EP2818689A1 - Soupape d'injection de carburant - Google Patents

Soupape d'injection de carburant Download PDF

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Publication number
EP2818689A1
EP2818689A1 EP14173207.3A EP14173207A EP2818689A1 EP 2818689 A1 EP2818689 A1 EP 2818689A1 EP 14173207 A EP14173207 A EP 14173207A EP 2818689 A1 EP2818689 A1 EP 2818689A1
Authority
EP
European Patent Office
Prior art keywords
control chamber
sleeve
valve body
fuel injection
fixing sleeve
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.)
Granted
Application number
EP14173207.3A
Other languages
German (de)
English (en)
Other versions
EP2818689B1 (fr
Inventor
Andreas Gruenberger
Hans-Christoph Magel
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
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2818689A1 publication Critical patent/EP2818689A1/fr
Application granted granted Critical
Publication of EP2818689B1 publication Critical patent/EP2818689B1/fr
Active 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
    • 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
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • 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

Definitions

  • Fuel injectors may be used to inject fuel under high pressure in internal combustion engines.
  • the fuel injection valves for example, in a system which operates according to the so-called common rail principle, can be embodied as injectors which inject a compressed by means of a high-pressure pump fuel into the respective combustion chambers of an internal combustion engine.
  • fuel injection valves are off WO 2012 / 034,748 known.
  • a fuel injection valve may be stroke-controlled and has a nozzle needle which, by its longitudinal movement, cooperates with a valve seat and opens and closes at least one injection opening.
  • the nozzle needle is guided in a control chamber sleeve.
  • the movement of the nozzle needle is controlled by a pressure in a control chamber, also referred to as a servo control chamber.
  • the pressure in the control room can in turn be controlled by a solenoid valve or a piezoactuator.
  • a control piston is provided in a control chamber upwardly limiting valve body.
  • the control piston contains a through-channel in which the outlet throttle is integrated. Further, the control piston has a first pressure surface, which is acted upon by the pressure after the outlet throttle and a second pressure surface, which is acted upon by the pressure upstream of the outlet throttle, that is, with the pressure of the control chamber. Furthermore, the Control piston on a sealing seat, which regulates the inflow from the inlet throttle into the control room.
  • the individual elements such as the control chamber sleeve, the control piston and the valve body can be inserted through an injection opening opposite side of the housing of the fuel injection valve, that is, for example, from above.
  • the control piston fall during assembly of the valve body.
  • complex mounting devices and possibly a high installation costs are required.
  • a fuel injection valve for internal combustion engines has a pressure chamber with a longitudinally movable nozzle needle.
  • the nozzle needle cooperates with a nozzle seat and opens or closes by their longitudinal movement, the connection of the pressure chamber to an injection port.
  • the fuel injection valve has a control chamber which can be filled with fuel at high pressure via an inlet throttle and controls a closing force on the nozzle needle.
  • the fuel injection valve has a control chamber sleeve for guiding the nozzle needle and a valve body for receiving a control piston with an outlet throttle.
  • the outlet throttle is connectable on one side with the control room and on another side with a low-pressure room.
  • the control chamber is separated from the pressure chamber by the control chamber sleeve and by the valve body.
  • the control chamber sleeve is materially and / or non-positively connected to the valve body.
  • the idea of the present invention is based on executing the control chamber sleeve and the valve body separately and joining them together in a material-locking and / or force-locking manner during or before the assembly of the fuel injection valve.
  • a simplified assembly is also made possible from below or from the actuator side through the housing of the fuel injection valve.
  • the material or positive connection of the valve body with the control chamber sleeve contributes to a uniform switching behavior of the control piston and the nozzle needle.
  • the pressure profile in the control chamber must be reproducible and equal for all control times and activation durations.
  • This pressure profile can be influenced by a leaking sealing edge between the control chamber sleeve and the valve body. For example, pressure can occur in the control chamber which is higher than the set rail pressure. Due to the pressure-effective surfaces, an opening force on the control chamber sleeve can result at this pressure ratio. Lifting the control chamber sleeve can change the control chamber pressure and thus the injector behavior.
  • the holding force or bias generated by the connection is chosen so that it is greater than the opening or lifting force described above.
  • the connection of the components thus unintentional separation of the parts is impossible. As a result, the injector behavior remains reproducible.
  • the cohesive and / or non-positive connection of the control chamber sleeve with the valve body allows a radial centering of the control chamber sleeve.
  • This can be achieved in particular with the aid of a fixing sleeve for positive and / or material-locking connection of the components.
  • the radial centering of the control chamber sleeve is advantageous because the nozzle needle is guided in the control chamber sleeve and in the valve body and is stored statically overdetermined.
  • a radial alignment of the guides is advantageous.
  • This radial alignment can be achieved by means of the positive and / or cohesive connection, in particular by means of a fixing sleeve. Thanks to the centering with the aid of a fixing sleeve can be dispensed with an additional centering, for example, with fuel flow areas. As a result, the fuel injection valve can be produced inexpensively.
  • control chamber sleeve with the valve body can be dispensed with further components of the fuel injection valve.
  • a second spring as described below omitted.
  • connection partners are held together by atomic or molecular forces.
  • the cohesive connection can be a non-destructive releasable connection.
  • a normal force can act on the end faces of the connection partners. This can be effected for example by means of a spring clip. A mutual displacement of the faces is prevented by static friction.
  • a frictional connection may be advantageous because, in contrast to a cohesive connection, the connection between the control chamber sleeve and the valve body can be separated without destroying the components. This allows easy installation of the reminder.
  • a cohesive connection can be combined with a frictional connection.
  • a positive connection between the control chamber sleeve and valve body is possible.
  • the fuel injection valve may be used to inject fuel under high pressure in internal combustion engines.
  • the fuel injection valve may, for example, for the introduction of fuel in Direct injection diesel engines are used.
  • the fuel injection valve may be referred to as an injector.
  • a pressure chamber is provided inside the housing of the fuel injection valve.
  • a nozzle seat is provided at an engine-side end of the pressure chamber.
  • the nozzle needle is arranged longitudinally displaceable in the nozzle chamber and can open and close injection openings provided on the housing in cooperation with the nozzle seat.
  • the nozzle needle is guided at a remote from the engine end in a control chamber sleeve.
  • the nozzle needle may further include a shoulder. Between the shoulder and the control chamber sleeve, a biased second spring extending around the nozzle needle can be provided, which presses the nozzle needle against the nozzle seat and at the same time presses the control chamber sleeve against the valve body.
  • the pressure chamber can be filled with fuel under high pressure via a high-pressure connection.
  • the high fuel pressure in the pressure chamber causes a parallel to the longitudinal axis of the fuel injection valve acting hydraulic force on the nozzle needle, which pushes the nozzle needle from the nozzle seat. This hydraulic force clearly exceeds the force of the second spring.
  • a control chamber is provided on the nozzle seat side facing away from the nozzle needle. The pressure in the control chamber controls directly or indirectly acting on the nozzle needle closing force.
  • the control chamber is thereby bounded radially by the control chamber sleeve and the valve body.
  • the control chamber sleeve and the valve body with their end faces to each other.
  • one side of the control chamber is delimited by the end face of the nozzle needle and the opposite side of the control chamber by a control piston.
  • the control piston is guided longitudinally displaceable in the valve body and can be designed as a stepped piston.
  • a first spring may be arranged around the control piston and bear against a projection or on a shoulder of the valve body.
  • the first spring is located on a guide sleeve Guide region of the valve body.
  • the first spring is supported on a sealing surface of the control piston.
  • the first spring pushes the control piston in the direction of the control chamber and the nozzle needle.
  • the sealing surface of the control piston cooperates with a sealing seat, which is formed on the valve body, in particular on the valve piece.
  • an inlet throttle is provided, via which the pressure chamber is connected to the control chamber, when the sealing surface of the control piston is not in contact with the sealing seat of the valve body, that is, when the control piston is in an open position.
  • valve space is another space, the so-called valve space provided.
  • the valve space is limited by the side facing away from the nozzle needle side of the control piston and the valve body or the valve piece.
  • the valve chamber is connected via an opening provided in the control piston outlet throttle with the control room.
  • the valve chamber can be connected via a drainage channel in the valve body to a control valve and to a low-pressure chamber.
  • the low-pressure space can be connected to the fuel tank of the motor vehicle.
  • the control valve may be, for example, a solenoid valve.
  • the fuel injector can provide the same functionality as a 3/2 control valve.
  • the control piston reacts to a pressure difference across the outlet throttle and can peel off the inlet throttle or separate hydraulically from the control chamber during control.
  • the control piston has a sealing seat which controls the inflow from the inlet throttle to the control chamber.
  • the control piston has a first pressure surface on the low-pressure chamber side facing the control piston, which is acted upon by the pressure after the outlet throttle.
  • a second control surface facing the pressure surface of the control piston is acted upon by the pressure upstream of the outlet throttle, that is, with the pressure in the control chamber.
  • an end face of the control chamber sleeve is glued or welded to an end face of the valve body, for example by means of a "blunt" weld. This corresponds to a cohesive connection.
  • the fuel injection valve further comprises a fixing sleeve having a first region and a second region.
  • the first region of the fixing sleeve overlaps the control chamber sleeve radially on the outside.
  • the second region of the fixing sleeve overlaps the valve body radially on the outside.
  • the fixing sleeve contributes to the radial centering of the control chamber sleeve.
  • the fixing sleeve can be positively and / or cohesively connected to the control chamber sleeve and with the valve body.
  • the fixing sleeve can be designed as a cylindrical, elastic or inelastic element.
  • An inner diameter of the fixing sleeve may be slightly larger or equal to the outer diameter of the control chamber sleeve or of the valve body.
  • the fixing sleeve is made inelastic.
  • the first region of the fixing sleeve is firmly bonded to the control chamber sleeve.
  • the second region of the fixing sleeve is firmly bonded to the valve body.
  • the fixing sleeve can be welded to the respective connection partners.
  • the material of the fixing sleeve may differ from the materials of the control chamber sleeve and the valve body. In this way, a particularly good weldable material for the fixing sleeve can be selected.
  • the fixing sleeve may comprise stainless steel.
  • the control chamber sleeve has a first receiving element and the valve body has a second receiving element.
  • the fixing sleeve has a first engagement element in the first region and a second engagement element in the second region.
  • the first engagement element engages positively with the first receiving element and the second engagement element engages positively with the second Pickup element.
  • the first and the second receiving element can each be designed as recesses or as edges of the components.
  • the first and the second engagement element can be designed, for example, as projections or radially inwardly curved segments.
  • the engagement elements can be executed circumferentially or as individual segments.
  • the second engagement member may be in the form of four individual arms, which are arranged at 90 ° to each other and can be bent up and bent during assembly.
  • the fixing sleeve is designed as a snap closure or as a clip. This can speed up the assembly.
  • the fixing sleeve is designed so elastic and arranged on the fuel injection valve that it biases or presses the control chamber sleeve against the valve body.
  • the fixing sleeve for example, be designed as a spring body, for example made of spring steel with spirally arranged grooves.
  • the fixing sleeve has, in addition to the second engagement element, a supporting element in the first region of the fixing sleeve.
  • the second engagement element engages positively with the second receiving element.
  • the fuel injection valve has a third spring arranged on the fixing sleeve, which is supported on the support element and presses the control chamber sleeve against the valve body.
  • the fixing element is inelastic in this case.
  • the support element may be identical to the first receiving element. However, a distance is provided between the support element and the control chamber sleeve, in which the third spring is arranged.
  • Fig. 1 is a cross section of the fuel injection valve 1 for internal combustion engines according to a first embodiment shown.
  • the fuel injection valve 1 has a pressure chamber 3 with a longitudinally movable nozzle needle 5.
  • the pressure chamber 3 can be filled with compressed fuel by means of a pressure source 49, for example a high-pressure pump.
  • the nozzle needle 5 cooperates with a nozzle seat 7 and connects the pressure chamber 3 with an injection port 9 or separates the pressure chamber 3 from an injection port 9 by their longitudinal movement.
  • the nozzle needle 5 is guided in a control chamber sleeve 15.
  • the fuel injection valve 1 has a control chamber 11 which can be filled with fuel under pressure from the pressure chamber 3 via an inlet throttle 13 and controls a closing force on the nozzle needle 5.
  • the fuel injection valve 1 has a valve body 17 for receiving a control piston 19.
  • a control piston 19 In the control piston 19 is a Outflow throttle 21 is provided, which is connectable on one side with the control chamber 11 and on another side with a low-pressure chamber 23.
  • a so-called valve chamber 47 may be provided on the control chamber 11 opposite side of the control piston 19.
  • the valve chamber 47 is connected via a drain channel 39 in a throttle plate 29 with a control valve 37 which is, for example, electromagnetically controllable.
  • the throttle disk 29 can be embodied in one piece or separately with the valve body 17.
  • control chamber 11 is thereby bounded radially by the control chamber sleeve 15 and by the valve body 17 and separated from the pressure chamber 3. Furthermore, the control chamber 11 is bounded by an end face of the nozzle needle 5 and on the opposite side by an end face of the control piston 19.
  • a shoulder is provided, on which a nozzle needle 5 surrounding the second spring 35 is provided.
  • the second spring 35 is supported on the paragraph and presses in Fig. 1 and 2 the control chamber sleeve 15 against the valve body 17. In the embodiments of Fig. 3 and 4 the second spring 35 is further supported on the housing of the fuel injection valve 1. In all embodiments, the second spring 35 presses the nozzle needle 5 against the nozzle seat. 7
  • a first spring 33 is further arranged.
  • the first spring 33 is supported on a shoulder of the valve body 17 and presses the control piston 19 against the control chamber sleeve 15.
  • the sealing surface 43 of the control piston 19 acts together with a sealing seat 45 which is formed on the valve body 17.
  • control chamber sleeve 15 is materially and / or non-positively connected to the valve body 17.
  • This connection is indicated by the reference numeral 31, furthermore, the sealing force 65 resulting from the connection is indicated by arrows.
  • connection 31 of the control piston 19 is protected from falling out in all directions.
  • the assembly of the fuel injection valve 1 can be simplified become.
  • the inventive design of the fuel injection valve 1 as explained above contribute to a more uniform switching behavior of the control piston 19 and the nozzle needle 5.
  • the cohesive and / or force-locking connection 31 of the control chamber sleeve 15 allows the valve body 17 to realize a radial centering of the control chamber sleeve 15.
  • Fig. 1 are the control chamber sleeve 15 and the valve body 17 connected by a blunt weld at their end faces cohesively with each other.
  • a fixing sleeve 51 is provided.
  • the fixing sleeve 51 overlaps radially with a first region of the control chamber sleeve 15 and a second region of the valve body 17.
  • the fixing sleeve 51 is made of an inelastic well weldable material, such as stainless steel, and both with the valve body 17 and with the control chamber 15 welded.
  • a bias voltage is applied to the sealing point between the valve body 17 and the control chamber sleeve 15.
  • the bias is greater than the contrasting force on these elements.
  • a sealing element 41 may be provided to achieve an optimum seal between the control chamber sleeve 15 and the valve body 17.
  • the sealing element 41 may be designed, for example, as a conically tapered region or as a hard metallic sealing edge on an end face of the control chamber sleeve 15 or of the valve body 17.
  • the fixing sleeve 51 is designed as an elastic element, in particular as a spring element, which engages positively with the control chamber sleeve 15 and the valve body 17.
  • the fixing sleeve can also be referred to here as a clip or as a snap closure.
  • the control chamber sleeve 15 on a first receiving element 53 which is designed as an edge of the control chamber sleeve 15.
  • the valve body 17 has a second receiving element 55, which is designed as a recess.
  • a first engagement element 57 in the first region of the fixing sleeve 51 engages with the first receiving element 53.
  • a second engagement element 59 engages with the second receiving element 55 in the second region of the fixing sleeve 51.
  • the fixing element 51 is shown off Fig. 3A designed as a spring body with spirally arranged grooves.
  • the fixing element 51 generates a bias on the sealing point between the valve body 17 and the control chamber sleeve 15, which is greater than a contrasting force on these elements.
  • this bias can be as in Fig. 4 shown also be generated by means of a third spring 63.
  • the fixing element 51 is inelastic or less elastic than in FIG Fig. 3 executed and has a support member 61 in the first region of the fixing sleeve 51.
  • the support member 61 is similar to the first engagement member 57 in FIG Fig. 3A executed, however, is wider than in Fig. 3A spaced from the control chamber sleeve 15.
  • the third spring 63 is supported on the support element 61 and generates a spring bias. That is, the third spring 63 presses the control chamber sleeve 15 against the valve body 17th
  • the control piston 19 can be controlled via its pressure surfaces 25, 27.
  • the pressure chamber facing the valve chamber 47 may be referred to as the first pressure surface 25.
  • the control area 11 facing the pressure surface can be referred to as a second pressure surface 27.
  • the second pressure surface 27 is acted upon by the pressure upstream of the outlet throttle 21 or with the pressure of the control chamber 11.
  • the first pressure surface 25 are acted upon by the pressure in the valve chamber 47.
  • the control chamber 11 is connected via the outlet throttle 21 with the 2/2-control valve 37. Furthermore, the control chamber via the valve seat 45 and the inlet throttle 13 is connected to the pressure chamber 3. The nozzle needle 5 is closed at rest. The system pressure is conducted into the pressure chamber 3 and via the inlet throttle 13 and the open sealing seat 45 into the control chamber 11.
  • the control chamber 11 is relieved via the outlet throttle 21 in the low-pressure chamber 23 and in the return. The pressure after the outlet throttle 21 in the valve chamber 47 drops very strong and the control piston 19 closes the sealing seat 45 and thus the inlet throttle 13. Then, the nozzle needle 5 opens the injection port.
  • the pressure in the valve chamber 47 is again equal to the pressure in the control chamber 11 and the sealing seat 45 opens under the action of the spring force of the first spring 33, if necessary, an inlet path of the inlet throttle 13 to the control chamber 11.
  • the control chamber 11 is now filled via the inlet throttle 13 from the pressure chamber 3. Then, the nozzle needle 5 drops down and closes in cooperation with the nozzle seat 7, the injection port. 9

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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)
EP14173207.3A 2013-06-27 2014-06-20 Soupape d'injection de carburant Active EP2818689B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201310212490 DE102013212490A1 (de) 2013-06-27 2013-06-27 Kraftstoffeinspritzventil mit einem stoffschlüssig und/oder kraftschlüssig zur Steuerraumhülse verbundenen Ventilkörper

Publications (2)

Publication Number Publication Date
EP2818689A1 true EP2818689A1 (fr) 2014-12-31
EP2818689B1 EP2818689B1 (fr) 2016-01-20

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Application Number Title Priority Date Filing Date
EP14173207.3A Active EP2818689B1 (fr) 2013-06-27 2014-06-20 Soupape d'injection de carburant

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EP (1) EP2818689B1 (fr)
DE (1) DE102013212490A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015222169A1 (de) 2015-11-11 2017-05-11 Robert Bosch Gmbh Kraftstoffinjektor für ein Kraftstoffeinspritzsystem
DE102017002366A1 (de) 2017-03-10 2018-09-13 Liebherr-Components Deggendorf Gmbh Kraftstoffeinspritzventil

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007001366A1 (de) * 2007-01-09 2008-07-10 Robert Bosch Gmbh Injektor mit Kompressionsraum
EP1990532A1 (fr) * 2007-05-07 2008-11-12 Robert Bosch GmbH Injecteur de carburant pour un moteur à combustion interne comprenant un système d'injection à rampe commune
WO2010088781A1 (fr) * 2009-02-09 2010-08-12 Ganser-Hydromag Ag Injecteur de carburant pour moteurs à combustion interne
US20110240768A1 (en) * 2010-03-31 2011-10-06 Denso Corporation Fuel injection device
WO2012034748A1 (fr) 2010-09-16 2012-03-22 Robert Bosch Gmbh Soupape d'injection de combustible

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007001366A1 (de) * 2007-01-09 2008-07-10 Robert Bosch Gmbh Injektor mit Kompressionsraum
EP1990532A1 (fr) * 2007-05-07 2008-11-12 Robert Bosch GmbH Injecteur de carburant pour un moteur à combustion interne comprenant un système d'injection à rampe commune
WO2010088781A1 (fr) * 2009-02-09 2010-08-12 Ganser-Hydromag Ag Injecteur de carburant pour moteurs à combustion interne
US20110240768A1 (en) * 2010-03-31 2011-10-06 Denso Corporation Fuel injection device
WO2012034748A1 (fr) 2010-09-16 2012-03-22 Robert Bosch Gmbh Soupape d'injection de combustible

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Publication number Publication date
EP2818689B1 (fr) 2016-01-20
DE102013212490A1 (de) 2014-12-31

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