GB2336628A - A fuel injector, for an I.C. engine, having a three way two position needle control valve - Google Patents
A fuel injector, for an I.C. engine, having a three way two position needle control valve Download PDFInfo
- Publication number
- GB2336628A GB2336628A GB9904344A GB9904344A GB2336628A GB 2336628 A GB2336628 A GB 2336628A GB 9904344 A GB9904344 A GB 9904344A GB 9904344 A GB9904344 A GB 9904344A GB 2336628 A GB2336628 A GB 2336628A
- Authority
- GB
- United Kingdom
- Prior art keywords
- valve member
- valve
- chamber
- control
- 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.)
- Withdrawn
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
- F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
- F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
Abstract
A common rail fuel injector for an internal combustion engine comprises a valve needle 10 slidable within a bore 12 and defining a control chamber 26, and a three way two position control valve controlling communication between the control chamber 26, and a fuel supply passage 50 and a low pressure drain. The control valve may have a valve member 36 which may define a central flow passage 42 and be movable between a first position where the lower end of the valve member 36 engages a surface of distance piece 20, normal to the axis of the valve member, to close the central passage 42 and where the supply passage 50 is able to communicate with the control chamber 26 and a second position where the control valve member 36 is lifted from the surface of distance piece 20 so that the central passage 42 communicates with the control chamber 26 and the supply passage 50 is blocked. The central flow passage 50 allows communication with the drain. The control valve member 42 is dimensioned so that it is pressure balanced in either the first or second position reducing the actuation force required to move it.
Description
2336628 1 FUEL INJECTOR AND CONTROL VALVE FOR USE THEREIN This invention
relates to a fuel injector for use in a common rail type fuel system for delivering fuel under pressure to a cylinder of a compression ignition internal combustion engine. The invention also relates to a control valve for use in such an injector.
A known common rail fuel injector comprises a valve needle slidable within a bore and defining a control chamber which is supplied with fuel at a restricted rate from a supply passage. A control valve controls communication between the control chamber and a low pressure drain o volume such as the fuel tank. The fuel pressure within the control chamber applies a force to the valve needle acting in a direction urging the needle towards a seating. In use, prior to injection, the control valve closed thus the control chamber is at high pressure and a relatively large force is applied to the needle urging the needle into engagement with its seating. In order to commence injection, the control valve is opened, relieving the fuel pressure within the control chamber thus reducing the force urging the needle towards its seating to a level sufficient to allow the needle to lift from its seating. To terminate injection, the control valve is closed with the result that the fuel pressure within the control chamber rises. The force urging the needle towards its seating is thus increased.
It will be appreciated that during injection, fuel escapes at a restricted rate from the supply passage through the control chamber to the low pressure drain. It is an object of the invention to reduce the quantity of fuel escaping in this manner, thus improving the efficiency of the fuel system.
2 According to a first aspect of the invention there is provided a common rail fuel injector comprising a valve needle slidable within a bore and defining a control chamber, and a three-way two position control valve controlling communication between the control chamber, a fuel supply passage and a low pressure drain.
The control valve may comprise a valve member slidable within a bore, the valve member defining a central flow passage, the valve member being moveable between a first position in which an end of the valve member engages a surface substantially normal to the axis of the valve member to close the central flow passage, an enlarged diameter region of the valve member being lifted from a seating to permit communication between an inlet and a chamber downstream of the seating, and a second position in which the enlarged diameter region engages its seating to break communication between the inlet and the chamber, the end of the valve member being lifted from the surface to permit communication between the chamber and the central flow passage, and an actuator arranged to control movement of the valve member.
Conveniently, the dimensions of the control valve member are chosen so that the valve member is substantially pressure balanced in both its first and second positions.
It will be appreciated that by using a three-way valve, the flow of fuel to the control chamber during injection can be avoided thus reducing the quantity of fuel flowing to the low pressure drain, in use.
3 The three-way two position control valve is conveniently arranged such that the inlet communicates with the supply passage, the chamber of the control valve communicating with the control chamber, and the central flow passage communicating with the low pressure drain.
Alternatively, the control valve may comprise a valve member moveable by an actuator between a first position in which a first seating region of the valve member engages a first valve seat to prevent communication between the control chamber and the low pressure chamber, a second seating region of the valve member being spaced from a second valve seat to permit communication between the supply passage and the control chamber, and a second position in which the second seating region engages the second valve seat to break the communication between the supply passage and the control chamber, the first seating region being spaced from the first valve seat to permit communication between the control chamber and the low pressure chamber, wherein the valve member defines a restricted flow passage whereby, when the valve member occupies its second position, the rate at which fuel can flow from the control chamber to the low pressure chamber is restricted, and wherein the valve member is substantially fuel pressure balanced in both its first and second positions.
The valve member is conveniently spring biased towards its first position.
As there is no need to provide a restriction between the supply passage and the control chamber to limit the quantity of fuel escaping, fuel can flow to the control chamber quickly. Termination of injection can thus be controlled relatively accurately and the provision of a flow restriction in 4 the supply passage controlling the rate of fuel flow towards a nozzle of the injector can be avoided.
The invention also relates to control valves of the type described hereinbefore.
The invention will further be described, by way of example, with reference to the accompanying drawings, in which:
Figure 1 is a sectional view of part of an injector in accordance with an embodiment of the invention; Figure 2 is a view similar to Figure 1 illustrating an alternative embodiment; and Figure 3 is a sectional view of part of an injector of a further embodiment.
Figure 1 illustrates a common rail injector which comprises a valve needle 10 si idable within a bore 12 formed in a nozzle body 14. The bore 12 is of blind form and defines, adjacent its blind end, a valve seating with which the valve needle 10 is engageable to control the supply of fuel from the bore 12 to one or more outlet openings located downstream of the seating. The upper part of the bore 12 is of diameter substantially equal to that of the adjacent part of the valve needle 10 to guide the valve needle 10 for sliding movement within the bore 12 and forming a substantially fluid tight seal between the valve needle 10 and the nozzle body 14. The bore 12 is shaped to define an enlarged diameter region 16 which communicates with a fuel supply passage 18. Downstream of the enlarged diameter region 16, the valve needle 10 is shaped to define flutes. conveniently angled flutes, permitting fuel to flow from the enlarged diameter region 16 to an annular chamber defined between the needle and the wall of the bore adjacent the seating. Within the annular chamber, the needle 10 is shaped to include one or more angled thrust surfaces 10a (see Figure 2) orientated such that the application of fuel under pressure to the bore 12 applies a force to the needle 10 acting in a d i rection u rgi ng the need 1 e 10 away from its seati ng.
The upper end surface of the nozzle body 14 engages a distance piece 20 which includes a drilling 22 forming part of the supply passage and communicating with the drilling 18. The distance piece 20 is further provided with an axially extending blind bore 24 which defines, with the upper end of the valve needle 10 and the nozzle body 14, a control chamber 26 within which a spring 28 is located, the spring 28 engaging the valve needle 10 to bias the valve needle 10 towards the seating.
A valve housing 30 engages the upper end surface of the distance piece 20, the valve housing 30 including a drilling 32 which communicates with the drilling 22 of the distance piece 20. The valve housing 30 is further provided with a through bore 34 which is offset from the axis of the valve housing 30 and within which a valve member 36 is slidable. The lower end of the through bore 34 is of large diameter and defines, with the upper end surface of the distance piece 20, a chamber 38 which communicates through a drilling 40 with the control chamber 26.
The valve member 36 includes an axially extending through bore defining a central flow passage 42 whereby, when the valve member 36 occupies a 6 lifted position in which the lower end thereof is out of engagement with the upper end surface of the distance piece 20, fuel is able to flow from the chamber 38 through the central flow passage 42 of the valve member 36 to a chamber 44 defined between the valve housing 30 and an actuator housing 46, the chamber 44 communicating with an appropriate low pressure drain reservoir or volume, for example the fuel tank. The valve member 36 is spring biased towards a first position in which the lower end of the valve member 36 seats against the upper end surface of the distance piece 20, communication between the chamber 38 and chamber 44 being substantially prevented or restricted in this position.
The valve member 36 includes an enlarged diameter region 36a which is engageable with a seating defined adjacent the intersection of the large diameter portion of the bore 34 and the remainder thereof to control communication between a chamber 48 defined between a reduced diameter region 36b of the valve member 36 and the wall of the bore 34 and the chamber 38. As illustrated in Figure 1, a restricted flow passage 50 is provided to permit communication between the drilling 32 and the annular chamber 48. When the valve member 36 occupies its first position, the region 36g is spaced from the seating.
The upper end of the valve member 36 carries an armature 52 which is moveable under the influence of an electromagnetic actuator (not shown) located within a bore formed in the actuator housing 46. As described hereinbefore, the actuator housing 46 further houses a spring arranged to bias the valve member 36 towards its first position in which the lower end thereof engages the distance piece 20.
7 In use, with the actuator de-energized and the valve member 36 occupying its first position, and with the supply passage supplied with fuel under pressure from a suitably charged common rail or accumulator, fuel under pressure is permitted to flow through the passage 50 to the chamber 38 and control chamber 26. It will be appreciated, therefore, that the fuel pressure acting upon the upper end surface of the valve needle 10 is relatively high. The fuel pressure within the control chamber 26 thus applies a force to the valve needle 10 which assists the spring 28 in urging the valve needle 10 into engagement with its seating against the action of high pressure fuel within the bore 12 on the angled thrust surfaces of the valve needle 10.
In order to commence injection, the actuator is energized, lifting the valve member 36 against the action of the spring to a second position, lifting the lower end thereof away from the distance piece 20, and moving the enlarged diameter region 36a thereof into engagement with its seating. As a result of the movement of the valve member 36J. the supply of fuel under pressure to the chamber 38 and control chamber 26 is terminated,' and fuel is able to escape from the chamber 38 and control chamber 26 through the central flow passage 42 of the valve member 36 to the low pressure drain. The fuel pressure within the control chamber 26 therefore fails. As a result of the reduction in fuel pressure within the control chamber 26, the forces acting upon the valve needle 10 urging the valve needle 10 towards its seating are reduced, and a point will be reached beyond which the valve needle 10 is able to lift from its seating, such movement of the valve needle 10 being limited by engagement of the upper end surface thereof with the blind end of the bore 24. Such movement of the valve needle 10 permits fuel to flow past the seating to 8 the outlet openings thus permitting fuel under pressure to be delivered to a cylinder of an associated engine.
As illustrated in Figure 1, the upper end surface of the valve needle 10 is provided with cross slots 54 which ensure that when the valve needle 10 occupies its fully lifted position, a significant proportion of the end surface of the valve needle 10 is exposed to the fuel pressure present in the control chamber 26. The slots 54 further ensure that the lower end of the drilling 40 does not become obscured by the valve needle 10.
In order to terminate injection, the actuator is de-energized and the valve member 36 returns to its first position under the action of the spring. Such movement of the valve member 36 breaks or restricts the communication between the chamber 38 and chamber 44 thus fuel is no longer able to escape from the control chamber 26 to the low pressure drain or is only permitted to escape a restricted rate. The movement of the valve member 36 also results in fuel being permitted to flow through the drilling 50 and chamber 38 to the control chamber 26, thus increasing the fuel pressure applied to the needle 10. As the fuel pressure within the control chamber 26 increases, a point will be reached beyond which the forces applied to the valve needle 10 are sufficient to cause the valve needle 10 to move into engagement with its seating. Such movement prevents further flow of fuel towards the outlet openings, thus terminating the delivery of fuel to the cylinder of the associated engine.
As mentioned hereinbefore, the use of a three-way, two position control valve to control the valve pressure within the control chamber 26 is advantageous in that during injection, fuel is not supplied to the control 9 chamber 26, thus the quantity of fuel flowing to the low pressure drain during injection is reduced. Clearly, by reducing the quantity of fuel flowing to the low pressure drain, the efficiency of the fuel system is increased. Further. the rate of the pump used to charge the common rail or accumulator may be reduced, pressure variations in the common rail or accumulator can be reduced. and the generation of undesirable pressure waves can be avoided or reduced.
Figure 2 illustrates an arrangement which is similar to that of Figure 1, but in which the axial length of the injector is reduced by locating the spring 28 within an axially extending blind bore provided in the upper part of the valve needle 10. As a result of the location of the spring 28 within the bore of the valve needle 10, the axial length of the distance piece 20 is reduced, and the volume of the control chamber 26 is also reduced. The reduction in the volume of the control chamber 26 is advantageous in that the injector is of increased responsiveness. It will be noted that although the axial length of the injector is reduced, the length of the valve needle 10 which engages the wall of the bore 12 to guide the needle 10 for sliding movement is substantially equal to that of the arrangement illustrated in Figure 1. The valve needle 10 is therefore properly guided for sliding movement.
Other than as described hereinbefore, the operation of the injector of Figure 2 is identical to that of Figure 1 and will not be described in further detail.
in both of the embodiments described hereinbefore, the control valve is designed to be substantially pressure balanced in both its first and second positions. The force which must be applied to the valve member 36 in order to move it between its first and second positions is therefore relatively low. As the flow of fuel to the control chamber during injection is avoided a small amount of leakage to the drain can be accepted when the control valve occupies its first position. As some leakage can be tolerated the lower end of the valve member and the upper surface of the distance piece do not need to form a perfect seal.
The fuel injector illustrated in Figure 3 comprises a nozzle body 110 provided with a blind bore 111 within which a valve needle 112 is slidabie. The blind bore 111 defines a seating surface with which an end region of the needle 112 is engageable to control communication between a delivery chamber 113 defined between the needle 112 and the bore 111 upstream of the seating surface and one or more outlet openings located downstream of the line of engagement between the valve needle 112 and the seating surface. The delivery chamber 113 includes a region of enlarged diameter which defines an annular gallery with which a supply passage 114 communicates. The supply passage 114 is arranged to communicate, in use, with a source of fuel under high pressure, for example a common rail charged with fuel to an appropriate high pressure by a suitable high pressure fuel pump. The needle 112 includes thrust surfaces (not shown) which are exposed to the fuel pressure within the delivery chamber 113 and which are orientated such that the application of fuel under high pressure to the delivery chamber 113 applies a force to the needle 112 urging the needle 112 to move in a direction away from the seating surface.
11 The nozzle body 110 abuts a distance piece 115 which includes a blind bore coaxial with the bore 111 into which an end of the needle 112 extends. The bore provided in the distance piece 115 together with the upper end of the bore 111 and the needle 112 together define a control chamber 116 within which a spring 117 is located, the spring 117 applying a biasing force to the needle 112 urging the needle 112 towards the seating surface. The control chamber 116 communicates through drillings 118 with a recess formed in the surface of the distance piece 115 remote from the nozzle body 110.
A second distance piece 119 abuts the surface of the distance piece 115 remote from the nozzle body 110. The second distance piece 119 is provided with a recess aligned with the recess formed in the distance piece 115, the recesses together defining a chamber 120. A through bore is provided in the second distance piece 119, the through bore being coaxial with a blind bore provided in the distance piece 115, the bores extending through the chamber 120 and housing a valve member 121. The bore provided in the second distance piece 119 communicates through a drilling 122 with the supply passage 114.
The valve member 121 is shaped to include upper and lower regions which are of diameter substantially equal to the diameter of the adjacent parts of the bores within which the valve member 121 is slidable to form substantially fluid tight seals therewith. Intermediate the upper and lower regions, the valve member 121 is shaped to be of reduced diameter, the valve member 121 further including a region 123 of enlarged diameter located within the chamber 120. The enlarged diameter region 123 of the valve member 121 is shaped to define first and second seating regions 12 1240 125 which are engageable with respective valve seats 126, 127 defined at the points at which the bores provided in the first and second distance pieces 115, 119 open into the recesses defining the chamber 120. It will be appreciated that engagement between the second seating surface 125 and the second valve seat 127 controls communication between the supply passage 114 and the chamber 120. It will further be appreciated that the chamber 120 is in constant communication with the control chamber 116, and thus that the engagement between the second seating surface 125 and the second valve seat 127 controls communication between the supply passage 114 and the control chamber 116.
The valve member 121 is of tubular form and defines a central flow passage 128 which communicates with the exterior of the reduced diameter portion of the valve member 121 downstream of the first valve seat 126 through radially extending drillings 129 of small diameter. The passage 128 further communicates through radially extending drillings 130 with a chamber 131 defined by a recess formed in the second distance piece 119 into which an end region of the valve member 121 extends. An armature 132 is located within the chamber 1311 the armature 132 being secured to the valve member 121 and arranged such that movement of the armature 132 is transmitted to the valve member 121. The armature 132 is moveable under the influence of a magnetic field generated, in use, by an actuator (not shown) located within an actuator housing 133 which abuts the end of the second distance piece 119 remote from the first distance piece 115. The first and second distance pieces 115, 119 and the nozzle body 110 are secured to the actuator housing 133 by a cap nut 134.
13 Although not illustrated, the valve member 121 is biased towards the position shown by means of a helical compression spring located within the actuator housing 133 and acting upon the valve member 121 or the armature 132.
In use, with the supply passage 114 connected to a source of fuel under high pressure and with the control valve member 121 in the position illustrated, it will be appreciated that both the control chamber 116 and the delivery chamber 113 are supplied with fuel ata high pressure. The effective area of the valve needle 112 exposed to the fuel pressure within the control chamber 116 is large, and the application of fuel under high pressure to the control chamber 116 in conjunction with the action of the spring 117 is sufficient to ensure that the valve needle 112 occupies a position in which it engages the seating surface, thus fuel is unable to flow from the delivery chamber 113 to the outlet openings. Injection of fuel is thus not taking place.
When it is desired to commence injection, the actuator is energised to attract the armature 132 in an upward direction, in the orientation illustrated, moving the valve member 121 away from the position illustrated towards a second position in which the first seating surface 124 is spaced from the first valve seat 126 and in which the second seating surface 125 is in engagement with the second valve seat 127. Upon commencement of movement of the valve member 121 0 it wi 11 be appreciated that communication is established between the control chamber 116 and the chamber 131. The chamber 131 is arranged to communicate through passages (not shown) with an appropriate low pressure fuel reservoir. It will therefore be appreciated that the fuel 14 pressure within the chamber 131 is low. As a result, fuel is able to escape from the control chamber 116 to the chamber 131 and the low pressure reservoir. The fuel pressure within the control chamber 116 thus fails, and a point will be reached beyond which the fuel pressure within the control chamber 116 and the spring 117 are unable to maintain the valve needle 112 in engagement with the seating surface, and the valve needle 112 will lift from the seating surface, permitting fuel to flow from the delivery chamber 113 to the outlet openings.
Provided that the injection of fuel is intended to occur over a duration greater than the time necessary for the valve member 121 to move to its second position, then a point will be reached after which the second seating surface 125 moves into engagement with the second valve seat 127, breaking communication between the supply passage 114 and the chamber 120. It will therefore be appreciated that the quantity of fuel which escapes from the supply passage 114 to the low pressure fuel reservoir during injection of fuel is limited.
In order to terminate injection, the actuator is de-energised, and the valve member 121 returns to its first, illustrated position under the action of the spring. The movement of the valve member 121 towards its first position results in the second seating surface 125 moving away from the second valve seat 127, thus re-establishing communication between the supply passage 114 and the control chamber 116, and in the first seating surface 124 engaging the first valve seat 126. As the passages by which the control chamber 116 and the supply passage 114 are connected are of relatively large diameter, it will be appreciated that re-pressurisation of the chamber 116 occurs rapidly. The increase of fuel pressure within the is control chamber 116 increases the magnitude of the force applied to the needle 112 urging the needle 112 towards its seating, and a point wi I I be reached beyond which the needle 112 moves into engagement with its seating, terminating the flow of fuel from the delivery chamber 113 to the outlet openings, and thus terminating injection.
As the bores within which the valve member 121 is slidable are of equal diameter, and as the seating lines formed between the seating surfaces 1240 125 of the valve member 121 and the first and second valve seats 1260 127 are of equal diameter to the bores, then it will be appreciated that the valve member 121 is substantially fluid pressure balanced in both its first and second positions. As a result, it will be appreciated that the magnitude of the force which must be applied to the valve member 121 in order to cause movement of the valve member 121 between its first and second positions is relatively low. The spring used to bias the valve member 121 towards its first position can therefore be relatively weak, and an actuator of relatively small dimensions can be used to cause movement of the valve member 121 towards its second position.
As discussed hereinbefore, as fuel is able to flow to the control chamber 116 rapidly upon termination of injection, termination of injection can be controlled relatively accurately, and there is therefore no need to provide a flow restricter within the supply passage 114 to limit the rate at which fuel is able to flow towards the delivery chamber 113. As a result, the fuel injection pressure does not fall in the manner of the known arrangement described hereinbefore. Although in the description hereinbefore, the valve is controlled using an electromagnetic actuator, it will be appreciated that other types of actuator
16 may be used, for example the actuator may take the form of a piezo electric stack.
17
Claims (7)
1. A common rail fuel injector comprising a valve needle slidable within a bore and defining a control chamber, and a three-way two position control valve controlling communication between the control chamber,, a fuel supply passage and a low pressure drain.
2. An injector as claimed in Claim 1, wherein the control valve comprises a valve member slidable within a bore, the valve member defining a central flow passage, the valve member being moveable between a first position in which an end of the valve member engages a surface substantially normal to the axis of the valve member to close the central flow passage, an enlarged diameter region of the valve member being lifted from a seating to permit communication between an inlet and a chamber downstream of the seating, and a second position in which the enlarged diameter region engages its seating to break communication between the inlet and the chamber, the end of the valve member being lifted from the surface to permit communication between the chamber and the central flow passage, and an actuator arranged to control movement of the valve member.
3. An injector as claimed in Claim 2, wherein the inlet communicates with the supply passage, the chamber of the control valve communicating with the control chamber, and the central flow passage communicating with the low pressure drain.
4. An injector as claimed in Claim 2 or Claim 3, wherein the dimensions of the control valve member are chosen so that the valve 18 member is substantially pressure balanced in both its first and second positions.
5. An injector as claimed in Claim 1, wherein the control valve comprises a valve member moveable by an actuator between a first position in which a first seating region of the valve member engages a first valve seat to prevent communication between the control chamber and the low pressure chamber, a second seating region of the valve member being spaced from a second valve seat to permit communication between the supply passage and the control chamber, and a second position in which the second seating region engages the second valve seat to break the communication between the supply passage and the control chamber, the first seating region being spaced from the first valve seat to permit communication between the control chamber and the low pressure chamber, wherein the valve member defines a restricted flow passage whereby, when the valve member occupies its second position, the rate at which fuel can flow from the control chamber to the low pressure chamber is restricted, and wherein the valve member is substantially fuel pressure balanced in both its first and second positions.
6. A common rail fuel injector substantially as hereinbefore described with reference to any one of the accompanying drawings.
7. A control valve adapted for use in a fuel injector as claimed in any one of the preceding claims.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9904344A GB2336628A (en) | 1998-04-24 | 1999-02-25 | A fuel injector, for an I.C. engine, having a three way two position needle control valve |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GBGB9808678.8A GB9808678D0 (en) | 1998-04-24 | 1998-04-24 | Control valve and fuel injector incorporating same |
| GBGB9824809.9A GB9824809D0 (en) | 1998-11-13 | 1998-11-13 | Valve |
| GB9904344A GB2336628A (en) | 1998-04-24 | 1999-02-25 | A fuel injector, for an I.C. engine, having a three way two position needle control valve |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB9904344D0 GB9904344D0 (en) | 1999-04-21 |
| GB2336628A true GB2336628A (en) | 1999-10-27 |
Family
ID=27269290
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9904344A Withdrawn GB2336628A (en) | 1998-04-24 | 1999-02-25 | A fuel injector, for an I.C. engine, having a three way two position needle control valve |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2336628A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10120157A1 (en) * | 2001-04-25 | 2002-11-07 | Bosch Gmbh Robert | Fuel injector with throttle element integrated in the control valve |
| DE10123775A1 (en) * | 2001-05-16 | 2002-11-28 | Bosch Gmbh Robert | Fuel injection device for internal combustion engines, in particular common rail injector, and fuel system and internal combustion engine |
| DE10132249A1 (en) * | 2001-07-04 | 2003-01-23 | Bosch Gmbh Robert | Fuel injector with force-balanced control valve |
| US6889918B2 (en) | 2001-03-27 | 2005-05-10 | Delphi Technologies, Inc. | Fuel injector |
| EP1657435A1 (en) * | 2004-11-12 | 2006-05-17 | C.R.F. Società Consortile per Azioni | A fuel injector for an internal-combustion engine |
| WO2008046679A1 (en) * | 2006-10-18 | 2008-04-24 | Robert Bosch Gmbh | Injector for injecting fuel |
| WO2008138742A1 (en) * | 2007-05-14 | 2008-11-20 | Robert Bosch Gmbh | Injector having a pressure-compensated control valve |
| CN106133305A (en) * | 2014-01-15 | 2016-11-16 | 德尔福国际业务卢森堡公司 | Bobbin with discharge tube |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0823549A2 (en) * | 1996-08-06 | 1998-02-11 | Lucas Industries Public Limited Company | Injector |
| EP0840003A1 (en) * | 1996-10-26 | 1998-05-06 | Lucas Industries Public Limited Company | Fuel injection arrangement |
| GB2330383A (en) * | 1997-10-14 | 1999-04-21 | Caterpillar Inc | A mechanically controlled hydraulically actuated fuel injector |
| GB2330873A (en) * | 1997-11-04 | 1999-05-05 | Caterpillar Inc | A fuel injector with a spill valve and a check control valve controlled by a single actuator |
| GB2330872A (en) * | 1997-11-03 | 1999-05-05 | Caterpillar Inc | A fuel injector with a spill valve and a check control valve controlled by a single actuator |
-
1999
- 1999-02-25 GB GB9904344A patent/GB2336628A/en not_active Withdrawn
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0823549A2 (en) * | 1996-08-06 | 1998-02-11 | Lucas Industries Public Limited Company | Injector |
| EP0840003A1 (en) * | 1996-10-26 | 1998-05-06 | Lucas Industries Public Limited Company | Fuel injection arrangement |
| GB2330383A (en) * | 1997-10-14 | 1999-04-21 | Caterpillar Inc | A mechanically controlled hydraulically actuated fuel injector |
| GB2330872A (en) * | 1997-11-03 | 1999-05-05 | Caterpillar Inc | A fuel injector with a spill valve and a check control valve controlled by a single actuator |
| GB2330873A (en) * | 1997-11-04 | 1999-05-05 | Caterpillar Inc | A fuel injector with a spill valve and a check control valve controlled by a single actuator |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6889918B2 (en) | 2001-03-27 | 2005-05-10 | Delphi Technologies, Inc. | Fuel injector |
| DE10120157A1 (en) * | 2001-04-25 | 2002-11-07 | Bosch Gmbh Robert | Fuel injector with throttle element integrated in the control valve |
| DE10123775A1 (en) * | 2001-05-16 | 2002-11-28 | Bosch Gmbh Robert | Fuel injection device for internal combustion engines, in particular common rail injector, and fuel system and internal combustion engine |
| DE10123775B4 (en) * | 2001-05-16 | 2005-01-20 | Robert Bosch Gmbh | Fuel injection device for internal combustion engines, in particular common rail injector, and fuel system and internal combustion engine |
| DE10132249A1 (en) * | 2001-07-04 | 2003-01-23 | Bosch Gmbh Robert | Fuel injector with force-balanced control valve |
| EP1657435A1 (en) * | 2004-11-12 | 2006-05-17 | C.R.F. Società Consortile per Azioni | A fuel injector for an internal-combustion engine |
| US7255289B2 (en) | 2004-11-12 | 2007-08-14 | C.R.F. Societe Consortile Per Azioni | Fuel injector for an internal-combustion engine |
| WO2008046679A1 (en) * | 2006-10-18 | 2008-04-24 | Robert Bosch Gmbh | Injector for injecting fuel |
| CN101529078B (en) * | 2006-10-18 | 2012-07-18 | 罗伯特·博世有限公司 | Injector for injecting fuel |
| WO2008138742A1 (en) * | 2007-05-14 | 2008-11-20 | Robert Bosch Gmbh | Injector having a pressure-compensated control valve |
| CN106133305A (en) * | 2014-01-15 | 2016-11-16 | 德尔福国际业务卢森堡公司 | Bobbin with discharge tube |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9904344D0 (en) | 1999-04-21 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |