WO2017194260A1 - Injecteur de carburant pour moteurs à combustion interne - Google Patents

Injecteur de carburant pour moteurs à combustion interne Download PDF

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Publication number
WO2017194260A1
WO2017194260A1 PCT/EP2017/058787 EP2017058787W WO2017194260A1 WO 2017194260 A1 WO2017194260 A1 WO 2017194260A1 EP 2017058787 W EP2017058787 W EP 2017058787W WO 2017194260 A1 WO2017194260 A1 WO 2017194260A1
Authority
WO
WIPO (PCT)
Prior art keywords
nozzle needle
nozzle
sleeve
fuel injection
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.)
Ceased
Application number
PCT/EP2017/058787
Other languages
German (de)
English (en)
Inventor
Heinrich Werger
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 WO2017194260A1 publication Critical patent/WO2017194260A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
    • F02M61/12—Other injectors with elongated valve bodies, i.e. of needle-valve type characterised by the provision of guiding or centring means for valve bodies
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1866—Valve seats or member ends having multiple cones
    • 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
    • F02M63/0012—Valves
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0075—Stop members in valves, e.g. plates or disks limiting the movement of armature, valve or spring
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/001—Control chambers formed by movable sleeves

Definitions

  • the invention relates to a fuel injection valve for internal combustion engines, as it is used for fuel injection into a combustion chamber of an internal combustion engine.
  • Fuel injection valves as they are preferably used for fuel injection into a combustion chamber of an internal combustion engine, are known from the prior art.
  • compressed fuel is made available in a rail by means of a high-pressure pump and by means of injectors or
  • the injection is by means of a pressure chamber in the
  • Fuel injector arranged nozzle needle controlled, the one
  • Nozzle needle seat close sleeve are formed. This will be a first
  • Throttle connection used, whose effect permanently over the Nozzle needle stroke remains constant.
  • a second throttle connection is used, whose effect depends on the stroke of the nozzle needle, so that it is switched on during the opening stroke of the nozzle needle only from a certain stroke of the nozzle needle.
  • the fuel injection valve according to the invention for injecting high-pressure fuel into the combustion chamber of an internal combustion engine in contrast, has the advantages that it has a robust injection behavior compared with manufacturing tolerances.
  • Nozzle needle seat and the injection openings reduced or prevented and thus significantly increases the life.
  • the fuel injection valve has a nozzle body with a nozzle chamber formed therein.
  • a nozzle needle is arranged longitudinally displaceable, wherein a nozzle needle tip of the nozzle needle by the longitudinal movement cooperates with a formed on the nozzle body nozzle needle seat and thereby opens at least one injection port and closes.
  • a sleeve is arranged longitudinally displaceable on the nozzle needle. Between the sleeve, the nozzle needle tip and the nozzle needle seat is a pressure chamber formed. A throttle point formed in the sleeve connects the nozzle chamber with the pressure chamber hydraulically.
  • the sleeve is guided longitudinally displaceably on the nozzle needle, wherein a closing surface of the sleeve cooperates with the nozzle needle seat.
  • a closing surface of the sleeve cooperates with the nozzle needle seat.
  • the closing surface is braced against the nozzle needle seat.
  • a driver is arranged on the nozzle needle.
  • the driver can be brought into engagement with the sleeve, so that the closing surface lifts off from the nozzle needle seat and thereby opens a gap throttle between the closing surface and the nozzle needle seat.
  • the gap choke hydraulically connects the nozzle chamber with the pressure chamber.
  • the flow cross section can be greatly increased at the gap throttle during the opening stroke of the nozzle needle from the time of engagement of driver to sleeve.
  • the nozzle needle seat and the injection openings are downstream of the throttle point and the
  • Cleavage choke arranged.
  • the flow rate of the fuel to the injection openings can thus be throttled so that a vapor formation of the fuel is reduced or even prevented. This also reduces or avoids potential cavitation damage.
  • injection rate shaping can be achieved with large flow rates at the end of the opening process of the nozzle needle.
  • the throttle point has a constant
  • the fuel injection valve is designed so that from an opening stroke hi of the nozzle needle, the sleeve is in a positive engagement with the driver. From strokes greater than or equal to
  • Opening stroke hi thus has the sleeve on the same axial movement as the nozzle needle. Up to the opening stroke hi, however, is an axial
  • the opening stroke hi of the nozzle needle during the opening stroke, to which the driver is to come into engagement with the sleeve can be adjusted during assembly of the fuel injection valve.
  • the driver is positioned exactly on the nozzle needle. Any manufacturing tolerances can be compensated during assembly.
  • the sleeve is clamped by the retaining spring against the driver from the opening stroke hi.
  • the sleeve is virtually fixedly connected to the driver and thus also fixed to the nozzle needle.
  • Sleeve and nozzle needle thus perform the same movement in these states.
  • Gap throttle thus changes proportionally with the stroke of the nozzle needle.
  • the retaining spring is arranged in the nozzle chamber.
  • the retaining spring is arranged so that it surrounds the nozzle needle.
  • a particularly space-saving arrangement of the spring is achieved.
  • the flow cross section of the gap throttle is a multiple of the flow cross section of the throttle point. This can be a very good one
  • Injection characteristic of the fuel injection valve can be achieved. In particular, both very small and very large injection quantities can be realized without simultaneously causing cavitation damage.
  • the nozzle needle seat has a conical shape.
  • Closing surface preferably with a slightly different
  • Opening angle of about ⁇ 0.5 ° designed so that when plant without
  • the driver is arranged in a groove of the nozzle needle. In a simple way, the driver is thus very stable connected to the nozzle needle.
  • the driver has a conical shape. This allows the positive engagement between the driver and the sleeve as a kind of conical compression bandage are performed, whereby relatively high forces can be transmitted.
  • Fig. 1 shows a longitudinal section through an inventive
  • Fuel injection valve with only the essential areas are shown schematically.
  • Fig. 1 shows schematically a fuel injection valve 1 according to the invention in longitudinal section.
  • the fuel insp ritz valve 1 has a nozzle body 2 formed in a nozzle chamber 22 in which a piston-shaped nozzle needle 3 is arranged longitudinally displaceable.
  • the nozzle needle 3 acts on her the
  • Combustion chamber facing the end of the nozzle needle tip 35, together with a formed on the nozzle body 2 nozzle needle 21 and can thereby open or close one or more injection openings 20 in the nozzle body 2, can be injected via the fuel into the combustion chamber of an internal combustion engine, not shown.
  • the nozzle chamber 22 is connected via a formed in the nozzle body 2 high-pressure passage 23 with a high-pressure fuel source, not shown, usually a common rail, which provides fuel at high pressure available.
  • Control chamber 6 is formed, on the pressure of the opening and
  • Closing movement of the nozzle needle 3 is controlled in such a way that at pressure reduction in the control chamber 6, the nozzle needle 3 lifts off from the nozzle needle seat 21 and so the injection ports 20 releases and pressure increase in the control chamber 6, the nozzle needle 3 is pressed against the nozzle needle seat 21 and the injection openings 20 closes.
  • the pressure change of the control chamber 6 is effected by a formed in a valve plate 4 control bore 40, via which, under the control of a control valve, not shown, under high pressure fuel supply or can be removed.
  • the control chamber 6 is bounded radially by a control chamber sleeve 5, and axially through the valve plate 4 and the nozzle needle 3.
  • the control chamber sleeve 5 continues to perform the longitudinal movement of the nozzle needle 3.
  • the control chamber sleeve 5 is stretched by a nozzle spring 17 against the valve plate 4.
  • the nozzle spring 17 continues to cooperate with a shoulder 30 of the nozzle needle 3; As a result, the nozzle needle 3 is pressed by the nozzle spring 17 against the nozzle needle seat 21.
  • a throttle assembly is arranged in the combustion chamber near area of the nozzle chamber 22 in the combustion chamber near area of the nozzle chamber 22, a throttle assembly is arranged.
  • the throttle assembly comprises a sleeve 10, a driver 11 and a retaining spring 12.
  • the driver 11 is fixedly arranged on the nozzle needle 3 and the nozzle needle tip 35; the driver 11 can also be designed in one piece with the nozzle needle 3.
  • the driver comes into positive engagement with the sleeve 10. This intervention takes place in the opening direction of the nozzle needle 3, ie in the illustration of Fig.l upwards, from an opening stroke hi 13.
  • the sleeve 10 is longitudinally displaceable arranged on the nozzle needle 3, forms with this until the opening stroke hi 13 so a kind of axial slide bearing.
  • the retaining spring 12 is arranged radially surrounding the nozzle needle 3.
  • Retaining spring 12 is supported on a shoulder 31 of the nozzle needle 3 and biases the sleeve 10 against the nozzle needle seat 21 so that a closing surface 10a formed on the sleeve 10 cooperates with the nozzle needle seat 21. If the stroke of the nozzle needle 3 is greater than or equal to the opening stroke hi 13, then the retaining spring 12 biases the sleeve 10 against the driver 11, since from this stroke the positive engagement between the driver 11 and the sleeve 10 is formed, for example via conical contact surfaces from driver 11 and sleeve 10. If the stroke of the nozzle needle 3 is greater than the opening stroke hi 13, then the closing surface 10a and thus the sleeve 10 is lifted from the nozzle needle seat 21.
  • a pressure chamber 14 is formed between the sleeve 10, the nozzle needle tip 35 and the nozzle needle seat 21, a pressure chamber 14 is formed.
  • the pressure chamber 14 is hydraulically connected by a formed in the sleeve 10 throttle body 15 with the nozzle chamber 22.
  • the throttle point 15 is preferably one or more radial bores in the sleeve 10. If the closing surface 10a is lifted from the nozzle needle seat 21, then a stroke-variable gap throttle 16 is formed between the closing surface 10a and the nozzle needle seat 21, which also the nozzle chamber 22 with the pressure chamber 14th connects hydraulically.
  • the operation of the fuel injection valve 1 is as follows.
  • the nozzle needle 3 starts its opening stroke movement, lifts off the nozzle needle seat 21 and releases the injection openings 20; the injection process of fuel into the combustion chamber of the internal combustion engine begins. Up to an opening stroke hi 13 of the nozzle needle 3, the sleeve 10 is pressed by the biasing force of the nozzle spring 17 against the nozzle needle seat 21. The pressure in the pressure chamber 14, ie between the throttle point 15 and the nozzle needle seat 12 or the annular throttle 17 is thus lowered immediately after the opening of the nozzle needle 3.
  • the sleeve 10 Before the beginning of the closing movement at the end of the injection process, the sleeve 10 is fixed by the driver 11 and the retaining spring 12; between the
  • Closing surface 10a and the nozzle needle seat 21 is the open gap throttle 16.
  • the gap throttle 16 has a maximum opening stroke hi2 18 compared to the throttle point 15 comparatively large flow rate. Flow cross-section on. In this position, more fuel flows from the nozzle chamber 22 via the gap throttle 16 into the pressure chamber 14 than via the throttle point 15.
  • the closing movement of the nozzle needle 3 is initiated by the control valve increases the pressure in the control chamber 6. Due to the resulting resulting hydraulic force, the nozzle needle 3 then moves in the direction of the nozzle needle seat 21. This reduces again the flow cross section through the gap throttle 16. Until the opening stroke hi 13 of the driver 11 is in engagement with the sleeve 10. During the opening stroke hi 13, it comes to contact between the closing surface 10a and the nozzle needle seat 21. The gap throttle 16 is thereby closed, so that only the flow cross section through the throttle body 15 remains. At the same time the engagement between the driver 11 and sleeve 10 is released, so that the sleeve 10 is clamped between the nozzle needle seat 21 and the retaining spring 12. At the end of the closing movement, the nozzle needle 3 with her
  • Nozzle needle tip 35 is pressed against the nozzle needle seat 21 and thus closes the injection openings 20 again. There is no more fuel in the
  • Nozzle needle 3 the system pressure, so the pressure of the nozzle chamber 22, and is sealed from the nozzle needle tip 35 to the combustion chamber.
  • Pressure chamber 14 causes a decrease in the local absolute pressure below the vapor pressure in this area. This leads to vapor formation of the
  • Fuel which subsequently condenses in areas of higher pressures (or lower local velocities) and causes cavitation damage. These cavitation damages are usually life-time specific for fuel injection valves 1 or nozzle body 2.
  • the pressure in the pressure chamber 14 drops proportionally to the flow or inflow cross section at the throttle point 15 or to the outflow cross section through the injection openings 20.
  • Gap throttle 16 is still closed in this state. Upon further opening of the nozzle needle 3, the gap throttle 16 is now opened. First, however, the summed inflow cross section through throttle point 15 and gap throttle 16 is still lower than the outflow cross section through the injection openings 20.
  • the stroke-dependent throttling of the inflow to the injection openings 20 the flow velocity in the pressure chamber 14, in particular in the region of the nozzle needle seat 21, so far lowered, that the formation of vapor of the fuel is reduced or prevented. Cavitation damage is avoided and the life of the nozzle body 2, nozzle needle 3, etc. increased.
  • the illustrated embodiment describes a variable stroke gap throttle 16 between closing surface 10a and nozzle needle seat 21, which has the following ranges: Area 1: Opening stroke of the nozzle needle 3 from its attachment to the nozzle needle seat 21 to a defined opening stroke hi 13: the sleeve 10 is with its closing surface 10a in contact with the nozzle needle seat 21. The sleeve 10 is clamped by the retaining spring 12 with the nozzle needle seat 21. There is no fuel flow through the gap throttle 16 instead.
  • Range 2 Opening stroke of the nozzle needle 3 from the opening stroke hi 13 to its maximum opening stroke hi2 18: the gap of the gap throttle 16 is opened and thus defines the flow cross-section through the gap throttle 16, which becomes larger with increasing stroke.
  • the retaining spring 12 clamps the sleeve 10 against the driver 11. Fuel flows through the gap throttle 16th

Landscapes

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

Abstract

L'invention concerne un injecteur de carburant (1) pour moteurs à combustion interne, servant à l'injection de carburant à haute pression dans la chambre de combustion d'un moteur à combustion interne. L'injecteur de carburant comprend un corps d'injecteur (2) dans lequel est formée une chambre d'injecteur (22). Une aiguille d'injecteur (3) est disposée de manière déplaçable longitudinalement dans la chambre d'injecteur (22), une pointe (35) de l'aiguille d'injecteur (3) coopérant par le déplacement longitudinal avec un siège d'aiguille d'injecteur (21) formé sur le corps d'injecteur (2) et ouvrant et fermant ainsi au moins un orifice d'injection (20). Une douille (10) est disposée de manière déplaçable longitudinalement sur l'aiguille d'injecteur (3). Une chambre de pression (14) est formée entre la douille (10), la pointe d'aiguille d'injecteur (35) et le siège d'aiguille d'injecteur (21). Un point d'étranglement (15) réalisé dans la douille (10) relie hydrauliquement la chambre d'injecteur (22) à la chambre de pression (14). La douille (10) est guidée sur l'aiguille d'injecteur (3) de manière déplaçable longitudinalement, une surface de fermeture (10a) de la douille (10) coopérant avec le siège d'aiguille d'injecteur (21). Lors de l'appui de la pointe d'aiguille d'injecteur (35) contre le siège d'aiguille d'injecteur (21), la surface de fermeture (10a) est serrée contre le siège d'aiguille d'injecteur (21). Un élément d'entraînement (11) est disposé sur l'aiguille d'injecteur (3). Lors du déplacement de course d'ouverture de l'aiguille d'injecteur (3), l'élément d'entraînement (11) peut être amené en prise avec la douille (10) de sorte que la surface de fermeture (10a) se soulève du siège d'aiguille d'injecteur (21) et commande ainsi l'ouverture d'un étranglement formant fente (16) entre la surface de fermeture (10a) et le siège d'aiguille d'injecteur (21). L'étranglement formant fente (16) relie hydrauliquement la chambre d'injecteur (22) à la chambre de pression (14).
PCT/EP2017/058787 2016-05-11 2017-04-12 Injecteur de carburant pour moteurs à combustion interne Ceased WO2017194260A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016208055.5A DE102016208055A1 (de) 2016-05-11 2016-05-11 Kraftstoffeinspritzventil für Brennkraftmaschinen
DE102016208055.5 2016-05-11

Publications (1)

Publication Number Publication Date
WO2017194260A1 true WO2017194260A1 (fr) 2017-11-16

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ID=58537009

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2017/058787 Ceased WO2017194260A1 (fr) 2016-05-11 2017-04-12 Injecteur de carburant pour moteurs à combustion interne

Country Status (2)

Country Link
DE (1) DE102016208055A1 (fr)
WO (1) WO2017194260A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109332040A (zh) * 2018-11-21 2019-02-15 宁波希瑞生物科技有限公司 一种喷雾装置
CN113950575A (zh) * 2019-06-07 2022-01-18 罗伯特·博世有限公司 燃料喷射器、用于运行燃料喷射器的方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023166139A1 (fr) * 2022-03-03 2023-09-07 Ganser-Hydromag Ag Soupape d'injection de carburant pour moteurs à combustion interne

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4202500A (en) * 1977-03-09 1980-05-13 Maschinenfabrik Augsburg-Nuernberg Aktiengesellschaft Multi-hole injection nozzle
DE19755057A1 (de) * 1997-12-11 1999-06-17 Bosch Gmbh Robert Kraftstoffeinspritzdüse für selbstzündende Brennkraftmaschinen
DE102004060552A1 (de) 2004-12-16 2006-06-22 Robert Bosch Gmbh Kraftstoffeinspritzventil für eine Brennkraftmaschine
DE102005030868A1 (de) * 2005-07-01 2007-01-11 Robert Bosch Gmbh Kraftstoffeinspritzventile bei Kraftmaschinen
WO2007038811A1 (fr) * 2005-10-03 2007-04-12 Robert Bosch Gmbh Dispositif pour injecter des carburants dans la chambre de combustion d'un moteur a combustion interne

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4202500A (en) * 1977-03-09 1980-05-13 Maschinenfabrik Augsburg-Nuernberg Aktiengesellschaft Multi-hole injection nozzle
DE19755057A1 (de) * 1997-12-11 1999-06-17 Bosch Gmbh Robert Kraftstoffeinspritzdüse für selbstzündende Brennkraftmaschinen
DE102004060552A1 (de) 2004-12-16 2006-06-22 Robert Bosch Gmbh Kraftstoffeinspritzventil für eine Brennkraftmaschine
DE102005030868A1 (de) * 2005-07-01 2007-01-11 Robert Bosch Gmbh Kraftstoffeinspritzventile bei Kraftmaschinen
WO2007038811A1 (fr) * 2005-10-03 2007-04-12 Robert Bosch Gmbh Dispositif pour injecter des carburants dans la chambre de combustion d'un moteur a combustion interne

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109332040A (zh) * 2018-11-21 2019-02-15 宁波希瑞生物科技有限公司 一种喷雾装置
CN113950575A (zh) * 2019-06-07 2022-01-18 罗伯特·博世有限公司 燃料喷射器、用于运行燃料喷射器的方法

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Publication number Publication date
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