EP1920155B1 - Kraftstoff-einspritzsystem für eine brennkraftmaschine - Google Patents

Kraftstoff-einspritzsystem für eine brennkraftmaschine Download PDF

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Publication number
EP1920155B1
EP1920155B1 EP06776522A EP06776522A EP1920155B1 EP 1920155 B1 EP1920155 B1 EP 1920155B1 EP 06776522 A EP06776522 A EP 06776522A EP 06776522 A EP06776522 A EP 06776522A EP 1920155 B1 EP1920155 B1 EP 1920155B1
Authority
EP
European Patent Office
Prior art keywords
valve
injector
injection system
fuel injection
fuel
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.)
Not-in-force
Application number
EP06776522A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1920155A1 (de
Inventor
Andreas Moch
Wolfgang Scheibe
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.)
LOrange GmbH
Original Assignee
LOrange 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 LOrange GmbH filed Critical LOrange GmbH
Publication of EP1920155A1 publication Critical patent/EP1920155A1/de
Application granted granted Critical
Publication of EP1920155B1 publication Critical patent/EP1920155B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025—Common rails
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/0215—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by draining or closing fuel conduits
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • the invention relates to a fuel injection system for an internal combustion engine according to the preamble of claim 1.
  • Fuel injection systems of the aforementioned type are from the JP 61-138873 A1 known, in which in a line connection between a high-pressure source and an injection injector, a flow control valve is provided to the bridging a controlled bypass valve is arranged.
  • the flow restrictor comprises a tightly guided in a receiving bore valve piston which is displaceable between an inlet-side starting position and an outlet-side locking position, which is resiliently supported on the inlet-side starting position and, displaced against the resilient support in its outlet-side locking position, assumes a stop position, said Displacement volume displaced in accordance with the displacement path is supplied to the injection injector and injected into the respective combustion chamber via the injection injector in a measured amount in a predetermined time.
  • the volume supplied to the injection injector corresponds to the volume displaced above the valve piston, which volume must be replenished in preparation for a next injection process.
  • the flow control valve is associated with the bypass valve, via which the inlet side and the outlet side of the flow control valve is connected so that due to the resilient support of the valve piston towards its inlet-side starting position, the displaced displacement replenished and pushed back the valve piston to its initial position can be, so that the valve piston again its starting position for the next injection process occupies.
  • nozzle needle in an open position is from the DE 1 601 408 once the use of a flow control valve known, which works with a spring-supported against the inlet side valve piston, which is moved at an excessively high injection volume, so for example when snagging the nozzle needle differential pressure dependent in a drain-side blocking position and its undisturbed injection operation corresponding displacement volume between successive injections via a throttled bypass connection is replenished in each case.
  • the bypass connection via the valve piston is deactivated.
  • valve piston used as an anchor is structurally enclosed on the housing side by a magnet coil, wherein the housing consists of amagnetic materials at least in the overlap area to the magnet coil.
  • the invention has for its object to design a fuel injection system of the type mentioned in that the bypass valve is active, preferably driven in terms of cycle time, possibly also in terms of flow rate per unit time - ie the flow, the active control but without additional Control effort is blocked in their effects, if the operation of the injection injector is disturbed and fuel to the combustion chamber of the internal combustion engine based on the trouble-free operation of the injection injector in excess, and thus not controlled in a predetermined manner via the injection injector, the combustion chamber is supplied.
  • the locking member of the bypass valve in the direction of its blocking position, in particular in its blocking position with a pressure difference between the inlet side and outlet side of the flow limiting valve corresponding closing force fuel is applied and the bypass valve is associated with an actuating device, over which the locking member in the opposite direction, ie in the direction of its inlet-side open position, is adjustable.
  • the size of the applied via the adjusting force is in this case on the conditional on the operation of the injection injector by the pressure difference closing force is tuned that the locking member in disturbed operation of the injection injector, and thereby conditional higher pressure difference, remains in its blocking position, regardless of an attempted adjustment via the adjusting device.
  • the force applied via the actuator force is smaller than the given in this operating state closing force, which preferably by flow, and in the open position of the locking member flow and throttling dependent results and is smaller than the opening force, the overflow in trouble-free operation the adjusting device can be applied.
  • the blocking position of the locking member is ensured independently of each control for the bypass valve, as soon as the fuel injector to the combustion chamber of the respective cylinder supplied fuel quantity results in the part of the flow restrictor a pressure difference result, which is above the pressure difference in the regular operation of the internal combustion engine and at a given, trouble-free operation of the injection injector results. Throttling at overcurrents of the locking member remains due to the intended opening of the bypass valve outside the temporal injection range of the supplied via the flow restrictor injection injector without negative impact on the injection pressure, since during the injection phase - due to the time offset - no pressure loss occurs.
  • the amount of pressure difference in trouble-free operation of the injection injector is in the order of the product of the valve piston of the flow limiting valve acting on its initial position spring force and the valve piston surface, so that the response of the bypass valve and thus the flow control valve can be set by design specifications in a simple manner.
  • the embodiment of the invention also offers the advantage in multi-cylinder internal combustion engines to dispense with a separate control for the control of the actuator of the bypass valve, if, according to the specified firing order of the cylinder, the control for the mass limiting valve of a cylinder associated by-pass valve from the control is derived for the injection injector of another cylinder, is injected into the conditionally caused by the ignition offset of this cylinder in a period in which no injection takes place on the combustion chamber of the cylinder in the line connection to the high pressure source to be addressed parallel bypass valve.
  • bypass valve With regard to the control of the bypass valve proves to be suitable as a setting device for this one solenoid actuator, so that a respective injection injector and driven in response to this by-pass valve with minimal effort in a predetermined dependence, can be controlled and energized, with respect to a magnetic actuator in particular the determination of a limit force alone by the interpretation, and thus without additional effort is possible.
  • bypass valve is used whose blocking member is overflowed in the direction of adjustment.
  • the solution according to the invention is also to be implemented with bypass valves, in which the locking member is adjustable transversely to the overflow direction and thus for the adjustment to overcome in the order of magnitude of each given pressure difference corresponding frictional force.
  • a fuel injection system 2 is shown for an internal combustion engine 1 operating as a diesel engine.
  • the injection takes place, as shown in the figure for a cylinder of the multi-cylinder internal combustion engine, respectively to a combustion chamber 3 via the injection nozzle 12 of a fuel injector 7, which is connected to a line connection 11, starting from a fuel tank 10, a low-pressure fuel pump 9 and , arranged downstream of a high-pressure source, a high-pressure fuel pump 5 with downstream high-pressure accumulator 6 are arranged.
  • the control of the injectors 7 takes place, as indicated schematically, via a control and regulation unit 4.
  • quantity limiting arrangement 8 is in Fig. 2 shown in more detail and includes a lying in the line connection 11 quantity limiting valve 13 and a bypass arrangement associated therewith, illustrated by a bypass valve 14, with the Inlet side 17 and the drain side 18 is connected to the flow control valve 13 via line sections 15 and 16.
  • the separate representation of the quantity limiting valve 13 and the bypass valve 14 is a solution lying within the scope of the invention;
  • the quantity limiting arrangement 8 can also be structurally combined, for example, in a common housing.
  • the quantity limiting valve 13 has a conventional construction with a housing 19, in the receiving bore 20, a valve piston 21 is guided tightly, which is supported by a spring 22 in the direction of the inlet side 17 and in Fig. 2 is shown in its inlet-side stop position as the starting position.
  • the illustrated position of the valve piston 21 corresponds to an operating situation in which the force acting on the valve piston 21 by the inlet side actuating force is smaller than the actuating force, which results from the outlet side pending pressure plus the force of the spring 22. If the actuating force acting on the valve piston 21 in the direction of its inlet-side starting position drops to a value which is smaller than the actuating force resulting from the inlet side, the valve piston 21 is displaced in the direction of the outlet side 18 and possibly reaches the stop position on the outlet side receiving housing 19 as a locked position.
  • the displacement, ie the stroke H of the valve piston 21 between its inlet-side starting position and its outlet-side blocking position corresponds to a stroke volume which is at least equal, preferably greater than the maximum injection volume of the injection injector.
  • the valve piston 21 moves from its initial position according to Fig. 2 during the injection via the injection injector by an adjustment path, the one to the injection volume corresponding stroke volume correlated.
  • the bypass valve 14 must thus - in trouble-free operation - in the respective interval between successive injections of a respective Einspritzinjektors 7, bridging the flow restrictor 13, a connection between the inlet side 17 and the drain side 18 at least for a period unlock, but otherwise keep this connection closed or interrupt, both during the respective injection operations as well as in the cases in which an uncontrolled supply of fuel via the injection injector to the combustion chamber as a result of an operational Disturbance, for example, the sticking of the nozzle needle of the nozzle of the injection injector, takes place.
  • the bypass valve 14 with a locking member 23, preferably in the form of a valve body 24, which is acted upon in the direction of its locking position with the pressure difference between inlet side 17 and discharge side 18 of the flow control valve 13 and the only for adjusting in his Open position via a controlled adjusting device 25 is adjustable, wherein the adjusting device 25 is designed with respect to the applied about it force, that although an adjustment of the valve body 24 in its open position at differential pressures is possible, as they occur with trouble-free operation of the injection injector with corresponding injection volumes, but not in overlying differential pressures, as they adjust, for example, in a snagging of the nozzle needle of the injector injector with appropriate continuous injection.
  • Such a function can be realized in a particularly simple manner via an adjusting device 25 in the form of a magnetic actuator 26.
  • FIG. 3 A preferred construction for such a bypass valve 14 is in Fig. 3 shown, in which the line sections 15 and 16 terminate in end pieces 27, 28, which are connected via a clamping connection 29 sealingly with each other.
  • the line 16 associated end piece 28 is formed as a receptacle for the valve body 24 and has a corresponding bore 30 which is widened in diameter to the cross section of the line section 16.
  • the end piece 28 thus forms a bore receptacle, and in the bore 30 of the valve body 24 is guided, wherein the bore in the flow direction 31 terminates on a seat surface 32 for the valve cone 33 of the valve body 24.
  • the valve cone 33 is in turn connected to a shaft part of the valve body 24, which forms the armature 34 of the magnetic actuator 26 formed as a hollow shaft.
  • the valve body 24 flows centrally, in the region of the valve cone 33 overflowing, so that in the open position of the valve body 34 there is a flow, preferably a somewhat restricted flow, through which the valve body optionally in addition to the spring 46 is loaded in the direction of its blocking position due to the throttling differential pressure dependent.
  • the valve cone 33 and the end piece 28 in its receiving the bore 30 forming and overlapping the coil 35 of the magnetic actuator 26 lying region 45 are formed of non-magnetic material.
  • end piece 27 is arranged so that the end piece 27 forms a stop limit for the valve body 24 in the opening direction with its front side.
  • the tensioning device 29 is realized for example by hat-like clamping sleeves 36, 37, the radial Paragraphs of the end pieces 27, 28 overlap, wherein in the shaft portion of the clamping sleeve 36, in a radial recess thereof, the coil 35 of the magnetic actuator 26 is housed, so that there is a very compact design.
  • Fig. 2 shows, indicated only schematically, the magnetic actuator 26 with its control line 38, wherein, according to the described function of the fuel injection system according to the invention and the associated quantity limiting arrangement 8, energization of the magnetic actuator 26 is only required to open the bypass connection.
  • the bypass connection may and must be opened between successive injection intervals of the injection injector. A corresponding activation can take place via the control and regulating device 4 assigned to the internal combustion engine 1.
  • the ignition offset between the individual cylinders of the internal combustion engine used for multicylinder internal combustion engines is used to control the bypass valve 14 or its magnetic actuator 26 such that the bypass valve 14 lying in the line connection to a cylinder depends on the current flow of the cylinder Injection injector of another cylinder is energized, to which the injection takes place in the interval between two injections of the cylinder, in the supply of the controlled bypass valve 26 is located.
  • a control line 40 is branched off from the control line 39 for a cylinder, not shown here, which is connected to the quantity limiting arrangement 8 for the injection injector 7 of the illustrated cylinder.
  • Fig. 4 illustrates in which the stroke of the valve piston 21 of a flow control valve 13 over time with respect to each other following injections of a cylinder associated injection injector is shown.
  • the respective stroke for the valve piston 21 of a quantity-limiting valve 13, which lies in the line connection to an injection injector 7 that injects into a cylinder of the internal combustion engine 1, is plotted.
  • the energization time of this injection injector, hereinafter referred to as the first injection injector, is denoted by T1.
  • the Bestromungsdauer T2 of the bypass valve 14 is in Fig. 4 the Bestromungsdauer indicated with T2, the Bestromungsdauer T2 of the bypass valve 14, as already explained, preferably the injection time of a second, to another cylinder of the internal combustion engine injecting injection injector corresponds, so that, assuming trouble-free operation of the internal combustion engine, result in substantially equal energizing intervals T1 and T2.
  • Fig. 5 is different from Fig. 2 the drain-side line section 16 of the bypass valve 14 connected to the bore 30 of the flow control valve so that even in those cases where the working as a 2/2-valve bypass valve 14 can not be switched and possibly gets stuck in its open position, a shut-off the drain side 18 can be achieved against the fuel injector 7, if over the fuel injector an unregulated outflow of fuel should take place on the respective combustion chamber.
  • the displacement of the valve piston 21 to its blocking position is to be achieved in such a case on the pressure difference, which results due to the throttle function when overflow of the bypass valve 14.
  • the throttle function leads to the establishment of a pressure difference between the inlet-side side of the piston 21 and its expiration-side application.
  • FIG. 6 is a further embodiment of a bypass valve, now designated 50, illustrated.
  • This bypass valve 50 comprises a slide 51 which is overflowed transversely to the direction of adjustment, wherein the overflow direction is again illustrated by the arrow 31.
  • the slider 51 assumes its blocking position, the adjusting device 52 is again as a magnetic actuator illustrated.
  • the slider 51 is provided with an overflow opening 53, which is indicated by dashed lines.
  • the situation shown corresponds to a closed position of the bypass valve 50, and at a pressure difference between inflow side and outflow side of the slide 51 is subjected to force transversely to its direction of adjustment, resulting in the slider 51 to be intercepted shear forces corresponding frictional forces against the slide housing 54.
  • the conditional by such pressure differences supporting forces between the slider 51 and the housing 54 are illustrated as transverse forces to the direction of adjustment of the slider by the arrows 55.
  • the adjusting device 52 is preferably also embodied here as a magnetic adjusting device, which in the present case is expediently designed as a linear adjusting device, which allows adjustment of the slider 51 to opposite sides.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP06776522A 2005-08-02 2006-07-31 Kraftstoff-einspritzsystem für eine brennkraftmaschine Not-in-force EP1920155B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005036780A DE102005036780A1 (de) 2005-08-02 2005-08-02 Kraftstoff-Einspritzsystem für eine Brennkraftmaschine
PCT/EP2006/007559 WO2007014733A1 (de) 2005-08-02 2006-07-31 Kraftstoff-einspritzsystem für eine brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1920155A1 EP1920155A1 (de) 2008-05-14
EP1920155B1 true EP1920155B1 (de) 2010-01-06

Family

ID=37055099

Family Applications (2)

Application Number Title Priority Date Filing Date
EP06776522A Not-in-force EP1920155B1 (de) 2005-08-02 2006-07-31 Kraftstoff-einspritzsystem für eine brennkraftmaschine
EP06776523A Not-in-force EP1920156B1 (de) 2005-08-02 2006-07-31 Kraftstoff-einspritzsystem für eine brennkraftmaschine

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP06776523A Not-in-force EP1920156B1 (de) 2005-08-02 2006-07-31 Kraftstoff-einspritzsystem für eine brennkraftmaschine

Country Status (6)

Country Link
EP (2) EP1920155B1 (ja)
JP (2) JP5122455B2 (ja)
KR (2) KR101358851B1 (ja)
AT (2) ATE454550T1 (ja)
DE (2) DE102005036780A1 (ja)
WO (2) WO2007014734A1 (ja)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2423498B1 (de) * 2010-08-26 2013-09-11 Wärtsilä Schweiz AG Passives Mengenbegrenzungsventil
CN103807230A (zh) * 2012-11-12 2014-05-21 浙江蓝龙科技有限公司 一种人造金刚石压机空程前进分流系统
DE102014105439B4 (de) * 2014-04-16 2020-03-26 Woodward L'orange Gmbh Mengenbegrenzungsventil für ein Dual-Fuel-Kraftstoffeinspritzsystem
EP3146195B1 (en) * 2014-05-22 2019-07-24 Wärtsilä Finland Oy Connecting element for fuel injection system

Family Cites Families (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH447714A (de) * 1967-03-22 1967-11-30 Huber Robert Sicherheitsvorrichtung an elektromagnetischen Einspritzventilen von Verbrennungsmotoren
JPS61138873A (ja) * 1984-12-08 1986-06-26 Mitsubishi Heavy Ind Ltd 蓄圧管制弁式燃料噴射系
JP2943340B2 (ja) * 1991-01-24 1999-08-30 株式会社デンソー 蓄圧式燃料噴射装置
DE29502829U1 (de) * 1995-02-21 1996-06-20 Robert Bosch Gmbh, 70469 Stuttgart Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
JPH08246980A (ja) * 1995-03-07 1996-09-24 Nippondenso Co Ltd 蓄圧式燃料噴射システムの安全装置
JP3743021B2 (ja) * 1995-04-19 2006-02-08 三菱ふそうトラック・バス株式会社 蓄圧式燃料噴射装置
JP3594144B2 (ja) * 1995-08-30 2004-11-24 株式会社デンソー 燃料供給装置
JPH0988768A (ja) * 1995-09-20 1997-03-31 Denso Corp 蓄圧式燃料噴射システムの安全装置
DE19548610A1 (de) * 1995-12-23 1997-06-26 Bosch Gmbh Robert Kraftstoffeinspritzeinirchtung für Brennkraftmaschinen
DE19640085C2 (de) * 1996-09-28 2001-10-25 Orange Gmbh Sperrventil zur Durchflußmengenbegrenzung
JP3918253B2 (ja) * 1997-09-10 2007-05-23 三菱ふそうトラック・バス株式会社 蓄圧式燃料噴射装置の安全装置
JP2000170624A (ja) * 1998-12-07 2000-06-20 Denso Corp 燃料遮断装置
DE19860468A1 (de) * 1998-12-28 2000-07-06 Bosch Gmbh Robert Kraftstoffeinspritzanlage
DE19939457A1 (de) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Hydraulische Steuervorrichtung
DE10024702A1 (de) * 2000-05-18 2001-11-22 Bosch Gmbh Robert Einspritzanordnung für ein Kraftstoff-Speichereinspritzsystem einer Verbrennungsmaschine
DE10108175C1 (de) * 2001-02-21 2002-07-25 Bosch Gmbh Robert Hochdruckkraftstoffpumpe mit Membranspeicher und Überdrucksicherung
JP3922528B2 (ja) * 2001-11-22 2007-05-30 株式会社デンソー 安全装置
JP2003227428A (ja) * 2001-11-28 2003-08-15 Honda Motor Co Ltd エンジンの燃料噴射装置
DE10213659A1 (de) * 2002-03-27 2003-10-16 Bosch Gmbh Robert Einspritzeinrichtung und Verfahren zum Einspritzen von Fluid

Also Published As

Publication number Publication date
DE502006005872D1 (de) 2010-02-25
JP5122455B2 (ja) 2013-01-16
EP1920156A1 (de) 2008-05-14
KR101358851B1 (ko) 2014-02-05
EP1920155A1 (de) 2008-05-14
JP2009503348A (ja) 2009-01-29
JP2009503349A (ja) 2009-01-29
KR101231701B1 (ko) 2013-02-08
EP1920156B1 (de) 2011-06-22
JP4869346B2 (ja) 2012-02-08
WO2007014733A1 (de) 2007-02-08
WO2007014734A1 (de) 2007-02-08
ATE454550T1 (de) 2010-01-15
DE102005036780A1 (de) 2007-02-08
KR20080043803A (ko) 2008-05-19
KR20080045689A (ko) 2008-05-23
ATE513987T1 (de) 2011-07-15

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