EP1328726B1 - Systeme d'injection de carburant pour moteurs a combustion interne - Google Patents

Systeme d'injection de carburant pour moteurs a combustion interne Download PDF

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Publication number
EP1328726B1
EP1328726B1 EP01978151A EP01978151A EP1328726B1 EP 1328726 B1 EP1328726 B1 EP 1328726B1 EP 01978151 A EP01978151 A EP 01978151A EP 01978151 A EP01978151 A EP 01978151A EP 1328726 B1 EP1328726 B1 EP 1328726B1
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EP
European Patent Office
Prior art keywords
pressure
control
valve member
space
valve
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Expired - Lifetime
Application number
EP01978151A
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German (de)
English (en)
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EP1328726A1 (fr
Inventor
Peter Boehland
Sebastian Kanne
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Robert Bosch GmbH
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Robert Bosch GmbH
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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

Definitions

  • the invention is based on a fuel injection system according to the preamble of claim 1.
  • a fuel injection system is known for example from the document DE 197 01 879 Al.
  • fuel is supplied into a high-pressure common rail by a high-pressure fuel pump in which a predetermined high-pressure fuel is maintained.
  • high-pressure accumulator high-pressure lines go to each fuel injection valve, which inject fuel into the combustion chambers of the internal combustion engine.
  • a fuel injection valve consists essentially of a piston-shaped valve member which is longitudinally displaceable in a bore against a closing force and which has a pressure surface which is located in a pressure chamber and there is acted upon by the fuel pressure.
  • the valve member moves by the hydraulic force on the pressure surface against the closing force in the longitudinal direction and thus opens at least one injection port through which fuel is injected into the corresponding combustion chamber of the internal combustion engine.
  • a control valve which opens or interrupts the connection between the pressure space and the high-pressure accumulation space.
  • the closing force on the valve member is applied by a trained as a helical compression spring closing spring.
  • the control valve opens, fuel flows from the high-pressure accumulation space into the pressure chamber, so that the valve member releases the injection openings as soon as the hydraulic force sufficient on the printing surface.
  • the end of the injection takes place accordingly, in which the connection from the high-pressure accumulation chamber to the pressure chamber is interrupted by the control valve.
  • the pressure chamber is connected by the control valve, which is designed as a 3/2-way valve, serving as a relief space leakage oil space, which is constantly relieved of pressure via a drain line.
  • the known fuel injection valve has the disadvantage that the closing of the needle can be controlled only indirectly via the depleting fuel pressure in the pressure chamber. In modern fuel injection systems, which have to be controlled very precisely in order to achieve optimum combustion processes, this closing process may not be sufficiently accurate.
  • the known fuel injection valve has the disadvantage that the fuel pressure in the pressure chamber at the beginning of the valve member closing movement has already dropped so much that the valve member driven by the force of the closing spring almost unbraked with the valve sealing surface on the valve seat touches. Excessive operation can therefore cause excessive wear in the region of the valve seat, as a result of which the injection characteristic of the fuel injection valve changes disadvantageously over time.
  • a fuel injection system in which the control of the valve member is effected by a corresponding change in the closing force, while the hydraulic force remains constant on the pressure surface of the valve member by a permanent connection to the high-pressure accumulation chamber.
  • a control valve is provided in the fuel injection system, which can connect the high-pressure line coming from the high-pressure accumulation chamber with a control chamber.
  • This control room will bounded on one side by a piston which is longitudinally displaceably guided sealingly in a bore and which is arranged coaxially to the valve member and connected thereto via a push rod.
  • the injection is in turn terminated by the fact that the connection of the discharge chamber is opened to the control chamber by the control valve.
  • the pressure in the control chamber thereby increases to the pressure of the high-pressure accumulator, and the piston and thus the valve member move to the closed position.
  • the fuel injection system has the disadvantage that the closing of the valve member by means of the pressure in the high-pressure accumulator greatly accelerates the valve member to the closed position, so that it impinges on the valve seat at a high speed. This results in a strong mechanical load, which can lead to excessive wear in this area.
  • the fuel injection system according to the invention with the features of claim 1 has the other hand the advantage that the valve member is at least indirectly acted upon by the pressure in the control chamber, wherein the control chamber is connectable to a discharge chamber.
  • the connection of the control chamber with the discharge chamber is controlled by the valve member, so that the additional closing force is not constantly acting on the valve member by the pressure in the control chamber.
  • the control valve is designed as a 3/2-way valve, which connects the high-pressure fuel source in the first position with the pressure chamber of the valve member and interrupts the connection from the pressure chamber to the control chamber. In the second position of the control valve, the connection to the high-pressure fuel source is closed and the pressure chamber connected to the control chamber.
  • the pressure wave which occurs when switching the control valve is passed into the control chamber and acts there a control that moves in synchronism with the valve member.
  • the control valve is connected for example via an electromagnet, so that the time of switching is precisely adjustable.
  • the control chamber is connected via a receiving bore with a discharge chamber, which is connected to a leakage oil system and in which there is a low fuel pressure.
  • a pressure pin which serves as a control, is guided in the receiving bore and connected to the valve member, so that it moves in synchronism with the valve member in the opening stroke of the valve member in the receiving bore in the longitudinal direction. If fuel is to be injected into the combustion chamber of the internal combustion engine, then the control valve moves to the first position, and by the fuel pressure in the pressure chamber, the valve member is moved in the axial direction away from the valve seat and thus releases the injection openings.
  • the present fuel injection system has the advantage that via the hydraulically closed during the opening stroke of the valve member control chamber also takes place a damping of the ⁇ réelleshubiolo the valve member. As a result, the system of the valve member is damped at the stop surface, which causes a quieter operation and less wear in the area of the stop surface.
  • a control edge is arranged on the pressure pin, which cooperates with a remote from the control chamber end of the receiving bore sealing edge.
  • the control edge dips into the receiving bore, so that the control chamber is sealed against the discharge chamber.
  • the control edge emerges from the receiving bore.
  • the relief space is connected to the control chamber via recesses, which are formed laterally on the pressure bolt, so that the pressure in the control chamber is relieved.
  • valve member is so accelerated moved only at the beginning of the closing movement by the fuel pressure in the control chamber, so that the valve member touches the valve seat with subdued speed.
  • the wear in the region of the valve seat is minimized and at the same time allows a precise and rapid closing of the valve member.
  • FIG. 1 shows a fuel injection system which consists of a high-pressure fuel supply 2, a leakage oil system 4 and a fuel injection valve 1.
  • the fuel injection valve 1 is shown in longitudinal section, while the high-pressure fuel supply 2 and the leakage oil system 4 are shown only schematically.
  • Fuel from a fuel tank 3 is fed to a high-pressure pump 7 via a fuel line 5, which delivers the fuel under high pressure via a high-pressure line 8 into a high-pressure accumulator 10 serving as high-pressure fuel source.
  • a predetermined high-pressure fuel is maintained by a pressure control device, not shown in the drawing.
  • a plurality of high-pressure lines 12 are derived, which are each connected to a fuel injection valve 1, of which only one is shown in FIG.
  • the fuel injection valve 1 has a valve holding body 15, which is clamped with the interposition of an intermediate disc 17 by a clamping nut 22 in the axial direction against a valve body 20.
  • an inlet channel 25 is formed, which is connected to the high-pressure line 12 and is introduced via the fuel into the fuel injection valve 1.
  • the inlet channel 25 is connected via a control valve 30 with an inlet bore 27 which extends through the valve holding body 15 and the washer 17 into the valve body 20.
  • a bore 62 is formed, in which a piston-shaped valve member 60 is arranged longitudinally displaceable.
  • the valve member 60 is sealingly guided in a bore away from the combustion chamber in the bore 62, tapers to the combustion chamber to form a pressure shoulder 65 and merges at its end in a substantially conical valve sealing surface 66 with a valve seat formed at the combustion chamber end of the bore 62 70 interacts.
  • valve seat 70 At least one injection opening 68 is formed, which connects the bore 62 with the combustion chamber of the internal combustion engine.
  • a pressure chamber 64 is formed in the region of the pressure shoulder 65, which continues as a valve member 60 surrounding the annular channel to the valve seat 70.
  • the pressure chamber 64 opens the inlet bore 27, so that the pressure chamber 64 can be filled via the inlet bore 27 with fuel under high pressure.
  • a spring chamber 72 is formed, which serves as a relief space and is designed as a bore, which bore is arranged coaxially to the bore 62 and is connected via a formed in the washer 17 central opening 67 with the bore 62.
  • the spring chamber 72 is connected to a formed in the valve holding body 15 drain passage 24, which drain passage 24 is connected via a drain line 18 to the fuel tank 3, so that there is always a low fuel pressure in the spring chamber 72.
  • FIG. 2 shows an enlargement of FIG. 1 in the region of the intermediate disk 17.
  • a sleeve 69 is arranged, which is longitudinally displaceable in the central opening 67 and which abuts with its valve member 60 facing the end face on the combustion chamber facing away from the end face of the valve member 60.
  • a helical compression spring 74 is arranged under bias between the sleeve 69 and the combustion chamber facing away from the spring chamber 72, whereby the bias of the helical compression spring 74 via the sleeve 69 in the axial direction of the valve seat 70 and thus in the closing direction force exerted on the valve member 60.
  • the valve member 60 is thus pressed with the valve sealing surface 66 against the valve seat 70, so that the injection openings 68 are closed, if none of the spring force counteracting force acts on the valve member 60.
  • the central opening 67 is stepped in diameter, so that an on the valve member 60 to directed, annular abutment surface 73 is formed in the washer 17.
  • the sleeve 69 is also stepped in the outer diameter and tapers to form an annular Stop shoulder 71 the spring chamber 72 to.
  • the sleeve 69 comes to the combustion chamber facing away from the end face 63 of the valve body 20 to the plant.
  • the stop shoulder 71 has an axial distance from the stop shoulder 73, which distance defines the total stroke h 0 of the valve member 60.
  • a pressure pin 40 which is arranged coaxially with the valve member 60 and extends into the spring chamber 72 where it is surrounded by the helical compression spring 74.
  • the end face remote from the combustion chamber of the pressure pin 40 is formed as a pressure pin 45, which serves as a control and is arranged in a receiving bore 43 of a guide sleeve 42 which is disposed between the combustion chamber remote end of the helical compression spring 74 and the end remote from the spring chamber 72.
  • a pressure pin 45 which serves as a control and is arranged in a receiving bore 43 of a guide sleeve 42 which is disposed between the combustion chamber remote end of the helical compression spring 74 and the end remote from the spring chamber 72.
  • a shim 75 is disposed, on the axial extent of the bias of the helical compression spring 74 is adjustable.
  • the pressure pin 45 is guided in the receiving bore 43 and is separated by an annular groove 41 from the pressure pin 40.
  • FIG. 5 shows the shape of the recesses 48 in a cross-section of the fuel injection valve along the line VV of FIG. 4 in the region of the pressure bolt 45.
  • the pressure pin 40 in this case has a diameter which is only slightly smaller than the diameter of the receiving bore 43, so that the pressure pin 40 is guided sealingly there when immersed in the receiving bore 43.
  • the pressure pin 40 facing edge of the annular groove 41 forms a control edge 77, which cooperates with the combustion chamber facing the end of the receiving bore 43 formed sealing edge 79:
  • the axial distance of the sealing edge 79 of the control edge 77 gives the free lift h.
  • the control edge 77 dips into the receiving bore 43.
  • the receiving bore 43 is closed by the pressure pin 40, which has only a very small clearance in the receiving bore 43.
  • This position of the pressure pin 43 is shown in Figure 4, wherein the axial distance of the control edge 77 is designated by the sealing edge 79 in this state of the fuel injection valve as an overlap u.
  • control valve 30 The exact structure of the control valve 30 is shown in Figure 6 in longitudinal section.
  • the receiving bore 43 is connected via a connecting bore 47 in the valve holding body 15 with a valve holding body 15 arranged in the control chamber 50 which is cylindrical and the valve member 60 facing away into a control bore 38 passes.
  • the control bore 38 is formed parallel to the bore-60, but it may also be provided that both holes form an angle with each other or perpendicular to each other.
  • the control bore 38 is formed stepped in diameter: At the control chamber 50, a slide section closes 138, which expands radially in the course to form a conical control valve seat 52 and merges into a guide section 238.
  • the control bore 38 is connected via an intermediate bore 49 with a leakage oil chamber 51, which is connected to the drain channel 24 and in which there is an electromagnet 34 which is operatively connected to a magnet armature 36 also disposed in the leakage oil chamber 51.
  • a piston-shaped control valve member 32 is arranged, which is sealingly guided in the guide portion 238 with a first portion 132.
  • the control valve member 32 tapers to the control chamber 50 and merges into a smaller diameter second portion 232, so that between the second portion 232 of the control valve member 32 and the wall of the guide portion 238 of the control valve bore 38, an annular first high-pressure chamber 55 is formed in the the inlet channel 25 opens.
  • control valve sealing surface 54 forms, together with the control valve seat 52, a first valve, by means of which the inlet channel 25 can be connected to the inlet bore 27.
  • the control chamber 50 facing the end of the control valve member 32 is formed by a relative to the third portion 332 of the control valve member 32 in diameter enlarged slider head 39, which, when the control valve sealing surface 54 abuts the control valve seat 52, projects into the control chamber 50.
  • the control chamber 50 facing away from the end of the slide head 39 is at this one Slider edge 57 formed, which cooperates with a formed at the transition of the control valve bore 38 to the control chamber 50 sealing edge 58.
  • the diameter of the slide head 39 is only slightly smaller than the diameter of the slide bore 138 of the control valve bore 38, so that the slide head 39 can dive sealingly into the slide bore 138.
  • the connection is interrupted by the second high-pressure chamber 56 to the control chamber 50, thereby forming a second valve designed as a slide valve.
  • the control valve member 32 is connected via a pin 53 to the armature 36. If the electromagnet 34 is energized in a suitable manner, the magnet armature 36 and also the control valve member 32 are moved away from the combustion chamber in the axial direction via the pin 53, so that the control valve sealing surface 54 lifts off from the control valve seat 52 and connects the first high-pressure chamber 55 to the second high-pressure chamber 56. As soon as the slide edge 57 of the slide head 39 and the sealing edge 58, which is formed at the combustion chamber end of the slide bore 138, face each other, the slide head 39 closes the control chamber 50 against the second high-pressure chamber 56.
  • the operation of the fuel injection valve is as follows:
  • the high-pressure accumulator 10 is connected via the high-pressure line 12 and the inlet channel 25 to the first high-pressure chamber 55, so that in the first high-pressure chamber 55, a high fuel pressure is applied.
  • the magnet armature 36 is moved in the axial direction by suitable energization of the electromagnet 34 so that the control valve member 32 performs an axial movement and lifts off with the control valve sealing surface 54 from the control valve seat 52.
  • the slide head 39 dips into the slide portion 138 of the control valve bore 38 and closes the second high pressure chamber 56 against the control chamber 50.
  • valve member 60 Once the valve member 60 has passed through the free lift h, the trained at the transition of the pressure pin 40 to the pressure pin 45 control edge 77 in the receiving bore 43 of the guide sleeve 42, so that the control chamber 50 is hydraulically closed and so as hydraulic Buffer for the opening stroke of the valve member 60 is used. After passing through the free stroke h thus slows the opening stroke of the valve member 60 and it sets with damped speed indirectly through the sleeve 69 on the stop surface 73 of the washer 17. The end of the injection is triggered by a suitable energizing of the electromagnet 34, which shifts the armature 36 in the axial direction to the combustion chamber, whereby the control valve member 32 is also moved in the axial direction.
  • the first high-pressure chamber 55 is connected to the control chamber 50 for a short period of time until the control valve sealing surface 54 comes into contact again with the control valve seat 52 and closes the inlet passage 25.
  • This short connection of the control chamber 50 via the second high pressure chamber 56 to the first high pressure chamber 55 and the relaxing fuel in the pressure chamber 64 results in a pressure wave, which propagates into the control chamber 50.
  • the pressure pin 45 it is also possible to form the fuel injection valve in a different form.
  • the pressure pin can be designed with a rectangular cross-section, which is guided in an equally rectangular connection opening. It is also possible not to form the connection of the pressure bolt with the valve member by a rigid mechanical connection, but by a hydraulic coupling of the two elements. Further, it is possible to form the connection of the control chamber with the discharge space through an additional connecting channel, which is opened or closed depending on the stroke of the valve member.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (11)

  1. Système d'injection de carburant pour des moteurs à combustion interne, avec un injecteur de carburant (1), qui comprend un corps de soupape (20), dans lequel un organe de soupape (60) mobile axialement dans un perçage (62), est déplacé longitudinalement par commande hydraulique de la pression du carburant dans une chambre de pression (64) contre une force de fermeture pour ouvrir ainsi au moins un orifice d'injection (68), et avec une soupape de commande à 3/2 voies (30), permettant de commander la liaison de la chambre de pression (64) avec une source de carburant haute pression (10) ou avec une chambre de détente (72) la soupape de commande (30) comprenant un organe de soupape de commande (32) déplaçable longitudinalement dans un perçage de soupape de commande (38), dans lequel l'organe de soupape de commande (32) ouvre dans une première position, la liaison de la source de carburant haute pression (10) vers la chambre de pression (64) pour ouvrir l'injecteur de carburant (1) en interrompant la liaison de la chambre de détente (72) avec la chambre de pression (64) et, dans une deuxième position, relie la chambre de pression (64) à la chambre de détente (72) pour fermer l'injecteur de carburant (1) en interrompant ainsi la liaison de la chambre de pression (64) avec la source de carburant haute pression (10), l'organe de soupape (60) étant soumis en position de fermeture, au moins indirectement à la pression régnant dans la chambre de détente (72),
    caractérisé en ce que
    dans la liaison de la soupape de commande (30) à la chambre de détente (72), une chambre de commande (50) présente une liaison avec la chambre de détente (72), commandée au moins indirectement par l'organe de soupape (60).
  2. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la chambre de commande (50) est délimitée par un élément de commande mobile, qui se déplace en synchronisation avec l'organe de soupape (60) et qui, soumis à la pression dans la chambre de commande (50), pousse ainsi l'organe de soupape (60) dans la direction de fermeture. '
  3. Système d'injection de carburant selon la revendication 2,
    caractérisé en ce que
    l'élément de commande ouvre la liaison de la chambre de commande (50) avec la chambre de détente (72) dans la position de fermeture de l'organe de soupape (60) et le ferme dans la position d'ouverture de l'organe de soupape (60).
  4. Système d'injection de carburant selon la revendication 2 ou 3,
    caractérisé en ce que
    l'élément de commande est une tige poussoir (45) reliée à l'organe de soupape (60), guidée dans un perçage de réception (43) et soumise à la pression dans la chambre de commande (50), le perçage de réception (43) formant la jonction de la chambre de commande (50) avec la chambre de détente (72).
  5. Système d'injection de carburant selon la revendication 4,
    caractérisé en ce que
    la tige poussoir (45) est munie d'une arête de commande (77), qui coopère avec une arête d'étanchéité (79) formée sur l'extrémité du perçage de réception (43) située à l'opposé de la chambre de commande.
  6. Système d'injection de carburant selon la revendication 5,
    caractérisé en ce qu'
    au moins un évidemment (48) formé sur la tige poussoir (45) relie l'arête de commande (77) de la tige poussoir (45) à la face frontale de la tige poussoir (45) tournée vers la chambre de commande.
  7. Système d'injection de carburant selon la revendication 6,
    caractérisé en ce que
    l'arête de commande (77) de la tige poussoir (45) sort du perçage de réception (47) après une partie de la course totale de la tige poussoir (45), et relie ainsi la chambre de commande (50) à la chambre de détente (72).
  8. Système d'injection de carburant selon la revendication 4,
    caractérisé en ce que
    la tige poussoir (45) est coaxiale à l'organe de soupape (60).
  9. Système d'injection de carburant selon la revendication 8,
    caractérisé en ce que
    la tige poussoir (45) est reliée à l'organe de soupape (60) par une goupille de pression (40) coaxiale à l'organe de soupape (60).
  10. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la chambre de commande (50) est reliée, à la source de carburant haute pression (10), dans une position intermédiaire de l'organe de soupape de commande (32), lors du mouvement de l'organe de soupape de commande (32) entre sa première et sa deuxième position.
  11. Système d'injection de carburant selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la source de carburant haute pression (10) est une chambre de collecte haute pression, c'est-à-dire une rampe commune.
EP01978151A 2000-10-18 2001-09-12 Systeme d'injection de carburant pour moteurs a combustion interne Expired - Lifetime EP1328726B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10051548 2000-10-18
DE10051548A DE10051548A1 (de) 2000-10-18 2000-10-18 Kraftstoffeinspritzsystem für Brennkraftmaschinen
PCT/DE2001/003594 WO2002033250A1 (fr) 2000-10-18 2001-09-12 Systeme d'injection de carburant pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP1328726A1 EP1328726A1 (fr) 2003-07-23
EP1328726B1 true EP1328726B1 (fr) 2006-08-16

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP01978151A Expired - Lifetime EP1328726B1 (fr) 2000-10-18 2001-09-12 Systeme d'injection de carburant pour moteurs a combustion interne

Country Status (6)

Country Link
US (1) US20030080216A1 (fr)
EP (1) EP1328726B1 (fr)
JP (1) JP2004511722A (fr)
KR (1) KR20020062759A (fr)
DE (2) DE10051548A1 (fr)
WO (1) WO2002033250A1 (fr)

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DE10108719A1 (de) * 2001-02-23 2002-09-05 Bosch Gmbh Robert Kraftstoffeinspritzsystem für Brennkraftmaschinen
DE102004047143A1 (de) * 2004-09-29 2006-04-06 Robert Bosch Gmbh Piezoelektrischer Brennraum-Drucksensor mit einem Druckübertragungsstift
JP5043761B2 (ja) * 2008-06-18 2012-10-10 本田技研工業株式会社 燃料噴射装置
US10895233B2 (en) * 2019-05-16 2021-01-19 Caterpillar Inc. Fuel system having fixed geometry flow regulating valve for limiting injector cross talk

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JPS5655769U (fr) * 1979-10-05 1981-05-14
DE3004460A1 (de) * 1980-02-07 1981-09-10 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
JP2963126B2 (ja) * 1989-12-25 1999-10-12 ヤマハ発動機株式会社 エンジンの高圧燃料噴射装置
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KR20020062759A (ko) 2002-07-29
WO2002033250A1 (fr) 2002-04-25
US20030080216A1 (en) 2003-05-01
DE50110764D1 (de) 2006-09-28
EP1328726A1 (fr) 2003-07-23
DE10051548A1 (de) 2002-04-25
JP2004511722A (ja) 2004-04-15

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