formed by a throttle bore running into the bore (14) of the nozzle needle (7) and a supply bore (38) provided in the control sleeve (11), wherein the throttle bore and the supply bore (38) enter into alignment during the pass of a partial stroke (40) of the nozzle needle (7).
- A device according to claim 4, characterized in that the supply bore (38) runs into an annular groove (37) provided on the inner periphery of the control sleeve (11) and can be brought into alignment with an annular groove (36) provided on the outer periphery of the nozzle needle (7) and communicating with the throttle bore.
- A device according to claim 4 or 5, characterized in that the throttle bore runs into an annular groove (36) provided on the outer periphery of the nozzle needle (7), which annular groove (36) is closed by the lower edge of the control sleeve (11) after having travelled a first partial stroke (40).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT0135104A AT500774B8 (en) | 2004-08-06 | 2004-08-06 | DEVICE FOR INJECTING FUEL IN THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE |
PCT/AT2005/000318 WO2006012665A1 (en) | 2004-08-06 | 2005-08-05 | Device for the injection of fuel into the combustion chamber of an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
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EP1774166A1 EP1774166A1 (en) | 2007-04-18 |
EP1774166B1 true EP1774166B1 (en) | 2007-12-19 |
Family
ID=34973153
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05769080A Not-in-force EP1774166B1 (en) | 2004-08-06 | 2005-08-05 | Device for the injection of fuel into the combustion chamber of an internal combustion engine |
Country Status (8)
Country | Link |
---|---|
US (1) | US20080283634A1 (en) |
EP (1) | EP1774166B1 (en) |
JP (1) | JP4528829B2 (en) |
KR (1) | KR100875015B1 (en) |
CN (1) | CN1993545B (en) |
AT (2) | AT500774B8 (en) |
DE (1) | DE502005002312D1 (en) |
WO (1) | WO2006012665A1 (en) |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102007025615A1 (en) * | 2007-06-01 | 2008-12-04 | Robert Bosch Gmbh | injector |
DE102010043092A1 (en) * | 2010-10-29 | 2012-05-03 | Robert Bosch Gmbh | Pressure control valve |
DE102012207842A1 (en) * | 2012-05-10 | 2013-11-14 | Continental Automotive Gmbh | Injector |
HUE027556T2 (en) * | 2012-06-13 | 2016-10-28 | Delphi Int Operations Luxembourg Sarl | Fuel injector |
CN103047060A (en) * | 2013-01-10 | 2013-04-17 | 无锡开普机械有限公司 | Controlled injection valve of electrical oil injector |
EP2829717A1 (en) * | 2013-07-23 | 2015-01-28 | Delphi International Operations Luxembourg S.à r.l. | Fuel injector |
JP6188140B2 (en) * | 2013-09-04 | 2017-08-30 | 株式会社エンプラス | Nozzle plate for fuel injector |
CN104265534B (en) * | 2014-08-05 | 2017-05-03 | 中国第一汽车股份有限公司无锡油泵油嘴研究所 | Oil injecting speed-variable common rail system oil injector |
CN105952559A (en) * | 2016-05-23 | 2016-09-21 | 中国第汽车股份有限公司无锡油泵油嘴研究所 | Double-oil-circuit electronic-controlled oil injector |
DE102016220912A1 (en) * | 2016-10-25 | 2018-04-26 | Robert Bosch Gmbh | Fuel injection valve |
CN106593719A (en) * | 2017-01-18 | 2017-04-26 | 哈尔滨工程大学 | Resonant bypass electric-controlled oil injector |
DE102021200868A1 (en) | 2021-02-01 | 2022-08-04 | Robert Bosch Gesellschaft mit beschränkter Haftung | Control valve for an injection valve, injection valve with control valve |
CN116044627B (en) * | 2023-03-24 | 2023-07-21 | 哈尔滨工程大学 | Micro oil return electric control oil injector with variable oil injection rule realized by multi-step lift |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CH670682A5 (en) * | 1985-12-03 | 1989-06-30 | Marco Alfredo Ganser | Internal combustion engine accumulator injection device |
US5192026A (en) * | 1990-03-29 | 1993-03-09 | Cummins Engine Company, Inc. | Fuel injectors and methods for making fuel injectors |
US5299919A (en) * | 1991-11-01 | 1994-04-05 | Paul Marius A | Fuel injector system |
GB9725804D0 (en) * | 1997-12-06 | 1998-02-04 | Lucas Ind Plc | Fuel injector |
JP3508537B2 (en) * | 1998-03-12 | 2004-03-22 | トヨタ自動車株式会社 | Fuel injection device for internal combustion engine |
DE19946766C2 (en) * | 1999-09-29 | 2001-07-26 | Siemens Ag | Injector for an internal combustion engine with direct injection |
DE10031574B4 (en) * | 2000-06-29 | 2008-12-04 | Robert Bosch Gmbh | Pressure-controlled double-acting high-pressure injector |
US6557779B2 (en) * | 2001-03-02 | 2003-05-06 | Cummins Engine Company, Inc. | Variable spray hole fuel injector with dual actuators |
CN1323238C (en) * | 2002-03-15 | 2007-06-27 | 株式会社博世汽车*** | Fuel injector |
DE10241462A1 (en) | 2002-09-06 | 2004-03-18 | Robert Bosch Gmbh | Fuel injector for internal combustion engines has end face of nozzle needle and/or stop face of shut-off component interacting with it constructed so that in open position of nozzle needle point-form contact face is formed between them |
-
2004
- 2004-08-06 AT AT0135104A patent/AT500774B8/en not_active IP Right Cessation
-
2005
- 2005-08-05 AT AT05769080T patent/ATE381671T1/en not_active IP Right Cessation
- 2005-08-05 JP JP2007524124A patent/JP4528829B2/en not_active Expired - Fee Related
- 2005-08-05 CN CN2005800266470A patent/CN1993545B/en not_active Expired - Fee Related
- 2005-08-05 EP EP05769080A patent/EP1774166B1/en not_active Not-in-force
- 2005-08-05 KR KR1020077004535A patent/KR100875015B1/en not_active IP Right Cessation
- 2005-08-05 DE DE502005002312T patent/DE502005002312D1/en active Active
- 2005-08-05 US US11/659,497 patent/US20080283634A1/en not_active Abandoned
- 2005-08-05 WO PCT/AT2005/000318 patent/WO2006012665A1/en active IP Right Grant
Also Published As
Publication number | Publication date |
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WO2006012665A1 (en) | 2006-02-09 |
CN1993545B (en) | 2010-06-16 |
EP1774166A1 (en) | 2007-04-18 |
KR20070059068A (en) | 2007-06-11 |
JP2008509311A (en) | 2008-03-27 |
DE502005002312D1 (en) | 2008-01-31 |
AT500774A1 (en) | 2006-03-15 |
JP4528829B2 (en) | 2010-08-25 |
KR100875015B1 (en) | 2008-12-19 |
CN1993545A (en) | 2007-07-04 |
AT500774B1 (en) | 2006-07-15 |
AT500774B8 (en) | 2007-02-15 |
ATE381671T1 (en) | 2008-01-15 |
US20080283634A1 (en) | 2008-11-20 |
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