EP2798192B1 - Injecteur de carburant pour moteur à combustion - Google Patents

Injecteur de carburant pour moteur à combustion Download PDF

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Publication number
EP2798192B1
EP2798192B1 EP12809283.0A EP12809283A EP2798192B1 EP 2798192 B1 EP2798192 B1 EP 2798192B1 EP 12809283 A EP12809283 A EP 12809283A EP 2798192 B1 EP2798192 B1 EP 2798192B1
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EP
European Patent Office
Prior art keywords
pressure
chamber
control
valve
control valve
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Active
Application number
EP12809283.0A
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German (de)
English (en)
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EP2798192A1 (fr
Inventor
Henning Kreschel
Christian Grimminger
Marco Beier
Roman Etlender
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2798192A1 publication Critical patent/EP2798192A1/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
    • 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
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0071—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059 characterised by guiding or centering means in valves including the absence of any guiding means, e.g. "flying arrangements"
    • 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
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0073—Pressure balanced valves

Definitions

  • the invention relates to a fuel injection valve for internal combustion engines, as it is preferably used for the injection of fuel directly into a combustion chamber of an internal combustion engine.
  • Various fuel injection valves for internal combustion engines are known from the prior art, which are preferably used for fuel injection in combustion chambers of self-igniting internal combustion engines. And so is from the disclosure in DE 100 24 702 A1 a fuel injection valve is known which comprises a nozzle needle, which is arranged longitudinally movable in a nozzle body. The valve needle opens and closes several injection ports and connects them with or seals against a pressure chamber surrounding the nozzle needle. To control the longitudinal movement of the nozzle needle, the fuel pressure in a control chamber is regulated, which is limited by the nozzle needle, wherein the pressure in the control chamber exerts a closing force on the nozzle needle.
  • the control chamber is connected via a control valve with a leakage oil space, so that it is connectable via the control valve with the leakage oil space.
  • the control valve can be designed differently: In the injection valve known here, the control valve member which is movably arranged in the control valve, designed as a ball which cooperates with a conical valve seat.
  • the injector When designing the control valve, make sure that the injector works within a wide pressure range. Especially when used in high-speed, self-igniting internal combustion engines used in passenger cars It is important that the injector operate reliably at both low pressure of, for example, only 300 bar, up to the maximum injection pressure of more than 2000 bar.
  • control valves of fuel injection valves for example WO 02/052144 A1
  • the control valve member is constantly pressurized by the fuel pressure in the control chamber, so that an opening force acts on the control valve member which pushes it away from the conical valve seat.
  • the control valve must keep safely closed at any injection pressure of, for example, 300 bar to over 2000 bar, with some injectors up to 2500 bar.
  • this closing force is applied exclusively by a closing spring, which must be formed with a correspondingly high spring constant.
  • the actuator such as an electromagnet, must overcome this force. If only a small force acts on the control valve member at a low injection pressure, the electromagnet must open against almost the entire force of the closing spring.
  • the actuator Since the pressurized surface on the control valve member can also change due to the wear associated with the runtime, the actuator must be designed with a redundancy, ie it must be able to generate significantly higher forces than would actually be necessary to perform the function over the entire term to ensure. This makes it necessary to provide a correspondingly strong electromagnet in the injection valve, which can muster the necessary forces.
  • an injection valve for fuel from self-igniting internal combustion engines only at a certain injection pressure or only in a narrow pressure range, so the known fuel injection valves are not optimally designed for this, since they must be suitable for all injection pressures, and - as described above - the electromagnet or Piezo actuators of the control valves are designed accordingly.
  • injection valves such as those used for stationary engines, or for so-called range extender in electrically powered vehicles, the known injectors are too expensive and thus too expensive.
  • the object of the present invention is thus to provide a fuel injection valve which provides optimal function with little constructive effort for injection in a narrow pressure range.
  • the fuel injection valve has a nozzle needle, which is at least indirectly acted upon by the pressure in a control chamber in a closing direction, wherein the control chamber can be filled with fuel under high pressure.
  • the control chamber is connected to a control valve, via which a connection to a low pressure space is made possible, wherein the control valve comprises a movable control valve member.
  • a valve chamber is arranged, wherein the valve chamber is hydraulically connected to the control chamber via a throttle connection and the valve chamber in turn via the control valve with the low-pressure chamber.
  • a pressure pin is provided, which projects through the valve chamber into the control chamber, wherein the pressure pin is acted upon by the pressure in the control chamber with a hydraulic force and thereby exerts an opening force on the control valve member.
  • the high injection pressure prevails in the control chamber, as is provided by a high-pressure pump or by a high-pressure accumulator.
  • the high fuel pressure acts on the pressure pin, this force being proportional to the pressure applied in the control chamber.
  • a pressure in the opening direction also acts on the sealing surface of the control valve member, as far as the sealing surface is acted upon by the pressure in the valve chamber is and is not compensated by the pressure on the control surface facing away from the pressure surface of the pressure bolt.
  • the pressure on the pressure pin and the sealing surface causes a force on the control valve member in the opening direction and thus reduces the necessary opening force on the control valve member, which allows the use of a small solenoid or piezoelectric actuator, since the control valve member can be easily opened by acting on it hydraulic opening force ,
  • the pressure pin that even when the control valve is open, an opening force acts on the control valve member, since the pressure in the control chamber does not fall to zero.
  • the use of smaller actuators is possible, which causes lower costs and requires less space.
  • higher pressures can be realized with the control valve according to the invention than with the known control valves.
  • the control chamber is connected to a high-pressure line via an inlet throttle, wherein the high-pressure line can be filled with fuel under high pressure.
  • the connection of the control chamber to the high-pressure line results in a pressure gradient starting from the high-pressure line via the control chamber and the valve chamber as far as the low-pressure chamber when the control valve is open.
  • the fuel flowing out of the valve chamber lowers the fuel pressure in the valve chamber, resulting in a pressure gradient between the valve chamber and the control chamber results.
  • fuel flows through the outlet throttle from the control chamber into the valve chamber, which also reduces the pressure in the control chamber.
  • the throttle connection is designed so that more fuel flows through the throttle connection from the control chamber, as it flows simultaneously via the inlet throttle.
  • the fuel injection valve or the associated control valve is only suitable for a certain pressure or for a very narrow pressure range, a low pressure reduction in the control chamber is already sufficient to achieve the pressure level necessary for opening the nozzle needle.
  • the control valve thus manages with a low amount of diversion, as is the case with conventional injectors.
  • the pressure pin is connected in an advantageous manner releasably or permanently connected to the control valve member so that it always moves synchronously with this.
  • the pressure pin as a separate component is formed, which only abuts the control valve member. Due to the pressure in the control chamber, the connection of the pressure bolt with the control valve member is always ensured as long as the fuel injection valve is in operation.
  • the throttle connection between the control chamber and the valve chamber can be done in an advantageous manner by recesses on the pressure pin or on the wall of the bore in which the pressure pin is guided.
  • This connection bore is preferably formed in a valve piece which limits both the control chamber and the valve space to the outside.
  • the throttle connection is formed by a hole in the pressure bolt itself, for which different embodiments come into question.
  • control valve member whose sealing surface is designed so that it cooperates with a sealing surface in the closed state of the control valve and thereby seals the control valve.
  • sealing surface is spherical and the valve seat has a cone shape.
  • FIG. 1 a fuel injection valve according to the invention is shown schematically in longitudinal section, wherein only the essential parts of the fuel injection valve are shown.
  • the fuel injection valve 1 has a nozzle body 12, in which a pressure chamber 11 is formed with a nozzle needle 10 which is displaceably arranged therein.
  • the combustion chamber facing the lower end of the nozzle needle 10 is formed as a valve sealing surface 13 and cooperates with a formed on the combustion chamber end of the nozzle body 12 conical valve seat 14.
  • the valve sealing surface 13 is formed as a double cone and thus forms a sealing edge between the two conical surfaces, with which the nozzle needle 10 rests on the valve seat 14.
  • a plurality of injection openings 15 are formed in the nozzle body 12, through which the fuel can ultimately be introduced into a combustion chamber of the internal combustion engine.
  • the supply of fuel under high pressure via a high-pressure line 8, in the right part of the FIG. 1 is shown schematically.
  • the high-pressure line 8 is connected, for example, to a high-pressure accumulator, in which fuel is stored under high pressure and which is fed by a high-pressure pump.
  • valve seat facing away from the end of the nozzle needle 10 is guided in a valve piece 2, which also forms part of the fuel injection valve 1.
  • the valve member 2 for this purpose has a bore 16 which serves as a guide for the valve seat facing away from the end of the nozzle needle 10 so that a control chamber 22 is limited by the valve seat facing away from the end face of the nozzle needle 10 and the bore 16.
  • the control chamber 22 is connected via an inlet throttle 24 with the high pressure line 8, so that via the inlet throttle 24 always fuel under high pressure from the high pressure line 8 can flow into the control chamber 22.
  • a valve chamber 20 is further formed, which is connected to the control chamber 22 via a throttle connection 23, which is formed here as a bore in the valve piece 2.
  • a control valve 3 is provided to connect the valve chamber 20 with a low-pressure chamber 25 in the fuel injection valve 1.
  • the control valve 3 comprises a control valve member 4 with an integrally molded thereon armature 40, which cooperates with an electromagnet 7.
  • the electromagnet 7 is surrounded by an iron core 9 to enhance the magnetic effect.
  • the control valve member 4 has on its the valve piece 2 facing end face on a sealing surface 5, which is for example spherical and with which the control valve member 4 cooperates with a control valve seat 6 which is formed on the valve piece 2 and has a substantially conical shape.
  • control valve member 4 is acted upon by the force of a closing spring 17 in the direction of the control valve seat 6, so that the control valve member 4 is always pressed against the control valve seat 6 with the electromagnet 7 switched off and thus closes the connection of the valve chamber 20 to the low-pressure space 25.
  • Integral with the control valve member 4 is formed on this a pressure pin 30 which projects through the valve chamber 20 into a bore 32 which is formed in the valve piece 2 and extends between the valve chamber 20 and the control chamber 22, wherein the pressure pin 30 in this bore 32nd is guided.
  • the gap formed between the bore 32 and the piston 30 acts as a parasitic outlet throttle, which is connected in parallel to the throttle connection 23.
  • the front side of the pressure piston 30 projects into the control chamber 22 and is acted upon by the pressure in the control chamber 22, so that a hydraulic force acts on the pressure pin 30, which in turn transmits to the control valve member 4, so that this force in the opening direction on the control valve member 4th acts and thus the force of the closing spring 17 against.
  • the effective diameter of the pressure pin 30, which is acted upon by the pressure in the control chamber 22 is designated in the drawing with D B.
  • the sealing of the valve chamber 20 with respect to the leakage oil chamber 25 is effected by contact of the control valve member 4 on the control valve seat 6, as already shown above.
  • the spring constant and the bias of the closing spring 17 must therefore be selected so that the control valve member 4 remains closed until the desired opening pressure of the control valve and counteracts the hydraulic forces by the pressure in the control chamber 22 and the valve chamber 20. Since the injection valve should only work at a certain pressure or a certain, smaller pressure range, the electromagnet is designed to be correspondingly small, so that it can exert only a relatively small force on the armature 40 and thus on the control valve member 4. As a result, the injection valve operates only from a certain threshold pressure, namely when the force difference between the hydraulic opening force on the pressure pin 30 and the control valve member 4 on the one hand and the force of the closing spring 17 on the other hand is so small that the opening force applied by the electromagnet 7 can be.
  • the pressure decrease in the control chamber 22 is only small, and depends essentially on the ratio of the flow resistance of the inlet throttle 24 and outlet throttle 23, while the pressure in the valve chamber 20 drops to the level of the low pressure chamber 25. Since the injection valve has to work only in a small pressure range, it can be designed so that even a slight decrease in pressure in the control chamber 22 leads to an opening of the nozzle needle 10, namely, when the hydraulic forces on the nozzle needle 10, the fuel pressure in the Pressure chamber 11 are generated, sufficient to open the nozzle needle 10 against the hydraulic force in the control chamber 22. As soon as the nozzle needle 10 has lifted off the valve seat 14, fuel flows from the pressure chamber 11 to the injection openings 15 and is injected through them into a combustion chamber of an internal combustion engine.
  • control valve 3 does not open below a certain threshold pressure, which may be, for example, 1000 bar. How high the opening pressure is, in addition to the force of the electromagnet 7 essentially depends on the diameters of the pressure piston 30 and the sealing seat of the control valve member 4. The small force that is required to open the control valve member 4 can be exploited insofar as the electromagnet 7 has to apply only a small force and is accordingly small and inexpensive to produce.
  • the seat valve which is formed between the sealing surface 5 and the control valve seat 6, but it is also ensured that no leakage takes place in the closed state, so no permanent leakage.
  • the seat valve is wear-resistant.
  • FIG. 2 a further embodiment of the control valve 3 according to the invention is shown, in which case only the control valve 3 itself is shown schematically with the essential components.
  • This embodiment differs from the embodiment FIG. 1 only in that the pressure pin 30 is formed here as a separate component, which is accommodated in a receiving bore 34 of the control valve member 4, wherein the pressure pin 30 is fixed in the receiving bore 34.
  • the separate construction has the advantage that both components, so the control valve member 4 together with armature 40 and the pressure pin 30 can be made in a separate manufacturing process, which in each case requires fewer steps and thus less prone to error.
  • the diameter of the pressure pin 30 D B and the diameter of the sealing seat D S the same size.
  • FIG. 3 is shown a further embodiment of the control valve 3 according to the invention, again in the same representation as FIG. 2 ,
  • the pressure pin 30 is also designed here as a separate component, but it is not firmly connected to the control valve member 4, but rests only on the sealing surface 5 of the control valve member 4.
  • the hydraulic force of the control chamber 22 and pushes it against the control valve member 4. This does not change when the control valve member 4 is pulled away by the electromagnet 7 from the control valve seat 6, as by the pressure in the control chamber 22 always an excess of force with respect to the control valve member 4 acts on the pressure pin 30 so that it remains in contact with the control valve member 4 in each phase of the movement.
  • a return spring 37 may be provided in the control chamber 22, which is arranged between the nozzle needle 10 and the pressure pin 30 and this even with pressure in the control chamber 22 with a small force against the control valve member 4 presses, the force of the return spring 37 is much smaller than the force of the closing spring 17.
  • FIG. 4a a further embodiment of the control valve 3 according to the invention is shown.
  • the throttle connection 23 is formed as a bore within the pressure bolt 30, wherein the throttle connection 33 is designed as a central longitudinal bore, which is designed in a transverse bore, which ultimately opens into the valve chamber 20.
  • the pressure pin 30 is additionally designed as a separate component, as shown in FIG. 4a is shown, the holes that form the throttle connection 23 can be inexpensively introduced in the normal manufacturing process.
  • FIG. 4b a further embodiment of the control valve 3 according to the invention is shown.
  • the throttle connection 23 is designed here as an oblique bore within the pressure bolt 30, wherein if necessary, a plurality of oblique bores may be formed in the pressure pin 30, which together form the throttle connection 22.
  • the pressure pin 30 may be designed as a separate component or in one piece with the control valve member 4th
  • FIG 4c an alternative embodiment of the throttle connection 23 is shown. This is dispensed with holes in the valve piece 2 or in the pressure pin 30. Instead, a plurality of evenly distributed over the circumference ports are formed on the pressure pin 30, which together form the throttle connection 23. Alternatively, it can also be provided that, instead of the bevels on the pressure pin 30, recesses are provided on the wall of the bore 32 in the valve piece 2, which then form the throttle connection 23. Such bevels on the pressure pin 30 can be produced inexpensively.

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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 (13)

  1. Soupape d'injection de carburant avec une aiguille de buse (10) alimentée au moins de façon indirecte en pression dans une chambre de commande (22) dans une direction de fermeture, la chambre de commande (22) pouvant être remplie en carburant sous haute pression et avec une soupape de commande (3) ouvrant et fermant une liaison avec une chambre de basse pression (25) dans la soupape d'injection de carburant, la soupape de commande (3) comprenant un élément de soupape de commande (4) mobile interagissant avec un siège de soupape de commande (6) et étant alimenté avec une force par la force d'un ressort de fermeture (17) en direction du siège de soupape de commande (6), caractérisée en ce que dans la soupape d'injection de carburant, une liaison de la chambre de commande (22) est réalisée par une chambre de soupape (20) en direction de la chambre de basse pression (25), la chambre de soupape (20) étant reliée de façon hydraulique à la chambre de commande (22) via une liaison d'étranglement (23) et la chambre de soupape (20) pouvant être reliée à la chambre de basse pression (25) via la soupape de commande (3) et à un boulon de pression (30) saillant à travers la chambre de soupape (20) jusque dans la chambre de commande (22), le boulon de pression (30) étant alimenté en force hydraulique par la pression régnant dans la chambre de commande (22) et exerçant ainsi une force d'ouverture hydraulique sur l'élément de soupape de commande (4), la force d'ouverture hydraulique n'agissant que contre la force de fermeture du ressort de fermeture (17) lorsque la soupape de commande (3) est fermée.
  2. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que la chambre de commande (22) est reliée à une conduite de haute pression (8) via un étranglement d'amenée (24), la conduite de haute pression (8) pouvant être remplie en carburant sous haute pression.
  3. Soupape d'injection de carburant selon la revendication 1 ou 2, caractérisée en ce que la liaison d'étranglement (23) est réalisée de telle sorte qu'une pression plus basse que dans la chambre de commande (22) se créée lorsque la soupape de commande (3) est ouverte dans la chambre de soupape (20) et qu'une pression plus basse règne dans celle-ci que dans la conduite de haute pression (8).
  4. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que le boulon de pression (30) est réalisé d'un seul tenant avec l'élément de soupape de commande (4).
  5. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que le boulon de pression (30) est relié de façon inamovible à l'élément de soupape de commande (4).
  6. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que le boulon de pression (30) prend la forme d'un composant séparé et repose contre l'élément de soupape de commande (4).
  7. Soupape d'injection de carburant selon l'une quelconque des revendications 4, 5 ou 6, caractérisée en ce que le boulon de pression (30) est guidé dans un alésage de liaison (32) entre la chambre de soupape (20) et la chambre de commande (22).
  8. Soupape d'injection de carburant selon la revendication 7, caractérisée en ce que la liaison d'étranglement (23) prend la forme d'un évidement au niveau de la surface latérale du boulon de pression (30) sous la forme d'un évidement dans la paroi de l'alésage de liaison (32).
  9. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que la chambre de commande (22) et la chambre de soupape (20) sont entourées par une pièce de soupape (2) et que la liaison d'étranglement (23) est réalisée par le biais d'un alésage de liaison (32) dans la pièce de soupape (2).
  10. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que la liaison d'étranglement (23) est réalisée par le biais d'un alésage dans le boulon de pression (30).
  11. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce qu'une surface étanche (5) est réalisée au niveau de l'élément de soupape de commande (4), l'élément de soupape de commande (4) reposant, avec ladite surface, à l'état fermé de la soupape de commande (3) sur le siège de soupape de commande (6) et formant ainsi une soupape de siège.
  12. Soupape d'injection de carburant selon la revendication 11, caractérisée en ce que la surface étanche (5) forme une surface sphérique.
  13. Soupape d'injection de carburant selon la revendication 11 ou 12, caractérisée en ce que le siège de soupape de commande (6) prend une forme conique.
EP12809283.0A 2011-12-28 2012-12-27 Injecteur de carburant pour moteur à combustion Active EP2798192B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110090060 DE102011090060A1 (de) 2011-12-28 2011-12-28 Kraftstoffeinspritzventil für Brennkraftmaschinen
PCT/EP2012/076926 WO2013098307A1 (fr) 2011-12-28 2012-12-27 Injecteur de carburant pour moteurs à combustion interne

Publications (2)

Publication Number Publication Date
EP2798192A1 EP2798192A1 (fr) 2014-11-05
EP2798192B1 true EP2798192B1 (fr) 2015-12-16

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP12809283.0A Active EP2798192B1 (fr) 2011-12-28 2012-12-27 Injecteur de carburant pour moteur à combustion

Country Status (4)

Country Link
EP (1) EP2798192B1 (fr)
CN (1) CN104081037B (fr)
DE (1) DE102011090060A1 (fr)
WO (1) WO2013098307A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013222650A1 (de) * 2013-06-10 2014-12-11 Robert Bosch Gmbh Brennstoffeinspritzventil
DE102014220890A1 (de) * 2014-10-15 2016-04-21 Continental Automotive Gmbh Einspritzventil zum Einspritzen von Fluid in einen Brennraum einer Brennkraftmaschine

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19624001A1 (de) * 1996-06-15 1997-12-18 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
DE19919432C2 (de) * 1999-04-29 2002-07-04 Bosch Gmbh Robert Common Rail Injektor
DE10024702A1 (de) 2000-05-18 2001-11-22 Bosch Gmbh Robert Einspritzanordnung für ein Kraftstoff-Speichereinspritzsystem einer Verbrennungsmaschine
DE10065220A1 (de) * 2000-12-27 2002-07-18 Bosch Gmbh Robert Kraftausgeglichenes Steuerventil am Steuerraum eines Kraftstoffinjektors
DE102006027485A1 (de) * 2006-06-14 2007-12-20 Robert Bosch Gmbh Kraftstoffeinspritzventil mit Sicherheitssteuerventil

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Publication number Publication date
DE102011090060A1 (de) 2013-07-04
WO2013098307A1 (fr) 2013-07-04
CN104081037A (zh) 2014-10-01
CN104081037B (zh) 2017-03-29
EP2798192A1 (fr) 2014-11-05

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