EP1328726A1 - Systeme d'injection de carburant pour moteurs a combustion interne - Google Patents

Systeme d'injection de carburant pour moteurs a combustion interne

Info

Publication number
EP1328726A1
EP1328726A1 EP01978151A EP01978151A EP1328726A1 EP 1328726 A1 EP1328726 A1 EP 1328726A1 EP 01978151 A EP01978151 A EP 01978151A EP 01978151 A EP01978151 A EP 01978151A EP 1328726 A1 EP1328726 A1 EP 1328726A1
Authority
EP
European Patent Office
Prior art keywords
pressure
chamber
control
valve member
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP01978151A
Other languages
German (de)
English (en)
Other versions
EP1328726B1 (fr
Inventor
Peter Boehland
Sebastian Kanne
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1328726A1 publication Critical patent/EP1328726A1/fr
Application granted granted Critical
Publication of EP1328726B1 publication Critical patent/EP1328726B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic means

Definitions

  • the invention is based on a fuel injection system according to the preamble of claim 1.
  • a fuel injection system is known for example from the document DE 197 01 879 AI.
  • fuel is pumped by a high-pressure fuel pump into a high-pressure accumulation chamber ("common rail"), in which a predetermined high-pressure fuel is maintained.
  • a fuel injection valve essentially consists of a piston-shaped valve member which is arranged to be longitudinally displaceable in a bore against a closing force and which has a pressure surface which is located in a pressure chamber and is acted upon by the fuel pressure there on the pressure surface of the valve member, the valve member moves in the longitudinal direction by the hydraulic force on the pressure surface against the closing force and thus opens at least one injection opening through which fuel in the corresponding B Racing area of the internal combustion engine is injected.
  • a control valve is arranged which opens or breaks the connection between the pressure chamber and the high-pressure collection chamber.
  • Closing force is applied to the valve member by a closing spring designed as a helical compression spring.
  • a closing spring designed as a helical compression spring.
  • the known fuel injection valve has the disadvantage that the closing of the needle can only be controlled indirectly via the decreasing fuel pressure in the pressure chamber. In modern fuel injection systems, which have to be controlled very precisely in order to achieve optimal combustion processes, this closing process may not be determined precisely enough.
  • the known fuel injection valve has the disadvantage that the fuel pressure in the pressure chamber has already dropped so much at the beginning of the valve member closing movement that the valve member is driven almost unbraked by the force of the closing spring with the valve sealing surface on the valve seat. During longer operation, excessive wear can therefore occur in the area of the valve seat, as a result of which the injection characteristic of the fuel injector changes disadvantageously over time.
  • a fuel injection system in which the control of the valve member is carried out by a corresponding change in the closing force, while the hydraulic force on the pressure surface of the valve member remains constant through a constant connection to the high-pressure collection chamber.
  • a control valve is provided in the fuel injection system, which can connect the high-pressure line coming from the high-pressure collection chamber to a control room.
  • This control room will delimited on one side by a piston which is guided in a bore in a sealing manner in a longitudinally displaceable manner and which is arranged coaxially with the valve member and connected to the latter via a push rod.
  • valve member opens the connection of the high-pressure line to the control chamber, there is a hydraulic closing force on the piston, which presses the valve member into the closed position via the push rod, so that it rests on the valve seat. Due to a suitable ratio of the pressurized surfaces of the piston and valve member, this hydraulic closing force is greater than the hydraulic opening force on the valve member, and the valve member remains in the closed position.
  • an injection is to take place, the connection of the high pressure line to the control room is interrupted and the control room is connected to a relief room. As a result, the hydraulic force on the piston drops, so that the hydraulic force predominates on the pressure surface of the valve member and the valve member executes an opening stroke movement which releases the injection openings.
  • the injection is in turn ended by the connection of the relief chamber to the control chamber through the
  • Control valve is opened.
  • the pressure in the control chamber rises to the pressure of the high-pressure collection chamber, and the piston and thus the valve member move into the closed position.
  • the fuel injection system has the disadvantage that the closing of the valve member by means of the pressure in the high-pressure accumulation chamber accelerates the valve member towards the closed position so that it hits the valve seat at a high speed. This creates a strong mechanical load there, which can lead to excessive wear in this area.
  • valve member is acted upon at least indirectly by the pressure in the control chamber, the control chamber being connectable to a relief chamber.
  • the connection of the control chamber with the relief chamber is controlled by the valve member, so that the additional
  • the control valve is designed as a 3/2-way valve, which in the first position connects the high-pressure fuel source to the pressure chamber of the valve member and interrupts the connection from the pressure chamber to the control chamber. In the second position of the control valve, the connection to the high-pressure fuel source is closed and the pressure chamber is connected to the control chamber.
  • the pressure wave that occurs when the control valve is switched is directed into the control chamber and acts on a control element that moves synchronously with the valve member.
  • the control valve is switched, for example, via an electromagnet, so that the timing of the switching can be set precisely.
  • the control chamber is connected via a receiving bore to a relief chamber which is connected to a leakage system and in which the fuel pressure is low.
  • a pressure pin which serves as a control element, is guided in the receiving bore and connected to the valve member, so that it moves in the longitudinal direction in the receiving bore in synchronism with the valve member during the opening stroke movement of the valve member. If fuel is to be injected into the combustion chamber of the internal combustion engine, the control valve moves into the first position and through the fuel pressure in
  • the valve member is moved in the axial direction away from the valve seat and thus releases the injection openings.
  • the injection is terminated by switching the control valve to the second position, so that the high-pressure fuel line is closed and the pressure wave results from the closing of the control valve, is directed into the control room.
  • There the pressure pin is moved in the axial direction and thus also the valve member via the pressure pin. Since there is still a relatively high fuel pressure in the pressure chamber at this point, the closing movement is damped, so that wear in the valve seat is reduced.
  • the present fuel injection system has the advantage that the opening stroke movement of the valve element is also damped via the control chamber which is hydraulically closed during the opening stroke movement of the valve member. This dampens the contact of the valve member on the stop surface, which leads to quieter operation and less wear in the region of the stop surface.
  • a control edge is arranged on the pressure bolt, which cooperates with a sealing edge formed on the end of the receiving bore facing away from the control chamber.
  • the control edge dips into the receiving bore, so that the control chamber is sealed off from the relief chamber.
  • the pressure pin also moves correspondingly in the receiving bore, and after part of the total stroke, the control edge emerges from the receiving bore.
  • the relief chamber is connected to the control chamber via recesses which are formed on the side of the pressure bolt, so that the pressure in the control chamber is relieved.
  • valve member is only accelerated in the control chamber by the fuel pressure at the beginning of the closing movement, so that the valve member touches the valve seat at a damped speed. This minimizes wear in the area of the valve seat and at the same time enables an exact and rapid closing of the valve member.
  • FIG. 1 shows a longitudinal section through a fuel injection valve and schematically shows the structure of the high-pressure fuel supply and the leakage oil system
  • FIG. 2 shows an enlargement of FIG. 1 in the area of the intermediate disk
  • FIGS. 3 and 4
  • FIG. 4 are enlarged representations of FIG. 1 in the area of the pressure pin, FIG. 3 showing the position of the pressure pin in the closed position of the valve member and FIG. 4 showing the position of the pressure pin in the open position of the valve member,
  • Figure 5 shows a cross section through the fuel injection valve along the line V-V of Figure 4
  • - Figure 6 shows an enlarged view of the control valve in longitudinal section.
  • FIG. 1 shows a fuel injection system which consists of a high-pressure fuel supply 2, a leakage system 4 and a fuel injection valve 1.
  • the fuel injection valve 1 is shown in longitudinal section, while the high-pressure fuel supply 2 and the leakage oil system 4 are only shown schematically.
  • fuel is fed via a fuel line 5 to a high-pressure pump 7, which conveys the fuel under high pressure via a high-pressure line 8 into a high-pressure collecting space 10 serving as a high-pressure fuel source.
  • a pressure control device not shown in the drawing.
  • the fuel injection valve 1 has a valve holding body 15, which is clamped against a valve body 20 in the axial direction with the interposition of an intermediate disk 17 by a clamping nut 22.
  • An inlet channel 25 is formed in the valve holder body 15, which is connected to the high-pressure line 12 and is introduced into the fuel injection valve 1 via the fuel.
  • the inlet anal 25 can be connected via a control valve 30 to an inlet bore 27 which extends through the valve holding body 15 and the intermediate disk 17 into the valve body 20.
  • a bore 62 is formed in the valve body 20, in which a piston-shaped valve member 60 is arranged to be longitudinally displaceable.
  • the valve member 60 is sealingly guided in a section facing away from the combustion chamber in the bore 62, narrows towards the combustion chamber to form a pressure shoulder 65 and merges at its end into an essentially conical valve sealing surface 66, which merges with one on the combustion chamber side Interacts end of the bore 62 trained valve seat 70.
  • At least one injection opening 68 is formed in the valve seat 70, which connects the bore 62 with the
  • Combustion chamber of the internal combustion engine connects.
  • a radial expansion of the bore 62 forms a pressure chamber 64 in the region of the pressure shoulder 65, which continues as an annular channel surrounding the valve member 60 up to the valve seat 70.
  • the inlet bore opens into the pressure chamber 64 27, so that the pressure chamber 64 can be filled with fuel under high pressure via the inlet bore 27.
  • a spring chamber 72 is formed in the valve holding body 15, which serves as a relief chamber and is designed as a bore, which bore is arranged coaxially with the bore 62 and is connected to the bore 62 via a central opening 67 formed in the intermediate disk 17.
  • the spring chamber 72 is connected to a drain channel 24 formed in the valve holding body 15, which drain channel 24 is connected to the fuel tank 3 via a leak oil line 18, so that there is always a low fuel pressure in the spring chamber 72.
  • FIG. 2 shows an enlargement of FIG. 1 in the area of the intermediate disk 17.
  • a sleeve 69 Arranged in the central opening 67 of the intermediate disk 17 is a sleeve 69 which is longitudinally displaceable in the central opening 67 and which, with its end facing the valve member 60, bears against the end of the valve member 60 facing away from the combustion chamber.
  • a helical compression spring 74 is arranged under prestress between the sleeve 69 and the end of the spring chamber 72 facing away from the combustion chamber, as a result of which the prestressing of the helical compression spring 74 via the sleeve 69 moves axially towards the valve seat 70 and thus in the closing direction - Acting force exerted on the valve member 60.
  • the valve member 60 is thus pressed with the valve sealing surface 66 against the valve seat 70, so that the injection openings 68 are closed if no force acts counter to the spring force on the valve member 60.
  • the central opening 67 is stepped in diameter so that an annular stop surface 73 directed towards the valve member 60 is formed in the intermediate disk 17.
  • the sleeve 69 is also stepped in outer diameter and tapers to form an annular gen stop shoulder 71 to the spring chamber 72.
  • the stop shoulder 71 In the closed position of the valve member 60, that is, when the valve member 60 rests with its valve sealing surface 66 on the valve seat 70, the sleeve 69 comes to rest on the end face 63 of the valve body 20 facing away from the combustion chamber.
  • the stop shoulder 71 has an axial distance from the stop shoulder 73, which distance defines the total stroke h 0 of the valve member 60.
  • a pressure pin 40 which is arranged coaxially to the valve member 60 and projects into the spring chamber 72, where it is surrounded by the helical compression spring 74.
  • the end piece of the pressure pin 40 facing away from the combustion chamber is designed as a pressure pin 45 which serves as a control element and is arranged in a receiving bore 43 of a guide sleeve 42 which is located between the end of the pressure chamber facing away from the combustion chamber
  • FIGS. 3 and 4 show enlarged representations of this area of the fuel injection valve. It can be provided that between the helical compression spring 74 and the guide sleeve 42, a shim 75 is arranged, via the axial extent of the bias of the helical compression spring 74 is adjustable.
  • the pressure pin 45 is guided in the receiving bore 43 and is separated from the pressure pin 40 by an annular groove 41.
  • the pressure pin 45 has lateral recesses 48 through which the annular groove 41 is connected to the end of the pressure pin 45 facing away from the combustion chamber.
  • FIG. 5 shows the shape of the recesses 48 in a cross section of the fuel injection valve along the line V-V of FIG. 4 in the region of the pressure pin 45.
  • Pressure pin 40 has a diameter which is only slightly smaller than the diameter of the receiving bore 43, so that the pressure pin 40 is sealingly guided there when immersed in the receiving bore 43.
  • the edge of the annular groove 41 facing the pressure pin 40 forms a control edge 77, which cooperates with the sealing edge 79 formed at the end of the receiving bore 43 facing the combustion chamber: the longitudinal movement of the valve member 60 also causes the pressure pin 45 to be moved in the longitudinal direction via the pressure pin 40.
  • the exact structure of the control valve 30 is shown in Figure 6 in longitudinal section.
  • the receiving bore 43 is connected via a connecting bore 47 in the valve holding body 15 to a control space 50 which is arranged in the valve holding body 15 and is cylindrical and merges into a control bore 38 facing away from the valve member 60.
  • the control bore 38 is formed parallel to the bore 60, but it can also be provided that both bores form an angle with one another or are perpendicular to one another.
  • the control bore 38 has a stepped diameter: a control valve 50 is connected to the Uber section 138, which widens radially in the further course to form a conical control valve seat 52 and merges into a guide section 238.
  • control bore 38 is connected via an intermediate bore 49 to a leakage oil chamber 51 which is connected to the drain channel 24 and in which there is an electromagnet 34 which is operatively connected to a magnet armature 36 also arranged in the leakage oil chamber 51 ,
  • a piston-shaped control valve member 32 Arranged in the control bore 38 is a piston-shaped control valve member 32, which is guided in a sealing manner in the guide section 238 with a first section 132.
  • the control valve member 32 tapers towards the control chamber 50 and merges into a second section 232 with a smaller diameter, so that an annular first high-pressure chamber 55 is formed between the second section 232 of the control valve member 32 and the wall of the guide section 238 of the control valve bore 38.
  • control valve member 32 merges with the formation of a conical control valve sealing surface 54 into a third section 332 of the control valve member 32 which is reduced in diameter compared to the second section 232.
  • This third section 332 is arranged within the slide section 138, so that a second high-pressure space 56 is formed between the third section 332 of the control valve member 32 and the wall of the control valve bore 38, which is also annular.
  • the control valve sealing surface 54 together with the control valve seat 52, forms a first valve through which the inlet channel 25 can be connected to the inlet bore 27.
  • the end of the control valve member 32 facing the control chamber 50 is formed by a slide head 39 which is enlarged in diameter compared to the third section 332 of the control valve member 32 and which projects into the control chamber 50 when the control valve sealing surface 54 abuts the control valve seat 52.
  • Slider edge 57 is formed, which cooperates with a sealing edge 58 formed at the transition of the control valve bore 38 to the control chamber 50.
  • the diameter of the slide head 39 is only slightly smaller than the diameter of the slide bore 138 of the control valve bore 38, so that the slide head 39 can plunge into the slide bore 138 in a sealing manner.
  • the control valve member 32 is connected to the magnet armature 36 via a pin 53. If the electromagnet 34 is suitably energized, the magnet armature 36 and, via the pin 51, also the control valve member 32 are moved in the axial direction away from the combustion chamber, so that the control valve sealing surface 54 lifts off the control valve seat 52 and connects the first high-pressure chamber 55 to the second high-pressure chamber 56 , As soon as the slide edge 57 of the slide head 39 and the sealing edge 58, which is formed on the combustion chamber end of the slide bore 138, lie opposite one another, the slide head 39 closes the control chamber 50 against the second high-pressure chamber 56.
  • the inlet channel 25 and the inlet bore 27 are now connected to one another via the first high-pressure chamber 55 and the second high-pressure chamber 56, so that fuel can flow into the pressure chamber 64 under high pressure.
  • the magnet armature 36 is moved again in the opposite direction, so that the control valve member 32 with the control valve sealing surface 54 again comes into contact with the control valve seat 52 and thus the first high-pressure chamber 55 against the second high-pressure chamber 56 closes.
  • the slide head 39 also emerges from the guide section 138, so that it now passes through the second high-pressure chamber 56 the inlet bore 27 is connected to the control chamber 50.
  • the two valves formed by the control valve member 32 together form a 3/2-way valve, which connects the control chamber 50, the inlet bore 27 and the inlet channel 25 to one another.
  • the fuel injector works as follows:
  • the high-pressure collection chamber 10 is connected to the first high-pressure chamber 55 via the high-pressure line 12 and the inlet channel 25, so that a high fuel pressure is present in the first high-pressure chamber 55. If the injection is to take place, the armature 36 is moved in the axial direction by suitable energization of the electromagnet 34, so that the control valve member 32 executes an axial movement and lifts off from the control valve seat 52 with the control valve sealing surface 54. At the same time, the slide head 39 dips into the slide section 138 of the control valve bore 38 and closes the second high-pressure chamber 56 against the control chamber 50.
  • Combustion chamber away and lifts with the valve sealing surface 66 from the valve seat 70 and thus connects the pressure chamber 64 with the injection openings 68, so that fuel is injected into the combustion chamber of the internal combustion engine.
  • the pressure pin 40 Due to the opening stroke movement of the valve member 60, the pressure pin 40 is also moved in the axial direction.
  • the control edge 77 formed at the transition from the pressure pin 40 to the pressure pin 45 plunges into the receiving bore 43 of the guide sleeve 42, so that the control chamber 50 is hydraulically closed and thus as a hydraulic Draulic buffer for the opening stroke movement of the valve member 60 is used.
  • the opening stroke movement of the valve member 60 After passing through the free stroke h, the opening stroke movement of the valve member 60 thus slows down and it sets in at a reduced speed indirectly through the sleeve 69 on the stop surface 73 of the intermediate disk 17.
  • the end of the injection is triggered by a suitable energization of the electromagnet 34, which moves the armature 36 in the axial direction towards the combustion chamber, as a result of which the control valve member 32 is also moved in the axial direction.
  • the first high-pressure chamber 55 is connected to the control chamber 50 for a short period of time until the control valve sealing surface 54 comes into contact with the control valve seat 52 again and the Inlet anal 25 closes.
  • the pressure pin 45 it is also possible to design the fuel injection valve in another form.
  • the pressure pin can be designed with a rectangular cross-section, which is guided in an equally rectangular connection opening. It is also possible not to form the connection of the pressure pin to the valve member by a rigid mechanical connection, but by a hydraulic coupling of the two elements. It is also possible to lend the connection between the control chamber and the relief chamber by means of an additional connecting channel which is opened or closed depending on the stroke of the valve member.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

Système d'injection de carburant pourvu d'une soupape (1) d'injection de carburant qui possède un corps (20) dans un alésage (62) duquel est mobile axialement un obturateur (60) qui peut être déplacé longitudinalement, par commande hydraulique, contre une force de fermeture par la pression de carburant régnant dans une chambre à carburant sous pression (64) et qui commande ainsi au moins une ouverture d'injection (68). Dans la soupape d'injection de carburant est placée une soupape de commande (30) qui possède un obturateur (32) pouvant être déplacé longitudinalement dans un alésage (38) de ladite soupape de commande. Dans une première position, l'obturateur (32) de soupape de commande ouvre le passage entre une source de carburant (10) sous haute pression et la chambre à carburant sous pression (64), et dans une seconde position, il relie la chambre à carburant sous pression (64) à une chambre de commande (50), interrompant ainsi la liaison avec la source de carburant (10) sous haute pression. La vague de pression qui se produit lors de la fermeture de la soupape de commande (30) parvient dans la chambre de commande (50) qui est reliée par l'intermédiaire d'un alésage de réception (43) à une chambre de décharge (72). Dans cet alésage de réception (43) est guidé un boulon de pression (45) qui se déplace dans le sens longitudinal de manière synchrone avec l'obturateur (60) par l'intermédiaire d'une liaison rigide. Sous l'effet des forces hydrauliques de la vague de pression, ledit boulon de pression (45) entraîne, par son mouvement longitudinal, l'obturateur (60) dans la direction de fermeture.
EP01978151A 2000-10-18 2001-09-12 Systeme d'injection de carburant pour moteurs a combustion interne Expired - Lifetime EP1328726B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10051548 2000-10-18
DE10051548A DE10051548A1 (de) 2000-10-18 2000-10-18 Kraftstoffeinspritzsystem für Brennkraftmaschinen
PCT/DE2001/003594 WO2002033250A1 (fr) 2000-10-18 2001-09-12 Systeme d'injection de carburant pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP1328726A1 true EP1328726A1 (fr) 2003-07-23
EP1328726B1 EP1328726B1 (fr) 2006-08-16

Family

ID=7660162

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01978151A Expired - Lifetime EP1328726B1 (fr) 2000-10-18 2001-09-12 Systeme d'injection de carburant pour moteurs a combustion interne

Country Status (6)

Country Link
US (1) US20030080216A1 (fr)
EP (1) EP1328726B1 (fr)
JP (1) JP2004511722A (fr)
KR (1) KR20020062759A (fr)
DE (2) DE10051548A1 (fr)
WO (1) WO2002033250A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10108719A1 (de) * 2001-02-23 2002-09-05 Bosch Gmbh Robert Kraftstoffeinspritzsystem für Brennkraftmaschinen
DE102004047143A1 (de) * 2004-09-29 2006-04-06 Robert Bosch Gmbh Piezoelektrischer Brennraum-Drucksensor mit einem Druckübertragungsstift
JP5043761B2 (ja) * 2008-06-18 2012-10-10 本田技研工業株式会社 燃料噴射装置
US10895233B2 (en) * 2019-05-16 2021-01-19 Caterpillar Inc. Fuel system having fixed geometry flow regulating valve for limiting injector cross talk

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Publication number Priority date Publication date Assignee Title
JPS5655769U (fr) * 1979-10-05 1981-05-14
DE3004460A1 (de) * 1980-02-07 1981-09-10 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
JP2963126B2 (ja) * 1989-12-25 1999-10-12 ヤマハ発動機株式会社 エンジンの高圧燃料噴射装置
US5263645A (en) * 1991-11-01 1993-11-23 Paul Marius A Fuel injector system
JPH10510028A (ja) * 1995-09-28 1998-09-29 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 燃料調量装置の監視方法および監視装置
DE19609799C2 (de) 1996-03-13 1999-11-18 Mtu Friedrichshafen Gmbh Druckspeichereinspritzsystem
US5779149A (en) * 1996-07-02 1998-07-14 Siemens Automotive Corporation Piezoelectric controlled common rail injector with hydraulic amplification of piezoelectric stroke
DE19701879A1 (de) 1997-01-21 1998-07-23 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
GB9905896D0 (en) * 1999-03-16 1999-05-05 Lucas Ind Plc Fuel injector arrangement
DE10031571A1 (de) * 2000-06-29 2002-01-17 Bosch Gmbh Robert Injektor mit zentralem Hochdruckanschluß

Non-Patent Citations (1)

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Title
See references of WO0233250A1 *

Also Published As

Publication number Publication date
WO2002033250A1 (fr) 2002-04-25
DE10051548A1 (de) 2002-04-25
US20030080216A1 (en) 2003-05-01
EP1328726B1 (fr) 2006-08-16
KR20020062759A (ko) 2002-07-29
JP2004511722A (ja) 2004-04-15
DE50110764D1 (de) 2006-09-28

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