EP1654454B1 - Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine - Google Patents

Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine Download PDF

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Publication number
EP1654454B1
EP1654454B1 EP04738751A EP04738751A EP1654454B1 EP 1654454 B1 EP1654454 B1 EP 1654454B1 EP 04738751 A EP04738751 A EP 04738751A EP 04738751 A EP04738751 A EP 04738751A EP 1654454 B1 EP1654454 B1 EP 1654454B1
Authority
EP
European Patent Office
Prior art keywords
pressure
pressure connection
fuel injection
valve element
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.)
Expired - Lifetime
Application number
EP04738751A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1654454A1 (de
Inventor
Peter Boehland
Sebastian Kanne
Godehard Nentwig
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 EP1654454A1 publication Critical patent/EP1654454A1/de
Application granted granted Critical
Publication of EP1654454B1 publication Critical patent/EP1654454B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02M63/0005—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 valves actuated by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • 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
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/46—Valves, e.g. injectors, with concentric valve bodies

Definitions

  • the invention relates to a fuel injection device for an internal combustion engine, in particular with direct fuel injection, with at least two valve elements, of which a valve element has an acting in the opening direction of the pressure surface, which limits a pressure chamber, and acting in the closing direction of the loading device, and another Valve element in a closing direction acting hydraulic control surface, which limits a hydraulic control chamber which is at least temporarily connected to a high-pressure port, and having an opening acting in the direction of actuation, and with a control valve, which can connect the control chamber with a low-pressure port.
  • a fuel injection device of the aforementioned type is known from DE 100 58 130 A1.
  • This shows an injection nozzle for internal combustion engines with two coaxially arranged and separately controllable valve elements.
  • the outer valve element is pressure-controlled, that is, it raises by increasing an injection pressure, which acts on a pressure surface acting in the opening direction, against a spring force from its valve seat and thereby releases corresponding outlet openings.
  • the inner valve element is stroke-controlled. That is, it opens when the pressure of a hydraulic fluid is lowered in a control room.
  • the force acting in the opening direction of the inner valve element is provided by acting on a corresponding pressure surface injection pressure.
  • For the control of the known fuel injection device at least two pressure accumulator with different pressure levels and at least two control valves are required.
  • valve elements By using a plurality of valve elements, each releasing a certain number of fuel outlet openings, even if only a small amount of fuel to be injected, a good atomization quality can be achieved. It must be in that Case in which a large amount of fuel to be injected, an excessively long injection duration and / or an excessively high injection pressure can not be accepted.
  • the present invention has the object, a fuel injection device of the type mentioned in such a way that it can be controlled as easily as possible and yet works reliably. At the same time a good emission and consumption behavior should be achieved when used on the corresponding internal combustion engine.
  • a force injection device of the type mentioned above comprises an additional valve device which connects the pressure chamber only with the low pressure port and the control chamber to the high pressure port in a first end position, in a second end position the pressure chamber at least predominantly connects to the high pressure port and at least a portion of the control chamber substantially separates from the high pressure port, and connects in an intermediate position the pressure chamber at least predominantly with the high pressure port and the control chamber also with the high pressure port.
  • the valve device In the second end position of the valve device prevails in the pressure chamber, a high pressure, which causes a corresponding hydraulic opening force on the pressure surface through which opens the first valve element.
  • the hydraulic control chamber is substantially separated from the high-pressure port, and can therefore be connected via the control valve exclusively to the low-pressure port.
  • the pressure in the scattering chamber therefore drops significantly and quickly and the second valve element can be opened by the acting in the opening direction of the loading device. In this second end position so both valve elements are open.
  • the pressure chamber is connected to the high-pressure port, so in this case there is a high pressure, through which the first valve element is opened.
  • the control room is also connected to the high-pressure connection. If it is now connected via the control valve to the low-pressure connection, an "intermediate pressure" is established in the control chamber.
  • the acting in the opening direction of the second valve element loading device is designed so that even with such an intermediate pressure in the hydraulic control chamber, the second valve element still remains reliably closed. In this intermediate position the valve device is thus only the first valve element open.
  • the control principle can be implemented very easily even with existing fuel injection devices, since, for example, no changes are required to the valve elements themselves.
  • the typical advantages of fuel injection devices with two valve elements This includes that, for example, in partial load operation of the internal combustion engine small injection quantities can be realized even at relatively high pressure. This is because when only the first valve element opens, only a few outlet openings are "active", and therefore longer injection times can be realized. As a result, even with small amounts to be injected, a similarly good atomization is achieved as in full-load operation. A Hard combustion with strong noise is avoided.
  • the accuracy requirements for compliance with a very short switching time in the injection of very small amounts, as they are present for example in a pilot injection decrease.
  • the quantity dispersion can be reduced from one injection to another injection.
  • the auxiliary valve means comprise a cylindrical switch body having a first valve edge separating the pressure space from the low pressure port and a second valve edge connecting the pressure space to the high pressure port and a hydraulic control surface defining the hydraulic control space ,
  • the additional valve device is in this case therefore a hydraulic servo valve. Such is technically easy to implement and works reliably. Additional control lines are not required.
  • a fluid channel is formed, which at least temporarily connects the high pressure port to the control room.
  • a fluid channel can be easily drilled in the switch body and reduces the example to be carried out on a housing of the fuel injection device cutting work to a minimum. Ultimately, this saves costs during production.
  • a flow restrictor may be present in the fluid channel, or it may be formed overall as a flow restrictor.
  • a flow restrictor is also referred to as "inlet throttle” or “Z throttle”.
  • the second valve element opens at high speed, which favors the formation of the desired rectangular injection course.
  • the sealing portion may be present, for example, on the switching body itself as well as on a housing surface opposite the switching body.
  • the acting in the closing direction of the first valve element loading device is designed so that the first valve element opens at a comparatively low pressure at the high pressure port.
  • a very low pressure rise at low pressure at the high pressure port is possible, which may be the case with low load of the internal combustion engine.
  • a steep increase in pressure is ensured at high load, which is usually a high pressure at the high pressure port.
  • the switch body has a central passage opening in which a portion of the second valve element is guided.
  • a fuel system of an internal combustion engine bears the reference numeral 10 as a whole. It comprises a fuel tank 12, from which an electric fuel pump 14 conveys the fuel to a high-pressure pump 16. This further promotes the fuel to a fuel rail 18 ("rail"), in which the fuel is stored under very high pressure. To the fuel rail 18, a plurality of fuel injectors 20 are connected, which inject the fuel directly into their associated combustion chambers 22.
  • a low pressure line 26 connects the fuel injectors 20 with the fuel tank 12.
  • 20 low pressure ports 28 are provided to the fuel injectors.
  • the operation of the fuel injectors 20 is controlled by a control and regulation device 30.
  • FIG. 2 shows a fuel injection device 20 in greater detail: it comprises a housing 32, in which, in a stepped longitudinal bore 33, two are mutually connected coaxial valve elements 34 and 36 are guided.
  • the outer valve element 36 is pressure-controlled, the inner valve element 34 stroke-controlled.
  • the outer valve element 36 has approximately at the level of half its length a pressure surface 38a, the force resultant of which points in the opening direction.
  • the pressure surface 38a defines a pressure chamber 40, which, as will be shown in more detail below, can be selectively connected to the low pressure port 28 or the high pressure port 24 via a passage 42.
  • An annular space 43 leads from the pressure chamber 40 to the lower end of the fuel injection device 20 projecting into the combustion chamber 22 in the installed position in FIG. 2, which is shown in detail in FIG.
  • a further pressure surface 38b is present on the outer valve element 36.
  • a sealing edge 44 of the outer valve element 36 cooperates with a conical housing surface 46. If the sealing edge 44 lifts off from the housing surface 46, fuel outlet channels 48, which are distributed over the circumference of the fuel injection device 20, are connected to the annular space 43.
  • a compression spring 50 acts on the outer valve element 36 in the closed position, in which the sealing edge 44 rests against the housing surface 46.
  • the inner valve element 34 is partially guided in the outer valve element 36. At its lower end in FIG. 2, it also has a pressure surface 51 acting in the opening direction and a sealing edge 52, which likewise rests against the housing surface 46 in the closed state.
  • To the inner valve member 34 include fuel outlet passages 54, which are also distributed over the circumference of the fuel injection device 20 are arranged.
  • the inner valve member 34 has a push rod portion 56 (see Figure 2), which has a slightly larger diameter than that portion (no reference numeral) on which the sealing edge 52 is present.
  • the push rod section 56 is bounded at its upper end in FIG. 2 (see also FIG. 4) by a hydraulic control surface 58 which acts in the closing direction of the inner valve element 34.
  • the hydraulic control surface 58 defines a hydraulic control chamber 60. From this leads a drain throttle 62 to an electromagnetic 2/2-way switching valve 64 (but this can also be configured as a piezo valve). About this, the outlet throttle 62 can be connected to the low pressure port 28.
  • valve device 66 which is designed as a hydraulic servo valve. Its structure will now be explained in more detail in particular with reference to FIG. 4:
  • the servo valve 66 comprises a cylindrical switch body 68. This has a central through hole 70 through which the push rod portion 56 of the inner valve member 34 is passed.
  • the switch body 68 has a total of four sections 68a, 68b, 68c, and 68d, which have different diameters.
  • the two portions 68a and 68b are received in a portion 33a of the longitudinal bore 33, whereas the two portions 68c and 68d are disposed in a portion 33b of the longitudinal bore.
  • the portion 33b has a larger diameter than the portion 33a.
  • the outer diameter of the lowermost portion 68a of the switch body 68 in FIG. 4 has approximately the same diameter as the portion 33a of the longitudinal bore 33, the portion 68d of the switch body 68 approximately the same diameter as the portion 33b of the longitudinal bore 33. These two portions are therefore guided in the longitudinal bore 33 fluid-tight.
  • the portion 68b of the switch body 68 has a smaller diameter than the portion 68a.
  • the portion 68c has a larger diameter than the portion 68a, but a smaller diameter than the portion 68d.
  • a slide edge 72 is formed between the sections 68a and 68b of the switch body 68.
  • a channel 74 which communicates with the low pressure port 28, be released or closed.
  • a sealing edge 76 is formed, which cooperates with a slightly conical shoulder 78, which is present between the portion 33a and 33b of the longitudinal bore 33. If the sealing edge 76 on the shoulder 78, an annular space 80 which is present between the portion 68b of the switch body 68 and the portion 33a of the longitudinal bore 33, of an annular space 82 which is between the portion 68c of the switch body 68 and the portion 33b of Longitudinal bore 33 is present, separated.
  • the channel 42 which starts from the pressure chamber 40, opens into the section 33a of the longitudinal bore 33, in FIG. 4, axially above the mouth of the channel 74.
  • a high-pressure channel 84 branches off, which communicates with the high-pressure port 24 , In the high-pressure channel 84, a throttle point 86 is present.
  • a fluid channel 88 extending in the axial direction, in which an inlet throttle 90 is again formed.
  • the fluid channel 88 connects the annular space 82 with the hydraulic control chamber 60.
  • the control chamber 60 facing annular end face of the switch body 68 forms a hydraulic control surface 92.
  • the control surface 92 of the switch body 68 opposite housing-side boundary surface (without reference numeral) of the control chamber 60 has an annular sealing portion 94 on. This is seen in the radial direction between the mouth of the fluid channel 88 in the control chamber 60 and the control surface 58 of the inner valve member 34 is arranged.
  • the fuel injector 20 shown in Figs. 2 to 4 operates as follows:
  • the hydraulic control chamber 60 is connected to the low pressure port 28.
  • the pressure in the control chamber 60 decreases.
  • the switching body 68 now lifts off the shoulder 78 with the sealing edge 76.
  • the slide edge 72 of the switch body 78 covers the mouth of the channel 74, so that the annular space 80 is now separated from the low-pressure connection 28.
  • the two annular spaces 80 and 82 are connected to each other, so that also in the annular space 80 and in the channel 42 and the pressure chamber 40, and the annular space 43, a corresponding high fluid pressure builds up.
  • the 2/2-way switching valve 64 is closed again.
  • the pressure in the control chamber 60 increases again. Due to the force acting on the control surface 92 of the switch body 68 this moves back to its original position in which it rests with the sealing edge 76 on the shoulder 78 and in which the slide edge 72, the channel 74 releases again.
  • the pressure chamber 40 is thereby separated from the high pressure port 24 and connected to the low pressure port 28, so that the pressure in the annular space 80 and subsequently in the channel 42 and in the pressure chamber 40 drops.
  • the outer valve element 36 can therefore be pressed by the compression spring 50 back into the closed position in which the sealing edge 44 abuts the housing surface 46.
  • the hydraulic force acting on the pressure surface 51 of the inner valve element 34 decreases, and at the same time, the hydraulic force acting on the control surface 58 of the inner valve element 34 increases. Thus, this is pressed back into its closed position.
  • the 2/2-way valve is closed again before the switch body 68 comes into contact with the control surface 92 on the sealing section 94.
  • the control chamber 60 is simultaneously connected to the low pressure port 28 and via the fluid channel 88 to the high pressure port 24. Therefore arises in the control chamber 60 (possibly very briefly), an "intermediate pressure" in which the switch body 68 is not fully open and the inner valve member 34 remains reliably closed.
  • the pressure chamber 43 is connected via the inlet throttle 90 in a certain way with the low pressure port 28, the corresponding pressure drop in the pressure chamber 43 is so small that this does not lead to a closing of the outer valve member 36.
  • the outer valve element 36 is closed only when the slide edge 72 releases the channel 74 again.
  • the ramp of the pressure curve depends on the pressure in the fuel manifold 18 when the outer valve element 36 is opened. At a high pressure in the fuel rail 18, as is usually set at high load and high engine speeds, a comparatively steep ramp can be realized, the outer valve element 36 thus opens correspondingly fast. At low load and correspondingly low pressure in the fuel rail 18, however, a comparatively flat ramp is realized.

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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)
EP04738751A 2003-08-08 2004-06-22 Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine Expired - Lifetime EP1654454B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10336411A DE10336411A1 (de) 2003-08-08 2003-08-08 Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine
PCT/DE2004/001302 WO2005014996A1 (de) 2003-08-08 2004-06-22 Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1654454A1 EP1654454A1 (de) 2006-05-10
EP1654454B1 true EP1654454B1 (de) 2006-12-13

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ID=34112038

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Application Number Title Priority Date Filing Date
EP04738751A Expired - Lifetime EP1654454B1 (de) 2003-08-08 2004-06-22 Kraftstoff-einspritzvorrichtung für eine brennkraftmaschine

Country Status (7)

Country Link
US (1) US20060255173A1 (ko)
EP (1) EP1654454B1 (ko)
JP (1) JP4291369B2 (ko)
KR (1) KR20060060679A (ko)
AT (1) ATE348260T1 (ko)
DE (2) DE10336411A1 (ko)
WO (1) WO2005014996A1 (ko)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012012480A1 (de) * 2011-06-24 2012-12-27 Caterpillar Inc. Fluideinspritzventil mit Einspritzverlaufsformung am Einspritzende

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19923421C2 (de) * 1999-05-21 2003-03-27 Bosch Gmbh Robert Injektor
DE10031576C2 (de) * 2000-06-29 2002-07-11 Bosch Gmbh Robert Druckgesteuerter Injektor zum Einspritzen von Kraftstoff
DE10053903A1 (de) * 2000-10-31 2002-05-29 Bosch Gmbh Robert Hub-/ und Druckgesteuerter Injektor mit Doppelschieber
DE10058130A1 (de) * 2000-11-22 2002-05-23 Bosch Gmbh Robert Kraftstoffeinspritzsystem für Brennkraftmaschinen
DE10162651A1 (de) * 2001-12-20 2003-09-04 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine

Also Published As

Publication number Publication date
JP4291369B2 (ja) 2009-07-08
US20060255173A1 (en) 2006-11-16
ATE348260T1 (de) 2007-01-15
KR20060060679A (ko) 2006-06-05
WO2005014996A1 (de) 2005-02-17
EP1654454A1 (de) 2006-05-10
DE10336411A1 (de) 2005-03-03
DE502004002330D1 (de) 2007-01-25
JP2007506898A (ja) 2007-03-22

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