EP3095998B1 - Injecteur de carburant - Google Patents

Injecteur de carburant Download PDF

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Publication number
EP3095998B1
EP3095998B1 EP16166329.9A EP16166329A EP3095998B1 EP 3095998 B1 EP3095998 B1 EP 3095998B1 EP 16166329 A EP16166329 A EP 16166329A EP 3095998 B1 EP3095998 B1 EP 3095998B1
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EP
European Patent Office
Prior art keywords
armature
damper element
spring
fuel injector
stop surface
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.)
Active
Application number
EP16166329.9A
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German (de)
English (en)
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EP3095998A1 (fr
Inventor
Michael Kurz
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
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Publication date
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Publication of EP3095998A1 publication Critical patent/EP3095998A1/fr
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Publication of EP3095998B1 publication Critical patent/EP3095998B1/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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
    • F02M51/0625—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures
    • F02M51/0664—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a cylindrically or partly cylindrically shaped armature, e.g. entering the winding; having a plate-shaped or undulated armature entering the winding
    • 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
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/306—Fuel-injection apparatus having mechanical parts, the movement of which is damped using mechanical means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic
    • F02M2200/708—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic with hydraulic chambers formed by a movable sleeve

Definitions

  • the invention relates to a fuel injector for injecting fuel into a combustion chamber of an internal combustion engine having the features of the preamble of claim 1.
  • a fuel injector for injecting fuel into a combustion chamber of an internal combustion engine which comprises a magnetic actuator for direct control of a preferably needle-shaped injection valve member, via the lifting movement at least one injection valve opening of the fuel injector is releasable or closable.
  • the magnetic actuator cooperates with a lifting armature element for controlling the control pressure in a control volume which is limited in the axial direction by a first hydraulic active surface formed on the injection valve member.
  • a second hydraulic active surface is formed, which is opposite to the hydraulic active surface of the injection valve member on the control volume.
  • a third hydraulic active surface is formed on a hydraulic booster, which limits the control space together with the injection valve member and the anchor element.
  • the area ratio of the hydraulic active surfaces is designed such that during a first stage when opening a force gain and during a second stage, a path gain is achieved. In this way, an adjustment of the actuator force to the changing with the stroke of the injection valve member required opening force.
  • the closing force required for closing is provided by a spring which is supported on the anchor element and the anchor element in the direction of the injection valve member loaded. The spring force causes the armature element strikes on its return to the injection valve member and this returns to its sealing seat.
  • Another fuel injector is out of the DE 10 2013 221 534 A1 known in which a magnet armature acts on a coupling piston attached thereto to a coupler space for controlling the nozzle needle.
  • the closing forces are comparatively low. This has the consequence that the anchor tends to bounce when closing. This means that it swings back after striking the injection valve member and the contact with the injection valve member is lost, so that it is not completely reset. This in turn leads to quantity deviations, which must be avoided.
  • the bouncing of the armature is particularly disadvantageous in the case of multiple injections, that is to say in the case of injections which follow one another at different time intervals.
  • the present invention has the object to provide a fuel injector for injecting fuel into a combustion chamber of an internal combustion engine, which has over the prior art, a more stable closing behavior and thus a higher injection accuracy.
  • the fuel injector proposed for injecting fuel into a combustion chamber of an internal combustion engine comprises a nozzle needle, which is received in a liftable manner for releasing and closing at least one injection opening in a high-pressure bore of a nozzle body. Furthermore, the fuel injector comprises an annular magnetic coil for acting on a liftable armature, which is hydraulically coupled via an armature shaft with the nozzle needle. According to the invention, a fixedly connected to the armature shaft spring plate or mechanically coupled to the spring plate hubbewegliches damper element on a nozzle needle facing end face, which with a lower stroke stop for the anchor and / or the Damper element serving stop surface cooperating forming a nip.
  • the nip is formed during closing, and shortly before reaching the serving as a lower stroke stop surface.
  • the formation of the nip leads to a damping of the armature movement, since energy must be expended for displacing the fluid from the nip.
  • the energy expended for displacing the fluid is lost to the kinetic energy, so that the movement of the armature is decelerated.
  • the impact on serving as a lower stroke stop surface occurs with reduced energy, so that the anchor is less prone to bounce.
  • This in particular has the advantage of multiple injections, since the armature has already returned to its starting position before initiating a subsequent injection.
  • a coupler plate serving as a lower stroke stop for the armature and / or the damper element stop surface is formed on a coupler plate.
  • the coupler plate is part of a hydraulic coupling device, via which the armature or the armature shaft with the nozzle needle is preferably hydraulically coupled in such a way that a force transmission or displacement reduction is achieved.
  • the coupler plate is axially biased by the spring force of a coupler spring against the nozzle body. In this way, a position fixation of the coupler plate is effected in the axial direction. In the radial direction, alignment of the coupler plate remains possible.
  • the coupler plate can also be clamped between two body components of the fuel injector.
  • the coupler plate together with the armature shaft, the nozzle needle and a sealing sleeve surrounding the nozzle needle, delimit a coupler space of a hydraulic coupling device for force transmission or travel reduction. In this way, an increase in the actuator force can be effected, so that the opening of the nozzle needle can be achieved with a comparatively small actuator.
  • the coupler plate serves as a lower stroke stop for the armature and / or the damper element, the stop surface on the side facing away from the nozzle needle of the Coupler plate formed. This means that the stop surface is outside the coupler space.
  • the abutment surface can be formed by an end face of the coupler plate, which can be designed in particular stepped to adjust the size of the abutment surface to the size of the end face of the spring plate or the damper element, which faces the abutment surface on the nip.
  • the stop surface formed on the nozzle body preferably cooperates with an end face of a liftable damper element that can be mechanically coupled to the spring plate to form a nip gap.
  • the damper element may in particular be a coupler plate of a hydraulic coupler plate accommodated in a liftable manner in the housing. Since the armature shaft passes through the coupler plate in order to effect the hydraulic coupling of the armature with the nozzle needle, the spring plate can be placed so that it comes to rest on the lifting coupler plate when closing and entrains it to serving as a lower stroke stop surface. A separate damper element is therefore dispensable, whereby the number of components can be reduced.
  • serving as a lower stroke stop for the armature and / or the damper element abutment surface is frusto-conical or spherical.
  • the end face of the spring plate or of the damper element cooperating with the stop face can also be frusto-conical or spherical.
  • the frusto-conical or spherical configuration of at least one surface involved in the formation of the nip has the consequence that the common contact region is limited to a substantially annular contact line.
  • the limitation or minimization of the common contact region has the advantage that hydraulic adhesive effects can be largely avoided, which has a favorable effect on the opening behavior of the fuel injector.
  • the nip remains without appreciable influence on the required opening force, so that the energy requirement also remains largely the same.
  • the stop surface serving as the lower stroke stop for the armature and / or the damper element and / or the end face cooperating with the stop surface have a hollow cylindrical projection for forming an annular contact surface with the respective other surface.
  • the hollow cylindrical projection can be designed, in particular, as a collar set radially on the inside of the end face of the spring plate or of the damper element, which contacts the stop surface serving as a lower stroke stop when closing.
  • the hollow cylindrical projection may be formed as a radially inner collar, which is attached to the serving as a lower stroke stop surface.
  • the hollow cylindrical projection on at least one surface involved in the formation of the nip has the consequence that the common contact area is limited to a circular contact surface. Hydraulic adhesive effects are largely avoided in this way, which has a favorable effect on the opening behavior of the fuel injector. In particular, the nip remains without appreciable influence on the required opening force and thus on the energy requirement of the fuel injector.
  • the liftable damper element is axially biased in the direction of serving as an upper stroke stop for the damper element stop surface.
  • the axial preload can be effected in particular by the spring force of a spring, so that it is ensured by the axial prestress that the closing movable over the spring plate carried hubbewegliche damper element is returned to its original position during the subsequent opening.
  • the axial bias is effected by the spring force of an existing spring, such as the coupler spring.
  • a nozzle needle facing away from the end face of the damper element is frusto-conical or spherical, so that a common contact area is limited to serving as the upper stroke stop surface to a substantially annular contact line.
  • the reduction of the common contact area to an annular Contact line facilitates release of the liftable damper element from the upper travel stop. This ensures that the closing of the fuel injector is not delayed by hydraulic adhesive effects.
  • the liftable damper element is plate-shaped or cup-shaped.
  • the hubbewegliche damper element surrounds the armature shaft of the armature partially.
  • the damper element against the armature shaft axially displaceable. The stroke of the damper element can therefore be selected smaller than the stroke of the armature.
  • the damper element is preferably received in a high-pressure chamber, which is hydraulically connected to the high-pressure bore.
  • the hydraulic connection can be produced, for example, via at least one flow opening formed in the coupler plate.
  • the high-pressure bore can be supplied with high-pressure fuel.
  • the anchor is designed as a plunger anchor.
  • An abutment surface forming the upper stroke stop for the armature is preferably formed on an inner pole body in this case.
  • This embodiment has the advantage that the annular magnet coil can be arranged radially on the outside, so that the magnetic circuit extends over the entire outer diameter of the fuel injector. It can be achieved in this way higher magnetic forces. At the same time you get a compact fuel injector.
  • not inventive fuel injector comprises a nozzle body 5 with a high-pressure bore 4, in which a nozzle needle 2 for releasing and closing a plurality of injection openings 3 is received in a liftable manner.
  • a nozzle needle 2 for releasing and closing a plurality of injection openings 3 is received in a liftable manner.
  • the injection openings 3 are released, so that fuel under high pressure is injected into a combustion chamber 1.
  • the magnet coil 6 cooperates with an armature 7, which can be coupled hydraulically via an armature shaft 8 to the nozzle needle 2.
  • the nozzle needle 2 facing the end of the armature shaft 8 is guided for this purpose by a supported on the nozzle body 5 coupler plate 16 which defines a coupler space 19 together with the armature shaft 8, the nozzle needle 2 and the nozzle needle 2 end surrounding sealing sleeve.
  • the coupler plate 16 is acted upon in the direction of the nozzle body 5 by the spring force of a coupler spring 17.
  • the sealing sleeve 18 is in turn axially biased by the spring force of a nozzle spring 24 against the coupler plate 16.
  • the coupler plate 16 passing through the end of the armature shaft 8 has an outer diameter D 1 , which is chosen to be significantly smaller than the outer diameter D 2 of the nozzle needle 2. Accordingly, the area ratio of the hydraulic active surfaces lying opposite to the coupler space 19 is selected such that the force transmission is accompanied by a force amplification.
  • the armature 7 moves maximally up to a stop surface 29 which is formed on the inner pole body 30 and serves as an upper stroke stop for the armature 7.
  • the nozzle needle 2 follows the movement of the armature 7, wherein a path reduction is effected by the predetermined area ratio of the formed on the armature shaft 8 and on the nozzle needle 2 hydraulic active surfaces.
  • the armature stroke A H is thus greater than the desired nozzle needle stroke DN H.
  • the inflow of fuel takes place via a centrally formed inflow channel 36, which is formed in the inner pole body 30 and opens into an armature space 37.
  • the armature space 37 is connected via a laterally arranged connecting channel 38 with a high-pressure chamber 27, in which the coupler plate 16 is received.
  • Via at least one through-flow opening 28 provided in the coupler plate 16 a connection of the high-pressure chamber 27 to the high-pressure bore 4 of the nozzle body 5 is produced, in which the injection openings 3 are formed.
  • the energization of the solenoid 6 is terminated, so that the magnetic force F M is reduced.
  • the force acting in the closing direction spring force F A of the armature spring 32 is in the sequence the armature 7 back to its original position.
  • the armature shaft 8 immersed again deeper into the coupler space 19 and reduces the volume, resulting in a pressure increase in the coupler space 19. If the spring force of the nozzle spring 24 acting in the closing direction on the nozzle needle 2 exceeds the resulting hydraulic opening force, the closing movement of the nozzle needle 2 begins.
  • the starting position of the armature 7 is reached when the provided for supporting the armature spring 32 spring plate 9, which is in the present case pressed onto the armature shaft 8, passes over its end face 11 for abutment with a serving as a lower stroke stop surface 13 on the coupler plate 16. Due to the frusto-conical configuration of the stop surface 13 is formed before reaching the lower stroke stop between the end face 11 of the spring plate 9 and the stop surface 13 of the coupler plate 16 from a nip 15, which causes a damping of the movement of the armature 7. Thus, a bouncing of the armature 7 is counteracted. At the same time, the frusto-conical configuration of the stop surface 13 ensures that the common contact region 20 is limited to an annular contact line in order to counteract hydraulic adhesive effects when reopening.
  • the spring force of the armature spring 32 can be influenced via a Einstellin33, via which the armature spring 32 is indirectly supported on a body member 34 of the fuel injector.
  • the body member 34 also forms the high-pressure chamber 27 and the armature chamber 37, which are hydraulically connected via the connecting channel 38.
  • a guide bore 35 is further formed, in which the armature shaft 8 of the armature 7 is received in a liftable manner.
  • a further preferred embodiment of a fuel injector according to the invention is in the Fig. 2a , This is different from the one of Fig. 1 essentially by the fact that not the pressed onto the armature shaft 8 spring plate 9, but with the spring plate 9 mechanically coupled hubbewegliches damper element 10 cooperating with the formed on the coupler plate 16 abutment surface 13 a nip 15 cooperating (see Fig. 2b ).
  • the damper element 10 has an end face 12 facing the coupler plate 16.
  • the end face 12 is flat.
  • the stop surface 13 has the shape of a truncated cone, so that the common contact area 20 is again limited to a circular contact line.
  • the damper element 10 is present cup-shaped and surrounds the spring plate 9; the armature spring 32 and the shim 33.
  • the armature shaft 8 of the armature 7 is guided by the damper element 10, so that the damper element 10 with respect to the armature shaft 8 is liftable.
  • the stroke of the damper element 10 is limited by serving as a lower stroke stop surface 13 of the coupler plate 16, which thus forms the lower stroke stop for both the armature 7 and the damper element 10.
  • the upper stroke stop for limiting the stroke of the damper element 10 is formed by a stop surface 23 of the body member 34.
  • the damper element 10 has a stop face 23 facing the end face 25 is formed on the truncated cone. This leads to a common contact region 26, which is limited to an annular contact line.
  • a modified damping device is in the Fig. 2c shown. This is an alternative to the damping device of Fig. 2b in the fuel injector the Fig. 2a used.
  • the stop surface 13 is not frustoconical, but formed on a hollow cylindrical projection 21 of the coupler plate 16. This measure also serves to form the nip 15 when closing and to reduce hydraulic adhesive effects when opening the injector.
  • a further preferred embodiment of a fuel injector according to the invention is in the Fig. 3 shown.
  • the coupler plate 16 at the same time forms the hubbewegliche damper element 10.
  • the stroke K H of the coupler plate 16 and the damper element 10 is limited on the one hand by a serving as a lower stroke stop surface 14 on the nozzle body 5 and on the other hand by serving as an upper stroke stop surface 23 which is formed by a shoulder of the body member 34.
  • the coupler plate 16 - indirectly axially biased by the spring force of the nozzle spring 24 - indirectly via the intermediate sealing sleeve 18.
  • a coupler spring 17 is therefore dispensable.
  • the common contact region 26 of the coupler plate 16 or of the damper element 10 with the stop surface 23 is reduced to an annular contact surface.
  • the end face 12 of the coupler plate 16 or of the damper element 10 which cooperates with the stop surface 14 serving as the lower stroke stop is designed in the shape of a truncated cone and thus has an annular contact line as a common contact region with the stop surface 14.
  • this results in the formation of a squeezing gap 15 which damps the movement of the armature 7.
  • the reduced common contact area counteracts hydraulic adhesive effects.
  • the spring force of the nozzle spring 24 serving to return the damper element 10 is larger than that of the armature spring 32, so that the return is already made upon completion of an injection operation.

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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)
  • Electromagnetism (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (9)

  1. Injecteur de carburant pour l'injection de carburant dans une chambre de combustion (1) d'un moteur à combustion interne, comprenant une aiguille de buse (2) qui est reçue avec une course de déplacement dans un alésage haute pression (4) d'un corps de buse (5) pour ouvrir et fermer au moins une ouverture d'injection (3), comprenant en outre une bobine magnétique de forme annulaire (6) prévue pour agir sur un induit à course de déplacement (7) à l'encontre de la force d'un ressort d'induit (32), l'induit (7) pouvant être accouplé hydrauliquement par le biais d'une tige d'induit (8) à l'aiguille de buse (2), et un élément d'amortissement (10) à course de déplacement. pouvant être accouplé mécaniquement à une coupelle de ressort (9) présentant une surface frontale (12) tournée vers l'aiguille de buse (2), le ressort d'induit (32) s'appuyant sur la coupelle de ressort (9) et la coupelle de ressort (9) étant connectée à la tige d'induit (8),
    caractérisé en ce que la surface frontale (12) de l'élément d'amortissement (10) coopère avec une surface de butée (13, 14) servant de butée de fin de course inférieure pour l'élément d'amortissement (10) en créant une fente d'écrasement (15), qui provoque un amortissement du mouvement de l'induit (7), l'élément d'amortissement à course de déplacement (10) étant précontraint axialement dans la direction d'une surface de butée (23) servant de butée de fin de course supérieure pour l'élément d'amortissement (10), la précontrainte axiale étant réalisée de préférence par la force de ressort d'un ressort d'accouplement (17) ou d'un ressort de buse (24) qui est supporté sur l'aiguille de buse (2).
  2. Injecteur de carburant selon la revendication 1,
    caractérisé en ce que la surface de butée (13) servant de butée de fin de course inférieure pour l'induit (7) et/ou pour l'élément d'amortissement (10) est réalisée au niveau d'une plaque d'accouplement (16) qui est précontrainte axialement de préférence par la force de ressort d'un ressort d'accouplement (17) contre le corps de buse (5) et/ou qui délimite un espace d'accouplement (19) conjointement avec la tige d'induit (8), l'aiguille de buse (2) et une douille d'étanchéité (18) entourant l'aiguille de buse (2) du côté de l'extrémité.
  3. Injecteur de carburant selon la revendication 1,
    caractérisé en ce que la surface de butée (14) servant de butée de fin de course inférieure pour l'induit (7) et/ou l'élément d'amortissement (10) est réalisée au niveau du corps de buse (5).
  4. Injecteur de carburant selon l'une quelconque des revendications précédentes,
    caractérisé en ce que la surface de butée (13, 14) servant de butée de fin de course inférieure pour l'induit (7) et/ou pour l'élément d'amortissement (10) et/ou la surface frontale (11, 12) coopérant avec la surface de butée (13, 14) est/sont réalisées sous forme tronconique ou sphérique de telle sorte que la région de contact commune (20) soit limitée à une ligne de contact essentiellement annulaire circulaire.
  5. Injecteur de carburant selon l'une quelconque des revendications précédentes,
    caractérisé en ce que la surface de butée (13, 14) servant de butée de fin de course inférieure pour l'induit (7) et/ou pour l'élément d'amortissement (10) et/ou la surface frontale (11, 12) coopérant avec la surface de butée (13, 14) présentent une pièce rapportée de forme cylindrique creuse (21) pour réaliser une surface de contact (22) de forme annulaire circulaire.
  6. Injecteur de carburant selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une surface frontale (25) de l'élément d'amortissement (10) opposée à l'aiguille de buse (2) est réalisée sous forme tronconique ou sphérique, de telle sorte qu'une région de contact commune (26) avec la surface de butée (23) servant de butée de fin de course supérieure soit limitée à une ligne de contact essentiellement annulaire circulaire.
  7. Injecteur de carburant selon l'une quelconque des revendications précédentes,
    caractérisé en ce que l'élément d'amortissement (10) est réalisé en forme de plaque ou de pot et entoure en partie la tige d'induit (8) de l'induit (7), l'élément d'amortissement (10) pouvant être déplacé axialement par rapport à la tige d'induit (8) .
  8. Injecteur de carburant selon l'une quelconque des revendications précédentes,
    caractérisé en ce que l'élément d'amortissement (10) est reçu dans un espace haute pression (27) qui est connecté hydrauliquement à l'alésage haute pression (4), de préférence par au moins une ouverture d'écoulement (28) réalisée dans la plaque d'accouplement (16).
  9. Injecteur de carburant selon l'une quelconque des revendications précédentes,
    caractérisé en ce que l'induit (7) est réalisé sous forme d'induit plongeur et une surface de butée (29) constituant la butée de fin de course supérieure pour l'induit (7) est réalisée au niveau d'un corps polaire intérieur (30).
EP16166329.9A 2015-05-22 2016-04-21 Injecteur de carburant Active EP3095998B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015209395.6A DE102015209395A1 (de) 2015-05-22 2015-05-22 Kraftstoffinjektor

Publications (2)

Publication Number Publication Date
EP3095998A1 EP3095998A1 (fr) 2016-11-23
EP3095998B1 true EP3095998B1 (fr) 2019-06-12

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EP16166329.9A Active EP3095998B1 (fr) 2015-05-22 2016-04-21 Injecteur de carburant

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EP (1) EP3095998B1 (fr)
DE (1) DE102015209395A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017222501A1 (de) * 2017-12-12 2019-06-13 Robert Bosch Gmbh Ventil zum Zumessen eines Fluids

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001123907A (ja) * 1999-10-26 2001-05-08 Aisan Ind Co Ltd 燃料噴射弁
EP2336544A1 (fr) * 2009-12-14 2011-06-22 Delphi Technologies, Inc. Mécanisme anti-retour pour injecteurs de carburant
DE102010028835A1 (de) 2010-05-11 2011-11-17 Robert Bosch Gmbh Kraftstoffinjektor
DE102012217322A1 (de) * 2012-09-25 2014-06-12 Robert Bosch Gmbh Einspritzventil
DE102013221534A1 (de) * 2013-10-23 2015-04-23 Robert Bosch Gmbh Kraftstoffinjektor

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EP3095998A1 (fr) 2016-11-23

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