EP3234344B1 - Einspritzdüse für kraftstoffe - Google Patents

Einspritzdüse für kraftstoffe Download PDF

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Publication number
EP3234344B1
EP3234344B1 EP15785135.3A EP15785135A EP3234344B1 EP 3234344 B1 EP3234344 B1 EP 3234344B1 EP 15785135 A EP15785135 A EP 15785135A EP 3234344 B1 EP3234344 B1 EP 3234344B1
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EP
European Patent Office
Prior art keywords
nozzle
nozzle needle
injection
pressure
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP15785135.3A
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German (de)
English (en)
French (fr)
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EP3234344A1 (de
Inventor
Andreas Rau
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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Filing date
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Publication of EP3234344A1 publication Critical patent/EP3234344A1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/166—Selection of particular materials
    • 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
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/042—The valves being provided with fuel passages
    • 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
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
    • 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
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
    • F02M61/12—Other injectors with elongated valve bodies, i.e. of needle-valve type characterised by the provision of guiding or centring means for valve bodies
    • 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
    • F02M2200/26—Fuel-injection apparatus with elastically deformable elements other than coil springs
    • 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
    • F02M2200/90—Selection of particular materials
    • F02M2200/9053—Metals
    • 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

  • the invention relates to an injection nozzle for fuels, as used for example for the injection of fuel into the combustion chambers of internal combustion engines.
  • Injectors for fuels in particular for the injection of fuel under high pressure in combustion chambers of internal combustion engines, have long been known from the prior art. So is out of the DE 199 36 668 A1 a fuel injector with an injection nozzle, wherein the injection nozzle has a nozzle body with a pressure chamber formed therein. In the pressure chamber, a piston-shaped nozzle needle is arranged longitudinally displaceable, which has at one end a sealing surface, with which it cooperates with a nozzle seat formed in the nozzle body for opening and closing at least one injection opening.
  • a control chamber is formed at the end opposite the nozzle seat, which can be filled with fuel under high pressure and in which via a control valve an alternating fuel pressure is adjustable, through which a closing force on the nozzle needle in the direction of the nozzle seat is exercisable ,
  • the pressure chamber is connected to a fuel storage, is kept in the fuel under high pressure to always supply the pressure chamber with fuel at a constant high pressure.
  • Fuel is injected into a combustion chamber, the nozzle needle is moved away from the nozzle seat in the longitudinal direction by the hydraulic pressure in the control chamber is lowered.
  • the hydraulic forces in the pressure chamber then move the nozzle needle away from the nozzle seat, and the injection openings are released from the nozzle needle, so that fuel is ejected from the pressure chamber through the injection openings.
  • It is important for a clean injection that the nozzle needle very quickly removed from the nozzle seat. If this is done only slowly, a throttle gap is formed between the sealing surface of the nozzle needle and the nozzle seat, through which fuel flows from the pressure chamber only with reduced pressure to the injection openings, so that this fuel is only insufficiently atomized when it exits from the injection openings.
  • This so-called seat throttle area must therefore be kept as short as possible by a rapid movement of the nozzle needle in order to increase the effective injection pressure at the injection openings quickly to the level within the pressure chamber in order to achieve a good atomization of the fuel. Otherwise, insufficiently atomized fuel leads to insufficient combustion within the combustion chamber and thus to increased hydrocarbon emissions of the internal combustion engine.
  • the pressure in the control room can be lowered as quickly as possible.
  • a rapid pressure drop or pressure build-up deteriorates the smallest quantity capability of the injection valve, since the injected fuel quantity thereby reacts very sensitively to the activation duration of the control valve. This entails a large stroke / stroke spread, ie a larger stochastic dispersion of the injection quantity by the desired value from injection to injection.
  • the speed of the pressure drop within the control room a certain limit set by the nozzle needle is operated in many applications in the so-called ballistic operation in which the nozzle needle does not reach a mechanical stroke stop, but decelerated before reaching a stroke stop by renewed pressure increase within the control room and is accelerated back in the direction of the nozzle seat.
  • this ballistic operation can no longer be realized because the nozzle needle prematurely reaches the mechanical stroke stop due to its large opening speed.
  • DE19940294 A1 discloses a nozzle needle having a longitudinal elastic portion which promotes rapid opening and closing of the nozzle needle at the beginning and end of fuel injection, respectively.
  • the injector according to the invention with the characterizing features of claim 1 has the advantage that the fuel injection always takes place at high pressure and thus good atomization of the fuel by a rapid opening and closing of the nozzle needle at the beginning or end of the fuel injection and thus the pollutant emissions the internal combustion engine lowers.
  • the injection nozzle on a nozzle body in which a fuel-filled under high pressure pressure chamber is formed, in which a piston-shaped nozzle needle is arranged longitudinally movable.
  • the nozzle needle has at one end a sealing surface and at its opposite end an end face, wherein the nozzle needle cooperates with the sealing surface with a nozzle seat for opening and closing at least one injection opening.
  • a fillable with fuel under high pressure control space is available in which an alternating pressure is adjustable, which limits the nozzle needle with the end face, so that by the hydraulic pressure on the end face of the nozzle needle, a force can be exerted in the direction of the nozzle seat.
  • the nozzle needle has a longitudinal elastic portion having a longitudinal rigidity of less than 40,000 N / mm. Upstream and downstream of the elastic longitudinal section is in each case a guide section on the nozzle needle, with which the nozzle needle is guided in the pressure chamber in the radial direction.
  • These guide sections are, for example, by Diameter extensions formed, wherein at the guide portions passages are formed, which ensure a throttle-free flow of fuel to the injection openings within the pressure chamber.
  • the effective opening speed of the nozzle needle can be significantly improved.
  • the elastic longitudinal section leads due to the caused by the high pressure in the control chamber compression of the nozzle needle to a so-called snap effect of the nozzle needle, which increases the actual opening speed and thus causes the sealing surface of the nozzle needle at the beginning of the opening movement compared to a known nozzle needle faster removed from the nozzle seat.
  • the same effect also occurs in the case of the closing movement of the nozzle needle, so that the speed of the sealing surface also increases as the nozzle needle approaches the nozzle seat and thus the seat throttle area is passed through more rapidly.
  • the longitudinal stiffness of the elastic portion is less than 20,000 N / mm, more preferably 12,000 to 16,000 N / mm. In these areas of longitudinal stiffness, the maximum effect is achieved without the stability of the nozzle needle and the manufacturability of the nozzle needle becomes technically problematic.
  • the longitudinally elastic portion is formed as a circular cylinder, wherein the material of the nozzle needle is preferably steel.
  • the longitudinally elastic, circular-cylindrical section preferably has a diameter of 1.3 to 2.0 mm, preferably between 1.4 and 1.6 mm.
  • the elastic modulus of the steel preferably has a value of 200,000 to 230,000 N / mm 2 , preferably 210,000 N / mm 2 .
  • the cylindrical elastic longitudinal section has a length of 20 to 30 mm, preferably 25 to 27 mm. Such a length can be accommodated in the normal injection nozzles, as they are preferably used for fuel injectors, without problems that the space of the nozzle must be increased compared to the previously known models.
  • the sealing surface of the nozzle needle has an annular sealing line, with which it rests on the nozzle seat in the closed state of the injection nozzle and seals the pressure chamber against the injection openings.
  • the sealing line has the same diameter as the diameter of the longitudinal elastic section, so that in this region of the nozzle needle no resulting hydraulic forces are exerted in the longitudinal direction of the nozzle needle by the fuel pressure within the pressure chamber.
  • the nozzle needle is received with its end facing away from the sealing surface in a sleeve which limits the control chamber radially.
  • a closing spring is arranged under pressure bias between the sleeve and the nozzle needle in an advantageous manner, which exerts a closing force in the direction of the nozzle seat on the nozzle needle. The closing spring ensures that the nozzle needle remains in contact with the nozzle seat even when the internal combustion engine is switched off, thus preventing any dripping of fuel into the combustion chamber even in the absence of pressure in the control chamber.
  • a fuel injector for injecting fuel in a combustion chamber of an internal combustion engine is equipped with an injection nozzle according to one of the claims.
  • the fuel injector 100 has an injection nozzle 1, which comprises a nozzle body 2, in which a pressure chamber 4 is formed.
  • the pressure chamber 4 can be filled with fuel under high pressure.
  • fuel is supplied from a fuel tank 7 via a fuel line 15 to a high-pressure pump 16 which compresses the fuel and supplies the compressed fuel via a pressure line 17 to a high-pressure accumulator 19, in which the compressed fuel is kept.
  • From the high pressure accumulator 19 is according to the number of existing fuel injectors 100 from a high pressure line 21, via which the pressure chamber 4 is filled with fuel at high pressure.
  • a piston-shaped nozzle needle 3 is arranged longitudinally displaceable, which is shown here highly schematically.
  • the nozzle needle 3 has a longitudinal elastic portion 25, which is symbolized here by a spring, but for example, consists of a tapered cylindrical portion of the nozzle needle 3.
  • the nozzle needle 3 has a sealing surface 6, with which the nozzle needle 3 with the nozzle seat 5, which is formed at the combustion chamber end of the nozzle body 2, cooperates, so when conditioning the sealing surface 6 on the nozzle seat 5, one or more injection ports 8 in the nozzle body 2 are formed, are sealed against the pressure chamber 4. If the nozzle needle 3 lifts off in the longitudinal direction from the nozzle seat 5, fuel flows out of the pressure chamber 4 between the sealing surface 6 and the nozzle seat 5 through to the injection openings 8 and is ejected through this.
  • the sealing surface 6 facing away from the end of the nozzle needle 3 has an end face 9, which limits a control chamber 10.
  • the control chamber 10 can be filled with fuel at high pressure via an inlet throttle 13, which branches off from the high-pressure line 21.
  • the control chamber 10 is connected to an outlet throttle 14, which is connectable via a control valve 18 with a low pressure line 20, wherein the low pressure line 20 opens into the fuel tank 7 back. Is the control valve 18 in its open position, as in FIG. 1 shown, so fuel flows from the control chamber 10 via the low pressure line 20 into the fuel tank 7, wherein the inlet throttle 13 and the outlet throttle 14 are coordinated so that when open control valve 18 more fuel via the outlet throttle 14 flows as in the same period on the inlet throttle 13 flows to the control room 10.
  • FIG. 2a illustrates the state of the nozzle needle 3 schematically at different times of the injection cycle, will be explained below.
  • FIG. 2a the state of the nozzle needle 3 is shown at the beginning of the injection, in which the nozzle needle 3 is in its closed position in contact with the nozzle seat 5.
  • the nozzle needle 3 does not lie with its entire sealing surface 6 on the nozzle seat 5, but on the sealing surface 6, an annular sealing line 27 is formed to improve the tightness, which causes a substantially linear support of the sealing surface 6 on the nozzle seat 5. Since the surface below the sealing line 27 is not acted upon by the fuel pressure of the pressure chamber 4, there There is no or only an insignificant force on the sealing surface 6 below the sealing line 27th
  • the high fuel pressure in the control chamber 10 which may be more than 2,000 bar in modern injection systems, causes a hydraulic force F S1 on the end face 9 of the nozzle needle, which in FIG. 2a is symbolized above by an arrow and the nozzle needle 3 is compressed. Due to the formation of the elastic portion 25 of the nozzle needle 3, the compression takes place mainly in this area. Since practically no fuel pressure is present below the sealing line 27, at most the pressure prevailing in the combustion chamber and leading to a force F d1 results in an elastic compression of the nozzle needle 3 by a certain amount. Now, if the pressure in the control chamber 10 is reduced, so relaxes the elastic portion 25 and leads to an extension of the nozzle needle 3 by an amount ⁇ l , as in FIG. 2b is shown. The force in the control chamber F S2 decreases, while the counterforce F d2 remains approximately the same, since the nozzle needle 3 is still in its closed position, that is not yet lifted from the nozzle seat 5.
  • the nozzle needle 3 As soon as the nozzle needle 3 has completely relaxed, ie has reached its maximum extension, the actual opening movement of the nozzle needle begins, ie the sealing surface 6 moves away from the nozzle seat 5 and releases the injection openings 8. Due to the above hydraulic conditions, the nozzle needle 3 is now compressed again, except for an extension .DELTA.l 1 , which is reached at time t 2 .
  • the nozzle needle 3 In this state and up to the time t 3 , the nozzle needle 3 is in its ballistic movement phase, that is, on the one hand from the seat throttle area and on the other hand arrived at no mechanical stop: Both on the end face 9 and on the sealing surface 6 act hydraulic forces within Just before the nozzle needle 3 has reached its maximum stroke h max , the control valve 18 closes, so that the pressure in the control chamber 10 increases again. Thereby, the movement of the nozzle needle 3 is braked in the opening direction and their direction of movement is reversed.
  • the nozzle needle 3 reaches a position at which the seat throttling between the sealing surface 6 and the nozzle seat 5 leads to a marked reduction of the hydraulic force on the sealing surface 6.
  • the nozzle needle 3 lengthens again, which leads to an increase in the relative change in length .DELTA.l back to the value .DELTA.l 2 until the time t 4 , as in FIG. 3 shown.
  • the nozzle needle 3 again reaches its position on the nozzle seat 5, so that the nozzle needle 3 is compressed again by the rising pressure in the control chamber 10 and reaches its original length at time t 5 .
  • the dot-dash line 40 represents the course of the injection rate of the nozzle needle 3 according to the invention: At the beginning of the injection, the rate R increases much faster than in the known nozzle needle whose rate profile 42 is shown as a solid line. In the nozzle needle according to the invention, therefore, the maximum rate is reached faster, so that only a small amount of fuel reaches the injection openings with low pressure and is therefore insufficiently atomized.
  • the effect according to the invention can also be explained and quantified as follows: If the pressure in the control chamber 10 collapses, the end face 9 of the nozzle needle 3 moves into the control chamber without the sealing surface 6 initially moving. This effect is at a longitudinal stiffness of the elastic portion of the nozzle needle, for example, 15,000 N / mm about 30 microns, when the nozzle needle made of a common steel with a modulus of about 210,000 N / mm 2 and the diameter of the elastic portion 1.5 mm is at a length of 26 mm, wherein the longitudinal elastic portion is formed circular cylindrical. Once the elongation of the nozzle needle 3 is completed, the sealing surface 6 moves away from the nozzle seat 5 with a certain opening speed.
  • the nozzle needle 3 Due to the pressure infiltration of the sealing surface 6, the nozzle needle 3 is now compressed again, so that the elastic deformation of the nozzle needle 3 adds to the speed of movement of the nozzle needle 3.
  • the sealing surface 6 thus moves faster from the nozzle seat 5 away, as they would do without the elastic portion 25.
  • the longitudinal stiffness is defined as follows:
  • ⁇ x e - 1 ⁇ ⁇ x - ⁇ ⁇ ⁇ y + ⁇ z
  • ⁇ x , ⁇ y and ⁇ z are the stresses in the respective spatial direction, v the Poisson number and E the modulus of elasticity.
  • v the stresses in the respective spatial direction
  • E the modulus of elasticity
  • FIG. 5 schematically an embodiment of the injection nozzle 1 according to the invention is shown, with identical components bear the same reference numerals as in FIG. 1 .
  • the injection nozzle 1 has a nozzle body 2, in which a pressure chamber 4 is formed, which can be filled with fuel under high pressure, as already in FIG. 1 shown.
  • the nozzle needle 3 is piston-shaped and has a first guide portion 30 and a second guide portion 31, with which the nozzle needle 3 is guided in the radial direction within the pressure chamber 4. Between the first guide portion 30 and the second guide portion 31, the longitudinal elastic portion 25 is formed, which has a diameter d and a length L.
  • the sealing surface 6 facing away from the nozzle needle 3 is guided with a cylindrical portion in a sleeve 23, the control chamber 10 in limited radial direction.
  • the sleeve 23 is pressed by the force of a closing spring 24 against a throttle plate 22, wherein the closing spring 24 is arranged under pressure bias between the sleeve 23 and a shoulder 36 of the nozzle needle 3 and thereby surrounds the nozzle needle 3.
  • a shim 37 arranged over the thickness of the compression bias of the closing spring 24 is adjustable.
  • a further elastic longitudinal portion 26 of the nozzle needle 3 which has a diameter d j , which corresponds at least approximately to the diameter d of the elastic longitudinal section 25. Due to the further elastic longitudinal section 26, the overall stiffness of the nozzle needle 3 can be further reduced, if, for example, for reasons of space, the elastic longitudinal section 25 can not be manufactured in the necessary length.
  • the total longitudinal stiffness c tot is preferably less than 20,000 N / mm.
  • one or more bevels 33 and 34 are respectively attached to the outside of the guide sections 30, 31 on the first guide section 30 and the second guide section 31, so that an unthrottled fuel flow at the guide sections 30 , 31 can be done over in the direction of the injection openings 8.
  • the elastic longitudinal section 25 in the form of a circular cylinder with a reduced diameter, it is also possible to represent this elastic longitudinal section in a different manner, for example by a higher longitudinal elasticity is achieved by recesses in the nozzle needle.
  • the formation by a reduction in diameter is the simplest way to represent such a longitudinally elastic section without the manufacturing costs of the nozzle needle thereby increase significantly.

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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)
EP15785135.3A 2014-12-18 2015-10-27 Einspritzdüse für kraftstoffe Active EP3234344B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014226407.3A DE102014226407A1 (de) 2014-12-18 2014-12-18 Einspritzdüse für Kraftstoffe
PCT/EP2015/074892 WO2016096217A1 (de) 2014-12-18 2015-10-27 Einspritzdüse für kraftstoffe

Publications (2)

Publication Number Publication Date
EP3234344A1 EP3234344A1 (de) 2017-10-25
EP3234344B1 true EP3234344B1 (de) 2019-06-12

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ID=54356341

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15785135.3A Active EP3234344B1 (de) 2014-12-18 2015-10-27 Einspritzdüse für kraftstoffe

Country Status (8)

Country Link
US (1) US10508634B2 (ko)
EP (1) EP3234344B1 (ko)
JP (1) JP6453467B2 (ko)
KR (1) KR102354051B1 (ko)
CN (1) CN107110084B (ko)
BR (1) BR112017012684B1 (ko)
DE (1) DE102014226407A1 (ko)
WO (1) WO2016096217A1 (ko)

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JP6690566B2 (ja) * 2017-01-31 2020-04-28 株式会社デンソー 燃料噴射弁
DE102017218869A1 (de) * 2017-10-23 2019-04-25 Robert Bosch Gmbh Injektor
DE102017221755A1 (de) 2017-12-04 2019-06-06 Robert Bosch Gmbh Düsenbaugruppe für einen Kraftstoffinjektor, Kraftstoffinjektor und Verfahren zum Herstellen einer Düsenbaugruppe
DE102018217761A1 (de) * 2018-10-17 2020-04-23 Robert Bosch Gmbh Kraftstoffinjektor
DE102019218432A1 (de) * 2019-11-28 2021-06-02 Robert Bosch Gmbh Einstoffinjektor und Einspritzsystem zum Einspritzen eines Mediums
US11603817B1 (en) * 2021-08-25 2023-03-14 Caterpillar Inc. Slim-profile fuel injector for tight packaging in top feed fuel system
GB2625123A (en) * 2022-12-07 2024-06-12 Phinia Delphi Luxembourg Sarl Fuel injector

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Publication number Publication date
US20180274508A1 (en) 2018-09-27
DE102014226407A1 (de) 2016-06-23
EP3234344A1 (de) 2017-10-25
CN107110084A (zh) 2017-08-29
US10508634B2 (en) 2019-12-17
KR20170095372A (ko) 2017-08-22
JP6453467B2 (ja) 2019-01-16
CN107110084B (zh) 2020-01-10
BR112017012684B1 (pt) 2023-03-28
JP2018503765A (ja) 2018-02-08
KR102354051B1 (ko) 2022-01-24
WO2016096217A1 (de) 2016-06-23
BR112017012684A2 (pt) 2018-01-02

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