EP1115968B1 - Common rail injector - Google Patents
Common rail injector Download PDFInfo
- Publication number
- EP1115968B1 EP1115968B1 EP00949112A EP00949112A EP1115968B1 EP 1115968 B1 EP1115968 B1 EP 1115968B1 EP 00949112 A EP00949112 A EP 00949112A EP 00949112 A EP00949112 A EP 00949112A EP 1115968 B1 EP1115968 B1 EP 1115968B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- injector
- control piston
- sleeve
- closed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- 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
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases
- F02F2007/0097—Casings, e.g. crankcases for large diesel engines
Definitions
- the invention relates to a common rail injector according to the Preamble of claim 1 for the injection of fuel into a common rail injection system in an internal combustion engine, especially a large diesel engine.
- a high pressure pump supports the Fuel into the central high-pressure accumulator, which acts as a common rail referred to as.
- Lead from the high pressure accumulator High pressure lines to the individual injectors that the Engine cylinders are assigned.
- the injectors are single controlled by the engine electronics.
- the rail pressure is on the 3/2-way solenoid valve that connects the high pressure holes keeps conventional injection nozzle depressurized. Only with one The 3/2-way solenoid valve opens when the solenoid is energized Connection from the rail to the injector, and the fuel arrives at the raised against the force of a valve spring Nozzle needle over into the combustion chamber. Start of injection and Splashing will be by the beginning and end of the energization of the Magnets determined. The duration of the current supply is decisive for the Injection quantity.
- the object of the invention is to control the movement of the control piston optimize the flight phase.
- the invention relates to a common rail injector for the injection of fuel in a common rail injection system in an internal combustion engine, in particular a large diesel internal combustion engine, with an injector housing, with a 3/2-way solenoid valve integrated in the injector housing, with a high-pressure bore for controlling a nozzle needle which is axially displaceable against the biasing force of a nozzle spring which is accommodated in a nozzle spring chamber, the 3/2-way solenoid valve having a control piston which can be moved back and forth between a closed and an open valve position and which on the one its two ends is coupled to an armature and the other end of which projects into an unpressurized space, the fuel inlet being connected to the high-pressure bore of the injection nozzle in the open valve position, and the fuel inlet being closed by the control piston and the high-pressure bore in the closed valve position d he injection nozzle communicates with a fuel outlet and the unpressurized space, a first throttle point being arranged between the high-pressure bore and the fuel outlet,
- the second throttle point prevents the Flight phase of pressurized fuel into the unpressurized room arrives.
- the inflow of pressurized fuel into the unpressurized room could otherwise cause pressure impulses on the Guide the face of the control piston. These pressure pulses would counteract the valve spring force and could lead to a Malfunction of the 3/2-way solenoid valve.
- Another special embodiment of the invention is thereby characterized in that a sleeve for in the injector housing Guide of the control piston is used.
- the sleeve can either with or without a control piston already installed in the Injector housing can be installed.
- the use of the sleeve has the advantage that it works much easier in manufacturing can be called the injector housing.
- a worn sleeve can be easily replaced with a new sleeve. It is no longer necessary to replace the injector housing.
- Another special embodiment of the invention is thereby characterized in that in the sleeve in the area of Fuel inlet, the fuel outlet and the connection to High pressure bore each an opening is recessed in one annulus opens. This creates a good distribution of fuel guaranteed.
- Another special embodiment of the invention is characterized in that the sleeve is formed from a high-speed steel with a higher hardness than the injector housing. This significantly increases the life of the injector.
- Another special embodiment of the invention is characterized in that the diameter play on the Throttling points is 0.005 to 0.05 mm. Have these values yourself in the context of the present invention performed investigations as particularly advantageous proved.
- the injector 1 shows an injector according to the invention as a whole 1 designated.
- the injector 1 comprises an injector housing 2. Passes through a fuel inlet 3 at high pressure charged fuel inside the Injector housing 2.
- the Fuel from the fuel inlet 3 in one High pressure bore 5 leads to a Injection nozzle 6.
- the injection nozzle 6 comprises a nozzle needle 7 by a nozzle spring 8 against a nozzle needle seat is pressed.
- the nozzle spring 8 is in a nozzle spring chamber 9 arranged, which is depressurized. Which is in operation in the Nozzle spring chamber 9 fuel is collected via a Fuel channel 10 and a throttle 11 discharged.
- the 3/2-way solenoid valve 4 includes one Magnets 13 to a control piston 14 against the To bias a valve spring 16 back and forth.
- the control piston 14 is coupled to an armature 15 which cooperates with the magnets 13.
- the control piston 14 is in one Bore 18 received in the injector housing 2. Between the control piston 14 and the injector housing 2 is one Sleeve 19 arranged.
- the sleeve 19 is in that Injector housing 2 shrunk and used for axial Guide of the control piston 14.
- In the area of Fuel inlet 3 is a first in the sleeve 19 Annealed space.
- the inner diameter of the sleeve 19 is on both sides of the first annular space 20 measured differently.
- On the valve spring 16 facing side is the inner diameter of the sleeve 19th larger than on the side facing away from the valve spring 16 of the first annular space 20.
- On the valve spring 16 opposite side of the first annular space 20 is located so a section 21 with a slightly reduced Inner diameter. Between the first annulus 20 and the Section 21 has a first conical seat 22.
- Section 21 is followed by a second annular space 23 second annular space 23 is in with the high pressure bore 5 in Connection.
- a section follows the second annular space 23 24 of the sleeve 19 with the same inner diameter as that from the first annular space 20 to the valve spring 16 facing side of the sleeve 19th
- a bushing 26 is on the free end of the control piston 14 attached and fastened using a nut 25. Between the sleeve 26 and the portion 24 of the sleeve 19th a first throttle point 27 is formed. It is manufacturing technology and in terms of assembly effort cheaper to close the nut or thread into the socket integrate. Then the bushing 26 can be on the control piston 14 are screwed on and the nut 25 falls away.
- the first throttle point 27 follows in the area of Fuel outlet 12, a third annulus 28. Between the third annular space 28 and the unpressurized nozzle spring space 9 a second throttle point 29 is formed.
- FIG. 3 is an injector designated overall by 31 shown in sections.
- a fuel inlet 3 in the longitudinal direction of the Injector housing 2 arranged.
- the fuel inlet 3 is depending on the position of a 3/2-way solenoid valve 4 closed or is connected to a high pressure bore 5.
- the High-pressure bore 5 does not lead to one in FIG. 3 injector shown.
- the closed position of the 3/2-way solenoid valve 4 is the high pressure bore 5 with a fuel drain 12 in connection.
- the 3/2-way valve 4 comprises a magnet 13 which is a control piston 14 using an anchor 15 against the biasing force of one Valve spring 16 actuated. As long as the magnet 13 is not is energized, the valve spring 16 ensures that the Fuel inlet 3 remains closed.
- a sleeve 19 is shrunk.
- the sleeve 19 has the same function as in the previous with reference to Figures 1 and 2 embodiment described.
- a first cone seat 22 closed. If the magnet 13 is energized, the control piston 14 moves against the Biasing force of the valve spring 16 on the magnet 13. The first cone seat 22 opens. The movement of the Control piston 14 continues until a second Cone seat 17 closes. Between the high pressure bore 5 and the second cone seat 17 is a throttle point 27 educated.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Die Erfindung betrifft einen Common-Rail-Injektor nach dem Oberbegriff des Anspruchs 1 zur Einspritzung von Kraftstoff in einem Common-Rail-Einspritzsystem in einer Brennkraftmaschine, insbesondere einer Großdieselbrennkraftmaschine. The invention relates to a common rail injector according to the Preamble of claim 1 for the injection of fuel into a common rail injection system in an internal combustion engine, especially a large diesel engine.
Ein derartiger Injektor ist aus der US 5,538,187 A bekannt.Such an injector is known from US 5,538,187 A.
In Common-Rail-Einspritzsystemen fördert eine Hochdruckpumpe den Kraftstoff in den zentralen Hochdruckspeicher, der als Common-Rail bezeichnet wird. Von dem Hochdruckspeicher führen Hochdruckleitungen zu den einzelnen Injektoren, die den Motorzylindern zugeordnet sind. Die Injektoren werden einzeln von der Motorelektronik angesteuert. Der Raildruck steht an dem 3/2-Wege-Magnetventil an, das die Hochdruckbohrungen zur konventionellen Einspritzdüse drucklos hält. Erst bei einer Bestromung des Magneten öffnet das 3/2-Wege-Magnetventil die Verbindung vom Rail zur Einspritzdüse, und der Kraftstoff gelangt an der gegen die Kraft einer Ventilfeder angehobenen Düsennadel vorbei in den Verbrennungsraum. Spritzbeginn und Spritzende werden also durch Beginn und Ende der Bestromung des Magneten bestimmt. Die Bestromungsdauer ist maßgebend für die Einspritzmenge.In common rail injection systems, a high pressure pump supports the Fuel into the central high-pressure accumulator, which acts as a common rail referred to as. Lead from the high pressure accumulator High pressure lines to the individual injectors that the Engine cylinders are assigned. The injectors are single controlled by the engine electronics. The rail pressure is on the 3/2-way solenoid valve that connects the high pressure holes keeps conventional injection nozzle depressurized. Only with one The 3/2-way solenoid valve opens when the solenoid is energized Connection from the rail to the injector, and the fuel arrives at the raised against the force of a valve spring Nozzle needle over into the combustion chamber. Start of injection and Splashing will be by the beginning and end of the energization of the Magnets determined. The duration of the current supply is decisive for the Injection quantity.
Beim Schalten des 3/2-Wege-Magnetventils bewegt sich der Steuerkolben zwischen der geschlossenen und der geöffneten Ventilstellung hin und her. Die Phase, in der sich der Steuerkolben zwischen der geöffneten und der geschlossenen Ventilstellung befindet, wird als Flugphase bezeichnet. Bei im Rahmen der vorliegenden Erfindung an herkömmlichen Injektoren durchgeführten Versuchen sind bei hohen Einspritzdrücken von circa 1.500 bar in der Flugphase Instabilitäten in der Bewegung des Steuerkolbens festgestellt worden. Diese Instabilitäten sind insbesondere dann aufgetreten, wenn bei einer konstanten Drehzahl die Bestromung des Magneten variiert wurde. Die Instabilitäten können dazu führen, daß die Brennkraftmaschine in dem betroffenen Bereich nicht mehr korrekt arbeitet. When the 3/2-way solenoid valve is switched, the moves Control piston between the closed and the open Valve position back and forth. The phase in which the Control piston between the open and the closed Valve position is referred to as the flight phase. At im Framework of the present invention on conventional injectors tests are carried out at high injection pressures of approx. 1,500 bar in the flight phase instabilities in the movement of the control piston. These are instabilities particularly occurred when at a constant Speed the energization of the magnet was varied. The Instabilities can lead to the internal combustion engine in the affected area no longer works correctly.
Aufgabe der Erfindung ist es, die Bewegung des Steuerkolbens in der Flugphase zu optimieren.The object of the invention is to control the movement of the control piston optimize the flight phase.
Die Erfindung ist bei einem Common-Rail-Injektor zur
Einspritzung von Kraftstoff in einem Common-Rail-Einspritzsystem
in einer Brennkraftmaschine, insbesondere einer
Großdieselbrennkraftmaschine, mit einem Injektorgehäuse, mit
einem in das Injektorgehäuse integrierten 3/2-Wege-Magnetventil,
mit einer Hochdruckbohrung zum Steuern einer Düsennadel, die
gegen die Vorspannkraft einer Düsenfeder axial verschiebbar ist,
die in einem Düsenfederraum aufgenommen ist, wobei das 3/2-Wege-Magnetventil
einen zwischen einer geschlossenen und einer
geöffneten Ventilstellung hin- und herbewegbaren Steuerkolben
aufweist, der an dem einen seiner beiden Enden mit einem Anker
gekoppelt ist und dessen anderes Ende in einen drucklosen Raum
ragt, wobei in der geöffneten Ventilstellung der
Kraftstoffzulauf mit der Hochdruckbohrung der Einspritzdüse in
Verbindung steht, und wobei in der geschlossenen Ventilstellung
der Kraftstoffzulauf durch den Steuerkolben verschlossen ist und
die Hochdruckbohrung der Einspritzdüse mit einem
Kraftstoffablauf und dem drucklosen Raum in Verbindung steht,
wobei zwischen der Hochdruckbohrung und dem Kraftstoffablauf
eine erste Drosselstelle angeordnet ist, dadurch gelöst, dass
zwischen dem Kraftstoffablauf und dem drucklosen Raum eine
zweite Drosselstelle angeordnet ist.
Mit der ersten Drosselstelle kann die Überströmmenge beim
Schalten gesteuert werden. The invention relates to a common rail injector for the injection of fuel in a common rail injection system in an internal combustion engine, in particular a large diesel internal combustion engine, with an injector housing, with a 3/2-way solenoid valve integrated in the injector housing, with a high-pressure bore for controlling a nozzle needle which is axially displaceable against the biasing force of a nozzle spring which is accommodated in a nozzle spring chamber, the 3/2-way solenoid valve having a control piston which can be moved back and forth between a closed and an open valve position and which on the one its two ends is coupled to an armature and the other end of which projects into an unpressurized space, the fuel inlet being connected to the high-pressure bore of the injection nozzle in the open valve position, and the fuel inlet being closed by the control piston and the high-pressure bore in the closed valve position d he injection nozzle communicates with a fuel outlet and the unpressurized space, a first throttle point being arranged between the high-pressure bore and the fuel outlet, in that a second throttle point is arranged between the fuel outlet and the unpressurized space.
With the first throttle point, the overflow quantity can be controlled when switching.
Durch die zweite Drosselstelle wird verhindert, daß in der Flugphase druckbeaufschlagter Kraftstoff in den drucklosen Raum gelangt. Das Einströmen von druckbeaufschlagtem Kraftstoff in den drucklosen Raum könnte ansonsten zu Druckimpulsen auf die Stirnfläche des Steuerkolbens führen. Diese Druckimpulse würden der Ventilfederkraft entgegenwirken und könnten zu einer Funktionsstörung des 3/2-Wege-Magnetventils führen.The second throttle point prevents the Flight phase of pressurized fuel into the unpressurized room arrives. The inflow of pressurized fuel into the unpressurized room could otherwise cause pressure impulses on the Guide the face of the control piston. These pressure pulses would counteract the valve spring force and could lead to a Malfunction of the 3/2-way solenoid valve.
Eine weitere besondere Ausführungsart der Erfindung ist dadurch gekennzeichnet, daß in das Injektorgehäuse eine Hülse zur Führung des Steuerkolbens eingesetzt ist. Die Hülse kann entweder mit oder ohne bereits montiertem Steuerkolben in das Injektorgehäuse eingebaut werden. Die Verwendung der Hülse hat den Vorteil, daß sie in der Fertigung viel einfacher bearbeitet werden kann als das Injektorgehäuse. Außerdem kann eine abgenutzte Hülse leicht durch eine neue Hülse ersetzt werden. Ein Austausch des Injektorgehäuses ist nicht mehr erforderlich.Another special embodiment of the invention is thereby characterized in that a sleeve for in the injector housing Guide of the control piston is used. The sleeve can either with or without a control piston already installed in the Injector housing can be installed. The use of the sleeve has the advantage that it works much easier in manufacturing can be called the injector housing. In addition, a worn sleeve can be easily replaced with a new sleeve. It is no longer necessary to replace the injector housing.
Eine weitere besondere Ausführungsart der Erfindung ist dadurch gekennzeichnet, daß in der Hülse im Bereich des Kraftstoffzulaufs, des Kraftstoffablaufs und der Verbindung zur Hochdruckbohrung jeweils eine Öffnung ausgespart ist, die in jeweils einen Ringraum mündet. Dadurch wird eine gute Verteilung des Kraftstoffs gewährleistet.Another special embodiment of the invention is thereby characterized in that in the sleeve in the area of Fuel inlet, the fuel outlet and the connection to High pressure bore each an opening is recessed in one annulus opens. This creates a good distribution of fuel guaranteed.
Eine weitere besondere Ausführungsart der Erfindung ist dadurch
gekennzeichnet, daß die Hülse aus einem Schnellarbeitsstahl mit
einer höheren Härte als das Injektorgehäuse gebildet ist.
Dadurch wird die Lebensdauer des Injektors deutlich erhöht.Another special embodiment of the invention is characterized in that the sleeve is formed from a high-speed steel with a higher hardness than the injector housing.
This significantly increases the life of the injector.
Eine weitere besondere Ausführungsart der Erfindung ist dadurch gekennzeichnet, daß das Durchmesserspiel an den Drosselstellen 0,005 bis 0,05 mm beträgt. Diese Werte haben sich bei im Rahmen der vorliegenden Erfindung durchgeführten Untersuchungen als besonders vorteilhaft erwiesen.Another special embodiment of the invention is characterized in that the diameter play on the Throttling points is 0.005 to 0.05 mm. Have these values yourself in the context of the present invention performed investigations as particularly advantageous proved.
Weitere Vorteile, Merkmale und Einzelheiten der Erfindung ergeben sich aus der nachfolgenden Beschreibung, in der unter Bezugnahme auf die Zeichnung zwei Ausführungsbeispiele der Erfindung im einzelnen beschrieben sind. Dabei können die in den Ansprüchen und in der Beschreibung erwähnten Merkmale jeweils einzeln für sich oder in beliebiger Kombination erfindungswesentlich sein. In der Zeichnung zeigen:
- Figur 1
- die Ansicht eines Längsschnitts durch eine erste Ausführungsform eines erfindungsgemäßen Injektors;
Figur 2- einen vergrößerten Ausschnitt aus Figur 1; und
Figur 3- einen Ausschnitt einer zweiten Ausführungsform eines erfindungsgemäßen Injektors.
- Figure 1
- the view of a longitudinal section through a first embodiment of an injector according to the invention;
- Figure 2
- an enlarged section of Figure 1; and
- Figure 3
- a section of a second embodiment of an injector according to the invention.
In Figur 1 ist ein erfindungsgemäßer Injektor insgesamt mit
1 bezeichnet. Der Injektor 1 umfaßt ein Injektorgehäuse 2.
Durch einen Kraftstoffzulauf 3 gelangt mit Hochdruck
beaufschlagter Kraftstoff in das Innere des
Injektorgehäuses 2.1 shows an injector according to the invention as a whole
1 designated. The injector 1 comprises an
Je nachdem, ob sich ein 3/2-Wege-Ventil 4 in der geöffneten
oder geschlossenen Stellung befindet, gelangt der
Kraftstoff aus dem Kraftstoffzulauf 3 in eine
Hochdruckbohrung 5. Die Hochdruckbohrung 5 führt zu einer
Einspritzdüse 6. Die Einspritzdüse 6 umfaßt eine Düsennadel
7, die durch eine Düsenfeder 8 gegen einen Düsennadelsitz
gedrückt wird. Die Düsenfeder 8 ist in einem Düsenfederraum
9 angeordnet, der drucklos ist. Der sich im Betrieb in dem
Düsenfederraum 9 ansammelnde Kraftstoff wird über einen
Kraftstoffkanal 10 und eine Drossel 11 abgeführt.Depending on whether there is a 3/2-
In der geschlossenen Stellung des 3/2-Wege-Ventils 4 steht
die Hochdruckbohrung 5 mit einem Kraftstoffablauf 12 in
Verbindung. Das 3/2-Wege-Magnetventil 4 umfaßt einen
Magneten 13, um einen Steuerkolben 14 gegen die
Vorspannkraft einer Ventilfeder 16 hin- und herzubewegen.
Der Steuerkolben 14 ist mit einem Anker 15 gekoppelt, der
mit den Magneten 13 zusammenwirkt.In the closed position of the 3/2-
Wie man in Figur 2 sieht, ist der Steuerkolben 14 in einer
Bohrung 18 in dem Injektorgehäuse 2 aufgenommen. Zwischen
dem Steuerkolben 14 und dem Injektorgehäuse 2 ist eine
Hülse 19 angeordnet. Die Hülse 19 ist in das
Injektorgehäuse 2 eingeschrumpft und dient zur axialen
Führung des Steuerkolbens 14. Im Bereich des
Kraftstoffzulaufes 3 ist in der Hülse 19 ein erster
Ringraum ausgespart. Der Innendurchmesser der Hülse 19 ist
auf den beiden Seiten des ersten Ringraums 20
unterschiedlich bemessen. Auf der zu der Ventilfeder 16
gewandten Seite ist der Innendurchmesser der Hülse 19
größer als auf der von der Ventilfeder 16 abgewandten Seite
des ersten Ringraums 20. Auf der von der Ventilfeder 16
abgewandten Seite des ersten Ringraums 20 befindet sich
also ein Abschnitt 21 mit einem etwas verkleinerten
Innendurchmesser. Zwischen dem ersten Ringraum 20 und dem
Abschnitt 21 ist ein erster Kegelsitz 22 ausgebildet.As can be seen in Figure 2, the
Auf den Abschnitt 21 folgt ein zweiter Ringraum 23. Der
zweite Ringraum 23 steht mit der Hochdruckbohrung 5 in
Verbindung. Auf den zweiten Ringraum 23 folgt ein Abschnitt
24 der Hülse 19 mit dem gleichen Innendurchmesser wie auf
der von dem ersten Ringraum 20 zu der Ventilfeder 16
hingewandten Seite der Hülse 19.Section 21 is followed by a second
Auf das freie Ende des Steuerkolbens 14 ist eine Buchse 26
aufgesteckt und mithilfe einer Mutter 25 befestigt.
Zwischen der Buchse 26 und dem Abschnitt 24 der Hülse 19
ist eine erste Drosselstelle 27 ausgebildet. Es ist
fertigungstechnisch und bezüglich des Montageaufwandes
günstiger, die Mutter bzw. das Gewinde in die Buchse zu
integrieren. Dann kann die Buchse 26 auf den Steuerkolben
14 aufgeschraubt werden und die Mutter 25 fällt weg.A
Auf die erste Drosselstelle 27 folgt im Bereich des
Kraftstoffablaufes 12 ein dritter Ringraum 28. Zwischen dem
dritten Ringraum 28 und dem drucklosen Düsenfederraum 9 ist
eine zweite Drosselstelle 29 ausgebildet.The
In Figur 3 ist ein insgesamt mit 31 bezeichneter Injektor
ausschnittsweise dargestellt. In einem Injektorgehäuse 2
ist ein Kraftstoffzulauf 3 in Längsrichtung des
Injektorgehäuses 2 angeordnet. Der Kraftstoffzulauf 3 ist
je nach Stellung eines 3/2-Wege-Magnetventils 4 geschlossen
oder steht mit einer Hochdruckbohrung 5 in Verbindung. Die
Hochdruckbohrung 5 führt zu einer in Figur 3 nicht
dargestellten Einspritzdüse. In der geschlossenen Stellung
des 3/2-Wege-Magnetventils 4 steht die Hochdruckbohrung 5
mit einem Kraftstoffablauf 12 in Verbindung. Das 3/2-Wege-Ventil
4 umfaßt einen Magneten 13, der einen Steuerkolben
14 mithilfe eines Ankers 15 gegen die Vorspannkraft einer
Ventilfeder 16 betätigt. Solange der Magnet 13 nicht
bestromt wird, sorgt die Ventilfeder 16 dafür, daß der
Kraftstoffzulauf 3 verschlossen bleibt.In Figure 3 is an injector designated overall by 31
shown in sections. In an
In eine Bohrung 18, die sich quer zur Längsachse des
Injektors 31 erstreckt, ist eine Hülse 19 eingeschrumpft. In a
Die Hülse 19 hat die gleiche Funktion wie bei der vorab
anhand der Figuren 1 und 2 beschriebenen Ausführungsform.
In der geschlossenen Stellung des 3/2-Wege-Ventils 4 ist
ein erster Kegelsitz 22 geschlossen. Wenn der Magnet 13
bestromt wird, bewegt sich der Steuerkolben 14 gegen die
Vorspannkraft der Ventilfeder 16 auf den Magneten 13 zu.
Dabei öffnet der erste Kegelsitz 22. Die Bewegung des
Steuerkolbens 14 setzt sich solange fort, bis ein zweiter
Kegelsitz 17 schließt. Zwischen der Hochdruckbohrung 5 und
dem zweiten Kegelsitz 17 ist eine Drosselstelle 27
ausgebildet.The
Claims (5)
- Common rail injector for injecting fuel in a common rail injection system of an internal combustion engine, in particular of a large diesel internal combustion engine, having an injector housing (2), having a fuel inlet (3), having a 3/2-way solenoid valve (4) which is integrated into the injector housing (2), having a high-pressure hole (5) in the injector housing (2) for controlling a nozzle needle (7) which can be displaced axially counter to the prestressing force of a nozzle spring (8) and which is held in a nozzle spring space (9), the 3/2-way solenoid valve (4) having a control piston (14) which can move to and fro between a closed valve position and an opened valve position and which is connected at one of its two ends to an armature (15) and whose other end projects into a pressureless space (9), the fuel inlet (3) being connected in the opened valve position to the high-pressure hole (5) in the injection nozzle (6), and the fuel inlet (3) being closed in the closed valve position by the control piston (14), and the high-pressure hole (5) of the injection nozzle (6) being connected to a fuel outlet (12) and to the pressureless space (9), a first throttle point (27) being arranged between the high-pressure hole (5) and the fuel outlet (12), characterized in that a second throttle point (29) is arranged between the fuel outlet (12) and the pressureless space (9).
- Injector according to Claim 1, characterized in that a sleeve (19) for guiding the control piston (14) is inserted into the injector housing (2).
- Injector according to Claim 2, characterized in that an opening is made in the sleeve (19), in each case in the region of the fuel inlet (3), in the region of the fuel outlet (12) and in the region of the connection to the high-pressure hole (5), said openings each leading into an annular space (20, 23, 28).
- Injector according to Claim 2 or 3, characterized in that the sleeve (19) is formed from a high-speed steel with a greater hardness than the injector housing (2).
- Injector according to one of the preceding claims, characterized in that the diameter play at the throttle points (27, 29) is 0.005 to 0.05 mm.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19928846 | 1999-06-24 | ||
| DE19928846A DE19928846A1 (en) | 1999-06-24 | 1999-06-24 | Common rail injector |
| PCT/DE2000/001975 WO2001000980A1 (en) | 1999-06-24 | 2000-06-23 | Common rail injector |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1115968A1 EP1115968A1 (en) | 2001-07-18 |
| EP1115968B1 true EP1115968B1 (en) | 2004-10-13 |
Family
ID=7912315
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP00949112A Expired - Lifetime EP1115968B1 (en) | 1999-06-24 | 2000-06-23 | Common rail injector |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US6565013B1 (en) |
| EP (1) | EP1115968B1 (en) |
| JP (1) | JP2003503625A (en) |
| DE (2) | DE19928846A1 (en) |
| WO (1) | WO2001000980A1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10103089A1 (en) * | 2001-01-24 | 2002-08-08 | Bosch Gmbh Robert | 3/2-way valve |
| US7278593B2 (en) * | 2002-09-25 | 2007-10-09 | Caterpillar Inc. | Common rail fuel injector |
| SK288115B6 (en) | 2002-09-25 | 2013-09-03 | Memory Pharmaceuticals Corporation | Indazoles, pharmaceutical compositions comprising them and their use |
| EP1621764B1 (en) * | 2004-06-30 | 2007-11-07 | C.R.F. Società Consortile per Azioni | Internal combustion engine fuel injector |
| EP3483420B1 (en) * | 2017-11-13 | 2020-06-17 | Winterthur Gas & Diesel AG | Large diesel engine and fuel injection nozzle and fuel injection method for a large diesel engine |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4164326A (en) * | 1978-04-06 | 1979-08-14 | General Motors Corporation | Electromagnetic fuel injector nozzle assembly |
| JPS5655769U (en) | 1979-10-05 | 1981-05-14 | ||
| DE3743532A1 (en) * | 1987-12-22 | 1989-07-06 | Bosch Gmbh Robert | FUEL INJECTION SYSTEM FOR INTERNAL COMBUSTION ENGINES |
| DE4029159A1 (en) * | 1990-01-03 | 1991-07-04 | Bosch Gmbh Robert | FUEL INJECTION DEVICE FOR INJECTION COMBUSTION ENGINES |
| US5397055A (en) * | 1991-11-01 | 1995-03-14 | Paul; Marius A. | Fuel injector system |
| DE4341543A1 (en) * | 1993-12-07 | 1995-06-08 | Bosch Gmbh Robert | Fuel injection device for internal combustion engines |
| DE4341546A1 (en) | 1993-12-07 | 1995-06-08 | Bosch Gmbh Robert | Fuel injection device for internal combustion engines |
| DE19701879A1 (en) * | 1997-01-21 | 1998-07-23 | Bosch Gmbh Robert | Fuel injection device for internal combustion engines |
| DE29717649U1 (en) | 1997-10-02 | 1997-11-20 | FEV Motorentechnik GmbH & Co. KG, 52078 Aachen | Directly controlled injection valve, in particular fuel injection valve |
-
1999
- 1999-06-24 DE DE19928846A patent/DE19928846A1/en not_active Ceased
-
2000
- 2000-06-23 WO PCT/DE2000/001975 patent/WO2001000980A1/en not_active Ceased
- 2000-06-23 DE DE2000508219 patent/DE50008219D1/en not_active Expired - Lifetime
- 2000-06-23 US US09/763,479 patent/US6565013B1/en not_active Expired - Fee Related
- 2000-06-23 JP JP2001506369A patent/JP2003503625A/en active Pending
- 2000-06-23 EP EP00949112A patent/EP1115968B1/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JP2003503625A (en) | 2003-01-28 |
| US6565013B1 (en) | 2003-05-20 |
| WO2001000980A1 (en) | 2001-01-04 |
| DE50008219D1 (en) | 2004-11-18 |
| WO2001000980A8 (en) | 2001-03-29 |
| DE19928846A1 (en) | 2001-03-08 |
| EP1115968A1 (en) | 2001-07-18 |
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