EP1339977A1 - 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
EP1339977A1
EP1339977A1 EP01997639A EP01997639A EP1339977A1 EP 1339977 A1 EP1339977 A1 EP 1339977A1 EP 01997639 A EP01997639 A EP 01997639A EP 01997639 A EP01997639 A EP 01997639A EP 1339977 A1 EP1339977 A1 EP 1339977A1
Authority
EP
European Patent Office
Prior art keywords
pressure
valve
chamber
fuel
low
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
EP01997639A
Other languages
German (de)
English (en)
Other versions
EP1339977B1 (fr
Inventor
Detlev Potz
Thomas Kuegler
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 EP1339977A1 publication Critical patent/EP1339977A1/fr
Application granted granted Critical
Publication of EP1339977B1 publication Critical patent/EP1339977B1/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
    • 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
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • 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
    • 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
    • F02M61/161—Means for adjusting injection-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
    • 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
    • F02M2200/46—Valves, e.g. injectors, with concentric valve bodies

Definitions

  • a fuel injection system for internal combustion engines, as is known from published patent application DE 41 15 477 AI.
  • a fuel injection system which comprises a fuel injection valve which has a valve body.
  • a bore is formed in the valve body in which a hollow needle is guided.
  • the hollow needle has a pressure shoulder and, at the level of the pressure shoulder, is surrounded by a pressure space formed by a radial expansion of the bore and connected to a high-pressure fuel source.
  • the hollow needle has one at its combustion chamber end
  • the hollow needle is acted upon by a spring in the direction of the valve seat with a closing force and thus remains in the closed position when it is depressurized in the pressure chamber, in which it covers a first row of injection openings formed in the valve seat.
  • An inner needle is guided in the hollow needle, which likewise has a sealing surface at its end on the combustion chamber side and bears against the valve seat.
  • the inner needle is also pressed by a spring in the direction of the valve seat and thus remains in contact with the valve seat when no injection of fuel is to take place and thus closes a second row of injection openings which are also formed on the valve seat and which are downstream to the first row of injection ports are arranged.
  • the inner needle merges into a piston rod, which connects the inner needle in the axial direction to a piston which delimits a control chamber, in such a way that a force on the piston and thus on the piston is caused by a corresponding pressure in the control chamber can also be generated on the inner needle in the closing direction via the piston rod.
  • the fuel pressure which is fed into the pressure chamber in the event of an injection, can also be conducted into the control chamber via an actuating device, so that a high fuel pressure is present there.
  • the control chamber separates the control chamber from the high-pressure line, so that it is relieved into a leakage oil chamber. Only the lower force of the closing spring now acts on the inner needle, so that at a correspondingly high pressure in the pressure chamber the hollow needle first moves into the open position and then the hydraulic force on the pressure surface of the inner needle also moves the inner needle in the opening direction and so on opens the second row of injection ports.
  • the control pressure which is also used for the injection
  • each fuel injection valve of the fuel injection system has a control chamber which can be connected to a low-pressure collection chamber.
  • the control chamber is delimited by a piston which controls the injection cross section of the fuel injection valve depending on the pressure in the control chamber, so that the injection cross section can be controlled via the connection of the low pressure collection chamber to the control chamber by means of a pressure which is low in comparison to the pressure in the high pressure collection chamber.
  • the low-pressure accumulation chamber is supplied with fuel by the fuel pressure in the fuel injection valve.
  • the high-pressure valve connects the pressure space formed in the valve body to the low-pressure collection space, while the connection to the high-pressure collection space is interrupted.
  • the high-pressure collection space is connected to the pressure space of the fuel injection valve, while the connection to the low-pressure collection space is interrupted.
  • the full injection pressure of the high-pressure accumulation chamber is present in the pressure chamber, ie the high-pressure valve is in its second position. If the injection is to be ended, the high-pressure valve switches and the high-pressure fuel in the pressure chamber is discharged into the low-pressure accumulator. As a result, a fuel pressure is built up there, which is maintained at a predetermined level by means of a pressure maintaining valve. In this way, a predetermined fuel pressure level can be maintained in the low-pressure accumulation space without the need for a separate pressure source, for example in the form of an additional fuel pump.
  • Low-pressure collection space are given in the control room or the control room can be relieved in a fuel tank. Because of the relatively low pressure in the low-pressure accumulation chamber, the control valve with which the control chamber is actuated can be designed as a low-pressure valve, which is far less complex than a control valve for very high fuel pressures. It is also sufficient if all the lines from the low-pressure collection space are designed only for this low pressure.
  • the control room can also and the piston guided therein is correspondingly less expensive to manufacture.
  • a pressure-maintaining valve is arranged in the leak oil line, via which the low-pressure valve can be connected to the control chamber.
  • a certain fuel pressure which is however lower than the pressure in the low-pressure accumulation chamber, is always maintained in the control chamber.
  • This residual pressure in the control chamber can serve as a so-called oil spring, which always exerts a closing force on the corresponding valve needle via the hydraulic force on the piston. There is therefore no need for a closing spring which is normally required to always apply a closing force to the valve needle which is connected to the piston.
  • FIG. 1 shows a schematic diagram of a fuel injection system together with a fuel injection valve in longitudinal section
  • Figure 2 is an enlarged view in the seat area of the fuel injector
  • FIG. 3 shows an enlarged illustration of a further exemplary embodiment of the fuel injection system in the area of the low-pressure valve. Description of the embodiment
  • a fuel injection system for internal combustion engines is shown schematically in FIG. 1, a fuel injection valve 15 being shown in longitudinal section and the other components of the fuel injection system in a schematic illustration.
  • fuel is supplied to a high-pressure pump 5 via a fuel line 3, and from there is further supplied to a high-pressure collection space 7 via the fuel line 3.
  • Control device ensures that a predetermined high fuel pressure level is always maintained in the high-pressure collecting space 7.
  • High-pressure lines 9 lead from the high-pressure collecting space 7 and can each be connected to a fuel injection valve 15. Only one of these fuel injection valves 15 is shown in FIG.
  • the high-pressure line 9 is connected to a high-pressure valve 11, which is designed as a 3/2-way valve.
  • the high-pressure line 9 leads from the high-pressure valve 11 to the fuel injection valve 15
  • Fuel injection valve 15 has a housing 16, which consists of a valve holding body 17, an intermediate disk 20 and a valve body 22, the valve body 22 being clamped against the valve holding body 17 in the axial direction with the intermediate disk 20 being interposed by means of a clamping nut 25.
  • a bore 30 is formed in the valve body 22, in which a valve needle in the form of a hollow needle 35 is guided so as to be longitudinally displaceable.
  • a valve seat 46 is formed, in which two rows of injection openings 41, 42 offset in the axial direction are formed.
  • a row of injection openings 41, 42 here consists of a plurality of injection openings, which are preferably arranged uniformly distributed over the circumference of the valve body 22.
  • Figure 2 shows an enlarged view of Figure 1 in the area of the valve seat 46.
  • the hollow needle 35 is sealingly guided in a section facing away from the combustion chamber in the bore 30 and tapers towards the combustion chamber to form a pressure shoulder 39 which serves as a pressure surface.
  • the hollow needle 35 merges into an outer sealing surface 45, which is essentially conical, so that at the transition from the outer surface of the hollow needle 35 to the sealing surface 45, an outer sealing edge 43 is formed, which in the closed position of the hollow needle 35 on the valve seat 46 is present.
  • a radial expansion of the bore 30 forms a pressure chamber 32 in the valve body 22, which, surrounding the hollow needle 35, continues to the valve seat 46.
  • the pressure chamber 32 can be connected to the high-pressure collecting chamber 7 via an inlet channel 18 running in the valve body 22, the intermediate disk 20 and the valve holding body 17 via the high-pressure line 9.
  • the first row of the injection openings 41 in the valve seat 46 is arranged such that the sealing edge 43 of the hollow needle 35 seals the first row of the injection openings 41 against the pressure chamber 32, so that when the hollow needle 35 is in contact with the valve seat 46, no fuel is injected.
  • the hollow needle 35 rests on a spring plate 50 which is arranged in a central opening 33 formed in the intermediate disk 20.
  • the central opening 33 has a smaller diameter at the transition of the valve body 22 to the intermediate disk 20 than the bore 30, so that a stop shoulder is formed on the intermediate disk 20, which serves as a stroke stop for the hollow needle 35 during its opening stroke movement.
  • the spring plate 33 protrudes into a spring chamber 52 formed in the valve holding body 17, in which a closing spring 55 is arranged under pressure prestress.
  • the closing spring 55 is supported on a support ring 57 facing away from the combustion chamber and with its end facing the combustion chamber on the spring plate 50, so that a closing force is exerted on the hollow needle 35 in the direction of the valve seat 46 by the bias of the closing spring 55.
  • the spring chamber 52 has a leak oil connection 53, to which a leak oil line 65 is connected, so that the spring chamber 52 is always connected to the fuel tank 1 and is therefore depressurized.
  • a valve needle in the form of an inner needle 37 is guided in a longitudinally displaceable manner and has a conical pressure surface 48 on its end facing the combustion chamber, which is delimited by a sealing edge 44.
  • the sealing edge 44 rests on the valve seat 46 and thus closes the second row of the injection openings 42 against the pressure chamber 32.
  • the inner needle 37 merges into a piston rod 61 which passes through the spring plate 50 and the spring chamber 52 protrudes into a control space 62 which is formed in the valve holding body 17 and faces away from the spring space 52.
  • a piston 60 is slidably arranged, which is sealingly guided in the control chamber 62 and is cup-shaped.
  • the piston 60 is connected to the piston rod 61 so that it moves in the longitudinal direction synchronously with the inner needle 37.
  • a closing spring 64 Arranged in the control chamber 62 is a closing spring 64, which has a compressive prestress and acts on the inner needle 37 in the closing direction in addition to the hydraulic force generated by the pressure prevailing in the control chamber 62.
  • the fuel injection system also has a low-pressure accumulation space 72, in which a predetermined fuel pressure level is maintained which is significantly below the fuel pressure level of the high-pressure accumulation space 7. For example, there is a pressure in the low-pressure collecting space 72 of at most about one fifth of the pressure in the high-pressure collecting space 7, which can be more than 100 MPa.
  • Each high-pressure valve 11 has a control line 70 leading into the low-pressure collection space 72, so that the high-pressure valve 11, as a 3/2-way valve, connects or separates the high-pressure line 9 from the high-pressure collection chamber 7, the high-pressure line 9 to the fuel injection valve 15 and the control line 70.
  • the high pressure valve 11 can be operated in two switch positions. In the first position, which is shown in FIG.
  • the high-pressure valve 11 connects the high-pressure line 9 coming from the pressure chamber 32 of the fuel injection valve 15 to the control line 70, while the connection to the high-pressure collection chamber 7 is closed.
  • the high-pressure collecting space 7 is connected via the high-pressure line 9 to the pressure space 32 of the fuel injection valve 15, while the control line 70 is closed.
  • the first position of the high pressure valve 11 corresponds to the position in which no fuel is to be injected into the combustion chamber of the internal combustion engine, while the second position is switched during the injection of fuel.
  • the low-pressure accumulator 72 is connected to the fuel tank 1 via a leak oil line 76, a pressure-maintaining valve 74 being arranged in the leak oil line 76, so that a predetermined fuel pressure level is always maintained in the low-pressure accumulator 72.
  • a control line 80 leads from the low-pressure collecting space 72 to a low-pressure valve 78, which is designed as a 3/2-way valve. After the low pressure valve 78, the control line 80 divides in accordance with the number of fuel injection valves and opens into the control chamber 62 of the respective fuel injection valve 15.
  • a leak oil line 82 which is connected to the fuel tank 1, also opens into the low pressure valve 78. In the first position of the low-pressure valve 78, which is shown in FIG.
  • the fuel injection system works as follows: In part-load operation of the internal combustion engine, only relatively little fuel is injected into the combustion chamber of the internal combustion engine. For a given injection pressure, only part of the total injection cross section should therefore be opened.
  • the low-pressure valve 78 is moved into the second position, so that the low-pressure collecting space 72 is connected to the control chamber 62 of all fuel injection valves 15, so that a hydraulic force is exerted on the piston 60 and the piston rod 61 and thus the inner needle 37 is pressed in the closed position .
  • the high-pressure valve 11 is moved into the second position, so that the high-pressure collecting space 7 is connected to the pressure space 32 via the high-pressure line 9 and the inlet channel 18.
  • the high-pressure valve 11 is moved back into the first position, so that the connection to the high-pressure collection space 7 is interrupted.
  • the pressure chamber 32 is now connected via the inlet 18 and the high-pressure line 9 to the control line 70 and thus to the low-pressure collection chamber 72.
  • the residual pressure in the pressure chamber 32 is now released into the low-pressure accumulator 72, so that there is an exhaust flow into the low-pressure chamber 72, which increases the fuel pressure there.
  • the pressure-maintaining valve 74 opens, and fuel flows back from the low-pressure accumulation space 72 into the fuel tank 1.
  • Pressure in the pressure chamber 32 also reduces the hydraulic force on the pressure shoulder 39, and due to the force of the closing spring 55, the hollow needle 35 is pressed back into the closed position and the injection openings 41 are closed again. Due to the high pressure difference between
  • Leakage oil flows occurring in the pressure chamber 32 and the spring chamber 52 and flowing into the spring chamber 52 are discharged via the leakage oil line 65, so that the fuel pressure level of the fuel tank 1 is maintained in the spring chamber 52. If the internal combustion engine is to be operated at full load, both rows of injection openings 41, 42 are opened. For this purpose, the low pressure valve 78 is switched to the first position, so that the control chamber 62 is now relieved of pressure via the control line 80 and the leak oil line 82.
  • the first part of the injection follows as described above wrote in partial load operation, but now, after the hollow needle 35 has moved into the open position, the inner needle 37 is also moved into the open position by pressurizing the pressure surface 48, so that the second row of injection openings 42 are also released and fuel from the pressure chamber 32 through the entire injection cross-section is injected. In this operating mode, only the force of the closing spring 64 acts on the inner needle 37, so that the hydraulic pressure on the pressure surface 48 is now sufficient for an opening stroke movement.
  • the injection ends as described above by switching the high-pressure valve 11.
  • FIG. 3 A further exemplary embodiment of the fuel injection system is shown in FIG. 3, only a section in the region of the low-pressure valve 78 being shown here.
  • low-pressure valve 78 operates as in the exemplary embodiment shown in FIG. 1, but here a pressure hold valve 84 is arranged in the leakage oil line 82.
  • the control chamber 62 In the first position of the low-pressure valve 78, which is shown in FIG. 3, the control chamber 62 is not completely relieved of pressure, but a residual pressure remains, which is determined by the pressure-maintaining valve 84.
  • this hydraulic residual pressure exerts a force on the piston 60 which corresponds to the force of the closing spring 64, so that the closing spring 64 can be omitted.
  • a so-called oil spring is used instead of the closing spring 64.
  • the low-pressure accumulator 72 is supplied with fuel in sufficient pressure exclusively via the control flow of the fuel injection valves 15.
  • Another fuel pressure source for example in the form of an additional fuel pump, can thus be dispensed with. Since all fuel injection valves 15 of the internal combustion engine are connected to the low-pressure collecting space 72, the operating mode, al so determine part-load or full-load operation for all fuel injection valves 15 synchronously by switching the low-pressure valve 78 accordingly.

Abstract

L'invention concerne un système d'injection de carburant pour moteurs à combustion interne comprenant une chambre collectrice de haute pression (7), dans lequel se trouve du carburant sous pression, qui comprend au moins une soupape d'injection (15). Du carburant sous haute pression peut être injecté par la soupape d'injection de carburant (15), par des ouvertures d'injection (41, 42) dans la chambre de combustion du moteur à combustion interne. La soupape d'injection de carburant (15) comprend une chambre de commande (62) qui est délimitée par un piston (60) à déplacement longitudinal et coopère avec ladite soupape d'injection de carburant (15), de manière que la section transversale d'injection de la soupape d'injection de carburant (14) soit régulée en fonction de la pression hydraulique régnant dans la chambre de commande (62). Il est prévu une chambre collectrice de basse pression (72) pouvant être reliée à la chambre de commande (62). Dans la chambre collectrice de basse pression (72), le carburant peut être maintenu à une pression déterminée, inférieure à celle régnant dans la chambre collectrice de haute pression (7).
EP01997639A 2000-11-22 2001-11-17 Systeme d'injection de carburant pour moteurs a combustion interne Expired - Lifetime EP1339977B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10058130A DE10058130A1 (de) 2000-11-22 2000-11-22 Kraftstoffeinspritzsystem für Brennkraftmaschinen
DE10058130 2000-11-22
PCT/DE2001/004337 WO2002042637A1 (fr) 2000-11-22 2001-11-17 Systeme d'injection de carburant pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP1339977A1 true EP1339977A1 (fr) 2003-09-03
EP1339977B1 EP1339977B1 (fr) 2005-03-23

Family

ID=7664367

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01997639A Expired - Lifetime EP1339977B1 (fr) 2000-11-22 2001-11-17 Systeme d'injection de carburant pour moteurs a combustion interne

Country Status (8)

Country Link
US (1) US6925988B2 (fr)
EP (1) EP1339977B1 (fr)
JP (1) JP2004514826A (fr)
KR (1) KR20020069263A (fr)
CZ (1) CZ20022393A3 (fr)
DE (2) DE10058130A1 (fr)
PL (1) PL355416A1 (fr)
WO (1) WO2002042637A1 (fr)

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CN105431625A (zh) * 2013-07-31 2016-03-23 罗伯特·博世有限公司 燃料喷射系统

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DE10246973A1 (de) 2002-10-09 2004-04-22 Robert Bosch Gmbh Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine
US7219655B2 (en) * 2003-02-28 2007-05-22 Caterpillar Inc Fuel injection system including two common rails for injecting fuel at two independently controlled pressures
DE10309078A1 (de) * 2003-03-03 2004-09-16 Robert Bosch Gmbh Kraftstoffeinspritzventil für eine Brennkraftmaschine
DE10326506A1 (de) * 2003-06-12 2005-01-05 Robert Bosch Gmbh Vorrichtung zum Einspritzen von Kraftstoff mit hubstabilisiertem Einspritzventilglied
DE10336411A1 (de) * 2003-08-08 2005-03-03 Robert Bosch Gmbh Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine
DE10342567A1 (de) * 2003-09-15 2005-04-14 Robert Bosch Gmbh Vorrichtung zum Einspritzen von Kraftstoff
DE10349639A1 (de) * 2003-10-24 2005-05-19 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
TR200402048A1 (tr) * 2004-08-18 2006-03-21 Robert Bosch Gmbh Hidrolik kontrollü değişken kesitli enjektör memesi.
US20080047527A1 (en) * 2006-08-25 2008-02-28 Jinhui Sun Intensified common rail fuel injection system and method of operating an engine using same
KR101063688B1 (ko) 2008-12-03 2011-09-07 현대자동차주식회사 엔진의 연료 공급장치 및 이를 위한 인젝터
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Also Published As

Publication number Publication date
US6925988B2 (en) 2005-08-09
PL355416A1 (en) 2004-04-19
EP1339977B1 (fr) 2005-03-23
JP2004514826A (ja) 2004-05-20
WO2002042637A1 (fr) 2002-05-30
US20030075154A1 (en) 2003-04-24
KR20020069263A (ko) 2002-08-29
DE10058130A1 (de) 2002-05-23
CZ20022393A3 (cs) 2003-12-17
DE50105731D1 (de) 2005-04-28

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