EP1655477A1 - Servo-valve électro-hydraulique - Google Patents

Servo-valve électro-hydraulique Download PDF

Info

Publication number
EP1655477A1
EP1655477A1 EP05109508A EP05109508A EP1655477A1 EP 1655477 A1 EP1655477 A1 EP 1655477A1 EP 05109508 A EP05109508 A EP 05109508A EP 05109508 A EP05109508 A EP 05109508A EP 1655477 A1 EP1655477 A1 EP 1655477A1
Authority
EP
European Patent Office
Prior art keywords
valve
chamber
pressure
control
actuator
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
EP05109508A
Other languages
German (de)
English (en)
Other versions
EP1655477B1 (fr
Inventor
Michael Kurz
Andreas Bertsch
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 EP1655477A1 publication Critical patent/EP1655477A1/fr
Application granted granted Critical
Publication of EP1655477B1 publication Critical patent/EP1655477B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • 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
    • F02M47/025—Hydraulically 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
    • 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
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations

Definitions

  • the present invention relates to an electro-hydraulic servo valve of a fuel injection device for an internal combustion engine, in particular in a motor vehicle, having the features of the preamble of claim 1.
  • a fuel injection device which has a servo valve of the type mentioned.
  • the servo valve comprises an electrically controllable switching valve and a hydraulically controllable control valve.
  • the switching valve is equipped with an electromagnetically or piezoelectrically operable actuator and with a drive-coupled actuator piston.
  • This actuator piston is at least partially disposed in an actuator piston chamber of the switching valve and controls a control chamber connection between a control chamber of the control valve and said Aktorkolbenraum.
  • the Aktorkolbenraum is connected to an actuator-side return.
  • the known servo valve of the actuator piston limited in its closed position the Aktorkolbenraum on an axial end face.
  • the control valve is equipped with a control piston which limits the said control space at the end and which controls a pressure chamber connection between a control valve-side return and a pressure chamber of the control valve.
  • a control line is connected, which is connected to a pressure booster of the fuel injection device and / or with at least one nozzle needle of the fuel injection device so that a pressure reduction in the Control line controls the pressure booster for generating an injection pressure or the nozzle needle for opening at least one injection hole.
  • the two returns work with valves open at different pressure levels.
  • the actuator-side return works on a comparatively low pressure level. It is of particular importance that the pressure in the actuator-side return with open switching valve exerts a great influence on the function of the switching valve. In particular, an excessive pressure in Aktorkolbenraum greatly affect the proper operation of the switching valve. In contrast, there is a significantly higher pressure in the control valve-side return, whereby it can come on the control line in addition to relatively high pressure peaks.
  • the two returns from a valve body containing the control valve and the valve body are led out separately and not or only at a relatively large distance from Aktorkolbenraum coupled together in the known servo valve.
  • the structure of the known Sevoventils or a fuel injection device equipped therewith is thereby comparatively space-consuming.
  • the servo valve according to the invention with the features of claim 1 has the advantage over the other that the servo valve or a fuel injection device equipped therewith can be constructed comparatively compact. This is achieved in that, on the one hand, the actuator-side return is connected to the return valve-side return and in this case contains a non-return valve blocking the actuator piston chamber and / or throttled. On the other hand communicates the Aktorkolbenraum with at least one compensation chamber in which at least one elastically compressible compensation body is arranged.
  • the invention is based on the recognition that the different pressure levels in the recirculation occur only when opening the switching valve and the control valve.
  • the compressible compensation body allows for open switching valve, an increase in the Aktorkolbenraums for receiving fuel from the control room available volume. In this way The Atkorkolbenraum can also absorb fuel coming from the control room, if the actuator-side return is locked by the excessive pressure in the control valve-side return. In this case, the compensation body is compressed and thereby releases the required additional volume. Since it is no longer necessary due to the construction according to the invention to connect the two returns only at a relatively large distance from Aktorkolbenraum with each other, the servo valve according to the invention can build comparatively compact. At the same time disadvantageous effects of the excessive pressure in the control valve side return pressure levels on the operation of the switching valve are excluded or at least reduced via the check valve or the restriction in the actuator-side return.
  • the actuator-side return within a valve body containing the control valve and the switching valve may be connected to the control valve side return.
  • the at least one compensating body is dimensioned so that it is relaxed at a in a closed position of the switching valve in Aktorkolbenraum adjusting output pressure and is compressed with the switching valve open by the pressure rising in the actuator piston.
  • the volume provided for receiving fuel in the actuator piston chamber is automatically reduced when the switching valve is closed by decompression of the compensating body in order to expel fuel from the actuator piston chamber.
  • the control valve is inevitably closed, whereby the pressure level in the return valve-side return drops to the extent that the Aktorkolbenraum can be relaxed on the actuator-side return to the control valve side return.
  • a throttling of the control chamber connection as well as the dimensioning of the compensation body can be designed with regard to a predetermined opening time of the actuator piston. During the opening time the actuator piston is open. If variable opening times can be realized with the servo valve, the largest possible opening time is used for the design of the compensation body or for the throttling of the control room connection. The dimensioning of the throttling of the control room connection and the compensation body takes place so that during this opening time no complete pressure equalization between actuator piston chamber and control room can take place. In other words, through the control chamber connection, it is always possible for so much fuel to be discharged when the actuator piston is open that no resulting force acting in the closing direction results on the control piston. As a result, the control piston also remains open.
  • the compensating body may be a hollow body which is equipped with an elastically deformable shell, which is filled with a gas.
  • a compensation body can show a comparatively large compression effect at an already relatively small increase in pressure, since essentially only the gas enclosed by the shell is compressed.
  • the compensation body thus enables effective volume increase, which supports a compact design for the servo valve.
  • FIG. 1 shows a simplified longitudinal section through a servo valve according to the invention.
  • an electro-hydraulic servo valve 1 of a fuel injector which is otherwise not shown, comprises a valve body 2, in which an electrically controllable switching valve 3 and a hydraulically controllable control valve 4 are housed.
  • the fuel injection device serves for the injection of Fuel in the combustion chambers of an internal combustion engine, in particular in a motor vehicle.
  • the actuator piston 6 is used to control a hydraulic control chamber connection 7 between an actuator piston chamber 8 of the switching valve 3 and a control chamber 9 of the control valve 4.
  • the actuator piston chamber 8 is the actuator piston 6 at least partially arranged. It is important that the actuator piston chamber 8 is at least partially limited by the actuator 5, in particular when the switching valve 3 is closed, that is, the actuator piston 6 is closed.
  • the actuator piston 6 cooperates at its end remote from the actuator 5 with a first valve seat 10, wherein the actuator piston 6 carries at this end in the present case a spherical body. In this way, the actuator piston 6 controls a pilot chamber 9 leading to the control bore 11, which is suitably throttled or even designed as a throttle.
  • the actuator 5 is designed as an electromagnet.
  • the actuator piston 6 carries at its end facing the actuator 5 an armature 12 which can be attracted by the actuator 5.
  • the actuator piston 6 is mounted in a stroke adjustable manner in an actuator piston guide 13.
  • the switching valve 3 also includes a spring chamber 14, in which a closing pressure spring 15 is arranged.
  • the closing pressure spring 15 is supported at one end on the valve body 2 and at the other end on the actuator piston 6 and in this way drives the actuator piston 6 in its closing direction.
  • the spring chamber 14 communicates with the actuator piston 8, namely with the actuator piston 6 closed, around the armature 12 and when the actuator piston 6 is open, for example. B. by transverse grooves 16 which are frontally formed on the armature 12.
  • actuator piston chamber 8 is connected directly or indirectly via internal paths to an actuator-side return line 17.
  • the control valve 4 includes a control piston 18 which is mounted in a stroke-adjustable manner in a control piston guide 19.
  • the control piston 18 limits the control chamber 9 axially and serves to control a pressure chamber connection 20 between a pressure chamber 21 of the control valve 4 and a control valve-side return 22.
  • the control piston 18 acts at its end remote from the control chamber 9 end with a second seat 23 together.
  • a control line 24 is connected to the pressure chamber 21, .
  • This control line 24 leads to a pressure intensifier of the fuel injection device, not shown. Additionally or alternatively, the control line 24 leads to at least one, not shown here, nozzle needle of the fuel injection device.
  • control line 24 is connected at a location not shown here with a high-pressure line, which provides high-pressure fuel during operation of the fuel injection device.
  • a high-pressure line which provides high-pressure fuel during operation of the fuel injection device.
  • common rail system several fuel injection devices are equipped with a common high-pressure fuel line.
  • connection of the control line 24 with the pressure booster or with the at least one nozzle needle takes place so that a pressure reduction in the control line 24, a control of the pressure booster for generating a lying above the high pressure injection pressure and / or a control of the at least one nozzle needle to open at least a spray hole causes.
  • a fuel injector is explained in more detail, for example, in the aforementioned DE 103 28 245.9 of 24.06.2003, so that reference can be made to this document in this respect.
  • the content of said document is added to the content of the present invention by express reference.
  • the actuator-side return 17 is now connected to the return valve 22 on the control valve side.
  • a non-return valve 25 is arranged in the actuator-side return line 17, which blocks towards the actuator piston chamber 8 and accordingly opens to the control valve-side return line 22.
  • the check valve 25 is biased by a spring spring loaded into its locking position 26.
  • the actuator-side return 17 can be throttled, which is indicated here by a throttle 27.
  • a throttle 27 may be configured at or within the actuator-side return 17 basically at any point.
  • the positioning of the non-return valve 25 on or in the actuator-side return 17 is basically arbitrary. In particular, it is also possible to integrate the throttle 27 into the non-return valve 25, in particular by a correspondingly throttled throughflow path when the non-return valve 25 is open.
  • Fig. 1 shows an embodiment in which an important advantage of the construction according to the invention is realized. Because the connection of the actuator-side return 17 to the control valve-side return 22 takes place here completely within the valve body 2. As a result, the servo valve 1 is particularly compact.
  • the servo valve 1 is also equipped with at least one compensation chamber 28 or 28 '.
  • at least one compensation chamber 28 or 28 ' In the embodiment shown here, two alternative examples of such compensation chambers 28, 28 'are shown, which are expediently realized as an alternative to each other. In principle, the alternatives shown can also be used cumulatively.
  • Each compensation chamber 28, 28 ' communicates with the actuator piston chamber 8 and in each case contains at least one compensating body 29 or 29'.
  • each compensation chamber 28, 28 ' in each case only one compensation body 29, 29', which is to be regarded, however, without limiting the generality.
  • Each balancing body 29, 29 ' is designed so that it is elastically compressible.
  • Such a compensating body 29, 29 '- as here - be ausgestalte as a hollow body.
  • the compensating body 29, 29 'then consists of an elastically deformable sleeve 30 or 30', which hermetically encloses a gas volume 31 or 31 '.
  • the sheath 30, 30 ' made of a gas-tight plastic or rubber.
  • the one compensation chamber 28 is arranged at the axial end of the spring chamber 14 and communicates with this via a corresponding bore 32.
  • the compensation chamber 28 ' is recessed in the valve body 2 or in the actuator 5.
  • this compensation chamber 28 ' is designed as an annular space which extends coaxially to the stroke direction of the actuator piston 6.
  • This annular compensation chamber 28 ' communicates here with the spring chamber 14 through holes 33 which are formed in a sleeve 34 which surrounds the closing pressure spring 15 coaxially.
  • the compensation chamber 28 or 28 ' through a portion of the Aktorkolbenraums 8 or through a portion of another space, such.
  • the realization of the servo valve 1 is thereby simplified.
  • the servo valve 1 operates as follows:
  • the servo valve 1 In an initial state, the servo valve 1 is closed, that is, both the switching valve 3 and the control valve 4 are closed. As a result, the control room connection 7 and the pressure chamber connection 20 are blocked. In the control line 24 prevails the high fuel pressure, so the rail pressure. As a result, the high fuel pressure prevails in the pressure chamber 21 and a path 35 in the control chamber 9.
  • the control valve-side return 22 leads to a common for the control valve 4 and the switching valve 3 return system 36, in which a comparatively low system pressure, z. B. ambient pressure prevails. As a result, the low system pressure also prevails in the actuator-side return 17.
  • a corresponding output pressure or actuator pressure is established in the actuator piston chamber 8, which is likewise comparatively small and, for example, less than 5 bar and preferably less than 3 bar can be. If the non-return check valve 25 has no closing spring 26 or is replaced by the throttle 27 as a whole, the low system pressure likewise arises in the actuator piston 8.
  • the pressure in the control line 24 must be lowered.
  • the switching valve 3 is electrically driven to open.
  • the actuator 5 is energized to initiate an opening stroke in the actuator piston 6.
  • the control connection 7 is opened.
  • the pressure in the actuator piston chamber 8 increases. This increase in pressure in Aktorkolbenraum 8 is initially only low, as this can relax over the check valve 25 and the throttle 27 through the actuator-side return 17 again.
  • the pressure drop in the pressure chamber 9 leads in the control piston 18 to a resulting opening force, which lifts the control piston 18 from its seat 23.
  • the pressure chamber connection 20 is opened.
  • the control line 24 now communicates directly with the control valve-side return 22, which leads to the desired pressure drop in the control line 24.
  • the pressure drop in the control line 24 is associated with a pressure increase in the control valve side return 22, which also leads to an increase in pressure in the associated actuator-side return 17.
  • this pressure increase can not propagate into the actuator chamber 8, since in this direction the check valve 25 blocks.
  • pulsatile pressure peaks which can propagate through the operation of the pressure booster or the nozzle needle through the control line 24 into the returns 22 and 17, but not into the actuator piston chamber eighth
  • a corresponding blocking effect can also be achieved with the aid of the throttle 27, since the processes described here take place with a high degree of dynamics.
  • the at least one compensating body 29, 29 ' is dimensioned so that it can be compressed in this operating state of the pressure prevailing in the actuator piston chamber 8 pressures. In this way, an additional volume is created in the expansion chamber, which allows a subsequent flow of fuel from the control chamber 9 into the actuator piston chamber 8.
  • the dimensioning of the respective compensating body 29, 29 ' is selected so that a complete pressure equalization between the actuator piston chamber 8 and the control chamber 9 can be avoided at the longest possible opening time of the actuator piston 6. It is clear that this also the throttling of the control bore 11 must be dimensioned in a corresponding manner, so that on the one hand sufficient fuel flow from the control chamber 9, on the other hand, not too much fuel can flow into the actuator piston chamber 8 into it.
  • This maximum pressure is less than the pressure in the control chamber 9 with the switching valve 3 open and greater than the pressure in the actuator-side return 17 with the switching valve 3 closed.
  • the pressure in the control line 24 must be increased again.
  • the switching valve 3 is locked again when reaching the respective desired opening time, ie the energization of the actuator 5 is terminated.
  • the closing pressure spring 15 drives the actuator piston 6 in his seat 10. This locks the Actuator piston 6, the control room connection 7. Since then no further fuel can flow from the control chamber 9, increases in the control chamber 9, the pressure.
  • a force acting in the closing direction on the control piston 18 sets in, which adjusts the control piston 18 in its seat 23.
  • the pressure chamber connection 20 is blocked, so that now in the control line 24 and the path 35 in the control chamber 9 again sets the high fuel pressure.
  • control valve-side return 22 can relax in the return system 36, whereby the low system pressure through the control valve side return 22 first into the actuator-side return 17 and then through the throttle 27 and through the check valve 25 to the actuator piston chamber 8 propagates .
  • the respective compensating body 29, 29 'can now relax again.
  • the volume of the compensation chamber 28, 28 'and thus the communicating with the Aktorkolbenraum 8 volume is reduced. This has the consequence that further fuel is expelled from the actuator piston chamber 8 through the returns 17, 22. Subsequently, the initial state prevails and the servo valve 1 is ready for another injection process.
  • a servo valve 1 which may be part of a fuel injector, it will be understood that the present invention is also intended to cover a fuel injector equipped with such a servo valve 1.

Landscapes

  • 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)
EP20050109508 2004-11-04 2005-10-13 Servo-valve électro-hydraulique Active EP1655477B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200410053271 DE102004053271A1 (de) 2004-11-04 2004-11-04 Elektrohydraulisches Servoventil

Publications (2)

Publication Number Publication Date
EP1655477A1 true EP1655477A1 (fr) 2006-05-10
EP1655477B1 EP1655477B1 (fr) 2007-08-15

Family

ID=35708862

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20050109508 Active EP1655477B1 (fr) 2004-11-04 2005-10-13 Servo-valve électro-hydraulique

Country Status (2)

Country Link
EP (1) EP1655477B1 (fr)
DE (2) DE102004053271A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2053234A3 (fr) * 2007-10-24 2009-11-04 Denso Corporation Injecteur de carburant
EP2910767A1 (fr) * 2014-02-24 2015-08-26 Delphi International Operations Luxembourg S.à r.l. Injecteur de carburant
US11220980B2 (en) * 2019-05-16 2022-01-11 Caterpillar Inc. Fuel system having isolation valves between fuel injectors and common drain conduit

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040000600A1 (en) * 2002-06-28 2004-01-01 Cummins Inc. Needle controlled fuel injector with two control valves
WO2004088122A1 (fr) * 2003-04-02 2004-10-14 Robert Bosch Gmbh Injecteur de carburant comportant un transmetteur de pression commande par une soupape asservie
DE10328245A1 (de) 2003-06-24 2005-01-13 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040000600A1 (en) * 2002-06-28 2004-01-01 Cummins Inc. Needle controlled fuel injector with two control valves
WO2004088122A1 (fr) * 2003-04-02 2004-10-14 Robert Bosch Gmbh Injecteur de carburant comportant un transmetteur de pression commande par une soupape asservie
DE10328245A1 (de) 2003-06-24 2005-01-13 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2053234A3 (fr) * 2007-10-24 2009-11-04 Denso Corporation Injecteur de carburant
EP2910767A1 (fr) * 2014-02-24 2015-08-26 Delphi International Operations Luxembourg S.à r.l. Injecteur de carburant
FR3017905A1 (fr) * 2014-02-24 2015-08-28 Delphi Int Operations Luxembourg Sarl Injecteur de carburant
US11220980B2 (en) * 2019-05-16 2022-01-11 Caterpillar Inc. Fuel system having isolation valves between fuel injectors and common drain conduit

Also Published As

Publication number Publication date
EP1655477B1 (fr) 2007-08-15
DE102004053271A1 (de) 2006-05-11
DE502005001239D1 (de) 2007-09-27

Similar Documents

Publication Publication Date Title
EP1636484B1 (fr) Injecteur pour moteurs a combustion interne
EP0939857B1 (fr) Soupape d'injection de carburant
EP1654455B1 (fr) Soupape de commande pour un injecteur de carburant contenant un multiplicateur de pression
EP1342005B1 (fr) Systeme d'injection de carburant pour moteurs a combustion interne
EP1853813A1 (fr) Injecteur
EP1226354B1 (fr) Dispositif de commande hydraulique, en particulier pour un injecteur
EP1763628A1 (fr) Injecteur
EP1865192B1 (fr) Injecteur de carburant doté d'une assistance adaptative à la direction
WO2007000371A1 (fr) Injecteur equipe d'un multiplicateur de pression raccordable
DE10335059A1 (de) Schaltventil für einen Kraftstoffinjektor mit Druckübersetzer
EP1558843B1 (fr) Systeme d'injection de carburant pour moteurs a combustion interne
EP1655477B1 (fr) Servo-valve électro-hydraulique
DE102005015731A1 (de) Kraftstoffinjektor mit Piezoaktor
DE10239747A1 (de) Hydraulischer Ventilsteller zum Betätigen eines GAswechselventils
WO2001031191A2 (fr) Soupape d'injection de carburant pour moteurs a combustion interne
WO2006029933A1 (fr) Injecteur
EP1703118B1 (fr) Buse d'injection
DE10141111B4 (de) Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
EP1637727A1 (fr) Soupape de contrôle pour un injecteur
EP1704322B1 (fr) Injecteur
EP1655479B1 (fr) Installation d'injection de carburant
DE102006047134A1 (de) Kraftstoffeinspritzanlage
DE102004038189A1 (de) Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen mit direkt ansteuerbaren Düsennadeln
WO2005038230A1 (fr) Gicleur pour un moteur a combustion interne
EP1666719A1 (fr) Dispositif d'injection de carburant

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK YU

17P Request for examination filed

Effective date: 20061110

AKX Designation fees paid

Designated state(s): DE FR GB IT

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 502005001239

Country of ref document: DE

Date of ref document: 20070927

Kind code of ref document: P

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 20071105

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20080516

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20081021

Year of fee payment: 4

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20100630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20091102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20070815

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20081031

Year of fee payment: 4

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20161213

Year of fee payment: 12

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502005001239

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180501