EP2336544A1 - Prallschutzmechanismus für Kraftstoffverteiler - Google Patents

Prallschutzmechanismus für Kraftstoffverteiler Download PDF

Info

Publication number
EP2336544A1
EP2336544A1 EP09179022A EP09179022A EP2336544A1 EP 2336544 A1 EP2336544 A1 EP 2336544A1 EP 09179022 A EP09179022 A EP 09179022A EP 09179022 A EP09179022 A EP 09179022A EP 2336544 A1 EP2336544 A1 EP 2336544A1
Authority
EP
European Patent Office
Prior art keywords
armature
pintle
valve
stopper
valve assembly
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.)
Withdrawn
Application number
EP09179022A
Other languages
English (en)
French (fr)
Inventor
Frank A. Clerx
Guy Hoffmann
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.)
Delphi Technologies Inc
Original Assignee
Delphi Technologies Inc
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 Delphi Technologies Inc filed Critical Delphi Technologies Inc
Priority to EP09179022A priority Critical patent/EP2336544A1/de
Publication of EP2336544A1 publication Critical patent/EP2336544A1/de
Withdrawn legal-status Critical Current

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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
    • F02M51/0625—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures
    • F02M51/0664—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a cylindrically or partly cylindrically shaped armature, e.g. entering the winding; having a plate-shaped or undulated armature entering the winding
    • F02M51/0685—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a cylindrically or partly cylindrically shaped armature, e.g. entering the winding; having a plate-shaped or undulated armature entering the winding the armature and the valve being allowed to move relatively to each other or not being attached to each other
    • 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
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/306—Fuel-injection apparatus having mechanical parts, the movement of which is damped using mechanical means

Definitions

  • the present invention relates to fuel injectors for delivery of fuel to the combustion chamber of an internal combustion engine; more particularly, to solenoid actuated fuel injectors; and most particularly, to an anti-bounce mechanism for such fuel injectors.
  • Fuel injection arrangements may be divided generally into multi-port fuel injection, wherein fuel is injected into a runner of an air intake manifold ahead of a cylinder intake valve, and direct injection, wherein fuel is injected directly into the combustion chamber of an engine cylinder, typically during or at the end of the compression stroke of the piston.
  • Direct injection is designed to allow greater control and precision of the fuel charge to the combustion chamber, resulting in better fuel economy and lower emissions. This is accomplished by enabling the combustion of a precisely controlled charge of fuel under various operating conditions.
  • Direct injection is also designed to allow higher compression ratios, delivering higher performance with lower fuel consumption compared to other fuel injection systems
  • solenoid actuated fuel injectors are much cheaper to produce, but known solenoid actuated fuel injectors currently cannot provide the same level of performance as piezo-electric actuated devices, mainly due to the lower opening force achievable by electromagnetic solenoid actuators and the slower rise of operating force over time.
  • a solenoid actuated fuel injector incorporates a solenoid armature located between the pole piece of the solenoid and a fixed valve seat, wherein the armature operates a movable valve assembly.
  • Electromagnetic fuel injectors of ther pulse-width type meter fuel per electric pulse at a rate proportional to the width of the electric pulse.
  • valve bounce refers to the condition where the movable valve assembly bounces off the valve seat one or more times after initial impact.
  • the impact of the pintle head (valve) against the valve seat can be substantial due to the relatively large mass of the armature connected to the pintle opposite from the pintle head and due to the force exerted on the pintle by the return spring. Due to the elasticity of the sealing surfaces, after making initial contact with its seat, the valve tends to rebound from the valve seat, causing the injector to reopen.
  • valve bounce is generally undesirable because it can cause unwanted fuel injections in the form of unmetered after-injections of fuel delivery after initial injector closing.
  • unmetered after-injections may have a deleterious effect on emissions and fuel economy since the additional unmetered amounts of fuel supplied by the after-injections may not be fully combusted.
  • direct injection typically requires a relatively high fuel pressure to operate against the internal pressures developed inside the combustion chamber.
  • a direct injection gasoline injector requires a pressure as high as 1700 psi or higher to operate while a typical port fuel injector requires only a pressure of approximately 60 psi to operate.
  • These higher operational and combustion chamber pressures require the exertion of higher magnetic and spring forces on the valve assembly for proper operation. In turn, the higher forces result in greater valve bounce.
  • valve bounce in a direct injector is greater.
  • the impact force of the reciprocating valve assembly on the valve seat must be minimized to avoid excessive seat and valve wear during the lifetime of the fuel injector and to minimize valve leakage.
  • squeeze film damping is utilized in solenoid actuated fuel injectors to reduce valve bounce and impact force by carefully controlling the gap between the armature and the surfaces in which the armature comes in contact with during its stroke.
  • gaps are required to be controlled to about 20 ⁇ m. Manufacturing and adjusting such air gaps have proven to be very expensive and difficult to control, particularly when coefficients of thermal expansion of the various components are taken into consideration.
  • dampening devices for example a disk spring or an elastic cushion such as a rubber ring, positioned between the armature and the pintle to reduce bounce of the valve at the valve seat.
  • the device allows some movement of the armature relative to the pintle for energy adsorption. While in this case the valve wear and bounce may be reduced, the speed at which the valve can open is not optimized.
  • the stroke through which the movable valve assembly operates also affects the amount of valve bounce.
  • the accuracy at which the pole piece and the fixed valve seat can be positioned relative to each other and the consistency at which the valve assembly stroke can be set is therefore important.
  • the present invention proposes a solenoid actuated valve assembly, comprising:
  • an anti-bounce mechanism for solenoid actuated fuel injectors in accordance with the invention greatly reduces the occurrence of valve bounce and the impact load between the valve seat and the valve while at the same time reducing the valve opening time.
  • the anti-bounce mechanism utilizes the separation of the moving masses of the armature and the pintle, a biased down armature, as well as squeeze damping and hydraulic suction mechanisms in combination.
  • the armature In the case of an inwardly opening fuel injector, the armature is designed to axially slide over the pintle. The movement of the armature is limited by first and second armature stoppers attached to the pintle.
  • a secondary spring being set to a lower force than the primary spring of the fuel injector is utilized to permit acceleration of the armature during the opening phase of the fuel injector prior to movement of the pintle by the armature, which reduces the opening time of the injector.
  • the armature In the closing direction, since the armature can move independently, the armature continues a downward movement after the valve initially contacts the seat. The continued downward motion of the armature makes a delayed contact with the first armature stopper and acts against an upwards motion of the valve as the valve rebounds from the valve seat. Furthermore, since the armature is moving in the fuel passage and, therefore in a fluid, a hydraulic suction force acts between the armature and the second armature stopper and a squeeze dampening force acts between the armature and the first armature stopper during the continued downward motion of the armature at valve closing.
  • the present invention also proposes a solenoid actuated fuel injector, comprising:
  • the present invention also proposes a method for reducing valve bounce in solenoid actuated fuel injectors, comprising the steps of:
  • a solenoid actuated fuel injector 100 extends axially from a fuel inlet 102 to a fuel outlet 104 and includes a fuel delivery metering assembly 110 and a solenoid assembly 120.
  • Fuel injector 100 may be, for example, an injector for direct injection.
  • Assembly 110 includes the moving components and fuel containing components of injector 100, such as an upper housing 112, a lower housing 114, a pole piece 116 positioned between upper housing 112 and lower housing 114, and a valve assembly 130.
  • a fuel tube 117 is positioned within upper housing 112 and may be at least partially surrounded by pole piece 116.
  • a valve seat 118 may be integrated or attached to lower housing 114 proximate to fuel outlet 104. Valve seat 118 may be, for example, a beveled circular seat.
  • Fuel tube 117, lower housing 114, and pole piece 116 enclose a fuel passage 106.
  • Solenoid assembly 120 includes an actuator housing 122, a coil assembly 124, and an electrical connector (not shown). Solenoid assembly 120 surrounds pole piece 116.
  • Valve assembly 130 shown in detail in FIG. 2 , includes a pintle 132 and an armature 134 and is positioned within lower housing 114 such that a reciprocating movement of valve assembly 130 is enabled.
  • Pintle 132 includes at one end a valve 136 that may have, for example, the geometric shape of a ball.
  • Valve 136 functions as a reciprocably actuated valve and seals against valve seat 118, for example, in a circular sealing area.
  • Armature 134 is slidably positioned on pintle 132 proximate an end opposite to valve 136. When valve assembly 130 is installed in injector 100, armature 134 is positioned adjacent pole piece 116.
  • Valve assembly 130 including pintle 132, armature 134 and valve 136, constitutes the moving mass of fuel injector 100. By permitting slidable movement of armature 134 on pintle 132, the moving mass of armature 134 is separated from the moving mass of pintle/valve 132/136. The reciprocating movement of valve assembly 130 is actuated by solenoid assembly 120 to regulate the fuel flow through fuel outlet 104. Solenoid actuated fuel injector 100 may be a pulse-width type.
  • armature 134 has a generally cylindrical shape, axially extends from a top surface 142 to a bottom surface 144, and includes a larger diameter section 146 that extends from top surface 142 and a smaller diameter section 148 that terminates at bottom surface 144.
  • a center aperture 150 extending from top surface 142 to bottom surface 144, is configured to closely but slidably be received over an outer circumferential surface of pintle 132. Center aperture 150 is designed to guide reciprocating axial movement of armature 134 on pintle 132 without significant tilting about pintle axis 133.
  • Armature 134 further includes a plurality of flow holes 154 that permit the flow of fuel through armature 134. While armature 134 is shown in FIGS. 1 and 2 to include larger diameter section 146 and smaller diameter section 148, other geometric configurations are possible.
  • Armature 134 is positioned on pintle 132 between a first armature stopper 138 and a second armature stopper 140.
  • First armature stopper 138 and second armature stopper 140 are rigidly attached to pintle 132 at a distance 152 from each other.
  • Distance 152 constitutes the distance in which armature 134 may move, axially, between first armature stopper 138 and second armature stopper 140.
  • First armature stopper 138 and second armature stopper 140 may be joined with pintle 132, for example, by press fitting with subsequent welding.
  • Distance 152 may be chosen based on an intended application of injector 100.
  • First armature stopper 138 may include a radially extending shoulder 158 that faces bottom surface 144 of armature 134.
  • pintle 132 extends beyond top surface 142 of armature 134 and beyond second armature stopper 140.
  • the extending section of pintle 132 receives a primary spring 160 and a secondary spring 162.
  • Primary spring 160 preferably surrounds pintle 132 and is captured between second armature stopper 140 and fuel tube 117.
  • Secondary spring 162 preferably surrounds primary spring and second armature stopper 140 and is captured between top surface 142 of armature 134 and a step integral with pole piece 116.
  • Primary spring 160 provides a downward biasing force to pintle 132 and to armature 134 when armature 134 is in contact with second armature stopper 140, while secondary spring 162 provides a downward biasing force to armature 134 only.
  • Secondary spring 162 preferably exerts a lower force on the armature than primary spring 160 exerts on pintle 132.
  • valve assembly 130 when fuel injector 100 is closed as shown (solenoid de-energized), valve assembly 130 is in a lower position where valve 136 seals against valve seat 118 due to the biasing forces of primary spring 160 and secondary spring 162. In the position shown, armature 134 is in contact with first armature stopper 138. During the opening event of injector 100 (solenoid energized), armature 134 starts moving up from the lower position against the biasing force of secondary spring 162. When armature 134 first makes contact with second armature stopper 140, the impact with second armature stopper 140 transmits an impulse to pintle 132 causing pintle 132 to accelerate quickly in the valve opening direction.
  • Armature 134 and pintle 132 then move upward together against the combined biasing forces of secondary spring 162 and primary spring 160 until the full pintle stroke is reached after top surface 142 of armature 134 contacts pole piece 116.
  • the length of the pintle stroke may be larger than the length that armature 134 is able to move between first armature stopper 138 and second armature stopper 140.
  • a graph 200 illustrates the movement of armature 134 and pintle 132 in curves 206, 208 and 210.
  • the opening time of pintle 132 can be reduced in accordance with the invention due to the initial acceleration of armature 134 prior to an upward movement of pintle 132.
  • Calculations illustrate in FIG. 3 , based on the direct injector design shown in FIG. 1 , that the ballistic time of pintle 132 may be reduced by about 80 ⁇ s from about 144 ⁇ s of a prior art fixed valve assembly.
  • Reducing the ballistic time of pintle 132 extends the linear range of fuel injector 100 during the opening event and enables a more precise control of flow at a low fuel flow rate.
  • the calculations for graph 200 have been based on an armature/pintle mass of about 5 gram, an average magnetic force of about 60 N, a valve stroke of about 50 ⁇ m, and an axial moving distance of armature 134 between second armature stopper 140 and first armature stopper 138 of about 50 ⁇ m.
  • the set force of primary spring 160 was about 20 N
  • the set force of secondary spring 162 was about 5 N.
  • armature 134 When armature 134 nears contact with first armature stopper 138, the force of armature 134 acting against the first armature stopper may be dampened by squeezing the fluid out from between bottom surface 144 of armature 134 and shoulder 158 of first armature stopper 138. The squeeze dampening force assists in stabilizing the armature on the first stopper without bounce. Due to the biasing down force of secondary spring 162, armature 134 stays in contact with first armature stopper 138 until the start of the next opening event.
  • valve bounce may be completely eliminated.
  • Various characteristics including but not limited to, the distance 152 between second armature stopper 140 and first armature stopper 138, the roughness of top surface 142 of armature 134 and of the contact surface of second armature stopper 140, the surface areas of top surface 142, bottom surface 144, the contact surface of second armature stopper 140, and of shoulder 158 of first armature stopper 138, may be adjusted, for example through computational modulation, to control valve bounce of valve assembly 130.
  • anti-bounce mechanism as described above may be especially useful for application in direct injection fuel systems due to the relatively high fuel pressure of such systems, it may be applicable to other fuel systems operating at lower fuel pressures, such as multi-port injection fuel systems.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP09179022A 2009-12-14 2009-12-14 Prallschutzmechanismus für Kraftstoffverteiler Withdrawn EP2336544A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP09179022A EP2336544A1 (de) 2009-12-14 2009-12-14 Prallschutzmechanismus für Kraftstoffverteiler

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09179022A EP2336544A1 (de) 2009-12-14 2009-12-14 Prallschutzmechanismus für Kraftstoffverteiler

Publications (1)

Publication Number Publication Date
EP2336544A1 true EP2336544A1 (de) 2011-06-22

Family

ID=42102326

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09179022A Withdrawn EP2336544A1 (de) 2009-12-14 2009-12-14 Prallschutzmechanismus für Kraftstoffverteiler

Country Status (1)

Country Link
EP (1) EP2336544A1 (de)

Cited By (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013174172A (ja) * 2012-02-24 2013-09-05 Keihin Corp 電磁式燃料噴射弁
WO2013169482A1 (en) * 2012-05-07 2013-11-14 Tenneco Automotive Operating Company Inc. Reagent injector
US8740113B2 (en) 2010-02-10 2014-06-03 Tenneco Automotive Operating Company, Inc. Pressure swirl flow injector with reduced flow variability and return flow
CN104136761A (zh) * 2011-12-09 2014-11-05 现代凯菲克株式会社 直喷式燃料喷射器
US8910884B2 (en) 2012-05-10 2014-12-16 Tenneco Automotive Operating Company Inc. Coaxial flow injector
US8973895B2 (en) 2010-02-10 2015-03-10 Tenneco Automotive Operating Company Inc. Electromagnetically controlled injector having flux bridge and flux break
US8998114B2 (en) 2010-02-10 2015-04-07 Tenneco Automotive Operating Company, Inc. Pressure swirl flow injector with reduced flow variability and return flow
WO2015143107A1 (en) * 2014-03-20 2015-09-24 GM Global Technology Operations LLC Electromagnetic actuator structure
CN105275695A (zh) * 2014-05-27 2016-01-27 大陆汽车有限公司 燃料喷射器
EP2985445A1 (de) 2014-08-14 2016-02-17 Continental Automotive GmbH Elektromagnetisch betätigtes Flüssigkeitsinjektionsventil
CN105593508A (zh) * 2013-10-10 2016-05-18 大陆汽车有限公司 用于燃烧发动机的喷射器
EP3095998A1 (de) * 2015-05-22 2016-11-23 Robert Bosch GmbH Kraftstoffinjektor
US9624883B2 (en) 2014-03-20 2017-04-18 GM Global Technology Operations LLC Smart actuator for plug and play
US9664158B2 (en) 2014-03-20 2017-05-30 GM Global Technology Operations LLC Actuator with integrated driver
US9683472B2 (en) 2010-02-10 2017-06-20 Tenneco Automotive Operating Company Inc. Electromagnetically controlled injector having flux bridge and flux break
US9726100B2 (en) 2014-03-20 2017-08-08 GM Global Technology Operations LLC Actuator with deadbeat control
US9777660B2 (en) 2014-03-20 2017-10-03 GM Global Technology Operations LLC Parameter estimation in an actuator
US9777686B2 (en) 2014-03-20 2017-10-03 GM Global Technology Operations LLC Actuator motion control
US9863355B2 (en) 2014-03-20 2018-01-09 GM Global Technology Operations LLC Magnetic force based actuator control
US9879645B2 (en) 2016-02-18 2018-01-30 Caterpillar Inc. Control valve bounce limiting mechanism for fuel injectors
US9932947B2 (en) 2014-03-20 2018-04-03 GM Global Technology Operations LLC Actuator with residual magnetic hysteresis reset
US10190526B2 (en) 2014-03-20 2019-01-29 GM Global Technology Operations LLC Alternating current drive for actuators
US10704444B2 (en) 2018-08-21 2020-07-07 Tenneco Automotive Operating Company Inc. Injector fluid filter with upper and lower lip seal

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19816315A1 (de) * 1998-04-11 1999-10-14 Bosch Gmbh Robert Brennstoffeinspritzventil
WO2002068811A1 (de) * 2001-02-24 2002-09-06 Robert Bosch Gmbh Brennstoffeinspritzventil
DE10256661A1 (de) * 2002-12-04 2004-06-17 Robert Bosch Gmbh Brennstoffeinspritzventil

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19816315A1 (de) * 1998-04-11 1999-10-14 Bosch Gmbh Robert Brennstoffeinspritzventil
WO2002068811A1 (de) * 2001-02-24 2002-09-06 Robert Bosch Gmbh Brennstoffeinspritzventil
DE10256661A1 (de) * 2002-12-04 2004-06-17 Robert Bosch Gmbh Brennstoffeinspritzventil

Cited By (37)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8973895B2 (en) 2010-02-10 2015-03-10 Tenneco Automotive Operating Company Inc. Electromagnetically controlled injector having flux bridge and flux break
US9683472B2 (en) 2010-02-10 2017-06-20 Tenneco Automotive Operating Company Inc. Electromagnetically controlled injector having flux bridge and flux break
US8740113B2 (en) 2010-02-10 2014-06-03 Tenneco Automotive Operating Company, Inc. Pressure swirl flow injector with reduced flow variability and return flow
US8998114B2 (en) 2010-02-10 2015-04-07 Tenneco Automotive Operating Company, Inc. Pressure swirl flow injector with reduced flow variability and return flow
CN104136761A (zh) * 2011-12-09 2014-11-05 现代凯菲克株式会社 直喷式燃料喷射器
CN103291514A (zh) * 2012-02-24 2013-09-11 株式会社京浜 电磁式燃料喷射阀
JP2013174172A (ja) * 2012-02-24 2013-09-05 Keihin Corp 電磁式燃料噴射弁
US8978364B2 (en) 2012-05-07 2015-03-17 Tenneco Automotive Operating Company Inc. Reagent injector
CN104321508A (zh) * 2012-05-07 2015-01-28 天纳克汽车经营有限公司 试剂注入器
US10465582B2 (en) 2012-05-07 2019-11-05 Tenneco Automotive Operating Company Inc. Reagent injector
CN104321508B (zh) * 2012-05-07 2017-06-30 天纳克汽车经营有限公司 试剂注入器
WO2013169482A1 (en) * 2012-05-07 2013-11-14 Tenneco Automotive Operating Company Inc. Reagent injector
US8910884B2 (en) 2012-05-10 2014-12-16 Tenneco Automotive Operating Company Inc. Coaxial flow injector
US9759113B2 (en) 2012-05-10 2017-09-12 Tenneco Automotive Operating Company Inc. Coaxial flow injector
US10202953B2 (en) * 2013-10-10 2019-02-12 Continental Automotive Gmbh Injector for a combustion engine
CN105593508A (zh) * 2013-10-10 2016-05-18 大陆汽车有限公司 用于燃烧发动机的喷射器
KR20160060761A (ko) * 2013-10-10 2016-05-30 콘티넨탈 오토모티브 게엠베하 연소 엔진용 인젝터
US20160237966A1 (en) * 2013-10-10 2016-08-18 Continental Automotive Gmbh Injector For A Combustion Engine
US9657699B2 (en) 2014-03-20 2017-05-23 GM Global Technology Operations LLC Actuator with integrated flux sensor
US9863355B2 (en) 2014-03-20 2018-01-09 GM Global Technology Operations LLC Magnetic force based actuator control
US9624883B2 (en) 2014-03-20 2017-04-18 GM Global Technology Operations LLC Smart actuator for plug and play
US10655583B2 (en) 2014-03-20 2020-05-19 GM Global Technology Operations LLC Optimum current drive for a actuator control
US9726100B2 (en) 2014-03-20 2017-08-08 GM Global Technology Operations LLC Actuator with deadbeat control
US9726099B2 (en) 2014-03-20 2017-08-08 GM Global Technology Operations LLC Actuator with feed forward control
US10480674B2 (en) 2014-03-20 2019-11-19 GM Global Technology Operations LLC Electromagnetic actuator structure
US9777660B2 (en) 2014-03-20 2017-10-03 GM Global Technology Operations LLC Parameter estimation in an actuator
US9777686B2 (en) 2014-03-20 2017-10-03 GM Global Technology Operations LLC Actuator motion control
US9664158B2 (en) 2014-03-20 2017-05-30 GM Global Technology Operations LLC Actuator with integrated driver
WO2015143107A1 (en) * 2014-03-20 2015-09-24 GM Global Technology Operations LLC Electromagnetic actuator structure
US9932947B2 (en) 2014-03-20 2018-04-03 GM Global Technology Operations LLC Actuator with residual magnetic hysteresis reset
US10190526B2 (en) 2014-03-20 2019-01-29 GM Global Technology Operations LLC Alternating current drive for actuators
CN105275695A (zh) * 2014-05-27 2016-01-27 大陆汽车有限公司 燃料喷射器
CN105275695B (zh) * 2014-05-27 2020-03-20 大陆汽车有限公司 燃料喷射器
EP2985445A1 (de) 2014-08-14 2016-02-17 Continental Automotive GmbH Elektromagnetisch betätigtes Flüssigkeitsinjektionsventil
EP3095998A1 (de) * 2015-05-22 2016-11-23 Robert Bosch GmbH Kraftstoffinjektor
US9879645B2 (en) 2016-02-18 2018-01-30 Caterpillar Inc. Control valve bounce limiting mechanism for fuel injectors
US10704444B2 (en) 2018-08-21 2020-07-07 Tenneco Automotive Operating Company Inc. Injector fluid filter with upper and lower lip seal

Similar Documents

Publication Publication Date Title
EP2336544A1 (de) Prallschutzmechanismus für Kraftstoffverteiler
EP1783356B1 (de) Brennstoffeinspritzventil
US9435305B2 (en) Valve assembly for an injection valve and injection valve
US7163162B2 (en) Fuel-injection valve
EP1801409B1 (de) Kraftstoffinjektor
EP3006720A1 (de) Kraftstoffeinspritzventil
US9664161B2 (en) Valve assembly for an injection valve and injection valve
KR102332033B1 (ko) 연료 분사기
US7156368B2 (en) Solenoid actuated flow controller valve
US10202953B2 (en) Injector for a combustion engine
US20150102135A1 (en) Valve Assembly for an Injection Valve and Injection Valve
US8919372B2 (en) Valve assembly for an injection valve and injection valve
US9995262B2 (en) Fluid injection valve
JP2004519609A (ja) 内燃機関の噴射弁を制御するための電磁弁
US20030111625A1 (en) Magnetic valve for controlling an injection valve of an internal combustion engine
EP2123899A1 (de) Kraftstoffinjektor mit Solenoid-Aktuator
CN111566337A (zh) 用于配量流体的阀
KR102139895B1 (ko) 자기 링 요소를 갖는 분사 밸브
CN106795843B (zh) 用于喷射流体的喷射器
US20050056712A1 (en) Fuel injection valve
KR102706035B1 (ko) 유체 계량용 밸브
KR102042912B1 (ko) 연료 분사 시스템용 솔레노이드 밸브 및 고압 연료 펌프
US11629678B2 (en) Fuel injection valve and method for assembling same
JP2010159811A (ja) 電磁弁

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 HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

AX Request for extension of the european patent

Extension state: AL BA RS

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

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20111123