EP1436501A1 - Injecteur de carburant pourvu d'un element de compensation pour systemes d'injection de carburant - Google Patents

Injecteur de carburant pourvu d'un element de compensation pour systemes d'injection de carburant

Info

Publication number
EP1436501A1
EP1436501A1 EP02776784A EP02776784A EP1436501A1 EP 1436501 A1 EP1436501 A1 EP 1436501A1 EP 02776784 A EP02776784 A EP 02776784A EP 02776784 A EP02776784 A EP 02776784A EP 1436501 A1 EP1436501 A1 EP 1436501A1
Authority
EP
European Patent Office
Prior art keywords
nozzle
compensation element
fuel
fuel injector
injector
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.)
Withdrawn
Application number
EP02776784A
Other languages
German (de)
English (en)
Inventor
Dieter Kienzler
Laslo Roza
Wolfgang Stoecklein
Dietmar Schmieder
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 EP1436501A1 publication Critical patent/EP1436501A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • F02M61/168—Assembling; Disassembling; Manufacturing; Adjusting
    • 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
    • F02M61/167—Means for compensating clearance or thermal expansion
    • 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
    • F02M2200/26—Fuel-injection apparatus with elastically deformable elements other than coil springs
    • 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
    • F02M2200/80—Fuel injection apparatus manufacture, repair or assembly
    • F02M2200/8076—Fuel injection apparatus manufacture, repair or assembly involving threaded members

Definitions

  • Fuel injectors are used in fuel injection systems that supply internal combustion engines with fuel under high pressure.
  • the fuel injectors generally comprise an injector body, a nozzle needle which can be moved vertically therein, a nozzle body and a nozzle spam nut with which the nozzle body and the injector body are connected to one another. After assembling the components in the injector body, this is connected to the nozzle clamping nut and the nozzle body accommodated therein. Due to the flat position differences between the injector body end side, the nozzle body and the nozzle clamping nut, there may be different surface pressures between the injector body and the nozzle clamping nut, which occur when the fuel injector is exposed to high-pressure fuel in high-pressure injection systems, such as. B. Common rail systems can lead to leaks.
  • DE 196 19 523 AI relates to a fuel injection valve for high pressure injection.
  • fuel injection valve fuel is injected into the combustion chambers, in particular self-igniting brakes.
  • a solenoid valve is provided, by means of which the connection of the fuel injection valve to a high-pressure fuel source is controlled at least indirectly by an electrical control.
  • the electrical control comprises a control circuit which is divided into a plurality of first common circuit parts controlling fuel injection valves and second circuit parts, the second circuit parts each being assigned to each fuel injection valve and for controlling the current supply to the electromagnet of the Ma - Serve solenoid valves.
  • the DE 37 00 687 C2 relates to a fuel injection system for an internal combustion engine.
  • the internal combustion engine is, in particular, a diesel engine with electrically actuated injection elements for each cylinder and a common pressure reservoir upstream of the injection elements, which is acted upon by a continuously delivering fuel pump as a function of engine speed and load.
  • the accumulator is through an annulus and a throttle with a channel in each Injection element permanently connected, each injection element having a solenoid valve that can be actuated for each injection process. When it is actuated, this connects the channel to a fuel return line, relieving the pressure on a nozzle needle closing the injection opening and releasing fuel from a first pressure chamber immediately upstream of the injection openings.
  • the first pressure chamber is connected via a conduit, the length of which is matched to the ignition delay time, with a second pressure chamber, which is assigned to the relevant injection element and is located in its area, and via this is connected to the common pressure accumulator.
  • DE 195 46 361 AI relates to an electromagnetic fuel injection valve and a method for assembling a nozzle device.
  • An electromagnetic fuel injection valve is provided which allows the amount of stroke to be adjusted and determined after the nozzle device has been assembled. This makes it suitable for use for a high-pressure cylinder injection of fuel, wherein the lifting 'amount with great precision is pre-adjustable.
  • a thin-walled border part is proposed which is formed on the nozzle face.
  • a valve seat is inserted into the bezel under pressure, the valve seat and the nozzle holder being welded to the bezel and, preferably by applying stress from outside the nozzle holder following welding, causing irreversible deformation of the nozzle holder to eventually Determine lifting height.
  • DE 196 50 865 AI refers to a solenoid valve.
  • the solenoid valve is used to control an injection valve of a fuel injection with a valve needle, the opening and closing of which is controlled by a solenoid valve.
  • the solenoid valve comprises an electromagnet and an armature as well as a valve member moved with the armature and acted upon by a valve spring in the closing direction. This interacts with a valve seat, the armature being formed in two parts with a first armature part which can be displaced relative to a second armature part against the force of a return spring in the closing direction of the valve member under the action of its inertial mass.
  • a part of a hydraulic damping device is provided on the first anchor part, with which a reverberation of the first anchor part can be damped during its dynamic displacement.
  • the fuel injection device comprises a housing which comprises a sliding hole, in the axial direction of which a fuel channel is provided for introducing fuel into the housing.
  • An injection opening is provided at an end portion of the slide hole to inject the fuel delivered by the fuel channel.
  • a control pressure chamber is provided, which at the other end portion of the slide hole for storing the from fcraftstoffkanal promoted fuel is used.
  • a needle valve is movably received in the sliding hole and comprises at one end a valve body which opens the injection opening by means of the fuel delivered through the fuel channel to the injection opening and has a piston at the other end, the fuel stored in the control pressure chamber applying pressure to the piston exerts to urge the needle valve in the valve closing direction.
  • a first biasing device is provided to move the needle valve in the valve closing direction. Furthermore, a valve device is provided to interrupt the connection between the fuel channel and the control pressure chamber in order to seal the fuel in this control pressure chamber. A volume change device records the volume expansion of the control pressure chamber.
  • the advantages that can be achieved with the solution according to the invention lie primarily in the fact that the compensation element can also compensate for large angular errors between the nozzle body and the injector body during their assembly. Unfavorable tolerance ratios of components relative to one another can thus be compensated for, so that assembly even with large deviations in components, to a functional fuel injector, can be obtained and a fuel injector is obtained which is fuel-tight at the high pressures which occur in high-pressure injection systems.
  • the nozzle body is supported on the deformable compensation element, which is embedded in a cup-shaped nozzle clamping nut, an exact butt joint is created between the front side of the injector body and the front side of the nozzle body when the nozzle clamping nut and the nozzle body embedded therein are screwed to the injector body.
  • Flatness differences of the end faces of the components to be joined together are compensated for by the expansion of the compensation element.
  • rotation of the compensation element can be avoided by designing the compensation element on both sides with different coefficients of friction.
  • the coefficients of friction are such that the coefficient of friction between the nozzle body and the side of the compensation element on the nozzle body side is higher compared to the coefficient of friction between the nozzle clamping nut and the compensation element. It is thus achieved that the compensation element does not rotate when the nozzle clamping nut is tightened, i. H. remains fixed in its rotational position with respect to the nozzle body.
  • the compensation element is preferably made of soft metallic material. It can be disc-shaped or ring-shaped, with a higher coefficient of friction on the side of the compensation element facing the nozzle body than on the side of the compensation element, which lies opposite the bottom of the nozzle clamping nut.
  • the compensation element can be accommodated in a chamber within which it is deformable. The expansion of the chamber determines the deformation limit of the deformable compensation element,
  • the compensation element can rest against ring-shaped contact surfaces of the components of the fuel injector to be joined together before the nozzle nut is finally tightened. If the compensation element is enclosed by a chamber, the deformation of the compensation element is limited by the minimum chamber volume of this chamber when the nozzle clamping nut is finally tightened.
  • the compensation element can also be used in fuel injectors which, in addition to the components injector body, nozzle body and nozzle clamping nut, also comprise ring-shaped inlet pieces, such as valve piece and intermediate disks. If these components are secured by a rotation lock, e.g. B. a dowel, fixed in their rotational position to each other, compensation elements can be used, on which different friction values are not required on both surfaces.
  • a rotation lock e.g. B. a dowel
  • tolerance-related inclinations of contact surfaces caused by angular errors on the injector body, nozzle clamping nut and nozzle body and, if appropriate, further components provided, can be compensated for, so that different surface pressures can be avoided, i.e. the fuel injector is sealed per se due to the uniform contact pressure of its components in the axial direction.
  • Another advantageous effect of the proposed invention is that injector components can be added to a fuel injector that do not meet the quality requirements due to their individual manufacturing tolerances.
  • the application rate of components that can be used can thus be increased considerably.
  • FIG. 1 a common fuel projector known from the prior art
  • FIG. 2 shows a compensation element between the nozzle body and the nozzle clamping nut with a rectangular material cross section
  • FIG. 3 shows a compensation element with a cylindrical cross-member in the unfonned state in a chamber between the nozzle body and the nozzle clamping nut
  • FIG. 4 shows the configuration according to FIG. 3 in a clamped state
  • Figure 5 shows a fuel injector with valve piece and washer, between which a compensation element can also be mounted.
  • FIG. 1 shows an embodiment of a fuel injector according to the prior art.
  • the 1 comprises an injector body 2.
  • the injector body 2 and a nozzle body 6 are fixed and aligned with respect to one another in their rotational position by means of a dowel pin 3.
  • the injector body 2 lies with its end face 4 against an end face 7 of the nozzle body 6.
  • the injector body 2 and the nozzle body 6 are penetrated by a nozzle needle 5 which can be moved up and down in the vertical direction in the fuel injector 1 as shown in FIG. 1.
  • the nozzle body 6 of the fuel injector 1 is enclosed by a pot-shaped nozzle clamping nut 9.
  • the nozzle clamping nut 9 has an internal thread in its upper region, which is connected to an external thread on the lower region of the injector body 2 at a threaded connection 8 when the injector body 2 and the nozzle body 6 are screwed together by means of the nozzle clamping nut 9.
  • a nozzle chamber 12 is formed in the nozzle body 6, into which an inlet bore 10 opens, which in turn is connected to an inlet bore 11 in the injector body 2 and introduces fuel under high pressure into the nozzle chamber 12.
  • the nozzle needle 5 which can be moved up and down in the fuel projector 1, is provided with a pressure shoulder 13.
  • an angular offset 14 is drawn in, which results from deviations in the position of the nozzle clamping nut 9 and in the nozzle body 6 resting on the contact surface 18. Due to the angular offset 14 of the pressure shoulder 13 of the nozzle body 6 or the bottom of the nozzle clamping nut 9 1, designated by reference numerals 22 and 23, a different surface pressure distribution occurs. In the area of the first surface pressure 22, the fuel injector is sealed to the outside, while in the area of the second surface pressure 23 there is a potential leak point 17 at which fuel emerges along a gap 16 between the tip of the nozzle body 6 and the bore 15 in the nozzle clamping nut 9 can.
  • the nozzle needle 5 is seated in a needle seat 20 at the end of the nozzle body 6 on the combustion chamber side and can be acted upon by the nozzle chamber 12 via a nozzle needle gap 19 with fuel under high pressure, which is opened via an inlet gap identified by reference numeral 21 Nozzle needle 5 opens into the combustion chamber of the combustion machine.
  • Fig. 2 shows a compensation element between the nozzle body and nozzle clamping nut with a rectangular material cross-section.
  • a deformable compensation element 30 is, as shown in FIG. 2, in the form of a disc-shaped insert element made of a soft metallic material.
  • the coefficient of friction 34 on the side of the deformable compensation element 30 facing the nozzle body 6 is higher than that on the second side 33 of the deformable compensation element 30, ie the coefficient of friction 35.
  • the deformable element When the nozzle clamping nut 9 is tightened to the prescribed assembly torque, the deformable element also rotates Compensation element 30 in the direction of rotation of the nozzle clamping nut 9 avoided by the higher coefficient of friction 34 on the first side 32, by the higher coefficient of friction 34 between the pressure shoulder 13 of the Nozzle body 6 and the first side 32 of the deformable compensation element 30, the deformable compensation element 30 - here in disk form - is stationary on the nozzle body 6, while the twisted nozzle clamping nut 9, which is moved via a tool not shown here, moves relative to the second side 33, the lower one Has friction value 35, can be rotated.
  • Fig. 3 shows a further embodiment of the solution according to the invention with a compensation element with a cylindrical cross-section in an unfonned state in a chamber between the nozzle body and the nozzle clamping nut.
  • a deformable compensation element 30 is embedded in a chamber 36 between a shoulder of the nozzle body 6 and the support surface 18 on the bottom of the nozzle clamping nut 9.
  • H. has a cylindrical cross section 38.
  • the unfonned state 37 of the deformable compensation element 30 shown in FIG. 3 it fills the chamber 36, i. H. the shoulder of the nozzle body 6 and the bearing surface bear against the circumferential surface of the deformable compensation element 30 such that it is just not being deformed.
  • the nozzle body 6 let into the rotatable nozzle clamping nut 9 has a nozzle needle 5 which can be moved in the vertical direction and which comprises a pressure shoulder 13 in the region of a nozzle space 12 formed in the nozzle body 6.
  • the nozzle chamber 12 in the interior of the nozzle body 6 is supplied with fuel under high pressure via an inlet bore 10, the inlet bore 10 in the nozzle body 6 being supplied with fuel via an inlet bore 11 in the injector body 2.
  • the threaded connection between the nozzle clamping nut 9 and the injector body 2 of the fuel injector s 1 is designated by reference number 8. Rotation of the nozzle body 6 and the injector body 2 is prevented by a dowel pin 3, so that the end face 4 of the injector body 2 and the end face 7 of the nozzle body 6 are aligned with one another at a butt joint.
  • FIG. 4 shows the configuration according to FIG. 3 in a clamped state.
  • the tensioned state of the fuel injector components 2, 6 and 9 is identified in the illustration according to FIG. 4 by reference number 39.
  • torque is introduced into the nozzle spool nut 9, so that the nozzle body 6 and the injector body 2 are screwed together at the threaded connection 8.
  • the pressure shoulder 13 of the nozzle body 6 and the bottom surface 18 of the nozzle clamping nut 9 move towards one another.
  • the deformable compensation element 30 shown in FIG. 3 in a cylindrical cross section 38 assumes a rectangular cross section 31 when the nozzle clamping nut 9 is rotated further, the maximum deformation of the deformable compensation element 30 being given by the minimum chamber volume of the chamber 36.
  • the first surface 32 of the deformable compensation element 30 lies flat against the pressure shoulder 13 of the nozzle body 6, while the second surface 33 of the deformable compensation element 30 rests on the bottom surface of the nozzle clamping nut.
  • the bracing compensates for angular misalignments 14 (cf. illustration according to FIG. 1) and a uniform first surface pressure 22 between the nozzle clamping nut 9, nozzle body 6 and, consequently, the injector body 2 is produced, which runs uniformly over the compensating element 30.
  • the deformable compensation element 30 which fills the minimum chamber volume of the chamber 36 forms a seal in the gap 16 between the nozzle body 6 and the nozzle clamping nut 9, so that, in addition to compensating for flatness differences between the nozzle clamping nut 9 and the shoulder of the nozzle body 6, a uniform surface pressure and thus an optimal sealing effect between the nozzle body 6, which is enclosed by the clamping nut 9, and this can be achieved.
  • An escape of fuel along the gap 16, which represents a potential leakage point, between the tapered section of the nozzle body 6 and the bore 15 of the nozzle body 9 is thus excluded.
  • a soft bearing arrangement of the nozzle body 6 in the nozzle clamping nut 9 can be achieved.
  • Fig. 5 shows a fuel injector with valve piece and washer, between which the compensation element can also be mounted.
  • the fuel injector 40 shown in FIG. 5 for injecting fuel into the combustion chamber of an internal combustion engine differs from the fuel projectors according to FIGS. 2, 3 and 4 in that a separate annular valve piece 41 is provided between the injector body 2 and the nozzle body 6 and an intermediate plate 42 are embedded.
  • the valve piece 41 has a first end face 41.1 and a second end face 41.2.
  • the intermediate disc 42 which is arranged between the valve piece 41 and the nozzle body 6 as shown in FIG. 5, has an end face 42.1 and a further end face 42.2.
  • valve piece 41 and the intermediate washer 42 are fixed in their rotational position with respect to one another by means of the dowel pin 3 ,
  • a first butt joint 49 is accordingly formed between the lower end face of the injector body 2 and the first end face 41.1 of the valve piece 41, while a second butt joint 50 is formed by the second end face 41.2 of the valve piece 41 and the first end face 42.1 of the intermediate disk 42.
  • Another, third butt joint 51 is formed by the second end face 42.2 of the washer 42 and the upper end face of the nozzle body 6.
  • the nozzle needle 5 which is arranged symmetrically to the axis of symmetry 48 of the fuel injector 40, comprises flow-free areas through which the fuel volume to be injected enters the nozzle needle gap 19 of the tapered end of the nozzle body 6.
  • the deformable compensation element 30, whether it has a rectangular cross section 31 or a cylindrical cross section 38, can be embedded both on the first butt joint 49 and on the second butt joint 40 and on the third butt joint 51.
  • the nozzle needle 5 which is embedded in the fuel injector 40 symmetrically to the line of symmetry 48, comprises an end face 47 which projects into a control chamber 43.
  • the control chamber 43 is supplied with fuel under high pressure from an annular chamber 44 via an inlet throttle element 45.
  • the annular space 44 in turn is connected to an inlet channel 10, which is acted upon by an inlet bore 11 from the injector body 2 with high-pressure fuel from the high-pressure collection chamber or another high-pressure source.
  • the control chamber 43 is relieved of pressure by an outlet throttle element 46, which is formed in the intermediate disk 42 as shown in FIG. 5.
  • the outlet throttle element 46 is actuated by a closing body mounted in the valve piece 41, which via a not shown, for. B. designed as a magnetic valve actuating element is movable so that the control chamber for actuating the nozzle needle 5 can be relieved of pressure.
  • tolerance-related inclinations can be compensated for by angle errors on injector body 2, nozzle clamping nut 9, nozzle body 6 or the additional installation components 41 or 42 by integrating a deformable compensation element 30.
  • the formable compensation element 30 can be provided on its first side 32 or on its second side 33 with coefficients of friction which are different, with the z. B. a nozzle body 6 facing side of the deformable compensation element 30, a higher coefficient of friction 34 can be formed than on the second side 33 of the deformable compensation element 30.

Landscapes

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

Abstract

L'invention concerne un injecteur de carburant conçu pour injecter du carburant dans la chambre de combustion d'un moteur à combustion interne. Cet injecteur de carburant (1, 40) comprend un corps d'injecteur (2) dans lequel est logée une aiguille d'injecteur (5) de manière déplaçable, ainsi qu'un corps de buse (4) relié au corps d'injecteur (2) au moyen d'un écrou tendeur de buse (9) au niveau d'un raccord fileté (8). Un élément de compensation déformable (30) est associé à une surface de contact (18 ; 49, 50, 51, 52) de composants (6, 41, 42, 9) destinés à être fixés avec le corps d'injecteur (2) par l'intermédiaire d'un écrou tendeur de buse (9), pour compenser l'inclinaison des composants (6, 41, 42, 9) liée aux tolérances de fabrication.
EP02776784A 2001-10-08 2002-10-07 Injecteur de carburant pourvu d'un element de compensation pour systemes d'injection de carburant Withdrawn EP1436501A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10149514A DE10149514A1 (de) 2001-10-08 2001-10-08 Kraftstoffinjektor mit Kompensationselement für Kraftstoffeinspritzsysteme
DE10149514 2001-10-08
PCT/DE2002/003756 WO2003033906A1 (fr) 2001-10-08 2002-10-07 Injecteur de carburant pourvu d'un element de compensation pour systemes d'injection de carburant

Publications (1)

Publication Number Publication Date
EP1436501A1 true EP1436501A1 (fr) 2004-07-14

Family

ID=7701753

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02776784A Withdrawn EP1436501A1 (fr) 2001-10-08 2002-10-07 Injecteur de carburant pourvu d'un element de compensation pour systemes d'injection de carburant

Country Status (5)

Country Link
US (1) US20040232259A1 (fr)
EP (1) EP1436501A1 (fr)
JP (1) JP2005505720A (fr)
DE (1) DE10149514A1 (fr)
WO (1) WO2003033906A1 (fr)

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US20080197216A1 (en) * 2004-04-29 2008-08-21 Mazrek Ltd. Arrangement Of Joint Packing Between the Pump-Injector (Injector) Body and Nozzle Body, For Internal Combustion Engines
DE102005004327A1 (de) * 2005-01-31 2006-08-03 Robert Bosch Gmbh Elektrische Trennung in Kraftstoffinjektoren
GB0603056D0 (en) * 2006-02-15 2006-03-29 Delphi Tech Inc Fuel injector
EP2187042A1 (fr) * 2008-11-14 2010-05-19 Robert Bosch GmbH Nez d'injection avec un écrou de serrage avec une tête avec un diamètre de friction effectif réduit
AU2011274313B2 (en) * 2010-06-30 2015-05-07 Orbital Australia Pty Ltd Fuel injection assembly
DE102015223440A1 (de) * 2015-11-26 2017-06-01 Robert Bosch Gmbh Dichtelement und Kraftstoffinjektor mit einem Dichtelement
FR3053409A1 (fr) * 2016-06-30 2018-01-05 Delphi International Operations Luxembourg S.A R.L. Injecteur de carburant
DE102017221203A1 (de) * 2017-11-27 2019-05-29 Hyundai Motor Company Kraftstoffeinspritzsystem und Verfahren zum Betreiben eines Kraftstoffeinspritzsystems
US11136953B2 (en) * 2018-11-20 2021-10-05 Delphi Technologies Ip Limited Fuel injector with a locating pin, internal combustion engine using the same, and method
RU194380U1 (ru) * 2019-08-19 2019-12-09 Общество с ограниченной ответственностью Управляющая компания "Алтайский завод прецизионных изделий" Топливная форсунка

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Also Published As

Publication number Publication date
US20040232259A1 (en) 2004-11-25
WO2003033906A1 (fr) 2003-04-24
DE10149514A1 (de) 2003-04-24
JP2005505720A (ja) 2005-02-24

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