EP1642021B1 - Systeme d'injection de carburant pour moteurs a combustion - Google Patents

Systeme d'injection de carburant pour moteurs a combustion Download PDF

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Publication number
EP1642021B1
EP1642021B1 EP04724527A EP04724527A EP1642021B1 EP 1642021 B1 EP1642021 B1 EP 1642021B1 EP 04724527 A EP04724527 A EP 04724527A EP 04724527 A EP04724527 A EP 04724527A EP 1642021 B1 EP1642021 B1 EP 1642021B1
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EP
European Patent Office
Prior art keywords
pressure
fuel
injection system
low
fuel injection
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
EP04724527A
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German (de)
English (en)
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EP1642021A1 (fr
Inventor
Patrick Mattes
Hans Brekle
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP1642021A1 publication Critical patent/EP1642021A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves
    • 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
    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/0603—Injectors peculiar thereto with means directly operating the valve needle using piezoelectric or magnetostrictive operating means
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/002—Arrangement of leakage or drain conduits in or from injectors
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves

Definitions

  • Injection timing and injection quantity are calculated in the electronic control unit and implemented by an injector on each engine cylinder.
  • the injector has the task to set the start of injection and injection quantity.
  • control and leakage quantities of the injector or injectors are discharged via a non-pressurized fuel return and fed into the fuel tank.
  • the leakage oil in the injector must have a defined pressure.
  • These injectors include piezo-controlled common rail injectors.
  • a hydraulic coupler is arranged between the piezoelectric actuator and the control valve, which increases the travel of the piezoelectric actuator.
  • a coupler space is present, the filling of which requires a defined, lying above the ambient pressure leak oil pressure.
  • Out DE-A 199 52 513 is a fuel injection system for internal combustion engines with at least one injector, or connected to a non-pressurized fuel return are known. Between the injector (s) and the fuel return means are provided for maintaining a leakage oil pressure in the injector (s). In particular, the means for maintaining a leak oil pressure in or in the injectors of one or more pressure holding valves.
  • DE-A 101 04 634 relates to a fuel injection system for internal combustion engines with a plurality of injectors, wherein the injectors each have a high-pressure port and a low-pressure port, the low-pressure ports open into a manifold, with an arranged between manifold and a non-pressurized fuel return pressure holding valve, wherein the manifold is designed as a pressure accumulator.
  • the pressure load of the pressure holding valve to maintain the pressure on the low pressure side of the injectors up to 20 bar is very high.
  • the manifold (return rail) and the actuator and an optional bellows are exposed to high loads by this pressure.
  • the fuel injection system according to the invention avoids the disadvantages occurring in the prior art and allows a pressure relief of several system components, in particular of the actuator and / or the manifold and / or the pressure holding valve and / or the bellows.
  • a further advantage is that the fuel injection system according to the invention can be used for common rail systems, in which either at least one pressure-holding valve or at least one electric fuel pump sets the injector-coupler space for filling under a pressure necessary for this purpose. In this case, if necessary, the pressure-maintaining valve can be omitted and this results in a cost savings, wherein the functional scope is maintained even without pressure holding valves.
  • Further advantages of the fuel injection system according to the invention are that no additional moving internal parts are needed and thus wear and high production costs are avoided. Further, no additional adjustment operations are required over the prior art fuel injection system.
  • a fuel injection system for internal combustion engines with multiple injectors, wherein the injectors each have a high pressure port and a low pressure port, the low pressure ports open into at least one manifold, with a between the manifold and means for maintaining the fuel pressure, wherein between the low-pressure port of each injector and the means for maintaining the fuel pressure at least one throttle is arranged.
  • the at least one throttle ensures that the pressure required on the low-pressure side of the injector is set at high load points. At low load points this ensures the means to maintain fuel pressure. Since the high pressures are represented by the throttle, only the low pressures of the means for maintaining the fuel pressure are required after the throttle, which then causes the substantial relief of the entire low-pressure system.
  • the fuel injection system according to the invention has the further advantage that the production claim for the at least one throttle is very low.
  • all injectors are connected via their low-pressure connections to a common manifold. It can be present between the manifold and the respective injector a connecting line to make the manifold short and simple geometry can.
  • it is sufficient to provide a throttle between the low-pressure port of the injector and the means for maintaining the fuel pressure, in particular in the common manifold.
  • a plurality of manifolds are provided.
  • each cylinder bank of a V-engine can be assigned its own manifold.
  • This embodiment of the fuel injection system according to the invention may have advantages in terms of the required installation space and the cost of connecting the low-pressure connections of the injectors with the respective manifold.
  • the use of a plurality of mutually independent manifolds requires the arrangement of at least one throttle per manifold between the low pressure port of the respective injector and the respective means for maintaining the fuel pressure, in particular the arrangement of a respective throttle in each manifold.
  • the means for maintaining the fuel pressure is a pressure holding valve.
  • Back pressure valves are proven and mature components that can be used.
  • a throttle arranged in front of the injector-side inlet of the pressure holding valve. Even with the throttle positioned in front of the pressure-maintaining valve, the functional range of the pressure-maintaining valve is retained, although a pressure relief of the pressure-retaining valve is established in comparison to the prior art.
  • the throttle also results in a pressure relief of other system components, in particular the manifold, the actuator and the bellows.
  • the bellows is designed such that it can receive the axial stroke of the actuator for controlling the injector, in particular a piezoelectric actuator.
  • the bellows is firmly connected to the actuator and the actuator bore, so that a fluid-tight seal of the actuator module with respect to the other areas of the injector is achieved.
  • the means for maintaining the fuel pressure is an electric fuel pump.
  • Electric fuel pumps are known in the art and proven pumps that are designed in the tank of a motor vehicle in modular design, and are used in particular in internal combustion engines in order to supply sufficient fuel in all operating conditions.
  • a throttle is arranged in the collecting line in front of the electric fuel pump.
  • the scope of functions is also available without pressure-holding valve, so that no pressure-holding valve is required and thus costs can be saved.
  • the high-pressure connections of the injectors are supplied with fuel by at least one common rail, so that the advantages of the fuel injection system according to the invention also come into play in so-called common-rail injection systems.
  • the injectors each contain a piezoelectric element for controlling the injector and a hydraulic translator for the translation of the piezoelectric element stroke.
  • the piezoelectric element hub preferably via a hydraulic medium, in particular fuel, in a coupler space of the hydraulic translator to an injector needle transferable, wherein the coupler space is filled via the at least one throttle with the hydraulic medium.
  • Fig. 1 shows a schematic representation of a fuel injection system according to the prior art.
  • each cylinder 1 is associated with an injector (not shown), which has a low-pressure connection 2.
  • the low pressure ports 2 open into a manifold 3.
  • the manifold 3 is designed as an accumulator in which the pressure required on the low pressure side of the injector is maintained.
  • the manifold 3 is connected via a schematically illustrated pressure-holding valve 4 with the non-pressurized fuel return 5 in connection, so that in all injectors a same, is present above the ambient pressure fuel pressure.
  • the pressure holding valve opens only from a pressure of 10 bar, so that the fuel pressure in the manifold 3 is at least 10 bar.
  • Fig. 2 shows an inventive fuel injection system with electric fuel pump.
  • An only schematically indicated in Fig. 2 internal combustion engine 36 comprises six cylinders 1, which are each acted upon by a fuel injector 38 shown in more detail in Fig. 4 with high pressure fuel.
  • the fuel injectors shown in greater detail in FIG. 1 are arranged in the cylinder head region 37 of the internal combustion engine 36.
  • an electric fuel pump 6 is arranged in this embodiment of the invention as a means for maintaining the fuel pressure.
  • a throttle 7 located in the manifold 3 before the electric fuel pump 6, a throttle 7.
  • no pressure-holding valve is required to maintain the force pressure on the low pressure side of the injectors.
  • the electronic fuel pump 6 only needs to deliver fuel at a low pressure. For example, in the case of a cross section of the throttle 7 of 0.5 mm, a 5 bar electric fuel pump 6 is sufficient.
  • Fig. 3 shows a fuel injection system according to the invention with pressure-holding valve.
  • the internal combustion engine 36 may be configured, for example, as a 6-cylinder internal combustion engine, wherein the embodiment variant is shown as a 6-cylinder engine only by way of example. According to the design, internal combustion engines with four, five, eight or 10 or 12 cylinders can also be supplied with the fuel injection system proposed according to the invention.
  • a pressure-maintaining valve 8 is provided in this embodiment of the present invention as a means for maintaining the fuel pressure. Further, located in the manifold 3 before the pressure-holding valve 8, a throttle 7.
  • the pressure-maintaining valve 8 is depressurized, so that it may have a lower opening pressure.
  • a 5 bar pressure-maintaining valve is sufficient to maintain the required fuel pressure on the low-pressure side of the injectors.
  • the illustration according to FIG. 4 can be taken from a fuel injector which is connected to a high-pressure reservoir (common rail) and which can be actuated via an actuator designed as a piezoactuator.
  • a fuel injector which is connected to a high-pressure reservoir (common rail) and which can be actuated via an actuator designed as a piezoactuator.
  • the fuel injector 38 shown in Fig. 4 comprises a high pressure system 9 and a low pressure system 10.
  • the piezo-crystal stack 12 acts on an actuating piston 18.
  • the actuating piston 18 acts on a hydraulic booster 13.
  • the hydraulic booster 13 amplifies the only small stroke of the piezoelectric crystal stack 12 when current is supplied to the actuator 11.
  • the hydraulic booster 13 comprises an actuating piston 15 whose End face 16 protrudes into the hydraulic coupling chamber 14 of the hydraulic booster 13.
  • the piezoelectric crystal stack 12 of the actuator 11 and the coupling space 14 of the hydraulic booster 13 can be enclosed by a thin wall 43 as well as by a bellows 42, with which the relative movement of the piezoelectric crystal stack 12 during its energization and associated with this actuating piston 18 relative to the hydraulic coupling space 14 is made possible.
  • the manifold 3 extends to the means for maintaining the fuel pressure, which may be formed either as a pressure holding valve 8 or by the electric fuel pump 6 to the fuel supply of the internal combustion engine 36 according to the schematically indicated in Figures 2 and 3 embodiments or can be formed to act on a high pressure pump 34.
  • the throttle element 7 is added in the manifold 3, in which the respective low pressure ports 2 of the cylinder 1, starting from the fuel injectors 38 and the means 6, 8 for maintaining the fuel pressure in the system space 20, the throttle element 7 is added.
  • the low-pressure connection 2 may be formed, for example, as a screw 17, so that at the prevailing within the system pressure chamber 20 pressures a leak-free Seal between the system space 20 and in the low pressure port 2 is ensured.
  • the hydraulic booster 13 includes a housing 44 which limits the hydraulic coupling space 14.
  • the housing 44 is supported on the one hand via a coil spring on a support disc received on the actuator piston 18 of the actuator 11 and on the other hand biased by a further helical spring on a support disc which is received on the actuating piston 15.
  • the diameter of the actuating piston 18 is dimensioned larger than the diameter of the actuating piston 15, so that a hydraulic pressure transmission is achieved by interposition of the hydraulic coupling chamber 14.
  • the actuating piston 15 acts on a guide piston 23.
  • the guide piston 23 in turn is guided in a discharge channel 22 which is provided in the housing 39 of the fuel injector 38.
  • About the drain passage 22 of the system space 20 and the control chamber 24 are connected to each other.
  • the closing element 19 is in the illustration of FIG. 4 in its closed position, i. its closing element seat 21 provided, which is formed at the discharge point of the drain passage 22 into the control chamber 24.
  • the spring element 26, which may be a plate spring, is supported on an end face 29 of a needle-shaped injection valve member 27.
  • the control chamber 24 is always acted upon by a high-pressure line, which is connected to one of the high-pressure ports 40 of a high-pressure accumulator 31 (common rail), with high-pressure fuel.
  • the high-pressure accumulator 31 in turn is acted upon via a supply line 32 via a high pressure pump 34 with fuel under high pressure and stores it.
  • the high-pressure pump 34 can be preceded by an electric fuel pump 6 acting as a prefeed pump.
  • the system space 20 of the fuel injector 38 on its low-pressure side 10 may be limited on the one hand by a thin-walled wall 43, on the other hand, the system space 20 may also be sealed by a bellows 42.
  • the formation of a limitation of the system space 20 via a deformable bellows 42 advantageously offers the possibility of compensating elongations during energization of the actuator 11 due to a longitudinal expansion of the piezoelectric crystal stack 12 while at the same time maintaining the sealing effect.
  • the hydraulic coupling space 14 is filled.
  • the direct injection internal combustion engine fuel injection system shown in FIG. 1 includes a pressure holding valve 8 on the low pressure side 10 of the fuel injector 38.
  • the pressure level necessary for filling the hydraulic coupling chamber 14 can be applied via the pressure-maintaining valve 8.
  • the pressure level on the low-pressure side 10 of the fuel injector 38 in the system space 20 is such that a filling of the hydraulic coupling chamber 14 via the gaps between the housing 44 and the actuating piston 18 on the one hand and on the gap between the actuating piston 15 and the housing 44th the pressure translator 13 on the other hand can be done.
  • low load points prevail after the throttle 7 only the low pressures that can be generated by the pressure holding valve, whereby the substantial relief of the low pressure side 10 of the fuel injector 38 is achieved.
  • With the dimensioning of the throttle diameter of the throttle point 7, or the opening pressure of the pressure holding valve 8 - in this configuration of a fuel injection system - can be adjusted if necessary, the required for the filling of the hydraulic coupling chamber 14 via the system space 20 pressure.
  • a throttle point 7 is also formed in the manifold 3, in which all low-pressure ports 2 of the fuel injectors 38 open.
  • the throttle body 7 is located at the confluence of all low-pressure connections 2 in the manifold 3 in front of the input end 41 serving as a feed pump electric fuel pump 6.
  • the electric fuel pump 6 delivers fuel from the fuel tank 35 and the second fuel supply line 6.1 to the high-pressure pump 34.
  • the high-pressure pump 34 in turn acted upon the high-pressure accumulator 31 (common rail) via the supply line 32 with fuel under very high pressure.
  • the fuel level is in the range between about 1500 and 1600 bar.
  • the pressure in the system space 20 for filling the hydraulic coupling chamber 14 can be changed by the guide gaps, if necessary.
  • the electric fuel pump 6 assigned to the fuel tank serves as an advance delivery unit for the high-pressure pump 34, which is not designed to be self-priming.
  • the supply line 6.1 branches off in this case from the fuel line, which is assigned to the fuel tank 35, and leads to the high-pressure pump 34th
  • the setting of the opening pressure of the pressure holding valve 8 and the delivery pressure of the electric fuel pump 6 different filling pressures for filling the hydraulic coupling chamber 14 of the hydraulic booster 13 as required, can be preset.
  • both an electric fuel pump 6 and a pressure holding valve 8 with respect to its pressure load in high load points of the internal combustion engine 36 are mechanically relieved, which has a significant relief of the low pressure system 10 of the fuel injector 38 result.
  • the pressure-maintaining valve 8 and the electric fuel pump 6 can therefore be made smaller in terms of their strength.
  • the proposed solution according to the invention avoids the use of additional mechanical components which are to be manufactured or moved, as a result of which adjusting operations can also be dispensed with on these additional inner parts to be provided.

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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)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (10)

  1. Système d'injection de carburant pour des moteurs à combustion comportant plusieurs injecteurs de carburant (38),
    ces injecteurs (38) ayant chacun un branchement haute pression (40) et un branchement basse pression (2), les branchements basse pression (2) débouchant dans au moins une conduite collectrice (3) et les injecteurs de carburant (8) sont actionnés par un actionneur piézoélectrique (11),
    un moyen (6, 8) installé entre la conduite collectrice (3) et un retour de carburant sans pression (5, 35) pour maintenir la pression de carburant et l'injecteur de carburant (38) comporte une chambre de système (20) dans laquelle règne un niveau de pression approprié pour remplir une chambre de couplage hydraulique (14),
    caractérisé par
    un organe d'étranglement (7) prévu entre l'embouchure des branchements basse pression (2) des injecteurs de carburant dans la conduite collectrice (3) et l'entrée côté injecteurs (41) du moyen (6, 8) pour maintenir la pression de carburant dans la conduite collectrice (3).
  2. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    le moyen pour maintenir la pression de carburant du côté basse pression est constitué par une soupape de retenue de pression (8).
  3. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    le moyen pour maintenir la pression du carburant du côté basse pression est constitué par une pompe électrique de carburant (6).
  4. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    les branchements haute pression (40) des injecteurs de carburant (38) reçoivent du carburant à haute pression à partir d'une chambre collectrice à haute pression (31).
  5. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la course de l'actionneur piézoélectrique (11, 12) est transmise par un milieu hydraulique, notamment du carburant par l'intermédiaire d'une chambre de couplage hydraulique (14) du convertisseur hydraulique (13) à une aiguille d'injecteur (27) et la chambre de couplage hydraulique (14) se remplit avec le milieu hydraulique à travers au moins un organe d'étrangement (7).
  6. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    dans la plage des charges élevées d'un moteur à combustion (36), l'organe d'étranglement (7) maintient une pression de chambre de couplage pk dans la conduite collectrice (3).
  7. Système d'injection de carburant selon les revendications 2 ou 3,
    caractérisé en ce que
    la pression nécessaire pour remplir la chambre de couplage hydraulique (14) est maintenue au point de charge faible du moteur à combustion (36) par la soupape de retenue de pression (8) ou par la pompe électrique à carburant (6).
  8. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    le premier remplissage de la chambre de couplage hydraulique (14) se fait par les intervalles de fuite entre le piston d'actionnement (14) et le boîtier (44) et/ou par les intervalles de fuite entre le piston d'actionnement (18) et le boîtier (44), ce boîtier (44) étant entouré par la chambre (20) du système.
  9. Système d'injection de carburant selon la revendication 3,
    caractérisé en ce que
    la pompe électrique de carburant (6) du côté basse pression de l'injecteur de carburant (38) est suivie d'une pompe à haute pression (34).
  10. Injecteur de carburant selon la revendication 2,
    caractérisé en ce que
    la soupape de retenue de pression (8) est en amont du réservoir de carburant (35) dans la conduite collectrice (3).
EP04724527A 2003-05-22 2004-03-31 Systeme d'injection de carburant pour moteurs a combustion Expired - Lifetime EP1642021B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10323177A DE10323177A1 (de) 2003-05-22 2003-05-22 Kraftstoffeinspritzsystem für Brennkraftmaschinen
PCT/DE2004/000665 WO2004111431A1 (fr) 2003-05-22 2004-03-31 Systeme d'injection de carburant pour moteurs a combustion

Publications (2)

Publication Number Publication Date
EP1642021A1 EP1642021A1 (fr) 2006-04-05
EP1642021B1 true EP1642021B1 (fr) 2007-08-29

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EP04724527A Expired - Lifetime EP1642021B1 (fr) 2003-05-22 2004-03-31 Systeme d'injection de carburant pour moteurs a combustion

Country Status (9)

Country Link
US (1) US7270114B2 (fr)
EP (1) EP1642021B1 (fr)
JP (1) JP4532495B2 (fr)
KR (1) KR101016133B1 (fr)
CN (1) CN100394022C (fr)
AT (1) ATE371810T1 (fr)
DE (2) DE10323177A1 (fr)
ES (1) ES2289503T3 (fr)
WO (1) WO2004111431A1 (fr)

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DE102008001743A1 (de) 2008-05-14 2009-11-19 Robert Bosch Gmbh Kraftstoffeinspritzsystem
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US11280306B1 (en) 2021-01-15 2022-03-22 Caterpillar Inc. Fuel injector having dry-running protection valve and fuel system using same

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DE19941703A1 (de) 1999-09-02 2001-03-08 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
EP1138907B1 (fr) * 2000-04-01 2006-10-04 Robert Bosch GmbH Système d'injection de combustible
DE10104634A1 (de) * 2001-02-02 2002-09-19 Bosch Gmbh Robert Kraftstoffeinspritzsystem für Brennkraftmaschinen mit verbesserter Druckversorgung der Injektoren
DE10113654A1 (de) * 2001-03-21 2002-09-26 Bosch Gmbh Robert Kraftsotffeinspritzeinrichtung für Brennkraftmaschinen
JP2003021017A (ja) * 2001-07-10 2003-01-24 Bosch Automotive Systems Corp 蓄圧式燃料噴射装置
DE10145620B4 (de) * 2001-09-15 2006-03-02 Robert Bosch Gmbh Ventil zum Steuern von Flüssigkeiten
DE10154802A1 (de) * 2001-11-08 2003-05-22 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10158951A1 (de) * 2001-12-03 2003-06-12 Daimler Chrysler Ag Mit Druckübersetzung arbeitendes Einspritzsystem
JP4244683B2 (ja) * 2002-06-24 2009-03-25 トヨタ自動車株式会社 内燃機関の燃料噴射装置
JP2005069135A (ja) * 2003-08-26 2005-03-17 Toyota Motor Corp 燃料噴射装置

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ATE371810T1 (de) 2007-09-15
ES2289503T3 (es) 2008-02-01
US20070012293A1 (en) 2007-01-18
KR101016133B1 (ko) 2011-02-17
KR20060006970A (ko) 2006-01-20
CN100394022C (zh) 2008-06-11
DE10323177A1 (de) 2004-12-09
JP2007500817A (ja) 2007-01-18
DE502004004822D1 (de) 2007-10-11
WO2004111431A1 (fr) 2004-12-23
US7270114B2 (en) 2007-09-18
JP4532495B2 (ja) 2010-08-25
EP1642021A1 (fr) 2006-04-05
CN1795326A (zh) 2006-06-28

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