EP1872008B1 - Injecteur de carburant s'ouvrant a deux niveaux - Google Patents

Injecteur de carburant s'ouvrant a deux niveaux Download PDF

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Publication number
EP1872008B1
EP1872008B1 EP06708665A EP06708665A EP1872008B1 EP 1872008 B1 EP1872008 B1 EP 1872008B1 EP 06708665 A EP06708665 A EP 06708665A EP 06708665 A EP06708665 A EP 06708665A EP 1872008 B1 EP1872008 B1 EP 1872008B1
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EP
European Patent Office
Prior art keywords
piston
control
closing direction
valve member
injection valve
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.)
Expired - Lifetime
Application number
EP06708665A
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German (de)
English (en)
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EP1872008A1 (fr
Inventor
Friedrich Boecking
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP1872008A1 publication Critical patent/EP1872008A1/fr
Application granted granted Critical
Publication of EP1872008B1 publication Critical patent/EP1872008B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/0603—Injectors peculiar thereto with means directly operating the valve needle using piezoelectric or magnetostrictive operating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic
    • F02M2200/704—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic with actuator and actuated element moving in different directions, e.g. in opposite directions

Definitions

  • the invention relates to a two-stage fuel injector for injecting fuel into a combustion chamber of an internal combustion engine.
  • the invention relates to a fuel injector with direct needle control and hydraulic stroke reversal.
  • both pressure-controlled and stroke-controlled injection systems can be used.
  • fuel injection systems come next pump-injector units, pump-line-nozzle units and storage injection systems are used.
  • Storage injection systems (common rail) advantageously make it possible to adapt the injection pressure to the load and speed of the internal combustion engine.
  • a fuel injector which has a valve member which cooperates with a valve seat to control fuel injection from the injector. Furthermore, the fuel injector has an actuator and an amplifier, wherein the amplifier transmits an actuator movement to the valve element.
  • a fuel injector with direct needle control in which a nozzle needle is actuated to open with a pushing actuator stroke, is off DE 103 33 573 B3 known.
  • the piezoelectric actuator is connected to a booster piston, which acts with opposite pressure surfaces on two opposite compartments, which are connected via two hydraulic connections in each case with a control chamber. Both control chambers are each exposed to a control surface, which are arranged opposite one another at a control piston connected to the nozzle needle.
  • Another fuel injector with oppressive actuator to open the nozzle needle is off DE 19519 191 A1 known.
  • a further piston is guided within a pot-shaped booster piston, which is connected to the piezoelectric actuator, which is drive-coupled with the nozzle needle.
  • a one-stage stroke reversal of the stroke of the piezoelectric actuator is realized with respect to the opening stroke of the nozzle needle.
  • a fuel injector for injecting fuel into a combustion chamber of an internal combustion engine is proposed, which has the advantages of a direct needle control and at the same time those described above Disadvantages of an inverse needle control avoids.
  • a basic idea of the present invention is to use the hydraulic stroke reversal, for a two-stage hydraulic stroke reversal.
  • This hydraulic stroke reversal causes a longitudinal expansion of the actuator leads to an opening of the injector and thus to initiate the injection process, whereas a subsequent contraction of the actuator causes a closing of the fuel injector.
  • the actuator can, for example, in the idle state (fuel injector closed, no injection) in de-energized state, i. be acted upon with no or only a small voltage, and be acted upon accordingly only to trigger the injection process with a corresponding current or voltage.
  • a basic idea of the present invention is that a two-stage stroke reversal is used.
  • this two-stage stroke reversal of the stroke translator is used, which causes an inverse translation of the extent of the actuator.
  • the fuel injector has an injection valve member which can be moved linearly in a closing direction and which releases or closes at least one injection opening in an injector body via at least one sealing seat. Furthermore, the fuel injector has at least one actuator acting linearly in the closing direction, which may preferably be a piezoactuator. Other types of actuators are conceivable, for example, magnetic actuators or similar actuators. Furthermore, the fuel injector has at least one control piston, which can be moved linearly in the closing direction by the actuator, and at least one hydraulically inversely coupled to the at least one control piston via a second control chamber, and a translator piston which can be displaced linearly in the closing direction. The at least one booster piston is displaceable in the closing direction against the closing direction by a movement of the at least one control piston.
  • the inverse coupling between the at least one control piston and the at least one booster piston can take place, for example, by the at least one second control chamber being essentially delimited by the injector body, at least one second sealing sleeve, the at least one booster piston and the at least one control piston.
  • the at least one booster piston and the at least one control piston within the at least one second control chamber each have at least one hydraulically effective surface, which have the same sign with respect to the closing direction. This ensures that a movement of the at least one control piston in one direction (for example in the closing direction) via a located in the at least one second control chamber hydraulic fluid (for example, fuel) movement of the at least one booster piston in the opposite direction (ie, for example, against the closing direction) entails.
  • the respective stroke ratio of the movements of control piston and booster piston is given by the inverse ratio of the respective hydraulically active surfaces within the second control chamber.
  • the fuel injector has at least one first control chamber, wherein at least one volume of the at least one first control chamber can be enlarged by a displacement of the at least one control piston in the closing direction.
  • This can be done, in particular, in that the at least one first control chamber is delimited essentially by the injector body, at least one first sealing sleeve and the control piston.
  • the at least one first control chamber is fluidically in communication with a rear space, wherein a pressure reduction in the at least one rear space acts on the injection valve member against a hydraulic force against the closing direction.
  • This can be done by the at least one back space is essentially limited by the at least one booster piston and at least one hydraulically effective surface of the injection valve member.
  • the at least one first control chamber and the at least one rear chamber can be fluidly connected via at least one pressure compensation channel embedded in the at least one control piston and / or the at least one booster piston.
  • this at least one pressure equalization channel has at least one throttle element, for example a throttle element in the form of a bottleneck of the at least one pressure equalization channel.
  • the fuel injector may in particular be designed such that the at least one control piston is at least partially formed as a sleeve and at least partially surrounds the at least one booster piston, wherein the at least one control piston and the at least one booster piston are linearly against each other.
  • the at least one linear actuator is actuated, for example supplied with current, then there is a longitudinal expansion of the at least one actuator and the at least one Control piston is moved in the closing direction.
  • a first pressure p 1 of a hydraulic fluid in the short term is lowered at least a first control chamber and a second pressure p 2 of a hydraulic fluid increases a second control chamber at least in the. Due to the pressure increase of the pressure p 2 , the at least one booster piston is displaced counter to the closing direction, the second pressure p 2 of the hydraulic fluid dropping again.
  • hydraulic fluid flows from the at least one rear space through the at least pressure equalization channel into the at least one first control space (if necessary delayed by the throttle element), pressure equalization essentially taking place between the at least one rear space and the at least one first control space.
  • a third pressure p 3 of the hydraulic fluid drops into the at least one rear space, as a result of which the injection valve member is lifted counter to the closing direction and releases the at least one injection opening.
  • the invention may also be designed so that the at least one booster piston has a driving device, for example a mechanical stop, which is suitable for entrainment of the injection valve member in a movement of the at least one booster piston against the closing direction.
  • a driving device for example a mechanical stop
  • the at least one booster piston moves in the opposite direction to the closing direction, first a take-up of the injection valve member against the closing direction and thus a rapid opening of the injection valve member.
  • the caused by the pressure reduction of the pressure p 1 in the at least one first control chamber pressure drop in the at least one rear space then causes an additional lifting de injection valve member against the closing direction and thus an additional stroke of the injection valve member.
  • this configuration has the effect that, even with comparatively short actuators, for example piezo actuators, a sufficient stroke of the injection valve member can be achieved and thus sufficient injection of fuel into the combustion chamber of the internal combustion engine is ensured.
  • FIG. 1 shows a preferred embodiment of a fuel injector 110 for injecting fuel into a combustion chamber of an internal combustion engine.
  • the fuel injector 110 has an injector body 112, which has a modular design and comprises an actuator chamber body 114, a first intermediate element 116, a pressure chamber body 118, a second intermediate element 120 and a nozzle chamber body 122.
  • the fuel injector 110 is connected via a (not shown) high-pressure line which opens into an actuator chamber 124 of the fuel injector 110 (fuel supply symbolically represented by the arrow 126) with a pressure accumulator (common rail), of which the fuel injector 110 with pressurized fuel is fed.
  • a pressure accumulator common rail
  • the fuel injector 110 has an injection valve member 128, which is mounted by means of a guide section 130 in the second intermediate element 120 such that the injection valve member 128 is displaceable parallel to a closing direction 134.
  • the injection valve member 128 is conical in its closing direction 134 in the lower end.
  • the injection valve member 128 in the closing direction 134 is acted upon by a force, the injection valve member 128 is pressed into a sealing seat 136, whereby a blind hole-shaped portion 138 of a needle chamber 140 is sealed tightly against fuel, whereby in a wall of the blind-shaped portion 138 recessed injection ports 142 fuel-tight become.
  • the fuel flowing from the fuel inlet 126 into the actuator chamber 124 of the fuel injector 110 can be conveyed through first fuel channels 144 (for example in the form of bores in the first intermediate element 116) from the actuator chamber 124 into a pressure chamber 146 and from there via further fuel channels 148 in the second intermediate element 120 enter the needle chamber 140.
  • first fuel channels 144 for example in the form of bores in the first intermediate element 116
  • the fuel can pass along an annular gap 151 between the injection valve member 128 and the nozzle chamber body 122 up to the sealing seat 136.
  • the fuel injector 110 has a piezoactuator 150, which is embedded in the actuator chamber 124 and can be energized or supplied with voltage via electrical contacts (not shown) such that a change in length of the piezoactuator 150 in the closing direction 134 can take place.
  • the piezoactuator 150 is tightly encased in a fuel-tight manner in order to prevent damage to the piezoactuator 150 as a result of the pressurized fuel in the actuator chamber 124.
  • the piezoelectric actuator 150 is biased by a biasing member 153 and is fixedly connected to a control surface 152 with a control piston 154.
  • the control piston 154 is linearly displaceably mounted in the first intermediate element 116 in the closing direction 134 by means of a guide region 156.
  • the control piston 154 is embodied in its upper region, guided within the guide region 156, as a solid cylinder with a diameter d 0 and is widened to a diameter d 1 in its lower region, which is mounted inside the pressure chamber 146.
  • a shoulder 158 At the transition between the area with diameter d 0 and the area with diameter d 1 is a shoulder 158 in the form of a surface 158th formed perpendicular to the closing direction 134.
  • This shoulder 158 acts as a hydraulic surface 158 of the control piston 154.
  • the control piston 154 is surrounded by a first sealing sleeve 160, which has the shape of a hollow cylinder with inner diameter d 1 .
  • the first sealing sleeve 160 is provided with a biting edge 162.
  • first sealing sleeve 160 is pressed against the first intermediate element 116, whereby between the first sealing sleeve 160, the first intermediate member 116 and the control piston 154, a first control chamber 166 is formed which has the shape of a concentric around the control piston 154 circular cylinder and which is sealed by the sealing sleeve 160 fuel-tight against the remaining pressure chamber 146.
  • the control piston 154 is formed in its lower region as a hollow cylinder and has a cylindrical cavity 168 with diameter d 2 . Within this cavity 168, a translator piston 170 with an outer diameter d 2, which is likewise substantially cylindrical in its outer dimensions, is introduced. This booster piston 170 is displaceable within the cavity 168 linearly parallel to the closing direction 134 against the control piston 154. In this case, a discharge channel 172 in the control piston 154 ensures that the cavity 168 remaining between the booster piston 170 and the control piston 154 always has the same fuel pressure as the remaining pressure chamber 146.
  • the booster piston 170 has a substantially cylindrical cavity 174 in its interior.
  • the injection valve member 128 is movable with its upper portion 176 in the cavity 174 such that the rear space 178 is substantially fuel-tight against the environment (ie in particular against a second control chamber 192, see below) sealed.
  • the injection valve member 128 also has a recess 180 in its upper portion 176 within which a nozzle spring 182 is mounted, via which the injection valve member 128 is supported against the booster piston 170. This nozzle spring 182 exerts a force on the injection valve member 128 in the closing direction 134.
  • the cavity 174 of the booster piston 170 has a circular mechanical stop 184.
  • the booster piston 170 engages this mechanical stop 184 in an annular shoulder 186 of the injection valve member 128, which at the transition between the diameter d 3 and the diameter d 4 of the injection valve member 128 is formed.
  • the injection valve member 128 is mechanically entrained and raised counter to the closing direction 134.
  • the booster piston 170 may be constructed from two individual parts bolted together. In this case, first the injection valve member 128 can be inserted into a first item and then the second item to be screwed onto the first item to the in FIG. 1 shown construction, in which the booster piston 170, the injection valve member 128 partially encloses to achieve.
  • control piston 154 is surrounded by a second sealing sleeve 188, which in turn has an annular shape with inner diameter d 1 and which has a biting edge 190 at its lower end.
  • the second sealing sleeve 180 is supported by the spring element 164 against the first sealing sleeve 160 is pressed fuel-tight manner against the second intermediate element 120.
  • the second control chamber 192 facing end surfaces 194 of the control piston 154 and 196 of the booster piston 170 which have the shape of circular surfaces perpendicular to the closing direction 134, respectively hydraulically effective surfaces 194, 196 for the control piston 154 and the booster piston 170.
  • These hydraulically effective surfaces 194, 196 have the same sign with respect to the closing direction 134.
  • the first control chamber 166 and the rear chamber 178 are connected to each other by a pressure equalization channel 198.
  • This pressure equalization channel 198 is formed in this embodiment as a bore in the control piston 154 and the booster piston 170, wherein the bore in the control piston 154 for manufacturing simplification of a parallel to the closing direction 134 extending blind hole and a perpendicular thereto bore, which outwardly with a screw is closed, composed.
  • the diameter of these holes, in particular the bore in the booster piston 170 is chosen so large that even with a relative displacement between the control piston 154 and booster piston 170 in the closing direction 134, a flow through this pressure equalization channel 198 is ensured with fuel.
  • the pressure compensation channel 198 in this exemplary embodiment has a throttle element 200 in the form of a constriction of the bore of the pressure compensation channel 198.
  • the mode of operation of the fuel injector 110 results from the following description of the initiation of an injection process. If the piezoelectric actuator 150 is acted on by a voltage, it expands in the closing direction 134 and acts on the control piston 154 via the control surface 152, so that the control piston 154 is moved in the closing direction 134. As a result, the volume of the first control chamber 166 is increased, whereby the fuel pressure p 1 in the first control chamber 166 drops. Furthermore, the volume of the second control chamber 192 is reduced in the short term, whereby a short-term fuel pressure p 2 in the second control chamber 192 increases.
  • the booster piston 170 is thus lifted by the stroke h 1 against the closing direction 134.
  • the booster piston 170 thereby takes the injection valve member 128 by means of the annular shoulder 186 so that it is lifted out of its seat 136, whereby a faster first stroke of the injection valve member 128 takes place.
  • the drop in the pressure p 1 in the first control chamber 166 causes fuel to flow through the pressure equalization channel 198 from the rear space 178 above the injection valve member 128 into the first control chamber 166.
  • the pressure p 3 in the back space 178 gradually equalizes to the pressure p 1 in the second control chamber 166, this pressure compensation, however, due to the throttle element 200, delayed to the stroke of the booster piston 170 is effected by this pressure drop of the pressure p 3 in the back space 178th an additional hydraulic force is exerted on the injection valve member 128 against the closing direction 134.
  • the rear space 178 thus acts, together with the first control chamber 166, as a second stage of a Hubüber hypothesis.
  • the injection valve member 128 is additionally lifted in addition to by the mechanical stop 184 and the upward movement of the booster piston 170 upward movement and further removed from its seat 136. Overall, this raising of the injection valve member 128 causes fuel to pass through the annulus 151 into the blind-hole shaped region 138, from where it is injected through the injection ports 142 into the combustion chamber. As a result of the two-stage stroke ratio and the partially mechanical, partially hydraulic raising of the injection valve member 128, a fast opening of the injection valve can thus take place, and a sufficient stroke of the injection valve member 128 can be achieved even with small lengths of the piezoactuator 150.
  • the electrical control of the piezoactuator 150 is accordingly changed again in such a way that the piezoelectric actuator 150 contracts, as a result of which the control piston 154 is raised again counter to the closing direction 134.
  • the pressure p 1 in the first control chamber 166 increases again in the short term and the pressure p 2 in the second control chamber 192 decreases.
  • the booster piston 170 is moved downwards, ie in the closing direction 134.
  • the pressure p 3 in the rear chamber 178 increases, so that a hydraulic force is exerted on the injection valve member 128, whereby the injection valve member 128 in Closing direction 134 moves until the injection valve member 128 rests again against the sealing seat 136 and closes the blind-hole-shaped region 138 in a fuel-tight manner.

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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 (9)

  1. Injecteur de carburant (110) pour l'injection de carburant dans une chambre de combustion d'un moteur à combustion interne, dans lequel l'injecteur de carburant (110) présente :
    a) un organe de soupape d'injection (128) déplaçable linéairement dans une direction de fermeture (134), libérant ou fermant au moins une ouverture d'injection (142) dans un corps d'injecteur (112) par le biais d'au moins un siège d'étanchéité (136) ;
    b) au moins un actionneur (150) agissant linéairement dans la direction de fermeture (134) ;
    c) au moins un piston de commande (154) déplaçable linéairement dans la direction de fermeture (134) par l'actionneur (150) ;
    d) au moins un premier espace de commande (166), un déplacement de l'au moins un piston de commande (154) dans la direction de fermeture (134) permettant d'augmenter un volume de l'au moins un premier espace de commande (166) ;
    e) au moins un piston amplificateur (170) déplaçable linéairement dans la direction de fermeture (134), accouplé inversement et hydrauliquement à l'au moins un piston de commande (154) par le biais d'un deuxième espace de commande (192), l'au moins un piston amplificateur (170) pouvant être déplacé par un mouvement de l'au moins un piston de commande (154) dans la direction de fermeture (134) à l'encontre de la direction de fermeture (134) ; et
    f) au moins un espace de retour (178) en liaison fluidique avec l'au moins un premier espace de commande (166), une diminution de pression dans l'au moins un espace de retour (178) permettant de solliciter l'organe de soupape d'injection (128) avec une force hydraulique à l'encontre de la direction de fermeture (134),
    caractérisé en ce que l'au moins un piston d'amplificateur (170) est réalisé au moins en partie sous forme de douille et entoure partiellement l'organe de soupape d'injection (128), l'au moins un piston amplificateur (170) et l'organe de soupape d'injection (128) pouvant être déplacés linéairement l'un par rapport à l'autre, et en ce que l'au moins un espace de retour (178) est limité essentiellement par l'au moins un piston amplificateur (170) et l'organe de soupape d'injection (128), l'organe de soupape d'injection (128) présentant à l'intérieur de l'espace de retour (178) au moins une quatrième surface hydrauliquement active.
  2. Injecteur de carburant (110) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'au moins un piston de commande (154) est réalisé au moins en partie sous forme de douille et entoure au moins partiellement l'au moins un piston amplificateur (170), l'au moins un piston de commande (154) et l'au moins un piston amplificateur (170) étant déplaçables linéairement l'un par rapport à l'autre.
  3. Injecteur de carburant (110) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'au moins un piston amplificateur (170) et/ou l'organe de soupape d'injection (128) présentent un dispositif d'entraînement (184, 186) pour l'entraînement mécanique de l'organe de soupape d'injection (128) lors du soulèvement de l'au moins un piston amplificateur (170) à l'encontre de la direction de fermeture (134).
  4. Injecteur de carburant (110) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'au moins un premier espace de commande (166) est limité essentiellement par le corps d'injecteur (112), au moins une première douille d'étanchéité (160) et l'au moins un piston de commande (154), l'au moins un piston de commande (154) présentant une surface hydrauliquement active (158) à l'intérieur de l'au moins un premier espace de commande (166).
  5. Injecteur de carburant (110) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'au moins un deuxième espace de commande (192) est limité essentiellement par au moins une deuxième douille d'étanchéité (188), l'au moins un piston de commande (154) et l'au moins un piston amplificateur (170), l'au moins un piston de commande (154) présentant une deuxième surface hydrauliquement active (194) à l'intérieur du deuxième espace de commande (192), et l'au moins un piston amplificateur (170) présentant une troisième surface hydrauliquement active (196) à l'intérieur du deuxième espace de commande (192), la deuxième surface hydrauliquement active (194) et la troisième surface hydrauliquement active (196) présentant le même signe en termes de sens de fermeture (134).
  6. Injecteur de carburant (110) selon les deux revendications précédentes, caractérisé en ce que la première douille d'étanchéité (160) et la deuxième douille d'étanchéité (188) sont supportées l'une contre l'autre par au moins un premier élément de ressort (164).
  7. Injecteur de carburant (110) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'au moins un premier espace de commande (166) et l'au moins un espace de retour (178) sont connectés fluidiquement par le biais d'au moins un canal de compensation de la pression (198) pratiqué dans l'au moins un piston de commande (154) et/ou dans l'au moins un piston amplificateur (170).
  8. Injecteur de carburant (110) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'au moins un canal de compensation de la pression (198) présente au moins un élément d'étranglement (200).
  9. Injecteur de carburant (110) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'organe de soupape d'injection (128) est supporté par au moins un deuxième élément de ressort (182) contre l'au moins un piston amplificateur (170), l'au moins un deuxième élément de ressort (182) exerçant une force dans la direction de fermeture (134) sur l'organe de soupape d'injection (128).
EP06708665A 2005-04-12 2006-03-07 Injecteur de carburant s'ouvrant a deux niveaux Expired - Lifetime EP1872008B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005016796A DE102005016796A1 (de) 2005-04-12 2005-04-12 Zweistufig öffnender Kraftstoffinjektor
PCT/EP2006/060514 WO2006108741A1 (fr) 2005-04-12 2006-03-07 Injecteur de carburant s'ouvrant a deux niveaux

Publications (2)

Publication Number Publication Date
EP1872008A1 EP1872008A1 (fr) 2008-01-02
EP1872008B1 true EP1872008B1 (fr) 2009-03-04

Family

ID=36096345

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06708665A Expired - Lifetime EP1872008B1 (fr) 2005-04-12 2006-03-07 Injecteur de carburant s'ouvrant a deux niveaux

Country Status (4)

Country Link
US (1) US20080169357A1 (fr)
EP (1) EP1872008B1 (fr)
DE (2) DE102005016796A1 (fr)
WO (1) WO2006108741A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4270292B2 (ja) 2007-03-05 2009-05-27 株式会社デンソー 燃料噴射弁
DE102008040680A1 (de) * 2008-07-24 2010-01-28 Robert Bosch Gmbh Kraftstoff-Injektor
JP5024320B2 (ja) * 2009-03-25 2012-09-12 株式会社デンソー 燃料噴射弁
US9346075B2 (en) 2011-08-26 2016-05-24 Nordson Corporation Modular jetting devices
JP6926693B2 (ja) * 2017-06-06 2021-08-25 株式会社Ｓｏｋｅｎ 燃料噴射装置、制御装置及び燃料噴射システム

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4635849A (en) * 1984-05-03 1987-01-13 Nippon Soken, Inc. Piezoelectric low-pressure fuel injector
DE19519191C2 (de) * 1995-05-24 1997-04-10 Siemens Ag Einspritzventil
ATE353118T1 (de) * 2000-07-18 2007-02-15 Delphi Tech Inc Kraftstoffeinspritzventil
EP1325227B1 (fr) * 2000-10-11 2006-07-05 Siemens VDO Automotive Corporation Ensemble compensateur a membrane souple pour injecteur de carburant et procede correspondant
US6499471B2 (en) * 2001-06-01 2002-12-31 Siemens Automotive Corporation Hydraulic compensator for a piezoelectrical fuel injector
US6766965B2 (en) * 2001-08-31 2004-07-27 Siemens Automotive Corporation Twin tube hydraulic compensator for a fuel injector
DE10246974A1 (de) * 2002-10-09 2004-04-22 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung für eine Brennkraftmaschine
DE10333573B3 (de) * 2003-07-24 2004-11-18 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung
DE102005004738A1 (de) * 2005-02-02 2006-08-10 Robert Bosch Gmbh Kraftstoffinjektor mit direkter Nadelsteuerung für eine Brennkraftmaschine

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Publication number Publication date
US20080169357A1 (en) 2008-07-17
DE102005016796A1 (de) 2006-10-19
EP1872008A1 (fr) 2008-01-02
WO2006108741A1 (fr) 2006-10-19
DE502006003015D1 (de) 2009-04-16

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