EP2119903B1 - Injecteur de carburant et moteur à combustion interne - Google Patents

Injecteur de carburant et moteur à combustion interne Download PDF

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Publication number
EP2119903B1
EP2119903B1 EP09100190.9A EP09100190A EP2119903B1 EP 2119903 B1 EP2119903 B1 EP 2119903B1 EP 09100190 A EP09100190 A EP 09100190A EP 2119903 B1 EP2119903 B1 EP 2119903B1
Authority
EP
European Patent Office
Prior art keywords
fuel
housing part
fuel injector
cooling
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.)
Expired - Fee Related
Application number
EP09100190.9A
Other languages
German (de)
English (en)
Other versions
EP2119903A2 (fr
EP2119903A3 (fr
Inventor
Hans-Christoph Magel
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 EP2119903A2 publication Critical patent/EP2119903A2/fr
Publication of EP2119903A3 publication Critical patent/EP2119903A3/fr
Application granted granted Critical
Publication of EP2119903B1 publication Critical patent/EP2119903B1/fr
Expired - Fee Related 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
    • 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • F02M53/043—Injectors with heating, cooling, or thermally-insulating means with cooling means other than air cooling
    • 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
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid

Definitions

  • the invention relates to a fuel injector, in particular a common rail injector, for injecting fuel into a combustion chamber of an internal combustion engine according to the preamble of claim 1 and an internal combustion engine according to claim 11.
  • Piezo and solenoid valves are used as pressure actuators with which the servo circuit (control circuit) is controlled.
  • the fuel control amount of the servo circuit and possibly leaks on guides lead to high temperatures, as these amounts of fuel are relaxed from high system pressure to low pressure. The resulting temperature increases in the fuel injector lead to material problems.
  • the actuator is critical, both in solenoid valves and piezo valves.
  • solenoid valves the plastics used for coil carriers and encapsulation are not suitable for extremely high temperatures, and the coil resistance increases with the temperature, so that changes the coil design.
  • DE 41 22 384 A1 shows a fuel injector according to the preamble of claim 1, in which for cooling purposes in the low pressure region, fuel is supplied from the outside. The supplied fuel mixes with the fuel control amount of the servo cycle and leads to a reduction in the actuator temperature.
  • a disadvantage of the known fuel injector is the need to realize an additional connection for the supply of cooling fuel and a corresponding cooling line system.
  • a fuel injector which is provided with a separate heat sink.
  • the heat sink is located on the outside of an injector body and is supplied from the outside with coolant.
  • a disadvantage of the known injector is the complex structure of the cooling device and a cooling line network and the resulting increased injector width.
  • the invention has for its object to provide a simply constructed fuel injector, are avoided in the excessively high temperatures in the temperature-critical area. Furthermore, the object is to propose an internal combustion engine with at least one fuel injector, are avoided in the excessively high temperatures in the critical temperature range.
  • the invention is based on the idea to cool the control circuit using the fuel control amount, preferably, without relying on separate cooling liquids, such as separately supplied fuel.
  • the invention proposes to guide at least one partial volume flow, the quantity of fuel emerging from the control valve into the low-pressure region of the fuel injector, through at least one cooling bore, which is introduced directly into a housing part of the fuel injector. As it flows through the cooling hole, the amount of fuel can deliver heat energy to the housing part, whereby the temperature of the flowing through the cooling hole amount of fuel is reduced.
  • the cooled fuel quantity can, in particular after complete passage through the cooling bore, be used in a targeted manner to cool at least one specific area, preferably the actuator, of the fuel injector before the fuel quantity is removed again via the injector return port.
  • the cooling bore can extend through a plurality of housing parts which are preferably arranged adjacent to one another in the axial direction.
  • amount of fuel is preferably in the first Line by a fuel control amount, which flows with an open control valve (servo-valve) from a control chamber in the low pressure region of the fuel injector and thereby relaxed to low pressure.
  • the amount of fuel guided through the cooling bore may additionally include fuel leakage quantities from guide gaps.
  • the cooling described is the only liquid cooling of the fuel injector, it is possible to dispense with a separate coolant feed connection. Although it may be necessary to increase the material thickness in order to ensure the necessary stability of the housing part provided with the at least one cooling bore. Even in this case, however, a significant increase in diameter of the fuel injector, as this from the proposed solution of JP 2004-150276 A results, avoided. Reducing the fuel temperature in the servo loop eliminates material issues, increasing the life of the fuel injector.
  • the invention described above can be implemented particularly preferably in so-called top-head fuel injectors, in which the actuator is arranged in the injector head. Such a fuel injector preferably has an overhead, preferably centrically arranged, injector return port. However, the invention is not limited to top-head fuel injectors.
  • the housing part provided with the at least one cooling bore is a housing part which is thermally coupled to the engine block when the fuel injector is mounted in an engine block.
  • the housing part lies with its outer circumference on the inner circumference of a fuel injector, at least partially, receiving bore in the engine block.
  • a heat transfer element radially between the housing part and the engine block. Due to the thermal coupling between the housing part and the engine block, the amount of heat emitted by the amount of fuel flowing through the cooling bore to the housing part can be delivered to the cooler engine block.
  • the at least one housing part provided with a cooling bore is particularly preferably an injector body, which radially encloses the injection valve element directly on the outside.
  • an embodiment of the fuel injector is preferred in which at least a partial volume flow emerging from the cooling hole, heat-reduced fuel amount, preferably the entire emerging from the at least one cooling hole, heat-reduced fuel amount is guided to the actuator.
  • the cooled amount of fuel as possible near the at least one electromagnet (coil) flows past.
  • the cooled fuel quantity preferably flows past the pole faces of the electromagnet facing an armature plate and then flows, preferably centrally, through the electromagnet arrangement through to the injector return port.
  • the cooled fuel is led past the piezo-stack laterally before the cooled fuel quantity reaches the injector return port.
  • an embodiment is preferred in which at least two cooling bores are provided, which are arranged offset to one another in the circumferential direction of the housing part and / or in the radial direction. It is important to connect the cooling holes hydraulically with each other, so that a cooling hole in the housing part and the other cooling hole out of the housing part out, preferably in the direction of the actuator leads.
  • the at least two cooling bores axially and preferably parallel to each other.
  • the cooling bores preferably extend in the axial direction over at least a majority of the longitudinal extension of the housing part.
  • a particularly elegant way for the hydraulic connection of the at least two cooling bores is to hydraulically connect the cooling bores via a pocket, the end of the housing part, ie between the at least one cooling bore having housing part and an axially adjacent housing part, is provided.
  • the bag can be realized for example by milling into the housing part and / or the adjacent housing part.
  • an armature plate of the electromagnetic actuator is arranged in its own armature plate space, which is preferably not directly (axially) hydraulically connected to a control valve directly downstream valve space.
  • the fuel flowing out of the control valve in order to reach the anchor plate space, first has to flow through the at least one cooling bore in the housing part.
  • An embodiment is preferred in which the fuel entering the anchor plate space is guided centrally through the electromagnet arrangement to the injector return port.
  • a piezoelectric actuator receiving actuator space is not directly connected hydraulically with a control valve directly downstream valve chamber and the fuel exiting the control valve to enter the actuator space, first at least must flow through a cooling hole.
  • the cooled fuel preferably immediately past the piezoelectric actuator, wherein the piezoelectric actuator is preferably protected, for example by a suitable coating or a protective sheath, from an immediate fuel impact.
  • the invention also relates to an internal combustion engine having a fuel injector fixed to an engine block, the fuel injector being constructed as described above.
  • an embodiment of the internal combustion engine in which the at least one, provided with at least one cooling bore housing part is thermally coupled to the engine block, preferably by directly abutment against the engine block or on a voltage applied to the engine block heat transfer element, in a region radially outside the at least one cooling hole.
  • a particularly good heat transfer between the housing part and the cooler engine block is possibly realized via a heat transfer element, whereby the dissipated by the amount of fuel to the housing part heat energy can be delivered quickly to the engine block.
  • the cooling hole having housing part at least over a large part (more than 50%) of the longitudinal extension of the cooling bore is thermally coupled to the engine block, preferably by concerns.
  • Fig. 1 is a designed as a common rail injector fuel injector 1 (top-head injector) for injecting fuel in a combustion chamber of an internal combustion engine, not shown, of a motor vehicle.
  • a high pressure pump 2 delivers fuel from a reservoir 3 in a high-pressure fuel storage 4 (Rail). In this fuel, especially diesel or gasoline, under high pressure, of about 2000 bar in this embodiment, stored.
  • the fuel injector 1 is connected via other, not shown, injectors via a supply line 5.
  • the supply line 5 opens into a pressure chamber 6 (high pressure region) of the fuel injector 1 and flows from there in an injection process directly into the combustion chamber of an internal combustion engine.
  • the fuel injector 1 is connected via an injector return connection 7, which is located centrally in a cover 8 of an (upper) injector body 9, to a return line 10 which leads to the reservoir 3. Via the return line 10, a later to be explained fuel control amount can flow from the fuel injector 1 to the reservoir 3 and are fed back from there from the high pressure circuit.
  • an injection valve element 12 which is integral in this exemplary embodiment and, if necessary, can also be designed in several parts, is arranged so as to be adjustable in the axial direction.
  • the injection valve element 12 is guided within a nozzle body 13 (further housing part) on its outer circumference.
  • the nozzle body 13 is clamped by means of a union nut, not shown, directly with the formed as an injector body 9 housing part 11.
  • the injection valve element 12 which does not have a low-pressure stage, has at its tip 14 a closing spring 15 with which the injection valve element 12 can be brought into a tight contact with an injection valve element seat 16 formed inside the nozzle body 13.
  • a closing spring 15 with which the injection valve element 12 can be brought into a tight contact with an injection valve element seat 16 formed inside the nozzle body 13.
  • fuel can be drawn directly from the pressure chamber 6 formed in the housing part 11 by axial channels 19 formed in a guide section 18 on the outer circumference of the injection valve element 12 in a plane lower in the plane of the drawing, radially between the injection valve element 12 and the nozzle body 13 trained, annular space 20 to the injection valve element seat 16 pass over to the nozzle hole assembly 17 and there are substantially injected under the high pressure (rail pressure) standing in the combustion chamber of the internal combustion engine.
  • a control chamber 24 is limited, via a radially extending in the sleeve-shaped portion 22 of the valve body 23 inlet throttle 25 with high-pressure fuel from the pressure chamber 6 is supplied.
  • the sleeve-shaped portion 22 with control chamber 24 enclosed therein is enclosed radially on the outside by high-pressure fuel, so that an annular guide gap 26 is comparatively fuel-tight radially between the sleeve-shaped portion 22 and the injection valve element 12.
  • the control chamber 24 is connected via a arranged in the valve body 23 drain passage 27 with kavitierender flow restrictor 28 with a valve body 23 in the end face valve chamber 29 which is bounded in the axial direction by a valve ball 30 of a control valve 31 (servo-valve).
  • a valve ball 30 of a control valve 31 (servo-valve).
  • On the valve ball 30 is an axially adjustable valve piston 32, the end operatively connected to an anchor plate 33, preferably formed integrally therewith. From the valve chamber 29 can flow an amount of fuel (here control amount) with the control valve 31 open in the low pressure region 34, and indeed directly into a valve chamber 35 which is hydraulically arranged downstream of the control valve 31.
  • valve 31 is shown in a closed state, wherein the valve ball 30 rests against its valve body 23 formed on the control valve seat 36.
  • an electromagnetic actuator 37 with an electromagnet 38 (coil) is provided, which is connected to the anchor plate 33, which is arranged in an anchor plate space 39, cooperates.
  • the electromagnet 38 When the electromagnet 38 is energized, the valve piston 32, which is operatively connected to the armature plate 33, or the axially adjacent valve ball 30 lifts off from its control valve seat 36 formed on the valve body 23.
  • the flow cross-sections of the inlet throttle 25 and the outlet throttle 27 are matched to one another such that when open control valve 31, a net outflow of fuel (fuel control amount) from the control chamber 24 via the valve chamber 29 in the low pressure region 34 of the fuel injector 1 and from there on a to be explained later way to injector return port 7 and from this through the return line 8 into the reservoir 3.
  • the pressure in the control chamber 24 decreases rapidly, whereby the injection valve element 12 lifts off from its injection valve element seat 16, so that fuel can flow out of the pressure chamber 6 through the nozzle hole arrangement 17.
  • the amount of fuel flowing through the outlet throttle 28 into the low-pressure region 34 is strongly heated due to the strong pressure release.
  • the energization of the electromagnet 38 is interrupted, whereby the valve piston 32 and subsequently the frontally arranged valve ball 30 by means of a control spring 40 which is supported on the anchor plate 33, is moved in the plane down to the control valve seat 36.
  • the fuel flowing in through the inlet throttle 25 into the control chamber 26 provides for a rapid pressure increase in the control chamber 24 and thus for a closing force acting on the injection valve element 12.
  • the closing movement by a, not shown, acting on the injection valve element 12, closing spring 15 are supported.
  • the anchor plate space 39 is hydraulic separated from the valve space 35 via a plate portion 41.
  • the plate portion 41 has a central bore 42 in which the valve piston 32 is guided axially displaceable.
  • the plate portion 41 is part of a sleeve-shaped, in cross-section H-shaped, component 43 which is axially supported on the upper side of the valve body 23.
  • the component 43 in turn supports the electromagnetic actuator 37, which is clamped in the axial direction with the aid of the screwed to the housing part 11 cover 8.
  • the amount of fuel flowing out of the control valve 31 can flow out via the injector return port 7, the amount of fuel is initially guided downwards through a bore 44 in the valve body 23 in the axial direction.
  • the bore 44 is aligned in the axial direction with a cooling bore 45 in the housing part 11. More specifically, the axially extending cooling bore 45 is introduced directly into the cylindrical wall 46 of the housing part 11 designed as an injector body 9.
  • the cooling hole 45 extends in the axial direction down and meets there on a pocket 47, which is frontally inserted into the wall 46 of the housing part 11.
  • the pocket 47 About the pocket 47, the amount of fuel flows in the radial direction outward to a radial to the Cooling hole 45 offset arranged further cooling bore 48, which runs parallel to the cooling hole 45 and the fuel again leads in the axial direction upwards.
  • the pocket 47 is bounded in the axial direction by the nozzle body 13, which rests against the front of the housing part 11.
  • the wall 46 of the housing part 11 is located in an area below the radially projecting Injektorkopfes directly to an engine block of an internal combustion engine, not shown, whereby the flowing of the through the cooling holes 45, 48 amount of fuel to the housing part 11, more precisely, the wall 46, heat emitted directly can be dissipated to the engine block.
  • the radially outer cooling bore 48 opens into a lower, lateral felicitnanschliff 49 of the valve body 23 and flows through this in the radial direction outwardly into a low pressure region 34 belonging annular chamber 50, which encloses the component 43 and thus the valve chamber 35 and the armature plate space 39 radially outward ,
  • the annular chamber 50 extends in the axial direction up to the lid. 8
  • cooled fuel can flow in the radial direction into the armature plate space 39 and flows there past the electromagnet 38, as a result of which it is cooled. Thereafter, the cooled amount of fuel flows centrally through a solenoid support 52, past the control spring 40 to the arranged in the cover 8 injector return port 7.
  • a piezoelectric actuator can also be used and cooled by means of the cooled fuel quantity.

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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 (12)

  1. Injecteur de carburant, en particulier injecteur à rampe commune, pour l'injection de carburant dans une chambre de combustion d'un moteur à combustion interne, comprenant au moins une partie de boîtier (11) et un élément de soupape d'injection (12) réglable axialement, qui peut être commuté au moyen d'une soupape de commande (31) qui peut à son tour être actionnée par un actionneur (37), une quantité de carburant s'écoulant depuis une région haute pression dans une région basse pression (34) de l'injecteur de carburant (1) pourvue d'un raccord de retour d'injecteur (7) lorsque la soupape de commande (31) est ouverte,
    caractérisé en ce
    qu'au moins un alésage de refroidissement (45, 48) monté hydrauliquement en aval de la soupape de commande (31) est prévu dans la partie de boîtier (11), lequel est disposé de telle sorte qu'au moins un débit volumique partiel de la quantité de carburant puisse s'écouler à travers celui-ci avant d'atteindre le raccord de retour d'injecteur (7) et puisse ainsi fournir de l'énergie thermique à la partie de boîtier (11).
  2. Injecteur de carburant selon la revendication 1,
    caractérisé en ce que
    la quantité de carburant s'écoulant hors de la soupape de commande (31) est guidée de telle sorte que la totalité de la quantité de carburant puisse s'écouler à travers l'au moins un alésage de refroidissement (45, 48).
  3. Injecteur de carburant selon l'une quelconque des revendications 1 ou 2,
    caractérisé en ce que
    la partie de boîtier (11), lorsque l'injecteur de carburant (1) est monté dans un bloc-moteur, est accouplée thermiquement au bloc-moteur, de préférence directement au bloc-moteur et/ou s'applique contre un élément de transfert thermique s'appliquant contre le bloc-moteur.
  4. Injecteur de carburant selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la partie de boîtier (11) est un corps d'injecteur (9), l'élément de soupape d'injection (12) étant disposé radialement à l'intérieur de celui-ci.
  5. Injecteur de carburant selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    qu'au moins un débit volumique partiel de la quantité de carburant à chaleur réduite sortant de l'alésage de refroidissement (45, 48), de préférence la totalité de la quantité de carburant à chaleur réduite sortant de l'alésage de refroidissement (45, 48), est guidée vers l'actionneur (37).
  6. Injecteur de carburant selon la revendication 5, en ce que les au moins deux alésages de refroidissement (45, 48) connectés hydrauliquement l'un à l'autre, disposés de manière décalée dans la direction périphérique de la partie de boîtier (11) et/ou dans la direction radiale, sont prévus.
  7. Injecteur de carburant selon la revendication 6,
    caractérisé en ce que
    les alésages de refroidissement (45, 48) s'étendent dans la direction axiale.
  8. Injecteur de carburant selon l'une quelconque des revendications 6 ou 7,
    caractérisé en ce que
    les alésages de refroidissement (45, 48) sont connectés hydrauliquement l'un à l'autre par le biais d'une poche (47) qui est réalisée de préférence entre la partie de boîtier (11) et une partie de boîtier supplémentaire axialement adjacente à cette partie de boîtier (11).
  9. Injecteur de carburant selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'actionneur (37) est un actionneur électromagnétique dont la plaque d'induit (33) en liaison fonctionnelle avec un élément de soupape de commande est disposée dans un espace de plaque d'induit (39) qui est connecté hydrauliquement à un espace de soupape (35) monté directement en aval de la soupape de commande (31), de préférence indépendamment de fentes de guidage éventuelles exclusivement, par le biais de l'au moins un alésage de refroidissement (45, 48).
  10. Injecteur de carburant selon l'une quelconque des revendications 1 à 8,
    caractérisé en ce que
    l'actionneur (37) est un actionneur piézo-électrique qui est disposé dans un espace d'actionneur qui est connecté hydrauliquement à un espace de soupape (35) monté directement en aval de la soupape de commande (31), de préférence indépendamment de fentes de guidage éventuelles exclusivement, par le biais de l'au moins un alésage de refroidissement (45, 48).
  11. Moteur à combustion interne comprenant un injecteur de carburant (1) selon l'une quelconque des revendications précédentes fixé à un bloc-moteur.
  12. Moteur à combustion interne selon la revendication 11,
    caractérisé en ce que
    la partie de boîtier (11) est accouplée thermiquement au bloc-moteur, de préférence par application directe contre le bloc-moteur et/ou contre un élément de transfert thermique s'appliquant contre le bloc-moteur dans une région radialement à l'extérieur de l'au moins un alésage de refroidissement (45, 48).
EP09100190.9A 2008-05-14 2009-03-17 Injecteur de carburant et moteur à combustion interne Expired - Fee Related EP2119903B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008001735A DE102008001735A1 (de) 2008-05-14 2008-05-14 Kraftstoff-Injektor sowie Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP2119903A2 EP2119903A2 (fr) 2009-11-18
EP2119903A3 EP2119903A3 (fr) 2010-01-06
EP2119903B1 true EP2119903B1 (fr) 2017-05-31

Family

ID=40793638

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09100190.9A Expired - Fee Related EP2119903B1 (fr) 2008-05-14 2009-03-17 Injecteur de carburant et moteur à combustion interne

Country Status (2)

Country Link
EP (1) EP2119903B1 (fr)
DE (1) DE102008001735A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7937936B2 (en) * 2007-01-16 2011-05-10 Deere & Company Vehicle exhaust component arrangement
AT512422B1 (de) * 2012-02-07 2016-01-15 Bosch Gmbh Robert Vorrichtung zum einspritzen von kraftstoff in den brennraum einer brennkraftmaschine
EP2711537B1 (fr) * 2012-09-25 2017-08-16 Delphi International Operations Luxembourg S.à r.l. Injecteur à carburant

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1046949B (de) * 1954-02-01 1958-12-18 Modag Motorenfabrik Darmstadt Brennstoffeinspritzanlage mit Pumpe und gekuehltem Einspritzventil
DE3105685A1 (de) * 1981-02-17 1982-09-02 Robert Bosch Gmbh, 7000 Stuttgart "fluessigkeitsgekuehlte kraftstoffeinspritzduese"
JPS60240865A (ja) * 1984-05-16 1985-11-29 Automob Antipollut & Saf Res Center 電磁式燃料噴射弁
US5148987A (en) 1990-07-05 1992-09-22 Yamaha Hatsudoki Kabushiki Kaisha High pressure fuel injection device for engine
DE19619523A1 (de) * 1996-05-15 1997-11-20 Bosch Gmbh Robert Kraftstoffeinspritzventil für Hochdruckeinspritzung
US5740782A (en) * 1996-05-20 1998-04-21 Lowi, Jr.; Alvin Positive-displacement-metering, electro-hydraulic fuel injection system
JP2004150276A (ja) 2002-10-28 2004-05-27 Denso Corp インジェクタ及びインジェクタ冷却システム
US7021558B2 (en) * 2003-04-25 2006-04-04 Cummins Inc. Fuel injector having a cooled lower nozzle body

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
DE102008001735A1 (de) 2009-11-19
EP2119903A2 (fr) 2009-11-18
EP2119903A3 (fr) 2010-01-06

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