EP1502023A1 - Systeme d'injection de carburant pour moteurs a combustion interne - Google Patents

Systeme d'injection de carburant pour moteurs a combustion interne

Info

Publication number
EP1502023A1
EP1502023A1 EP03714637A EP03714637A EP1502023A1 EP 1502023 A1 EP1502023 A1 EP 1502023A1 EP 03714637 A EP03714637 A EP 03714637A EP 03714637 A EP03714637 A EP 03714637A EP 1502023 A1 EP1502023 A1 EP 1502023A1
Authority
EP
European Patent Office
Prior art keywords
valve
pressure
fuel injection
control
chamber
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Withdrawn
Application number
EP03714637A
Other languages
German (de)
English (en)
Inventor
Peter Boehland
Sebastian Kanne
Godehard Nentwig
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1502023A1 publication Critical patent/EP1502023A1/fr
Withdrawn legal-status Critical Current

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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • 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
    • F02M63/0005—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 valves actuated by fluid 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/46—Valves, e.g. injectors, with concentric valve bodies

Definitions

  • the invention relates to a fuel injection device with a fuel injection valve according to the preamble of the independent claim. From DE 41 15 477 AI such a device is already known, but in which two separately electrically controllable actuating elements are required for a two-part valve needle.
  • the fuel injection device according to the invention with the characterizing features of the independent claim has the advantage that only one electrical actuator is required to control two movable elements of the device. It is particularly advantageous here that an already existing control chamber pressure of a servohydraulic valve can be used in order to provide an additional switching function inexpensively without the use of an additional electrical actuator. At least two switching positions can advantageously be provided for this additional actuator depending on the position of the control piston. Further advantages and advantageous configurations of the subject matter of the invention can be found in the description, the drawing and the claims.
  • Fuel injection device with two separately electrically controllable control valves,
  • FIG. 2 shows a detail of the known device mentioned
  • FIG. 3 shows a detail of a first exemplary embodiment
  • FIG. 4 shows a detail of a second exemplary embodiment
  • FIG. 5 shows a detail of a third exemplary embodiment
  • Figure 6 shows a detail of a fourth embodiment
  • Figure 7 shows a detail of a fifth embodiment of the invention.
  • Fuel injection valve 15 is shown in longitudinal section and the remaining components of the fuel injection system in schematic representation. From a fuel tank 1, fuel is supplied to a high-pressure pump 5 via a fuel line 3 and from there via the fuel line 3 to a high-pressure collecting space (common rail) 7. A control device (not shown in the drawing) ensures that a predetermined high fuel pressure level is always maintained in the high-pressure collecting space 7. High-pressure lines 9 lead from the high-pressure collecting space 7 and can each be connected to a fuel injection valve 15. Only one of these fuel injection valves 15 is shown in FIG. The high-pressure line 9 is connected to a high-pressure valve 11, which is designed as a 3/2-way valve. From the high pressure valve 11 leads
  • the fuel injection valve 15 has a housing 16, which consists of a valve holding body 17, an intermediate plate 20 and a valve body 22, the valve body 22 with the intermediate plate 20 being interposed by means of a
  • a bore 30 is formed in the valve body 22, in which a valve needle in the form of a hollow needle 35 is guided so as to be longitudinally displaceable.
  • a valve seat 46 is formed, in which two rows of injection openings 41, 42 offset in the axial direction are formed.
  • a row of injection openings 41, 42 here consists of a plurality of injection openings, which are preferably arranged uniformly distributed over the circumference of the valve body 22.
  • FIG. 2 shows an enlarged illustration of FIG. 1 in the region of the valve seat 46.
  • the hollow needle 35 is guided in a sealed manner in the bore 30 in a section facing away from the combustion chamber and tapers towards the combustion chamber to form a pressure shoulder 39 which serves as a pressure surface.
  • the hollow needle 35 goes into a outer sealing surface 45, which is substantially conical, so that an outer sealing edge 43 is formed at the transition from the outer surface of the hollow needle 35 to the sealing surface 45, which abuts the valve seat 46 in the closed position of the hollow needle 35.
  • a radial expansion of the bore 30 forms a pressure chamber 32 in the valve body 22, which, surrounding the hollow needle 35, continues to the valve seat 46.
  • the pressure chamber 32 can be connected to the high-pressure collecting chamber 7 via an inlet 18 running in the valve body 22, the intermediate disk 20 and the valve holding body 17 via the high-pressure line 9.
  • the first row of the injection openings 41 in the valve seat 46 is arranged such that the sealing edge 43 of the hollow needle 35 seals the first row of the injection openings 41 against the pressure chamber 32, so that when the hollow needle 35 abuts the valve seat 46, no fuel is injected.
  • the hollow needle 35 rests on a spring plate 50 which is arranged in a central opening 33 formed in the intermediate disk 20.
  • the central opening 33 has a smaller diameter at the transition of the valve body 22 to the intermediate disk 20 than the bore 30, so that a stop shoulder is formed on the intermediate disk 20, which serves as a stroke stop for the hollow needle 35 during its opening stroke movement.
  • the spring plate 33 protrudes into a spring chamber 52 formed in the valve holding body 17, in which a closing spring 55 is arranged under pressure prestress.
  • the closing spring 55 is supported on a support ring 57 facing away from the combustion chamber and with its end facing the combustion chamber on the spring plate 50, so that a closing force is exerted on the hollow needle 35 in the direction of the valve seat 46 by the bias of the closing spring 55.
  • the spring chamber 52 has a leakage connection 53, to which a leakage line 65 is connected, so that the Spring chamber 52 is always connected to fuel tank 1 and is therefore depressurized.
  • a valve needle in the form of an inner needle 37 is guided so as to be longitudinally displaceable, which has a conical pressure surface 48 at its end facing the firing gray, which is delimited by a sealing edge 44.
  • the sealing edge 44 rests on the valve seat 46 and thus closes the second row of the injection openings 42 against the pressure chamber 32.
  • the inner needle 37 merges into a piston rod 61 which passes through the spring plate 50 and the spring chamber 52 protrudes into a control space 62 which is formed in the valve holding body 17 and faces away from the spring space 52.
  • a piston 60 is slidably arranged, which is sealingly guided in the control chamber 62 and is cup-shaped.
  • the piston 60 is connected to the piston rod 61 so that it moves in the longitudinal direction synchronously with the inner needle 37.
  • a control spring 62 is arranged in the control chamber 62, which has a compressive prestress and acts on the inner needle 37 in the closing direction in addition to the hydraulic force which is generated by the pressure prevailing in the control chamber 62.
  • the fuel injection system also has a low-pressure collection space 72, in which a predetermined fuel pressure level is maintained, which is significantly below the fuel pressure level of the high-pressure collector space 7. For example, a pressure of at most approximately one fifth of the pressure in the high-pressure collecting chamber 7 prevails in the low-pressure collecting chamber 72, which pressure can be more than 100 MPa.
  • a control line 70 leads into the low-pressure collection chamber 72, so that the high-pressure valve 11 as a 3/2-way valve connects the high-pressure line 9 from the high-pressure collection chamber 7 to the high-pressure line 9
  • Fuel injection valve 15 and the control line 70 connects or separates.
  • the high pressure valve 11 can be operated in two switch positions. In the first position, which is shown in FIG. 1, the high-pressure valve 11 connects the high-pressure line 9 coming from the pressure chamber 32 of the fuel injection valve 15 to the control line 70, while the connection to the high-pressure collecting chamber 7 is closed. In the second position of the high-pressure valve 11, the high-pressure collection chamber 7 is connected to the pressure chamber 32 of the fuel injection valve 15 via the high-pressure line 9, while the control line 70 is closed.
  • the first position of the high-pressure valve 11 corresponds to the position in which no fuel is to be injected into the combustion chamber of the internal combustion engine, while the second position is switched during the injection of fuel.
  • the low-pressure collection space 72 is connected to the fuel tank 1 via a leakage line 76, a pressure-maintaining valve 74 being arranged in the leakage line 76, so that a predetermined fuel pressure level is always maintained in the low-pressure collection space 72.
  • a control line 80 leads from the low-pressure collecting space 72 to a low-pressure valve 78, which is designed as a 3/2-way valve. After the low pressure valve 78, the control line 80 divides according to the number of
  • a leakage line 82 which is connected to the fuel tank 1, also opens into the low-pressure valve 78.
  • the control line 80 coming from the control chamber 62 is connected to the leakage line 82, while the control line 80 coming from the low-pressure collecting chamber 72 is closed.
  • the control chamber 62 is connected to the fuel tank 1 and is therefore depressurized connected.
  • the second position of the low pressure valve 78 the low pressure collection chamber 72 is connected to the control chamber 62 via the control line 80, while the leakage line 82 is closed.
  • the fuel pressure of the low-pressure accumulator 72 is present in the control chamber 62.
  • a high-pressure valve 11 must be present in the fuel injector for each fuel injector 15, but only one low-pressure valve 78 is required for the entire fuel injector.
  • the fuel injection system works as follows: In part-load operation of the internal combustion engine, only relatively little fuel is injected into the combustion chamber of the internal combustion engine. For a given injection pressure, only part of the total injection cross section should therefore be opened. For this purpose, the low-pressure valve 78 is moved into the second position, so that the low-pressure plenum 72 is connected to the control chamber 62 of all fuel injection valves 15, so that a hydraulic force is exerted on the piston 60 and the piston rod 61 and thus the
  • Inner needle 37 is pressed in the closed position.
  • the high-pressure valve 11 is moved into the second position, so that the high-pressure plenum 7 is connected to the pressure chamber 32 via the high-pressure line 9 and the inlet channel 18.
  • fuel flows under high pressure into the pressure chamber 32 and exerts a hydraulic force on the pressure shoulder 39 of the hollow needle 35.
  • this hydraulic force on the pressure shoulder 39 exceeds the force of the closing spring 55, the hollow needle 35 moves away from the valve seat 46 and lifts with the sealing edge 43 from
  • Valve seat 46 from.
  • the pressure chamber 32 is connected to the first row of the injection openings 41 and fuel is injected through this into the combustion chamber of the internal combustion engine. Since the pressure surface 48 is now also subjected to the fuel pressure, there is also a hydraulic force on the inner needle 37 in the opening direction. However, this hydraulic force is compensated for by the fuel pressure in the control chamber 62, so that the inner needle 37 remains in the closed position. If the injection is to be ended, the high-pressure valve 11 is moved back into the first position, so that the connection to the high-pressure plenum 7 is interrupted. The pressure chamber 32 is now connected via the inlet duct 18 and the high-pressure line 9 to the discharge line 70 and thus to the low-pressure collecting chamber 72.
  • the residual pressure in the pressure chamber 32 is now relieved into the low-pressure collecting chamber 72, so that an exhaust flow into the low-pressure chamber 72 results, which increases the fuel pressure there.
  • the pressure-maintaining valve 74 opens and fuel flows out of the
  • Fuel tank 1 is maintained. If the internal combustion engine is to be operated at full load, both rows of injection openings 41, 42 are opened. For this purpose, the low pressure valve 78 is switched to the first position, so that the control chamber 62 now via the
  • Control line 80 and the leakage line 82 is relieved of pressure.
  • the first part of the injection follows as described above in part-load operation, but now, after the hollow needle 35 has moved into the open position, the inner needle 37 is also moved into the open position by pressurizing the pressure surface 48, so that the second also Row of injection openings 42 are released and fuel is injected from the pressure chamber 32 through the entire injection cross section. In this operating mode, only the force of the closing spring 64 acts on the inner needle 37, so that the hydraulic pressure on the
  • Pressure area 48 is now sufficient for an opening stroke movement. The injection ends as described above by switching the high-pressure valve 11.
  • FIG. 3 shows a control valve arrangement which can be integrated in a valve housing 101 corresponding to the valve housing 16 in FIG. 1 and which, according to the invention, can be used to replace the two separate electrically controllable control valves 11 and 78, with each combustion chamber or injector then having a separate valve for controlling the respective inner needle is assigned.
  • Servo-hydraulic 3/2-way valve 131 is provided with a movably mounted control piston 123, which separates a control chamber 116 that can be filled with fuel from a high-pressure chamber 120.
  • the control room has a first partial region 117, which can be emptied via an outlet throttle 113 and a connecting line 110, a piezo or solenoid valve 111, for example electrically controllable, being arranged in the connecting line 110.
  • the control piston 123 is cylindrical and can move in a bore of the valve housing 101, wherein it is guided through the wall 122 of the bore. Beyond the control chamber 116, the control piston merges into a region of smaller diameter, as a result of which the high-pressure chamber 120, which is connected to a connecting line 125, is formed between the wall 122 and the control piston.
  • the high-pressure chamber 120 is connected to a second partial region 119 of the control chamber 116 via an inlet throttle 115 integrated in the form of a bore in the control piston 123.
  • a wall serving as a stroke stop 121 for the control piston, which is arranged perpendicular to the direction of movement of the control piston.
  • the high-pressure chamber 120 extends over a conical taper of the bore in the valve housing 101.
  • a corresponding conical taper also has the control piston 123, the control piston and the wall 122 forming a first sealing region 133 in the region of the conical tapering, so that one beyond the conical Tapering section of the high-pressure space, which is connected to a connecting line 127, can be separated from the part of the high-pressure space connected to line 125; the sealing area 133 is thus designed as a seat valve.
  • the control piston at the end facing away from the control chamber merges again into a larger-diameter area, and the part of the high-pressure chamber connected to the line 127 also opens into a larger-diameter area which is connected to a return line 129.
  • the diameters of the wall and control piston are in the range of
  • control piston 123 can act in the second sealing area 135 as a slide valve to selectively connect the line 127 to the line 129 or to separate it from it.
  • the control piston 123 also has a central bore 150, which is arranged parallel to the direction of movement of the piston and merges towards the control chamber into a larger-diameter central recess 151, the space of which is part of the first partial region 117 of the control chamber 116. In the central bore 150 there is a control rod 152 up to
  • Leakage losses are stored liquid-tight and movable.
  • the control rod is acted upon by a fuel pressure prevailing in the first partial area of the control chamber and transmits it to the second control piston 154 of a second 3/2-way control valve 137, which is also integrated in the housing 101. It assigns a third Sealing area 139 and a fourth sealing area 141, the sealing area 139 being designed as a slide valve analogously to the sealing area 135 and the sealing area 141 analogously to the sealing area 133 as a seat valve, so that the connecting line 156 arranged between the two sealing areas 139 and 141 with the further return line 158 or can be connected to the connecting line 160 or separated from the respective line 158 or 160.
  • the servohydraulic valve 131 takes over the function of the valve 11. Accordingly, the connecting line 125 (as line 9 in FIG. 1) leads to the high-pressure collecting space 7 and the connecting line 127 (also referred to in FIG. 1 as line 9) to the pressure chamber 32 of the injector.
  • the return line 129 corresponds to the line 70 in FIG. 1 and leads to the low-pressure plenum 72.
  • the valve 78 is replaced by the second control valve 137 which can be controlled via the control rod 152.
  • the return line 158 corresponds here to the line 82 in FIG.
  • the pressure chamber 32 of the injector is connected to the return line during the High pressure fuel of the high-pressure collection space, which is present on the connecting line 125, is decoupled from it.
  • the solenoid valve 111 is closed, the fuel pressure of the high-pressure accumulator 7 is also present in the control chamber 116 via the inlet throttle 115, and due to the larger control piston area in the control chamber compared to the high-pressure chamber 120, the control piston 123 rests on the wall 122 in the first sealing region. This means that the outer needle 35 of the injector
  • the inner needle 37 is controlled via the second control valve 137. If the solenoid valve 111 is closed, the high fuel pressure of the high-pressure accumulation chamber is in the region of the central depression 151 on the front side of the static state
  • Control rod 152 on whereby the second control piston 154 is held in such a position that, as shown in Figure 3, the connecting line 156 and thus the control chamber 62 of the inner needle 37 is separated from the return and connected to the low pressure chamber 72, so that the
  • Inner needle keeps the injection openings 42 closed. If the solenoid valve 111 is opened, the pressure in the control chamber 116 drops. As soon as the control piston 123 has reached the stroke stop 121, a narrow area between the stroke stop and the end face of the control piston 123 acts as a throttle point between the inlet throttle 115 and the Flow restrictor 113, and the pressure in the first section 117 of the control chamber drops to a minimum value.
  • the stroke required to open the connection between the return 158 and the connecting line 156 is selected such that the second control valve 137 opens in the third sealing region 139 and closes in the fourth sealing region 141 when the control piston 123 reaches the stroke stop 121.
  • the inner needle 37 opens a certain time after the outer needle 35 opens. If the solenoid valve is closed, the control piston moves away from the stroke stop 121 , the pressure in space 151 increases, the control piston 154 closes the seat 139 to the return 158, and the inner needle 37 closes the injection openings 42, and a short time later (as already described above) the outer needle closes.
  • the time period between the opening of the outer needle and the opening of the inner needle can also be varied in that the solenoid valve is actuated in a clocked manner so that the control piston has no time to get to the stroke stop 121 and so only the outer needle releases the injection openings, as long as there is a timed activation within the period in which only the outer needle is to open injection openings.
  • the valve arrangement described, in which the control chamber pressure is used for two valves, can also be used for other purposes, for example for switching a pressure booster on and off using the second control valve 137.
  • FIGS. 4 to 7 show alternative exemplary embodiments in which the same or similar components as in FIG. 3 are provided with the same reference numerals, but not again to be discribed.
  • the valve housing 101 has been omitted from the figures described below for the sake of simplicity.
  • control valve 137 of FIG. 3 is replaced by a 3/2-way valve 180, in which, in the non-actuated switching state, the high-pressure line 170 is separated from the connecting line 173 due to the closed seat valve part of the valve 180, while a hydraulic connection to the return line 175.
  • the mode of operation is the same as in the arrangement according to FIG. 3, except that the high-pressure seat valve part of the control valve 180 is not opened but closed when the valve arrangement is not activated.
  • FIG. 5 shows a valve arrangement in which, in contrast to FIG. 4, the pressure force is not transmitted to a second control valve via a control rod but via a fuel column in the bore 150 of the control piston 123 designed as a connecting channel 190.
  • the second control valve is designed as a 2/2-way valve 192, the sealing area 193 of the 2/2-way valve 192 designed as a seat valve in the non-activated state of the valve arrangement
  • High-pressure connection or the high-pressure line 195 separates from the connecting line 197.
  • the control chamber 194 upstream of the control piston 198 of the 2/2 valve is in constant communication with the connecting channel 190, the control chamber 194 being delimited by the control piston 123.
  • FIG. 6 shows an embodiment in which the lower end 248 of the control piston 123 which faces away from the control space 116 projects into an intermediate space which is delimited on the other side by a body 252.
  • control piston can perform its required control movements in the intermediate space; at the same time, the fuel pressure in the control chamber sub-area 117 is transmitted to any other actuator via the bore continuing in the body 252.
  • the fuel pressure prevailing in the partial region 117 can be transmitted to another control valve via the bore 150.
  • Other movable elements can also be controlled via the fuel pressure present in the bore of the body 252, for example a pressure transmission device, a movable element for setting variable stroke stops of a control valve or a movable element for transmitting an additional closing force to the valve element
  • the servohydraulic valve can also be designed as a 2/2-way valve instead of as a 3/2-way valve (as shown in FIGS. 3 to 6), provided the corresponding application of the valve arrangement allows this.
  • FIG. 7 shows an embodiment in which the servohydraulic valve 131 is designed essentially as shown in FIG. 3, but in which a control rod 300 is provided, which is guided by a guide body 302 outside the valve 131, so that the axial movements of the control rod 300 can be transferred to any other movable elements as a result of pressure variations in the control area sub-area 117.

Landscapes

  • 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)

Abstract

L'invention concerne un système d'injection de carburant comportant une soupape d'injection de carburant qui présente au moins un élément soupape (35) servant à obturer au moins un orifice d'injection. La commande de l'élément soupape s'effectue par l'intermédiaire d'une soupape servohydraulique (131) présentant un piston de commande (123) qui est monté de manière mobile et qui sépare une chambre de commande (116) d'une chambre haute pression (120) de sorte que, en fonction du remplissage de la chambre de commande (116), le piston de commande (123), dans une première position, empêche un premier raccord (125) de la chambre haute pression de communiquer avec un deuxième raccord (127) de la même chambre haute pression et, dans une deuxième position, fait communiquer le premier raccord avec le deuxième raccord, de sorte que l'élément soupape (35) peut être commandé en fonction de la position du piston de commande (123). Ledit système d'injection selon l'invention comporte également des moyens (150, 154) permettant d'utiliser la pression de carburant régnant dans au moins une des parties (117, 119) de la chambre de commande (116) pour commander un autre élément mobile (37) dudit système d'injection de carburant.
EP03714637A 2002-04-24 2003-02-14 Systeme d'injection de carburant pour moteurs a combustion interne Withdrawn EP1502023A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10218219A DE10218219A1 (de) 2002-04-24 2002-04-24 Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE10218219 2002-04-24
PCT/DE2003/000445 WO2003091568A1 (fr) 2002-04-24 2003-02-14 Systeme d'injection de carburant pour moteurs a combustion interne

Publications (1)

Publication Number Publication Date
EP1502023A1 true EP1502023A1 (fr) 2005-02-02

Family

ID=28798731

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03714637A Withdrawn EP1502023A1 (fr) 2002-04-24 2003-02-14 Systeme d'injection de carburant pour moteurs a combustion interne

Country Status (5)

Country Link
US (1) US20040216720A1 (fr)
EP (1) EP1502023A1 (fr)
JP (1) JP2005524019A (fr)
DE (1) DE10218219A1 (fr)
WO (1) WO2003091568A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004002090A1 (de) * 2004-01-15 2005-08-04 Robert Bosch Gmbh Einspritzdüse und zugehöriges Betriebsverfahren
US20050223292A1 (en) * 2004-02-17 2005-10-06 Lee Chee S Single instruction type based hardware patch controller

Family Cites Families (10)

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Publication number Priority date Publication date Assignee Title
DE4115477C2 (de) * 1990-05-17 2003-02-06 Avl Verbrennungskraft Messtech Einspritzdüse für eine Brennkraftmaschine
DE19701879A1 (de) * 1997-01-21 1998-07-23 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE19822503C1 (de) * 1998-05-19 1999-11-25 Siemens Ag Steuerventil für Kraftstoffeinspritzventil
GB9919785D0 (en) * 1999-08-21 1999-10-27 Lucas Industries Ltd Fuel injector arrangement
US6499467B1 (en) * 2000-03-31 2002-12-31 Cummins Inc. Closed nozzle fuel injector with improved controllabilty
DE10031571A1 (de) * 2000-06-29 2002-01-17 Bosch Gmbh Robert Injektor mit zentralem Hochdruckanschluß
DE10033426B4 (de) * 2000-07-10 2004-10-14 Robert Bosch Gmbh Injektor/Düsennadel-Kombination mit steuerraumseitiger Kopplung
DE10048365B4 (de) * 2000-09-29 2005-01-27 Robert Bosch Gmbh Drosselelement mit Spaltfilter
DE10054992A1 (de) * 2000-11-07 2002-06-06 Bosch Gmbh Robert Druckgesteuerter Injektor mit Kraftausgleich
DE10058130A1 (de) * 2000-11-22 2002-05-23 Bosch Gmbh Robert Kraftstoffeinspritzsystem für Brennkraftmaschinen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO03091568A1 *

Also Published As

Publication number Publication date
JP2005524019A (ja) 2005-08-11
DE10218219A1 (de) 2003-11-06
WO2003091568A1 (fr) 2003-11-06
US20040216720A1 (en) 2004-11-04

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