EP1125050B1 - Magnet-injektor für kraftstoff-speichereinspritzsysteme - Google Patents

Magnet-injektor für kraftstoff-speichereinspritzsysteme Download PDF

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Publication number
EP1125050B1
EP1125050B1 EP00958259A EP00958259A EP1125050B1 EP 1125050 B1 EP1125050 B1 EP 1125050B1 EP 00958259 A EP00958259 A EP 00958259A EP 00958259 A EP00958259 A EP 00958259A EP 1125050 B1 EP1125050 B1 EP 1125050B1
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EP
European Patent Office
Prior art keywords
chamber
nozzle
injector
valve
passage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP00958259A
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German (de)
English (en)
French (fr)
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EP1125050A1 (de
Inventor
Patrick Mattes
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Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP1125050A1 publication Critical patent/EP1125050A1/de
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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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/0017—Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means
    • F02M63/0019—Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means characterised by the arrangement of electromagnets or fixed armatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0035—Poppet valves, i.e. having a mushroom-shaped valve member that moves perpendicularly to the plane of the valve seat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0043—Two-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0056—Throttling valves, e.g. having variable opening positions throttling the flow
    • 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
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0073—Pressure balanced valves

Definitions

  • Fuel storage injection systems are currently in use mainly used in diesel engines. They point next the injectors for the cylinders one more High pressure accumulator ("Common Rail”) and a high pressure pump for the fuel. The high pressure pump compresses the Fuel in the accumulator to the so-called system pressure, which can currently be up to 1350 bar. This Storage is with the fuel supply of the injector connected.
  • High Pressure accumulator (“Common Rail")
  • High Pressure pump compresses the Fuel in the accumulator to the so-called system pressure, which can currently be up to 1350 bar.
  • This Storage is with the fuel supply of the injector connected.
  • the solenoid valve has a single electromagnet, the Throttle body in its first end position the second Passage through which the valve room with the control room and is the first pass through which the Valve chamber is connected to the drain, arranged such that it will not be blocked by the throttle body can.
  • the magnet When the magnet is activated, it pulls the Anchor on, which takes the throttle body with it until it is in is in its second end position, in which both the second passage to the control room as well as the first Passage to the drain are free.
  • the injector In the idle state, the injector is closed, so that the Fuel does not enter the combustion chamber through the nozzle Cylinder can get.
  • the The solenoid of the solenoid valve is not controlled so that a valve spring the throttle body in the first End position, in which he makes the second pass to Control room locked.
  • the system pressure applied to the high pressure accumulator which is also in the nozzle prevails. Since the nozzle needle with its shaft end, that faces their top, borders the control room, the pressure in the control room acts on the shaft end, so that force on the nozzle needle towards the tip is applied.
  • a nozzle spring that serves to engine not running and therefore no high pressure in the High pressure accumulator the tip in the nozzle opening pretensioning and closing the injector also a force towards the tip on the nozzle needle out. These two closing forces exceed at rest the opening force also acting on the nozzle needle, that from the pressure in the nozzle to the tapering there Tip of the nozzle needle comes from.
  • the injector opens by Solenoid valve is controlled.
  • the so-called Pulling current passed through the electromagnet, which one serves to open the solenoid valve quickly.
  • This is now practicing a force on the anchor that is the opposite Force exceeds the valve spring, causing the armature to open the movement of the throttle body towards the electromagnet takes it and brings it into the second end position. Thereby becomes the second pass through which the valve chamber with the Control room is connected, released.
  • fuel can from the control room through this second passage into the Valve chamber and on through the first passage to Drain the fuel drain with the fuel tank connected is.
  • the pressure in the control room decreases is quickly less than the pressure in the nozzle, which is still always corresponds to the system pressure.
  • this closing force also drops on the nozzle needle, so that the opening force is due to the system pressure in the nozzle predominates and the nozzle needle is pulled out of the nozzle opening becomes.
  • the fuel under system pressure can now emerge from the injector through the nozzle opening Injection starts.
  • the opening speed of the nozzle needle is from Difference between the flow of that Fuel supply into the control room and the flow out the control room through the second passage into the Valve space determined.
  • the shaft end of the nozzle needle penetrates so far into the control room until the closing and Opening forces on the nozzle needle are balanced, and he then remains on a fuel cushion. This arises through the fuel flow that is in the control room established.
  • the nozzle is now fully open, and the Fuel is at a pressure that is close to that System pressure in the high pressure accumulator corresponds to the Injected combustion chamber.
  • the solenoid valve is no longer controlled so that the anchor by the force of the Valve spring is pushed away from the electromagnet and the throttle body blocked the second passage again. Consequently builds up in the control room by the inflow further inflowing fuel again the system pressure. This increasing pressure leads to an increasing force on the nozzle needle.
  • the nozzle needle becomes Nozzle opening moves until the nozzle opening through again the tip is closed.
  • the closing speed of the Nozzle needle is driven by the flow of fuel from the Inlet in the control room determined. The injection ends when the nozzle needle reaches its lower stop and its tip sits in the nozzle opening.
  • a disadvantage of this known magnetic injector is that its switching times are too long to enable a pre-injection with reproducible small pre-injection quantities of 1 mm 3 and less. This is because the solenoid valve used only allows a limited armature speed. Although this can be increased by increasing the starting current, anchor bounces then occur increasingly, which results in ballistic operation with quantity fluctuations of up to ⁇ 50% of the injected quantity. The result is increased exhaust emissions and synchronous fluctuations in the engine.
  • This magnetic injector consequently has a magnetic valve two opposing electromagnets and one common anchor on.
  • the throttle body is like this trained that he was in one of his two end positions one of the two passages opening into the valve chamber blocked and the other passage free and in his other end position reverses this one pass releases and blocks the other passage.
  • This magnetic injector is used for example for the Pre-injection small desired amount of injection thereby submitted that simply the first electromagnet with the Pull-in current is driven, which then pulls the armature.
  • both Electromagnets controlled so that the throttle body from brought to its second end position and in one Middle position is held, in which he passes both releases.
  • the fuel flows in this middle position constantly out of the control room through the second pass the valve chamber, through the first passage to Drain and finally back to the fuel tank.
  • the Pressure in the control room drops like in the well-known magnetic injector so that the shaft end of the nozzle needle fits into the Control room and its tip pulled out of the nozzle opening become.
  • the one flowing into the control room from the inlet Fuel provides the fuel cushion when the Nozzle needle has reached its upper stop.
  • control room has a Flow restrictor with the valve chamber and / or via a Inlet throttle is connected to the inlet.
  • these restrictors can reduce the flow of the Fuel supply to the control room or the flow the control room in the valve room predetermined as desired be, for example, the opening and Closing speed of the nozzle needle or the volume of the Fuel cushion in the control room when fully open Determine the injector.
  • a Compensation chamber is connected to the inlet, and that the Anchor is connected to an anchor shaft, its free End face borders on the compensation chamber. Because by that the throttle body is almost completely balanced, so that he quickly on the from the electromagnet applied forces can react.
  • FIG. 1 shows a magnetic injector for the fuel storage injection system of a diesel engine schematically in Cross section shown.
  • the injector has a housing 10 on that via a fuel inlet 12 with the (not shown) high pressure accumulator ("Common Rail") of Accumulator injection system and via a fuel outlet 14 connected to the fuel tank (not shown) is.
  • the high-pressure accumulator is in turn one High pressure pump (not shown) with the Fuel tank connected to the fuel in the Memory on the system pressure with which the injection should take place, condensed.
  • the housing 10 has a nozzle 16 Nozzle opening 18 and nozzle chamber 20 lying above it.
  • the nozzle chamber 20 is connected to the inlet 12 via a Nozzle channel 22 connected in the housing 10.
  • the housing 10 has also has a longitudinal hole in at its lower end the nozzle chamber 20 and into one at its upper end Control room 24 opens.
  • the injector also has a nozzle needle 26 which a shaft 28 and a tip 30 at its lower end to close the nozzle opening 18.
  • the shaft 28 is slidable in the longitudinal bore of the housing 10 guided so that its free, top end face, which is here is also referred to as the shaft end 32 of the needle 26, the Control room 24 limited below.
  • the shaft 28 pops up in a middle section a reduced diameter back to a nozzle spring 34 record, with its lower end on the Shoulder at the bottom of this section and with her the upper end is supported on another shoulder by a projection of the longitudinal bore is formed.
  • the Nozzle spring 34 thus exercises one downward, that is to say Nozzle opening 18 directed biasing force on the needle 26 out.
  • the injector also has in its housing 10 Solenoid valve 36 on that shown in Figure 1 Embodiment is arranged above the control room 24. It includes a valve space 38 and one therein received throttle body 40. The valve chamber 38 is over an outlet throttle 42 with the control chamber 24 and this in turn via an inlet throttle 44 with the inlet 12 connected.
  • the valve 36 also has a first Electromagnet 46 and a second electromagnet 48 and a common anchor arranged between them 50 on.
  • the two electromagnets 46, 48 are coaxial around one further hole (hereinafter “anchor hole”) in the Housing 10 arranged around in at its lower end the valve chamber 20 and at its upper end in one with the Inlet 12 connected compensation chamber 54 opens.
  • anchor hole one further hole in the Housing 10 arranged around in at its lower end the valve chamber 20 and at its upper end in one with the Inlet 12 connected compensation chamber 54 opens.
  • the armature 50 is displaceable in the armature bore guided anchor shaft 52 attached, the free, upper Front face of the compensation chamber 54 limited below.
  • the Anchor shaft 52 extends down to the bottom End of the anchor hole, from which the outlet 14 branches. Its lower end is designed as a waist 56 and on the Throttle body 40 attached.
  • valve chamber 38 is thus through a first passage from the lower end of the anchor hole and waist 56 is defined with the sequence 14 and a second Passage formed by the flow restrictor 42 with connected to the control room 24.
  • the throttle body 40 is adjacent to the lower end of the anchor shaft 52 and a first sealing surface 58 a second sealing surface on its lower, free end face 60 on. Appropriate for this are both the edge of the mouth of the Armature bore in the valve chamber 38 as well as the edge of the Mouth of the outlet throttle 42 in the valve chamber 38 as first and second sealing seat formed.
  • a valve spring 62 is supported on the lower, free end face of the Throttle body 40 and on the lower wall of the valve chamber 38 and thus exercises one upwards, i.e. to the first Prestressing force directed towards the sealing seat Throttle body 40 out.
  • the system pressure in the High pressure accumulator can not be maintained and the The injector should remain closed so that fuel does not can get into the combustion chamber uncontrolled. Because in this If the two oppositely fall on the nozzle needle 26 acting hydraulic forces from the pressures in the Control room 24 and the nozzle chamber 20 originate, approximately are the same size, the nozzle spring 34 ensures that the Tip 30 of the nozzle needle 26 pressed into the nozzle opening 18 becomes. So the injector is closed.
  • the valve spring 62 thus ensures that the Throttle body 40 with its first, upper sealing surface 58 pressed against the first sealing seat and in this position, hereinafter also referred to as the first end position, is held.
  • the throttle body 40 blocks so the first pass, so no fuel over the Drain 14 can flow out of the injector. So there is both in the control chamber 24 and in the valve chamber 38 of the high pressure accumulator via the inlet 12 and the Inlet throttle 44 applied system pressure. Via the inlet 12 and the nozzle channel 22 is also in the nozzle chamber 20 on.
  • the system pressure acts in the control room 24 on the shaft end 32, so that from there to the Nozzle needle 26 a hydraulic force towards tip 30 is applied.
  • the nozzle spring 34 exerts on the nozzle needle 26 also exerts a force towards the tip 30. This both closing forces exceed the hydraulic ones also attacking the nozzle needle 26 Opening force by the system pressure in the nozzle chamber 20 to the lower end tapering to the tip 30 there the nozzle needle 26 originates.
  • the drive current is dimensioned such that the magnetic force exerted on the armature 50 by the first electromagnet 46 exceeds the opposite force of the valve spring 62, so that the armature 50 moves the throttle body 40 away from the first end position and towards the second end position.
  • the Driving current of the first electromagnet 46 is reduced become, because on the one hand the distance to the armature 50 decreases and on the other hand the hydraulic force of the compensation chamber 54, in which there is still system pressure that of the control room 24.
  • the second sealing surface 60 now lies against the second sealing seat and is pressed against it, since the first electromagnet 46 remains activated.
  • the second passage of the valve chamber 38 is blocked. Consequently, the fuel flow from the control chamber 24 through the valve chamber 38 to the outlet 14 is interrupted, so that the pressure in the control chamber 24 cannot drop further, but rather the system pressure builds up again there.
  • the injector is then closed again and the Pre-injection ended.
  • the throttle body 40 in the second end position and so that the injector is kept closed by the first Electromagnet 46 remains controlled.
  • the one for this required drive current of the first electromagnet 46 is significantly smaller than at the beginning of the pre-injection, because the anchor 50 is much closer to this.
  • the current through the first electromagnet 46 is reduced to such an extent that its magnetic force acting on the armature 50 falls below the pretensioning force of the valve spring 62 acting on the throttle body 40; the hydraulic force of the control chamber 24 is irrelevant, since it is compensated by the hydraulic force of the compensation chamber 54 as before.
  • the throttle body 40 is moved away from the second end position and towards the first end position.
  • the throttle body 40 In contrast to the pre-injection, the throttle body 40 but do not reach the first end position, but in held a middle position by the second Electromagnet 48 is controlled.
  • the opening speed of the nozzle needle 26 is from Difference between the flow from the inlet 12 through the inlet throttle 44 in the control chamber 24 and the Flow from the control chamber 24 through the outlet throttle 42 determined in the valve chamber 38.
  • the shaft end 32 penetrates so far into the control chamber 24 until the closing and opening forces on the Nozzle needle 26 are balanced, and then it remains on a fuel cushion. This arises from the Fuel flow that occurs in the control room 24.
  • the Nozzle 16 is now fully open and the fuel is on a pressure that is close to the system pressure in the High-pressure accumulator corresponds to the combustion chamber injected.
  • both electromagnets 46, 48 no longer controlled, so that the armature 50 through the biasing force of the valve spring 62 in the second direction Electromagnet 48 is pressed until the throttle body 40 again reached the first end position and the first Passage blocked. This movement can are supported that the first electromagnet 46 before the second electromagnet 48 is turned off.
  • the Throttle body 40 is the valve spring 62 in the first End position held.
  • the closing speed of the nozzle needle 26 is determined by the Flow of fuel from the inlet 12 through the Inlet throttle 44 determined in the control chamber 24.
  • the main injection is ended when the nozzle needle 26 reached its lower stop and its tip 30 in the Nozzle opening 18 sits.
  • the injector is now in the idle state again.

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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)
  • Electromagnetism (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
EP00958259A 1999-09-01 2000-08-17 Magnet-injektor für kraftstoff-speichereinspritzsysteme Expired - Lifetime EP1125050B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19941463A DE19941463A1 (de) 1999-09-01 1999-09-01 Magnet-Injektor für Kraftstoff-Speichereinspritzsysteme
DE19941463 1999-09-01
PCT/DE2000/002783 WO2001016479A1 (de) 1999-09-01 2000-08-17 Magnet-injektor für kraftstoff-speichereinspritzsysteme

Publications (2)

Publication Number Publication Date
EP1125050A1 EP1125050A1 (de) 2001-08-22
EP1125050B1 true EP1125050B1 (de) 2004-11-24

Family

ID=7920295

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00958259A Expired - Lifetime EP1125050B1 (de) 1999-09-01 2000-08-17 Magnet-injektor für kraftstoff-speichereinspritzsysteme

Country Status (7)

Country Link
US (1) US6422209B1 (ko)
EP (1) EP1125050B1 (ko)
JP (1) JP2003508670A (ko)
KR (1) KR20010082242A (ko)
CZ (1) CZ20011510A3 (ko)
DE (2) DE19941463A1 (ko)
WO (1) WO2001016479A1 (ko)

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DE10031582A1 (de) * 2000-06-29 2002-01-17 Bosch Gmbh Robert Druckgesteuerter Injektor mit gesteuerter Düsennadel
DE10033428C2 (de) * 2000-07-10 2002-07-11 Bosch Gmbh Robert Druckgesteuerter Injektor zum Einspritzen von Kraftstoff
DE10059399B4 (de) * 2000-11-30 2005-05-12 Robert Bosch Gmbh Vorrichtung zur Verbesserung der Einspritzabfolge bei Kraftstoffeinspritzsystemen
US6845754B2 (en) * 2003-02-04 2005-01-25 International Engine Intellectual Property Company, Llc Fuel injection device having independently controlled fuel compression and fuel injection processes
DE102004018927A1 (de) * 2004-04-20 2005-11-17 Robert Bosch Gmbh Common-Rail-Injektor
US7296474B2 (en) * 2004-10-29 2007-11-20 Caterpillar Inc. Fluid sensor having a low pressure drain
EP1657422A1 (en) * 2004-11-12 2006-05-17 C.R.F. Societa' Consortile per Azioni A method for controlling fuel injection in an internal combustion engine
DE102007018472A1 (de) * 2007-04-19 2008-10-23 Robert Bosch Gmbh Kraftstoffinjektor mit Magnetventil
KR101010566B1 (ko) * 2009-10-28 2011-01-25 주식회사 에이스케미콘 방수 기능을 갖는 방근 시트층 및 방근 시트층 시공 방법
DE102016200808A1 (de) * 2015-02-10 2016-08-11 Robert Bosch Engineering and Business Solutions Ltd. Kraftstoffeinspritzventil für eine Brennkraftmaschine
KR102419342B1 (ko) 2020-06-26 2022-07-11 주식회사 신원미크론 전해 가공을 이용한 내부 형상 가공 방법
CN115419535B (zh) * 2022-09-01 2024-02-06 哈尔滨工程大学 电控柴油-氨双燃料喷射器

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JPH01224454A (ja) * 1988-03-04 1989-09-07 Yamaha Motor Co Ltd エンジンの高圧燃料噴射装置
JPH08158981A (ja) * 1994-12-02 1996-06-18 Nippondenso Co Ltd 燃料噴射装置
DE19624001A1 (de) * 1996-06-15 1997-12-18 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
GB9616521D0 (en) * 1996-08-06 1996-09-25 Lucas Ind Plc Injector
JP3653882B2 (ja) * 1996-08-31 2005-06-02 いすゞ自動車株式会社 エンジンの燃料噴射装置
DE19642001A1 (de) * 1996-10-11 1998-04-30 Fraunhofer Ges Forschung Projektionsmaske
DE19742320A1 (de) * 1997-09-25 1999-04-01 Bosch Gmbh Robert Kraftstoffeinspritzventil
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DE19919432C2 (de) * 1999-04-29 2002-07-04 Bosch Gmbh Robert Common Rail Injektor

Also Published As

Publication number Publication date
DE50008748D1 (de) 2004-12-30
KR20010082242A (ko) 2001-08-29
JP2003508670A (ja) 2003-03-04
DE19941463A1 (de) 2001-03-15
EP1125050A1 (de) 2001-08-22
WO2001016479A1 (de) 2001-03-08
CZ20011510A3 (cs) 2002-02-13
US6422209B1 (en) 2002-07-23

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