EP2650527B1 - Dispositif d'injection de carburant dans un espace de combustion - Google Patents

Dispositif d'injection de carburant dans un espace de combustion Download PDF

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Publication number
EP2650527B1
EP2650527B1 EP13003438.2A EP13003438A EP2650527B1 EP 2650527 B1 EP2650527 B1 EP 2650527B1 EP 13003438 A EP13003438 A EP 13003438A EP 2650527 B1 EP2650527 B1 EP 2650527B1
Authority
EP
European Patent Office
Prior art keywords
jet
nozzle
channels
fan
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
EP13003438.2A
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German (de)
English (en)
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EP2650527A1 (fr
Inventor
Arthur Handtmann
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.)
KW Technologie GmbH and Co KG
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KW Technologie GmbH and Co KG
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Publication of EP2650527A1 publication Critical patent/EP2650527A1/fr
Application granted granted Critical
Publication of EP2650527B1 publication Critical patent/EP2650527B1/fr
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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/1813—Discharge orifices having different orientations with respect to valve member direction of movement, e.g. orientations being such that fuel jets emerging from discharge orifices collide with 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/1846—Dimensional characteristics of discharge orifices

Definitions

  • the invention relates to a device for injecting fuel into a combustion chamber, in particular for injecting fuel into a cylinder of an internal combustion engine according to the preamble of claim 1.
  • Injection devices in internal combustion engines have been known for a long time. So be in the pamphlets DE 369 670 or DE 10 2006 041 476 A1 Injectors are described in which two or more jets are generated in an injection nozzle, which intersect in the combustion chamber. The purpose of this arrangement is that the high velocity fuel jets collide in the combustion chamber, causing extremely intense atomization of the fuel.
  • This type of injector was, as from the document DE 44 07 360 A1 emerges, later evolved.
  • a corresponding injection nozzle with fan-shaped jet is further developed in that the jet can be rotated in the combustion chamber, so that the injected fuel quantity can be distributed to the desired amount of air.
  • a better distribution of the fuel is possible by twisting a fan beam, but this is a corresponding time required.
  • For optimal engine operation is a short and complete Combustion advantageous to use the resulting increase in pressure as efficiently as possible.
  • the object of the invention is therefore to propose a device for injecting fuel, by means of which an improved droplet size distribution and / or fuel distribution in the combustion chamber is possible.
  • a device is characterized in that the jet channels are arranged distributed over the peripheral surface of a nozzle body, and that the fan levels of the multi-jet nozzles are aligned transversely and / or inclined to the geometric axis of the nozzle body, wherein the leadership of the jet channels is such that these are at an angle relative to the main axis of the injection device, so that the spray zone generated by fan nozzles is designed pyramidal.
  • a baffle zone according to the invention is already present when two or more fuel jets only touch or overlap in some regions, which already partly causes the inventive effect.
  • a fine atomization causes a rapid evaporation of the fuel with a largely homogeneous fuel-air mixture ratio.
  • the fine atomization provides a large surface area of the liquid fuel which is advantageous for such evaporation.
  • the large surface area is also advantageous when the ignition has already taken place, since even with any existing liquid surface of fuel droplets, the combustion proceeds considerably more effectively with a correspondingly large surface area.
  • the combustion chamber can be spatially defined and sprayed in a short time, so that in a correspondingly small time interval, a good fuel air distribution in the combustion chamber is achieved.
  • multi-jet nozzles form a fan beam which spans substantially at the angle at which the partial beams impinge on one another.
  • colliding occurs a fine atomization, wherein the propagation direction of the fuel droplets almost completely away from the nozzle, which in turn is advantageous for a combustion process, since thus a load on the nozzles by soot or the like particles that may arise during combustion, is avoided .
  • a very flat fan beam can be formed by a multi-jet nozzle, whose extension, e.g. as angular expansion, in the fan plane defined by the two fuel jets is significantly larger than in the transverse direction to this fan level.
  • This circumstance can be advantageously used to selectively fill a shallow combustion chamber with a fuel mist.
  • With appropriate arrangement of the multi-jet nozzles can be achieved in a sense a nearly disc-shaped fuel distribution with very fine atomization. This is particularly advantageous in reciprocating engines, which have such a disc-shaped combustion chamber at the top dead center of the lifting movement.
  • any other fuel distribution can also be achieved by appropriate arrangement of the fan levels.
  • a fan level may also be parallel to the cylinder axis or to a Be aligned center axis of an injector. Even inclined fan levels in oblique angle arrangements are possible.
  • different nozzle openings and the penetration depth of the fuel can be influenced in the combustion chamber.
  • different multi-jet nozzles with different nozzle openings can also be used, as are multiple jet nozzles which have jet-dependent different nozzle openings.
  • an injection device is provided with a nozzle chamber common to three or more multiple jet nozzles, from which the jet channels of the three or more multiple jet nozzles emanate.
  • a nozzle chamber common to three or more multiple jet nozzles, from which the jet channels of the three or more multiple jet nozzles emanate.
  • a closure for the separation of the jet channels of the fuel supply is provided. This allows clocked operation of the injector in a compact design.
  • the nozzle chamber is formed with a closure element as a closable blind hole, wherein the jet channels in the flow direction behind the closure element pass through the wall of the nozzle chamber.
  • the jet channels are distributed over the peripheral surface of the nozzle chamber in order to achieve a corresponding good spatial distribution of the spray region of the fuel.
  • slit-shaped jet channels are also conceivable which produce a rather three-dimensional spray pattern, for the production of a flat spray pattern, however, the use of round beams, which are to be produced by beam channels with a round cross section, is recommended.
  • the multiple jet nozzles are arranged so that they are distributed substantially uniformly over an angle of 360 °.
  • a flat cylindrical combustion chamber can be sprayed out well.
  • predetermined free spaces are recessed from the spray area of the multi-jet nozzles.
  • This can be advantageous, for example, in the area of inlet or outlet valves or also in the region of a spark plug in order to protect these components against contamination, in particular against coking or sooting.
  • the recess from the spray area can by appropriate spatial arrangement of the Multiple jet nozzles are achieved. Also by different angles of the jet channels of a multi-jet nozzles, a certain area can be excluded from the spray area.
  • the angle between the flow channels of a multi-jet nozzle which at the same time forms the impact angle (for example as an angle between two jets) under which the fuel jets produced thereby collide, is preferably chosen to be greater than 10 ° or 20 °.
  • a particularly good spray pattern has at impact angles between 30 ° and 50 °, z. B. 40 °.
  • the impact angle can be adapted to the desired fuel distribution. If, for example, a greater penetration depth is desired in the combustion chamber, smaller impact angles can be selected. On the other hand, a larger impact angle gives a wider fan beam.
  • the distance between the beams to each other and the impact angle, the distance of the baffle zone, d. H. of the place where the rays collide at the impact angle are set to the nozzle body.
  • the injection device according to the invention is well suited for operating pressure differences between the high-pressure side in the interior of the nozzle chamber and the low-pressure side outside greater than 100 bar, preferably greater than 150 bar.
  • the desired spray range is formed with a dynamics and atomization that is well suited for operation in an internal combustion engine.
  • the distribution and the fineness of the fuel atomization of a device according to the invention can be used even with smaller pressure differences.
  • the injection device according to the invention is integrated in an advantageous manner in a so-called injector, which can be mounted as a unit to combustion devices.
  • injectors can be mounted, for example, in the cylinder head of Hübkolbenmotoren. They are preferably electronically controllable in order to carry out the fuel metering in the desired amount in the required time sequence.
  • such injectors are connected to a common pressure line (common rail). In principle, however, they can also be provided individually with a corresponding pressure generator (pump / nozzle).
  • the invention is basically usable in a variety of combustion processes. These may require continuous or discontinuous combustion. Continuous combustion would be conceivable, for example, when used in turbines or heating burners.
  • the arrangement and orientation of the multi-jet nozzles can vary.
  • the fan levels of three or more multiple jet nozzles can also be aligned with each other inclined.
  • the invention is used in clocked combustion devices, in which the good, spatially defined and quickly established fuel distribution at a high Zerstäubungsgrad is of particular use.
  • a disc-shaped fuel distribution in the flat combustion chamber at top dead center of the reciprocating desirable is usually a disc-shaped fuel distribution in the flat combustion chamber at top dead center of the reciprocating desirable.
  • a plurality of multi-jet nozzles are advantageously arranged so that they spray parallel to the main plane of the combustion chamber in the assembled state of the injectors.
  • the jet channels relative to the axis of the injector or the fuel pressure chamber can also be inclined, so that the emission in the combustion chamber again takes place largely parallel to the main plane of the combustion chamber.
  • the injection device 1 according to Fig. 1 comprises a substantially cylindrical injector head 2 with a truncated cone 3 for cross-sectional tapering at the outlet end of the injection device 1, to which a dome-shaped nozzle body 4 connects, which forms a nozzle chamber in its interior.
  • the nozzle body 4 is hollow for this purpose and comprises jet channels, which are described in more detail below.
  • the injection device 1 is also formed round and centric of a major axis H.
  • angular recesses 5 in the nozzle body 4 can be seen in which jet channels 6 open.
  • the angular recesses 5 serve to provide a surface arranged at right angles to the respective exit surface for drilling round beam channels 6, 7. This is particularly advantageous when the beam channels 6, 7 are mechanically drilled.
  • the diameters of the bores for the jet channels 6, 7 are preferably selected to be clearly ⁇ 500 ⁇ m, for example ⁇ 150 ⁇ m, preferably in the range of 100 ⁇ m.
  • Such jet channels offer among those in internal combustion engines Ruling operating conditions a good distribution and atomization of the fuel.
  • two beam channels 6, 7 are arranged at an angle ⁇ to each other.
  • the vertex S of this angle ⁇ defines the impingement zone of a multiple jet nozzle 8 formed from two jet channels 6, 7.
  • Such a configuration of jet channels 6, 7 results in a fan jet 9, the geometry thereof, behind the vertex S or behind the impingement zone S in the jet direction is essentially given by the rectilinear extension of the beam channels 6, 7.
  • a nozzle with more than two jets for example a triple-jet nozzle, could be used in which three or more jets converge in a common vertex S.
  • a third ray could be directed to the vertex S.
  • the cross sections of the jet channels (6, 7) are chosen equal in the illustrated embodiment for all multi-jet nozzles 8. However, this can also be varied.
  • the cross sections of various flow channels 6, 7 of a multi-jet nozzle 8 can also be chosen differently, as are the cross sections of jet channels 6, 7 of different multi-jet nozzles 8.
  • the impact angle ⁇ which at the same time forms the angle between the two beams 6, 7 of a double-jet nozzle and defines the plane of the fan beam 9, should not be too great be chosen small. Experiments have yielded good results with angles> 10 ° or> 20 °, preferably> 30 ° and ideally around 40 °.
  • Fig. 5 For example, four double jet nozzles 8 lie in a plane corresponding to the sectional plane V Fig. 4 equivalent. Another four double-jet nozzles 8 are arranged in a plane corresponding to the sectional plane VI in Fig. 4 equivalent.
  • the fan levels are also at an angle ⁇ (see Fig. 4 ) is arranged to the main axis H with injection device 1, so that the fan plane or the flat spray pattern, which is generated by the double jet nozzles 8, is also inclined to the main axis H.
  • ⁇ see Fig. 4
  • the exact geometric configuration depends, inter alia, on the installation position of an injector head 2 in the respective combustion chamber.
  • the use of different ⁇ -angle is conceivable, as for example, based on the angle ⁇ 1 and ⁇ 2 in FIG. 8a is shown.
  • double jet nozzles 8 in two different, offset by the offset or distance A planes V, VI mounted, ie they are arranged transversely to the fan plane of the fan beams 9.
  • a larger number of double-jet nozzles can be circumferentially distributed without the jet channels 6, 7 meet in the wall of the nozzle body 4.
  • a substantially flat spray pattern is generated by the totality of all double-jet nozzles 8. If necessary, but by a plurality of such levels and / or by a larger offset A and a more extensive in the axial direction, z. B. columnar spray pattern can be generated.
  • Fig. 7 shows one of the Fig. 3 corresponding representation of the device 1, wherein additionally an injector needle 10 is provided as a closure element.
  • the Injektornadel 10 sits on a valve seat 11 which is mounted in the transition of the nozzle body 4 to the truncated cone 3.
  • the injector needle 10 thus seals the nozzle body 4 with respect to the injector head 2.
  • a blind hole in this embodiment, one speaks of a so-called blind hole nozzle, as in other expression in Fig. 8a is shown.
  • a blind hole In a blind hole, a blind hole is closed by a closure element 12, wherein the jet channels 13 remain open with respect to the interior 14 of the nozzle body.
  • the interior 14 of the nozzle body forms a certain dead volume.
  • an injection device 1 according to the invention can also be designed as a so-called seat hole nozzle, as in Fig. 8b shown.
  • the closure element 12 closes immediately the jet channels 13, which accordingly open in the region of the valve seat 15.
  • a more uniform injection behavior can be realized in the embodiment as a blind-hole nozzle, which is particularly important for the micro-quantity metering in the pre- and post-injections of internal combustion engines.
  • a seat-hole nozzle an uneven spray pattern can occur with small strokes, which is due to production-related tolerances.
  • a seat hole nozzle can also provide good results.
  • the seat hole nozzle offers the advantage over the blind hole nozzle of a smaller dead volume.
  • the dead volume by the arrangement and shape of the closure element, for. B. the Injektornadel 10 can be influenced.
  • the injector needle 10 is designed so that it minimizes the dead volume in the region of the nozzle body in the closed state.
  • the leadership of the beam channels 13 is such that they are slightly opposite to the main axis H at an angle. This has the consequence that the spray zone generated by fan nozzles is not flat, but slightly pyramid-shaped. This is intended according to the invention.
  • each narrow narrow zones 15 limit in which no or little fuel is sprayed.
  • the geometry of the spray pattern can be designed defined by arrangement and design of the double jet nozzles 8.
  • a smaller impact angle in a double jet nozzle for example, a certain free zone 15 can be increased.
  • the free zone 15 can also be designed.
  • an entire fan jet 9 can be recessed to save at this point, for example, an inlet or outlet valve or a spark plug from the spray area.
  • FIG. 9 spray pattern shown is particularly suitable for use in a reciprocating engine.
  • a cylinder 16 and the associated piston 17 of a reciprocating engine shown schematically.
  • the piston 17 is at top dead center.
  • the cylinder head is not shown to release the view into the cut cylinder 16.
  • the cylinder head would close the combustion chamber 18 at the level of the sealing surface 19, so that the injector 20 projects through the cylinder head into the combustion chamber 18.
  • FIG. 10 spray pattern shown corresponds to the spray pattern according to Fig. 9 , as for example, by an injection device according to the Fig. 1 to 6 is achievable.
  • the injector 20 projects centrally into the cylinder 16 in parallel and concentric manner.
  • the injector 20 may be inclined to the main axis of the cylinder 16 are introduced into the combustion chamber, wherein a corresponding inclination of the fan planes of the double jet nozzles 8 is possible to produce a transverse to the main axis of the cylinder 16 spray pattern.
  • the angle would be ⁇ , as in Fig. 4 is drawn, deviating from the right angle to choose.
  • the spray pattern can be adapted to the respective combustion chamber of the combustion device.
  • Essential for the invention is the fact that with multiple, simultaneously acted multi-jet nozzles, in particular double jet nozzles on the one hand excellent atomization with the smallest droplets and the associated large surface area of the fuel can be achieved, at the same time an excellent adaptation to the geometry of the combustion chamber and thus a very uniform and fast distribution of the fuel in the combustion chamber is possible.

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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)
  • Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)

Claims (10)

  1. Dispositif pour l'injection d'un carburant dans une chambre de combustion, plus particulièrement pour l'injection d'un carburant dans un cylindre d'un moteur à combustion, une buse à jets multiples (8) avec au moins deux canaux de jets (6, 7) étant prévus pour la production de deux jets de carburant se heurtant au moins partiellement dans une zone d'impact (S), trois ou plus de ces buses à jets multiples (8) étant prévues et les buses à jets multiples (8) formant grâce aux au moins deux canaux de jets (6, 7), une buse en éventail pour la production d'un jet en éventail (9), dont l'extension dans un plan en éventail est supérieure à l'extension dans une direction transversale à ce plan en éventail, les canaux de jets (6, 7) étant répartis sur la surface circonférentielle d'un corps de buse (4) et les plans en éventail des buses à jets multiples (8) étant disposés transversalement et/ou inclinés par rapport à l'axe géométrique du corps de buse (4), caractérisé en ce que le guidage des canaux de jets (6, 7, 13) est tel que ceux-ci (6, 7, 13) forment, par rapport à l'axe principal (H) du dispositif d'injection (1), de façon à ce que la zone de pulvérisation générée par les buses en éventail présente une forme de pyramide.
  2. Dispositif selon la revendication 1, caractérisé en ce qu'une chambre de buse commune (4) est prévue, à partir de laquelle les canaux de jets (6, 7,) sortent des trois ou de plusieurs buses à jets multiples (8).
  3. Dispositif selon l'une des revendications précédentes, caractérisé en ce qu'un élément de fermeture (10) est prévu pour la fermeture de l'alimentation en carburant.
  4. Dispositif selon l'une des revendications précédentes, caractérisé en ce qu'un élément de fermeture commun (10) est prévu pour la fermeture de l'alimentation en carburant pour trois ou plusieurs, plus particulièrement pour toutes les buses à jets multiples (8).
  5. Dispositif selon l'une des revendications précédentes, caractérisé en ce que la chambre de buse forme un trou borgne pouvant être obturé avec un élément de fermeture (10), les canaux de jets (6, 7) traversant, dans la direction de l'écoulement, derrière l'élément de fermeture (10), la paroi de la chambre de buse.
  6. Dispositif selon l'une des revendications précédentes, caractérisé en ce que les canaux de jets (6, 7) sont conçus comme des canaux ronds.
  7. Dispositif selon l'une des revendications précédentes, caractérisé en ce que des espaces libres (15) prédéterminés sont creusés dans la zone de pulvérisation des buses à jets multiples (8).
  8. Dispositif selon l'une des revendications précédentes, caractérisé en ce que l'angle d'impact de deux jets qui se heurtent est > 10° ou > 20°, de préférence est entre 30° et 50°.
  9. Injecteur pour un dispositif de combustion pour l'injection d'un carburant dans une chambre de combustion, plus particulièrement d'un moteur à combustion, caractérisé en ce qu'il comprend un dispositif d'injection (1) selon l'une des revendications précédentes.
  10. Moteur à combustion avec un dispositif pour l'injection d'un carburant dans une chambre de combustion, caractérisé en ce qu'un dispositif (1) selon l'une des revendications 1 à 8 est prévu pour l'injection d'un carburant dans la chambre de combustion.
EP13003438.2A 2010-05-28 2011-03-31 Dispositif d'injection de carburant dans un espace de combustion Not-in-force EP2650527B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010021873 2010-05-28
EP11002655.6A EP2390491B1 (fr) 2010-05-28 2011-03-31 Dispositif d'injection de carburant dans un espace de combustion

Related Parent Applications (2)

Application Number Title Priority Date Filing Date
EP11002655.6A Division EP2390491B1 (fr) 2010-05-28 2011-03-31 Dispositif d'injection de carburant dans un espace de combustion
EP11002655.6 Division 2011-03-31

Publications (2)

Publication Number Publication Date
EP2650527A1 EP2650527A1 (fr) 2013-10-16
EP2650527B1 true EP2650527B1 (fr) 2017-06-14

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Application Number Title Priority Date Filing Date
EP11002655.6A Not-in-force EP2390491B1 (fr) 2010-05-28 2011-03-31 Dispositif d'injection de carburant dans un espace de combustion
EP13003438.2A Not-in-force EP2650527B1 (fr) 2010-05-28 2011-03-31 Dispositif d'injection de carburant dans un espace de combustion

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP11002655.6A Not-in-force EP2390491B1 (fr) 2010-05-28 2011-03-31 Dispositif d'injection de carburant dans un espace de combustion

Country Status (4)

Country Link
EP (2) EP2390491B1 (fr)
DE (2) DE102011015755A1 (fr)
ES (2) ES2639849T3 (fr)
HU (1) HUE034473T2 (fr)

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Publication number Priority date Publication date Assignee Title
DE102012006427A1 (de) 2011-03-31 2012-10-04 Kw Technologie Gmbh & Co. Kg "Vorrichtung zum Vernebeln bzw. Versprayen von Flüssigkeiten in einen Betriebsraum"
US9546633B2 (en) * 2012-03-30 2017-01-17 Electro-Motive Diesel, Inc. Nozzle for skewed fuel injection
US20150354518A1 (en) 2013-01-11 2015-12-10 Kw-Technologie Gmbh & Co. Kg Device for spraying liquid into an operating chamber
US9850869B2 (en) 2013-07-22 2017-12-26 Delphi Technologies, Inc. Fuel injector
DE102013220917A1 (de) * 2013-10-15 2015-04-16 Continental Automotive Gmbh Einspritzdüse
DE102014220928A1 (de) * 2014-10-15 2016-04-21 Continental Automotive Gmbh Registerdüse zum Einspritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine
SE539926C2 (en) * 2016-05-24 2018-01-16 Scania Cv Ab Sackless fuel injector
DE102017203146A1 (de) * 2017-02-27 2018-08-30 Robert Bosch Gmbh Düsenkörper für einen Kraftstoffinjektor und Kraftstoffinjektor

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DE369670C (de) 1921-01-11 1923-02-22 Hugo Junkers Dr Ing Einspritzvorrichtung fuer Verbrennungskraftmaschinen mit luftloser Einspritzung
US5540200A (en) * 1993-12-28 1996-07-30 Nissan Motor Co., Ltd. Fuel injection valve
DE4407360A1 (de) 1994-03-05 1995-09-07 Otto C Pulch Vorrichtung zum Einspritzen von Kraftstoff in die Zylinder von Verbrennungsmotoren
JP4099075B2 (ja) * 2002-05-30 2008-06-11 株式会社日立製作所 燃料噴射弁
DE102004041031A1 (de) * 2004-08-25 2006-03-02 Audi Ag Kraftstoff-Einspritzventil mit Strahldurchdringung
ATE406515T1 (de) * 2005-05-03 2008-09-15 Delphi Tech Inc Vorrichtung für ein kraftstoffeinspritzventil mit schaltbaren betriebsarten
DE102006041476A1 (de) * 2006-09-05 2008-03-06 Robert Bosch Gmbh Brennstoffeinspritzventil
JP2010031772A (ja) * 2008-07-30 2010-02-12 Nippon Soken Inc 群噴孔ノズル及びその設計諸元の選定方法

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Also Published As

Publication number Publication date
EP2390491A1 (fr) 2011-11-30
ES2639849T3 (es) 2017-10-30
DE102011015755A1 (de) 2011-12-01
DE202011103592U1 (de) 2012-02-28
HUE034473T2 (hu) 2018-02-28
EP2390491B1 (fr) 2013-10-09
ES2440966T3 (es) 2014-01-31
EP2650527A1 (fr) 2013-10-16

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