EP2581597B1 - Soupape d'injection de carburant pour moteurs à combustion interne avec pointeau de soupape commandé directement - Google Patents

Soupape d'injection de carburant pour moteurs à combustion interne avec pointeau de soupape commandé directement Download PDF

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Publication number
EP2581597B1
EP2581597B1 EP20120185618 EP12185618A EP2581597B1 EP 2581597 B1 EP2581597 B1 EP 2581597B1 EP 20120185618 EP20120185618 EP 20120185618 EP 12185618 A EP12185618 A EP 12185618A EP 2581597 B1 EP2581597 B1 EP 2581597B1
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EP
European Patent Office
Prior art keywords
fuel injection
actuator
valve needle
pressure
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP20120185618
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German (de)
English (en)
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EP2581597A1 (fr
Inventor
Henning Kreschel
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2581597A1 publication Critical patent/EP2581597A1/fr
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    • 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
    • F02M51/0603—Injectors peculiar thereto with means directly operating the valve needle using piezoelectric or magnetostrictive 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/28—Details of throttles in fuel-injection apparatus
    • 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
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/701—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger mechanical
    • F02M2200/702—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger mechanical with actuator and actuated element moving in different directions, e.g. in opposite directions
    • 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
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic

Definitions

  • the invention relates to a fuel injection valve for internal combustion engines, as it is used in particular for the injection of fuel in auto-igniting, high-speed internal combustion engines.
  • valves are known from the prior art with which fuel can be injected directly into the combustion chamber of self-igniting high-speed internal combustion engines.
  • the fuel is injected at pressures of up to 2500 bar, wherein the injection is controlled in the known injectors usually by means of a valve needle.
  • the valve needle acts together with a valve seat and is arranged in a pressure chamber in which fuel is kept under high pressure. Due to the high fuel pressure in the pressure chamber, very high hydraulic forces, which are used to move the valve needle in the longitudinal direction and to move it relative to the valve seat, act on the valve needle. Downstream of the valve seat one or more injection openings are arranged in the fuel injection valves, via which the fuel finally exits.
  • a direct control of the valve needle as is customary, for example, in spark-ignited internal combustion engines, eliminates due to the high hydraulic forces usually.
  • a fuel injection valve which has a piezoelectric actuator which moves a control piston via a hydraulic coupler.
  • the spool is hydraulic with the valve needle connected.
  • the control piston Upon actuation of the actuator, the control piston is moved away from the valve needle, whereby the fuel pressure in the control chamber of the valve needle is reduced and the valve needle lifts off from the valve seat, which ultimately releases the injection openings.
  • the valve needle can be controlled very precisely with the help of the piezoelectric actuator with this concept, however, the needle movement takes place here also with the aid of hydraulic forces on the valve needle.
  • fuel is removed from the control chamber each time it is opened, although it must be compressed by the high-pressure pump, but ultimately does not reach injection. This reduces the efficiency of the internal combustion engine.
  • a fuel injection valve which also works with a piezoelectric actuator.
  • the piezoelectric actuator acts via a lever, so a mechanical coupler, indirectly on the valve needle and can lift them controlled by the piezoelectric actuator from the valve seat.
  • the valve needle is in this case force balanced, that is, on the side facing away from the valve seat of the valve needle, a control chamber is formed, which is also flooded with fuel at high pressure, which largely lift the opening and closing hydraulic forces against each other.
  • the necessary forces must be applied by the piezoelectric actuator and the associated mechanical coupler. Which can be problematic depending on the injection pressure, in particular with regard to the wear of the mechanical coupler.
  • a fuel injection valve in which both a mechanical opening force is applied to the valve needle, as well as provide hydraulic forces for opening the valve needle.
  • a piezoelectric actuator is formed, which transmits the force to a control valve via a hydraulic coupler, on the one hand provides for the pressure relief in the control room, and on the other hand transmits via a mechanical coupler of an opening force on the valve needle.
  • this design is relatively expensive and does not cause the valve needle is ultimately balanced. There is still a lot of energy needed to move the valve needle and it will fall Fuel control amounts that reduce the efficiency of the internal combustion engine.
  • a fuel injector is known with a mechanical coupler for exerting an opening force on the valve needle.
  • the fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage over that the valve needle is largely balanced in force both in its open and in its closed position. This allows on the one hand the movement of the valve needle with low energy consumption and avoids the other fuel control quantities, which must be compressed in servohydraulic valves otherwise from the high-pressure fuel pump in addition.
  • the fuel injection valve can thereby be operated efficiently, with multiple injections being possible in one cycle due to the short switching times.
  • the valve needle on the opposite side of its valve sealing surface on a pin extension, which projects into a low pressure chamber and which is connected to a mechanical coupler, via which an opening force can be exerted on the valve needle. Since the valve needle is force-balanced in its closed position, the mechanical coupler only small forces on the pin extension and thus transferred in the longitudinal direction of the valve needle to move the valve needle in the opening direction.
  • an electrical actuator is at least indirectly connected to the mechanical coupler, so that the force of the actuator via the mechanical coupler is transferable to the valve needle.
  • the mechanical coupler preferably consists of a rocker arm having two ends, wherein the actuator acts at least indirectly on the first end and the second end is connected to the pin extension.
  • a hydraulic coupler is arranged between the actuator and the mechanical coupler, via which the force of the actuator is transmitted to the mechanical coupler.
  • changes of the actuator must be compensated, as resulting, for example, from thermal fluctuations.
  • the hydraulic coupler in this case comprises a primary piston, which is directly connected to the actuator, and a secondary piston separated from it by a hydraulic working space, which is connected to the mechanical coupler. The size of the hydraulic working space is variable, so that thereby a change in length of the actuator can be compensated.
  • An increase of the actuator movement can also be generated by the hydraulic coupler: If the primary piston has a larger diameter than the secondary piston, a larger amount of fuel in the hydraulic working space is displaced by the movement of the primary piston than by an equal movement of the secondary piston. If the primary piston thus moves along a certain distance, the displacement of the fuel in the hydraulic working space leads to a greater movement of the secondary piston. Together with the path reinforcement by the mechanical actuator can thus achieve a relatively large gain, so that even a small actuator is sufficient to achieve the necessary stroke for opening the valve needle.
  • the valve needle is hydraulically designed in its closed position so that a force equalization is achieved by the size of the sealing surface, with which the valve needle rests on the valve seat, and the size of the pin extension.
  • a gap choke is advantageously formed between the valve needle and the wall of the pressure chamber at which a pressure gradient between the region of the pressure chamber upstream of the gap throttle and the region downstream of the gap choke is formed with open valve needle. This results in a hydraulic closing force on the valve needle, which is compensated by the fact that now the part of the valve sealing surface, which is not acted upon by the fuel pressure in the pressure chamber in the closed valve needle, by lifting the Valve needle experiences a hydraulic force in the opening direction.
  • the gap choke can be achieved so even when the valve needle is open, a force balance of the valve needle.
  • the pressure difference before and after the gap throttle is about 10% of the upstream pressure, but at least 50 bar and at most 150 bar.
  • the mechanical coupler is arranged in the low-pressure space, wherein the low-pressure chamber is connected to a drain hole, which ensures a low pressure in the low pressure chamber always low.
  • the arrangement of the mechanical coupler and thus also the hydraulic coupler in the low-pressure space facilitates, in contrast to installation in a high-pressure region of the injector, the construction, thereby allowing a simpler and more cost-effective production of the fuel injection valve.
  • the electrical actuator can be designed as a piezoelectric actuator, as a magnetic actuator or as a magnetostrictive actuator. Other types of actuators may also be considered, provided that they are suitable for use in a fuel injection valve.
  • Fig. 1 is a fuel injection valve according to the invention in longitudinal section dargterrorism.
  • the fuel injection valve has a holding body 1, an intermediate disc 2 and a valve body 3 which abut each other in this order.
  • the valve body 3 is clamped by a clamping nut 4 with the interposition of the washer 2 against the holding body 1.
  • a pressure chamber 5 is formed, which is designed as a blind hole and which emanates from the holding body 1 facing side of the valve body 3.
  • the pressure chamber is bounded at its base by a substantially conical valve seat 7.
  • the conical valve seat 7 is followed by a blind hole 11, from which one or more injection openings 10 emanate, via which the fuel is ultimately injected into the combustion chamber of the internal combustion engine.
  • the pressure chamber 5 is filled via a running in the washer 2 and the holding body 1 high-pressure bore 6 with fuel at high pressure.
  • the fuel is provided for example in a so-called rail available.
  • the rail is a high-pressure accumulator, which is filled via a high-pressure pump with fuel under high pressure, so that in the high-pressure bore 6 during operation of the internal combustion engine is always available fuel under injection pressure.
  • a kobenförmige valve needle 8 is arranged, which is guided longitudinally displaceable and at its the valve seat 7 facing the end of a valve sealing surface 9, which consists essentially of two conical surfaces.
  • a valve sealing surface 9 which consists essentially of two conical surfaces.
  • the area marked II is in Fig. 2 shown enlarged again.
  • a sealing edge 12 is formed, with which the valve needle 8 rests on the valve seat 7 and thereby separates the pressure chamber 5 from the blind hole 11 and thus from the injection openings 10.
  • the valve needle 8 has a diameter D and extends with this diameter, starting from the valve seat 7 to a guide portion 108.
  • the valve body 5 in FIG. 3 shown enlarged again.
  • the valve needle 8 is guided in the pressure chamber 5, wherein the fuel flow is ensured by a plurality of poles on the valve needle 8, which are formed in the guide portion 108.
  • the pressure chamber 5 expands, starting from the valve seat 7, to the holder body-side end of the valve body 3 to a spring chamber 105 into which the high-pressure bore 6 opens.
  • a closing spring 16 is arranged, which surrounds the valve needle 8 and which is supported at one end to a shoulder 208 of the valve needle 8. With its other end, the closing spring 16 bears against a sleeve 15, which is pressed by the force of the closing spring 16 against the washer 2.
  • the valve needle 8 is designed in this area as a pin extension 13, which has a diameter d, which is significantly smaller than the diameter D of the valve needle 8 at the valve seat side end.
  • the sleeve 15 is guided on the pin extension 13, wherein between the sleeve 15 and the pin extension 13 only a very small gap remains, as he is necessary for movement of the pin extension 13 in the sleeve 15.
  • the pin extension 13 protrudes through a guide bore 17 in the intermediate disc 2 through into a low-pressure space 18, which is formed in the holding body 1.
  • the sealing of the pressure chamber 5 with respect to the low pressure chamber 18 is done on the one hand by the seal of the guide sleeve 15 on the washer 2 and on the other hand by the sliding seal between the pin extension 13 and the sleeve 15th
  • a gap throttle 14 which is formed by a circumferential collar and which leaves only a very small gap between the valve needle 8 and the wall of the pressure chamber 5.
  • the fuel that flows through the high-pressure bore 6 via the spring chamber 105 in the valve seat side region of the pressure chamber 5 is throttled at this point in the gap throttle 14, which causes a pressure difference between the spring chamber 105 and the valve seat side region of the pressure chamber 5 with flowing fuel.
  • a mechanical coupler 20 is arranged, which comprises a rocker arm 22 rotatably mounted about a pivot point 24.
  • the rocker arm 22 has a first end 122 and a second end 222 which is connected to the pin extension 13. If the first end 122 of the rocker arm 22 is pressed in the direction of the intermediate disk 2, the rotation is reversed the pivot point 24, the second end 222 of the rocker arm 22 and lifts the valve needle 13 from the valve seat 7 from.
  • an electrical actuator 40 is formed, which is formed for example as a piezoelectric actuator.
  • the piezoelectric actuator 40 has at its end facing the valve body 3 an actuator head 42, which is connected to a hydraulic coupler 30, which is also arranged in the low-pressure chamber 18.
  • the hydraulic coupler 30 consists of a primary piston 32 which is connected to the actuator head 42, and a secondary piston 33, which is supported on the first end 122 of the rocker arm 22. Between the primary piston 22 and the secondary piston 33, which are both guided in a coupler sleeve 34, a hydraulic working space 35 is formed.
  • the hydraulic working space 35 allows a length compensation, as required by thermal changes in length of the actuator 40. Since these happen only comparatively slowly, the different filling of the hydraulic working space 35 can be easily compensated by the supply or discharge of fuel from or into the low-pressure space 18.
  • the stroke of the piezoelectric actuator is comparatively low and usually does not exceed 0.1 to 0.2% of its total length. If this is not sufficient for the stroke of the valve needle 8, both the hydraulic coupler 30, and the mechanical coupler 20 can be used to increase the maximum stroke.
  • the primary piston 32 has a larger diameter than the secondary piston 33. In its movement in the direction of the washer 2, the primary piston 32 thus displaces more fuel than the secondary piston 33 at the same stroke, so that the secondary piston 33 passes a greater distance than the Primary piston 32.
  • Further reinforcement may be achieved by the mechanical coupler 20 by having the effective lever from pivot 24 to first end 122 be smaller than the effective lever from pivot 24 to second end 222.
  • the path gain of the couplers may be up to 1, respectively. 5, d. H. that a change in length of the piezoelectric actuator of 100 microns leads to a movement of the mechanical coupler of 150 microns, which can be further enhanced in the mechanical coupler.
  • the piezoelectric actuator 40 is energized, whereby it expands in the longitudinal direction and moves the primary piston 32 in the direction of the washer 2 via the actuator head 42.
  • the fuel in the hydraulic working space 35 is compressed, and the increasing pressure in the hydraulic working chamber 35 pushes the secondary piston 33 also in the direction of the washer 2.
  • the valve needle 8 is pulled away from the valve seat 7. Due to the force compensation of the valve needle 8 in the longitudinal direction only a small force is necessary for the longitudinal movement, which can be applied via the piezoelectric actuator 40 without further notice.
  • the fuel flows from the pressure chamber 5 into the blind hole 11 and from there through the injection openings 10 into the combustion chamber of the internal combustion engine.
  • gap throttle 14 By suitable dimensioning of the gap throttle 14 can be achieved so that in turn results in a force balance due to the higher hydraulic pressure in the spring chamber 105 and the reduced fuel pressure on the valve sealing surface 9. Even in the open state of the valve needle 8, a force compensation in the longitudinal direction can be achieved, which requires only a small closing force on the valve needle 8, which can be easily reached via the mechanical coupler.
  • valve needle 8 In order to accelerate the closing of the valve needle 8, however, it may also be provided to generate a slight hydraulic closing force on the valve needle by means of suitable design parameters in the open state. A force through the mediation of the mechanical coupler 20 is then no longer required to close the valve needle 8, without pulling large hydraulic forces on the mechanical coupler 20, when it holds the valve needle 8 in its open position.
  • the sleeve 15 is omitted and the closing spring 16 on the one hand continues to be supported on the shoulder 208, but on the other hand directly to the washer 2.
  • the sealing of the pressure chamber 5 relative to the low pressure chamber 18 is then carried out exclusively by the gap choke, between the Pin extension 13 and the guide hole 17 in the washer 2 remains.
  • a washer 2 which has a greater thickness, so a sufficient seal is achieved.
  • the representation of the fuel injection valve in particular the representation of the hydraulic coupler 30, is only to be understood schematically.
  • the coupler sleeve 34 is firmly fixed in the actual embodiment in the holding body 1 so that it does not move during operation of the fuel injection valve.
  • the illustrated fuel injection valve according to the invention has the particular advantage that both the piezoelectric actuator 40, and the hydraulic coupler 30 and the mechanical coupler 20 are housed in low pressure.
  • both the piezoelectric actuator 40, and the hydraulic coupler 30 and the mechanical coupler 20 are housed in low pressure.
  • the high-pressure bore 6 in the entire holding body only low pressure, which considerably simplifies the design and construction of the coupler and the construction of the piezoelectric actuator and its encapsulation to seal against the fuel, which fills the entire low-pressure chamber 18 considerably simplified.
  • the fuel injection valve according to the invention operates without Abêtmenge, as inevitably obtained in servohydraulic control valves. This increases the efficiency of the injection system because the high pressure pump, which ultimately compresses the fuel and which is driven by the engine itself, need only insignificantly compress more fuel to the high injection pressure, as actually injected.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (12)

  1. Soupape d'injection de carburant pour moteurs à combustion interne, comprenant un pointeau de soupape (8) qui est disposé de manière déplaçable longitudinalement dans un espace de pression (5) et comprenant une surface d'étanchéité de soupape (9) réalisée sur le pointeau de soupape (8), laquelle coopère avec un siège de soupape (7) pour ouvrir et fermer au moins une ouverture d'injection (10), l'espace de pression (5) pouvant être rempli de carburant sous pression d'injection, les forces hydrauliques s'exerçant sur le pointeau de soupape (8), qui se produisent sous l'effet de la pression dans l'espace de pression (5), étant au moins essentiellement supprimées lors de l'application du pointeau de soupape (8) sur le siège de soupape (7), caractérisée en ce qu'à l'opposé de la surface d'étanchéité de soupape (9) est réalisée une goupille saillante (13) sur le pointeau de soupape (8), laquelle pénètre dans un espace basse pression (18) et est connectée à un coupleur mécanique (20) par le biais duquel une force d'ouverture peut être exercée sur le pointeau de soupape (8).
  2. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce qu'un actionneur électrique (40) est connecté de manière au moins indirecte au coupleur mécanique (20), de telle sorte que la force de l'actionneur (40) puisse être transmise au pointeau de soupape (8) par le biais du coupleur mécanique (20).
  3. Soupape d'injection de carburant selon la revendication 2, caractérisée en ce que le coupleur mécanique (20) comprend un levier basculant (22) qui présente deux extrémités (122 ; 222), l'actionneur (40) agissant de manière au moins indirecte sur la première extrémité (122) et la deuxième extrémité (222) étant connectée à la goupille saillante (13).
  4. Soupape d'injection de carburant selon la revendication 3, caractérisée en ce que le levier basculant (22) présente un centre de rotation (24) autour duquel se déplace de manière rotative le levier basculant (22) lors du mouvement d'ouverture du pointeau de soupape (8), l'effet de levier actif depuis le centre de rotation (24) jusqu'à la première extrémité (122) étant inférieur à l'effet de levier actif jusqu'à la deuxième extrémité (222), de telle sorte que le mouvement de l'actionneur (40) soit renforcé par le levier basculant (22).
  5. Soupape d'injection de carburant selon la revendication 2, caractérisée en ce qu'entre l'actionneur (40) et le coupleur mécanique (20) est disposé un coupleur hydraulique (30) par le biais duquel la force de l'actionneur (40) est transmise au coupleur mécanique (20).
  6. Soupape d'injection de carburant selon la revendication 5, caractérisée en ce que le coupleur hydraulique (30) présente un piston primaire (32) en liaison fonctionnelle avec l'actionneur et un piston secondaire (33) séparé de celui-ci par un espace de travail hydraulique (34).
  7. Soupape d'injection de carburant selon la revendication 6, caractérisée en ce que le piston primaire (32) présente un diamètre supérieur à celui du piston secondaire (33), de telle sorte que le mouvement de l'actionneur (40) soit renforcé par le coupleur hydraulique (30).
  8. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce qu'entre le pointeau de soupape (8) et la paroi de l'espace de pression (5) est réalisée une fente d'étranglement (14), de telle sorte que lorsque le pointeau de soupape (8) est ouvert, il règne un gradient de pression entre la région de l'espace de pression (5) en amont de la fente d'étranglement (14) et la région en aval de la fente d'étranglement (14).
  9. Soupape d'injection de carburant selon la revendication 8, caractérisée en ce que la différence de pression vaut approximativement 10 % de la pression en amont, mais au moins 50 bar et au maximum 150 bar.
  10. Soupape d'injection de carburant selon la revendication 8, caractérisée en ce que le pointeau de soupape (8), dans l'état ouvert, est soumis par la pression dans l'espace de pression (5) à une force de fermeture hydraulique orientée dans la direction du siège de soupape (7).
  11. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que le coupleur mécanique (20) est disposé dans l'espace basse pression (18) et l'espace basse pression (18) est connecté à un alésage d'écoulement (25) de telle sorte qu'il règne toujours une faible pression dans l'espace basse pression (18).
  12. Soupape d'injection de carburant selon la revendication 2, caractérisée en ce que l'actionneur est un actionneur piézoélectrique (40), un actionneur magnétique ou un actionneur magnétostrictif.
EP20120185618 2011-10-12 2012-09-24 Soupape d'injection de carburant pour moteurs à combustion interne avec pointeau de soupape commandé directement Not-in-force EP2581597B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201110084342 DE102011084342A1 (de) 2011-10-12 2011-10-12 Kraftstoffeinspritzventil für Brennkraftmaschinen mit direkt angesteuerter Ventilnadel

Publications (2)

Publication Number Publication Date
EP2581597A1 EP2581597A1 (fr) 2013-04-17
EP2581597B1 true EP2581597B1 (fr) 2014-07-09

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EP20120185618 Not-in-force EP2581597B1 (fr) 2011-10-12 2012-09-24 Soupape d'injection de carburant pour moteurs à combustion interne avec pointeau de soupape commandé directement

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DE (1) DE102011084342A1 (fr)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6595436B2 (en) 2001-05-08 2003-07-22 Cummins Engine Company, Inc. Proportional needle control injector
DE102006026399A1 (de) 2006-06-07 2007-12-13 Robert Bosch Gmbh Kraftstoffinjektor mit Servounterstützung
DE102006031567A1 (de) * 2006-07-07 2008-01-10 Siemens Ag Einspritzsystem und Verfahren zum Herstellen eines Einspritzsystems
DE102007032741A1 (de) * 2007-07-13 2009-01-15 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
DE102008042136A1 (de) 2008-09-16 2010-03-18 Robert Bosch Gmbh Kraftstoffinjektor mit mechanischer Übersetzung
DE102008043085A1 (de) * 2008-10-22 2010-04-29 Robert Bosch Gmbh Kraftstoffinjektor mit druckausgeglichener Bewegungsübertragung
DE102009024595A1 (de) * 2009-06-10 2011-03-24 Continental Automotive Gmbh Einspritzventil mit Übertragungseinheit

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EP2581597A1 (fr) 2013-04-17

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