EP2735725B1 - Soupape d'injection de carburant pour moteurs à combustion interne - Google Patents

Soupape d'injection de carburant pour moteurs à combustion interne Download PDF

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Publication number
EP2735725B1
EP2735725B1 EP13188175.7A EP13188175A EP2735725B1 EP 2735725 B1 EP2735725 B1 EP 2735725B1 EP 13188175 A EP13188175 A EP 13188175A EP 2735725 B1 EP2735725 B1 EP 2735725B1
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EP
European Patent Office
Prior art keywords
sleeve
control
control piston
fuel injection
valve body
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Active
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EP13188175.7A
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German (de)
English (en)
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EP2735725A1 (fr
Inventor
Andreas Gruenberger
Hans-Christoph Magel
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2735725A1 publication Critical patent/EP2735725A1/fr
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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
    • 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
    • F02M63/0028—Valves characterised by the valve actuating means hydraulic
    • F02M63/0029—Valves characterised by the valve actuating means hydraulic using a pilot valve controlling a hydraulic chamber
    • 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
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0043—Two-way valves
    • 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
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/001—Control chambers formed by movable sleeves
    • 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
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0054—Check valves

Definitions

  • the invention relates to a fuel injection valve, as it is preferably used for the injection of fuel directly into combustion chambers of self-igniting, high-speed internal combustion engines.
  • fuel injection valves and fuel injection systems which inject fuel directly into combustion chambers of auto-ignition, high-speed internal combustion engines, the injection being carried out under high pressure.
  • the fuel is conveyed by a high-pressure fuel pump from a fuel tank, compressed to high pressure and conveyed into a so-called rail, which serves as a reservoir for the compressed fuel.
  • a high-pressure fuel pump from a fuel tank, compressed to high pressure and conveyed into a so-called rail, which serves as a reservoir for the compressed fuel.
  • From this high-pressure fuel storage go from several lines that serve to supply the fuel injection valves, via which the compressed fuel is ultimately injected into the respective combustion chambers of the internal combustion engine.
  • Such fuel injection valves are for example from the DE 100 24 702 A1 known.
  • WO 2007/098621 A discloses a hydraulically actuated nozzle needle for controlling the injection, wherein between the control valve and the nozzle needle, a mushroom-shaped intermediate valve member is arranged.
  • the known fuel injection valves operate on the servorhydraulic principle, that is, they include a nozzle needle, which is arranged longitudinally displaceable in the nozzle body of the fuel injection valve and opens or closes by their longitudinal movement one or more injection openings. The movement of this nozzle needle and thus the beginning and end of each injection is controlled hydraulically.
  • a fuel-filled control chamber is present, the fuel pressure exerts a hydraulic closing force on the nozzle needle and presses it against a nozzle seat. Is the control room via a control valve connected to a low-pressure chamber, the pressure in the control chamber decreases and the nozzle needle is pushed away from the nozzle seat in its open position and thus releases the injection openings. When the pressure in the control chamber is increased again, the nozzle needle slides back into its closed position and closes the injection openings.
  • the control valve with which the pressure in the control room is controlled, functions as a 2/2-way valve, d. H. it opens or closes the outlet throttle, which connects the control chamber with a low-pressure chamber.
  • the inlet throttle which supplies the control chamber with fuel under high pressure, is always open. Even when the control valve is open, so constantly highly compressed fuel flows through the inlet throttle in the control room and from there via the outlet throttle directly into the low-pressure chamber. This amount of fuel must be compressed by the high pressure pump, although it is not needed for fuel injection.
  • the additional power capacity required for the high-pressure fuel pump reduces the efficiency of the internal combustion engine.
  • the fuel additionally discharged via the outlet throttle, which expands in the region of the outlet throttle and thus releases a considerable amount of heat, leads to a high thermal load on the control valve, in particular in high-performance internal combustion engines and in continuous operation under high load.
  • a fuel injection valve in which the fuel supply and the fuel flow in the control chamber is controlled by a 3/2-way valve.
  • the control chamber is connected to the inlet throttle and the outlet throttle closed when the injection is to be terminated.
  • the inlet throttle is closed while the outlet throttle is opened.
  • the 3/2-way valve has the disadvantage that it is relatively expensive to manufacture and requires additional space.
  • the switching operation ie the construction or reduction of the fuel pressure in the control valve, relatively slow, which affects the small-capacity of the fuel injection valve, so that Fuel injector can not represent very small amounts of fuel or not with the necessary accuracy.
  • the fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage that the fuel injector reliably switches off the inlet throttle during injection or seals against the control chamber, the fuel injection valve thus constructed is easy to manufacture. The necessary tolerances can be maintained so as to ensure a reliable function over the entire functional area.
  • the fuel injection valve has a housing in which a pressure chamber can be filled with fuel at high pressure with a longitudinally movable nozzle needle, which cooperates with a nozzle seat and opens the connection of the pressure chamber with at least one injection opening by its longitudinal movement and closes.
  • a control chamber is provided which can be filled with fuel at high pressure via an inlet throttle, wherein at least indirectly a closing force is exerted on the nozzle needle by the pressure in the control chamber.
  • the nozzle needle is guided at its end facing away from the nozzle seat in a sleeve, wherein the sleeve radially bounds the control chamber and wherein the sleeve rests against a valve body in which a control piston is movably arranged.
  • the valve body defines together with the control piston a valve chamber, which is connectable to the control chamber via an outlet throttle and a control valve with a low-pressure chamber.
  • the fuel injection valve according to the invention thus has a guide for the nozzle needle, which is independent of the leadership of the control piston. This allows a simpler and more cost-effective production, since the guides of both parts, so the control piston and the nozzle needle, does not have to be aligned and thus they can be produced in separate steps.
  • the stroke of the control piston can be very precisely adjusted by an exact manufacture of the valve body in which the control piston is guided to an exact function represent the control piston over the entire operating range of the fuel injection valve.
  • control piston is guided in the valve body and controls by its movement an inlet throttle and on, over which the control chamber can be filled with fuel under high pressure.
  • inlet throttle is advantageously formed in the valve body and opens into the pressure chamber, d. H. That the highly compressed fuel from the pressure chamber, which surrounds the nozzle needle, is passed through the inlet throttle in the control chamber, thus resulting in a very compact structure that can be integrated into the existing concepts.
  • control piston has a sealing surface with which the control piston cooperates with a sealing seat for opening and closing the inlet throttle.
  • This sealing seat causes the actual switching function, d. H. via this sealing seat, the inlet throttle is separated from the control room or connected to this.
  • the sleeve in which the nozzle needle is guided by a closing spring with a formed on the sleeve contact surface sealingly pressed against an end face of the valve body is guided by a closing spring with a formed on the sleeve contact surface sealingly pressed against an end face of the valve body.
  • the contact surface of the sleeve has a sealing edge which comes to rest on the end face of the valve body and which improves the sealing effect.
  • the control chamber can be sealed well against the pressure chamber, with certain degrees of freedom with respect to the angle and with respect to a Desaxtechnik the nozzle needle remain.
  • the end face of the valve body may be conically shaped and the contact surface of the sleeve flat, so that in this way a sealing edge is achieved, which improves the seal between the valve body and the sleeve.
  • a shoulder is provided on the inside of the sleeve, which limits the movement of the control piston during its opening movement and thus acts as a stop.
  • the fine adjustment is done via a shim, which is arranged so that the shim is clamped between the heel and the control piston when the spool is in its open position.
  • the thickness of this dial allows the stroke to be accurately adjusted in the range of one to a few microns so that the fuel injector or the function of the control piston can be easily adapted to the various conditions in the respective injector.
  • control piston comes into abutment with its opening movement on a contact surface of the sleeve, with which the sleeve bears against the valve body.
  • this requires a longer design, d. H.
  • the sleeve can be made simpler, so that the overall result is a simpler structure.
  • a fuel injection valve according to the invention is shown schematically in longitudinal section.
  • the fuel injection valve comprises a housing 1, the an injector body 2 and a nozzle body 3, which are screwed together with a clamping nut 4 against each other.
  • a pressure chamber 6 is formed, which is delimited at its combustion chamber end by a nozzle seat 17 and in which a nozzle needle 5 is longitudinally displaceable, with the nozzle seat 17 for opening and closing of injection openings 11, the combustion chamber facing formed in the nozzle body 3, cooperates.
  • the nozzle needle 5 is guided with a guide portion 105 in the nozzle body 3 and at its end facing away from the nozzle seat in a sleeve 9, wherein between the sleeve 9 and a shoulder 15 of the nozzle needle 5, a closing spring 13 is arranged under pressure bias, on the one hand the nozzle needle 5 against the nozzle seat 14 presses and on the other hand, the sleeve 9 presses against a valve body 10.
  • the valve body 10 in turn is in contact with a throttle plate 7, which also closes off the pressure chamber 6 nozzle seat facing away and which is clamped by a clamping screw 8 against a shoulder in the injector 2 and thus closes the pressure chamber 6 at this point liquid-tight. It can also be provided that the throttle plate 7 and the valve body 10 are integrally formed.
  • the pressure chamber 6 can be filled with high-pressure fuel via a high-pressure connection 25, which has been compressed by a high-pressure pump (not shown in the drawing).
  • This high fuel pressure prevails in the pressure chamber 6 and causes a hydraulic force on the nozzle needle 5, which acts on them from the nozzle seat 17 with a force acting in the longitudinal direction hydraulic force that exceeds the force of the closing spring 13 by far.
  • the nozzle needle 5 with its nozzle seat facing away from the end face delimits a control chamber 12, which is bounded radially on the outside by the sleeve 9.
  • the nozzle needle 5 opposite side of the control chamber 12 is bounded by a control piston 14 which is arranged longitudinally displaceable in the valve body 10 and thereby also guided in the valve body 10.
  • the control piston 14 is designed as a stepped piston and is pressed by a spring 22 which surrounds the control piston 14 and which bears against a shoulder in the valve body 10 in the direction of the nozzle needle 5.
  • the spring 22 is supported at its other end on a sealing surface 37 on the control piston 14, which is provided with a sealing seat 34 which is formed on the valve body 10, for opening and closing a flow cross-section interacts.
  • the spring 22 is thus arranged in an inlet space 18, which is formed by the heel in the control piston 14 and in the valve body 10.
  • an inlet throttle 27 is formed, which connects the pressure chamber 6 with the inlet chamber 18.
  • a bevel is formed on the control sleeve 9, which ensures the connection between the inlet chamber 18 and the control chamber 12 when the control piston 14th in its open position, d. H. when it abuts a shoulder 29 formed on the inside of the sleeve 19.
  • a valve chamber 16 is limited within the valve body 10, which is connected via an opening formed in the control piston 14 discharge throttle 28 with the control chamber 12.
  • the discharge space 16 is in turn connected via a control valve 31 which is disposed within the injector body 2, with a low-pressure chamber 26 which is connected via a drain connection 40 with a low-pressure line, not shown, and ultimately with the fuel tank of the internal combustion engine.
  • the control valve 31 is operated electromagnetically and has a magnet armature 32 with a sealing ball 33 attached thereto and moved by the magnet armature 32.
  • the sealing ball 33 cooperates with a throttle valve 7 formed on the control valve seat 35, which is conical and serves as an abutment for the sealing ball 33 and for the armature 32.
  • an electromagnet 36 is provided, which pulls the armature 32 and thus the sealing ball 33 from the control valve seat 35 when energized.
  • an armature spring 38 is provided, which is arranged within the coil winding of the electromagnet 36.
  • the operation of the fuel injection valve is as follows: At the beginning of the injection, when the injection valve is closed, the control valve 31 is in its closed position, ie the sealing ball 33 closes the outlet channel 30.
  • the inlet chamber 18 prevails because of the connection to the pressure chamber 6 the inlet throttle 27, the same high pressure as in the high-pressure chamber 6, wherein this high pressure in the control chamber 12 and in the valve chamber 16 adjusts, so that the control piston 14 is surrounded by high pressure, which acts on both the first end face 20 and on the second end face 21 , so that ultimately no acting in the longitudinal direction resulting hydraulic forces act on the Steurkolben 14.
  • the control piston 14 is pressed into contact with the shoulder 29, so that it is in the in FIG. 1 shown position. Due to the high pressure in the control chamber 12, the nozzle needle 5 is pressed against the nozzle seat 17 and thus closes the injection openings 11 so that they have no connection to the pressure chamber 6.
  • control valve 31 If an injection to happen, the control valve 31 is actuated by the electromagnet 36 is energized. The armature 32 is then tightened and lifts the sealing ball 33 from the control valve seat 35, so that the valve chamber 16 is connected via the drain passage 30 with the low-pressure chamber 26. The pressure in the valve chamber 16 breaks it immediately, so that the control piston 14 is driven by the higher pressure in the control chamber 12 in the longitudinal direction in the direction of the control valve 31, until the control piston 14 comes with its sealing surface 37 on the sealing seat 34 of the valve body 10 to rest. As a result, the supply chamber 18 is separated from the control chamber 12, so that no more fuel via the inlet throttle 27 flows into the inlet chamber 18.
  • the pressure in the control chamber 12 also collapses, so that the hydraulic force on the end face of the nozzle needle 5 is reduced.
  • the nozzle needle 5 now lifts, driven by the pressure in the pressure chamber 6, from the nozzle seat 17 and releases a flow cross-section to the injection openings 11 so that fuel flows under high pressure from the pressure chamber 6 into the injection openings 11 and exits through them.
  • By the movement of the nozzle needle 5 of the fuel in the control chamber 12 is slightly compressed, so continue to be a pressure difference between the Control chamber 12 and the valve chamber 16 results because a pressure compensation via the outlet throttle 28 is only delayed.
  • control piston 14 is held in its upper position, ie in abutment with the sealing seat 34, during the entire injection.
  • the nozzle needle 5 in the embodiment shown here has no upper mechanical stop, ie that it is operated ballistically.
  • the control valve 31 is again closed, which is done by switching off the coil current of the electromagnet 36.
  • the armature spring 38 By the armature spring 38, the armature 32 is pushed back into its closed position, d. H.
  • the pressure in the valve chamber 16 rises again by inflowing fuel via the outlet throttle 28, which is sufficient together with the pressure in the inlet chamber 18, the control piston 14 back into contact with the shoulder 29 of the sleeve 9 Press, so that the connection between the inlet chamber 18 and the control chamber 12 is turned on again.
  • the inflowing fuel via the inlet throttle 27 quickly increases the pressure in the control chamber 12 and also further in the valve chamber 16, so that the nozzle needle 5 experiences an increased force on its front side and is pressed by this hydraulic force in the control chamber 12 back into its closed position, ie in contact with the nozzle seat 17. Since the volumes of all rooms in the region of the control piston 14, so the valve chamber 16, the control chamber 12 and the inlet chamber 18, are very low, quickly adjusts pressure equalization between these spaces and the fuel injection valve is ready for the next injection.
  • Fig. 2 shows in an enlarged view in the region of the control piston 14, a further embodiment of the fuel injection valve according to the invention, with only a few changes have been made.
  • a significant change concerns the insertion of a dial 23 which rests on the shoulder 29 on the inside of the sleeve 9 and is clamped in the open position of the control piston 14 between this and the shoulder 29.
  • the stroke of the control piston 14, which is only very small and is generally between 10 and 30 micrometers, can be adjusted by the thickness of this adjusting washer 23 to achieve rapid switching between the two end positions of the control piston.
  • a connecting groove 19 is provided at the valve needle 5 facing the end of the control piston 14.
  • Another modification relates to the configuration of the contact surface 43 of the sleeve 9.
  • This is formed here via a double cone, so that there is a sealing edge 45, with which the sleeve 9 rests against the end face 41 of the valve body 10.
  • a sealing edge 45 By the sealing edge 45, a relatively high surface pressure in this area is achieved, which causes a better sealing effect between the sleeve 9 and the valve body 10.
  • the nozzle needle 5 in the radial direction has a certain play and a possible Desax ist between the central axis of the control piston 14 and the axis of the valve needle 5 does not affect the function because the guidance of both bodies is decoupled. This facilitates the manufacture, since the sleeve 9 and the valve body 10 can be made separately.
  • a further embodiment of the fuel injection valve according to the invention is shown, whereby also this embodiment only in the region of the control piston of the embodiment of FIG. 1 different.
  • the stop of the control piston 14 is not provided here on a shoulder on the inside of the sleeve 9, but the stop is located on the contact surface 43 of the sleeve 9, wherein the hydraulic connection between the inlet chamber 18 and the control chamber 12 in turn by a connecting groove 19 at the second end face 21 of the control piston 14 is provided.
  • This embodiment has the advantage that it is easier to manufacture and the paragraph 29 can be omitted on the inside of the sleeve 9.
  • this embodiment increases the required installation space in the axial direction compared with the exemplary embodiments FIG. 1 or FIG. 2 ,
  • a further modification with regard to the preceding exemplary embodiments relates to the configuration of the end face 41 of the valve body 10 or the contact surface 43 of the sleeve 9.
  • the contact surface 43 of the sleeve 9 is here flat, so that the sleeve 9 assumes a rectangular shape when viewed in cross section.
  • the end face 41 of the valve body 10 is conical, so that here too a sealing edge 45 'results, which ensures the increased surface pressure and thus a good seal.
  • the operation is otherwise identical to that of the previous embodiments.

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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 (9)

  1. Soupape d'injection de carburant pour moteurs à combustion interne avec un carter (1) dans lequel une chambre de pression (6) pouvant être remplie de carburant sous haute pression est réalisée avec une aiguille de buse (5) mobile à l'intérieur dans le sens longitudinal et interagissant avec un siège de buse (17) et ouvrant et fermant par son mouvement longitudinal la liaison de la chambre de pression (6) avec l'au moins une ouverture d'injection (11), et avec une chambre de commande (12) pouvant être remplie en carburant sous haute pression, via un étranglement d'amenée (27), une force de fermeture s'exerçant au moins de façon indirecte sur l'aiguille de buse (5) par le biais de la pression régnant dans la chambre de commande (12), l'aiguille de buse (5) étant guidée dans un fourreau (9) au niveau de son extrémité opposée au siège de buse (17), le fourreau (9) délimitant la chambre de commande (12) dans le plan radial et le fourreau (9) reposant contre un corps de soupape (10) dans lequel un piston de commande (14) est disposé de façon mobile, le corps de soupape (10) délimitant, conjointement avec le piston de commande (14), une chambre de soupape (16) pouvant être reliée à la chambre de commande (12) via un étranglement d'évacuation (28) et à une chambre de basse pression (26) via une soupape de commande (31), le piston de commande (14) comportant une surface d'étanchéité (37) avec laquelle le piston de commande (14) interagit avec un siège étanche (34) pour l'ouverture et la fermeture de l'étranglement d'amenée (27), un talon (29) étant réalisé au niveau du côté intérieur du fourreau (9), délimitant le mouvement du piston de commande (14) lors de son mouvement d'ouverture, caractérisée en ce qu'un disque de réglage (23) est disposé de telle sorte sur le talon (29) que le disque de réglage est coincé entre le talon (29) et le piston de commande (14) lorsque le piston de commande (14) est dans sa position d'ouverture.
  2. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que le piston de commande (14) est guidé dans le corps de soupape (10) et commande par son mouvement l'ouverture et la fermeture d'un étranglement d'amenée (27) via lequel la chambre de commande (12) est remplie en carburant sous haute pression.
  3. Soupape d'injection de carburant selon la revendication 2, caractérisée en ce que l'étranglement d'amenée (27) est réalisé dans le corps de soupape (10) et débouche dans la chambre de pression (6).
  4. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que le fourreau (9) est comprimé par un ressort de fermeture (13) avec une surface de contact (43) réalisée au niveau du fourreau (9) de façon étanche contre un côté avant (41) du corps de soupape (10).
  5. Soupape d'injection de carburant selon la revendication 4, caractérisée en ce que la surface de contact (43) du fourreau (9) comporte une arête d'étanchéité (44) repose contre le côté avant (41) du corps de soupape (10).
  6. Soupape d'injection de carburant selon la revendication 4, caractérisée en ce que le côté avant (41) du corps de soupape (10) est formé de façon conique et que la surface de contact (43) du fourreau (9) est formée à plan.
  7. Soupape d'injection de carburant selon la revendication 4, caractérisée en ce que la surface de contact (43) du fourreau (9) est réalisée à plat.
  8. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que le piston de commande (14) s'installe lors de son mouvement d'ouverture au niveau d'une surface de contact (43) du fourreau (9) avec lequel le fourreau (9) repose contre le corps de soupape (10).
  9. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que l'étranglement d'évacuation (28) est réalisé dans le piston de commande (14).
EP13188175.7A 2012-11-27 2013-10-10 Soupape d'injection de carburant pour moteurs à combustion interne Active EP2735725B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201210221624 DE102012221624A1 (de) 2012-11-27 2012-11-27 Kraftstoffeinspritzventil für Brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP2735725A1 EP2735725A1 (fr) 2014-05-28
EP2735725B1 true EP2735725B1 (fr) 2015-12-30

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GB201314826D0 (en) * 2013-08-20 2013-10-02 Delphi Tech Holding Sarl Control Valve Arrangement
DE102014212337A1 (de) * 2014-06-26 2015-12-31 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
US10077748B2 (en) 2014-12-23 2018-09-18 Cummins Inc. Fuel injector for common rail
DE102017002366A1 (de) 2017-03-10 2018-09-13 Liebherr-Components Deggendorf Gmbh Kraftstoffeinspritzventil
CN111502880A (zh) * 2020-03-17 2020-08-07 成都威特电喷有限责任公司 一种防止动态泄漏的电控高压燃油喷射装置

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DE10131617A1 (de) 2001-06-29 2003-01-23 Bosch Gmbh Robert Kraftstoffinjektor-Schaltventil zur Druckentlastung/Belastung eines Steuerraumes
DE10250720A1 (de) * 2002-10-31 2004-05-13 Robert Bosch Gmbh Einspritzventil
RU2438035C2 (ru) * 2006-03-03 2011-12-27 Ганзер-Хюдромаг Аг Инжекторный клапан для топлива для двигателя внутреннего сгорания (варианты)
DE102006026398A1 (de) * 2006-06-07 2007-12-13 Robert Bosch Gmbh Kraftstoffinjektor mit Servo-Unterstützung
EP2085604A1 (fr) * 2008-02-04 2009-08-05 Robert Bosch GmbH Injecteur de carburant
CH700396A1 (de) * 2009-02-09 2010-08-13 Ganser Hydromag Brennstoffeinspritzventil für Verbrennungskraftmaschinen.
JP5321472B2 (ja) * 2009-06-02 2013-10-23 株式会社デンソー 燃料噴射装置
JP5549293B2 (ja) * 2010-03-15 2014-07-16 株式会社デンソー 燃料噴射装置
JP5531713B2 (ja) * 2010-03-29 2014-06-25 株式会社デンソー 燃料噴射装置
JP5304861B2 (ja) * 2010-12-17 2013-10-02 株式会社デンソー 燃料噴射装置

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DE102012221624A1 (de) 2014-05-28
EP2735725A1 (fr) 2014-05-28

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