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EP0404916B1 - Injecteur de carburant - Google Patents

Injecteur de carburant Download PDF

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Publication number
EP0404916B1
EP0404916B1 EP90901717A EP90901717A EP0404916B1 EP 0404916 B1 EP0404916 B1 EP 0404916B1 EP 90901717 A EP90901717 A EP 90901717A EP 90901717 A EP90901717 A EP 90901717A EP 0404916 B1 EP0404916 B1 EP 0404916B1
Authority
EP
European Patent Office
Prior art keywords
fuel
chamber
piston
injection
injection nozzle
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
EP90901717A
Other languages
German (de)
English (en)
Other versions
EP0404916A1 (fr
Inventor
Maximilian Kronberger
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 AG
Original Assignee
Robert Bosch AG
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
Priority claimed from DE19893900763 external-priority patent/DE3900763C2/de
Priority claimed from DE19893900762 external-priority patent/DE3900762A1/de
Application filed by Robert Bosch AG, Robert Bosch GmbH filed Critical Robert Bosch AG
Publication of EP0404916A1 publication Critical patent/EP0404916A1/fr
Application granted granted Critical
Publication of EP0404916B1 publication Critical patent/EP0404916B1/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
    • 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
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • 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
    • 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
    • F02M2200/50—Arrangements of springs for valves used in fuel injectors or fuel injection pumps
    • F02M2200/505—Adjusting spring tension by sliding spring seats

Definitions

  • the invention relates to a fuel injection nozzle, in particular a pump nozzle, with a nozzle needle which is spring-loaded in the closing direction, in which the pressure chamber in front of the seat of the nozzle needle communicates with a storage space delimited by a spring-loaded escape piston, the escape piston being at its end facing away from the pressure chamber is acted upon in a damping space which can be filled with fuel and has a pin which dips into a plate which delimits the damping space and has an opening.
  • Such a fuel injection nozzle described in EP-A 277 939, enables the injection process to be subdivided into a pre-injection and a main injection.
  • the very difficult problem of ensuring a favorable injection process under various operating conditions is solved in principle by damping the movement of the evasive piston, but there are still some inevitabilities.
  • the pre-injection quantities are approximately the same at all speeds and load conditions and the duration of the pre-injection and the injection pause in ° KW are approximately the same at all speeds.
  • the design according to the invention aims to develop an injection nozzle of the type mentioned in such a way that the response speed and the dynamic behavior is improved.
  • the design according to the invention is intended to ensure that a safe function is maintained by the smallest possible moving mass of the evasive piston and rapid movements.
  • the design according to the invention essentially consists in that the cylindrical guide part of the evasive piston has a ratio of diameter to height of 1: 0.1 to 0.4, that the evasive piston on its side facing away from the storage space has a pin with a variable cross section has, which dips into the boundary plate, and that the evasive piston on its Storage space facing side has a guide extension with grooves.
  • the dynamic opening pressure of the evasive piston and the valve needle can be selected to be higher, as a result of which the pre-injection quantity between opening the valve needle and opening of the evasive piston becomes less sensitive to scattering and greater, without the entire pre-injection thereby taking longer.
  • This measure also has a more desirable effect at lower speeds than at higher speeds, since the dynamic opening pressure rises considerably above the speed.
  • the increase in the statically set opening pressure however, has an approximately constant effect over the speed. The increasing dynamic opening pressure thus results in an ever smaller increase in the injection quantity per unit of time.
  • the damping acting on the evasive piston can thus be reduced, as a result of which the duration of the pre-injection is reduced, in particular at a higher engine speed, which leads to an injection pause of approximately the same length in degrees of crank angle in the predominant speed range of the pre-injection.
  • the low design of the evasive piston not only reduces its mass, but also the overall height of the entire pump nozzle, which is always welcome due to the installation conditions.
  • the design is such that the diameter of the guide extension is smaller than the diameter of the sealing edge of the alternative piston facing the storage space, which results in a construction that is particularly simple in terms of production technology.
  • the stroke-dependent design of the cross-section of the throttle opening is advantageously made so that the pin has its largest effective cross-section at the point which cooperates with the limiting plate at the beginning of its stroke, thereby ensuring that at the beginning of the stroke of the evasive piston Greatest damping occurs, whereby the duration of the pre-injection is reduced, especially at high speed, and the injection pause is adhered to exactly.
  • a structurally simple design of this desired throttle characteristic or damping can be achieved in that the limiting plate has a narrow throttle lip or a throttle edge delimited by two acute-angled side surfaces, the adaptation to the desired regularities being improved in that the pin has a chamfer or recess which delimits a throttle opening of different cross-section with the limiting plate over the length of the stroke of the evasive piston.
  • An asymmetrical design of the throttle cross section favors the desired damping characteristic, the design preferably being such that the recess has a triangular or trapezoidal cross section, and that the surfaces of the recess inclined to the longitudinal axis of the escape pistons have a different angle with the longitudinal axis lock in.
  • Particularly favorable damping conditions could be achieved in that the cross-sectional area of the throttle opening corresponds to 1/25 to 1/500, in particular 1/50 to 1/200, of the circular bottom surface.
  • the quantity dosage can be measured more precisely than with relatively sluggish and largely undamped movable displacement pistons.
  • a further improvement in the subdivision of pre-injection and main injection can be achieved in combination with such a more precise metering of the amount via a defined control of the stroke movement of the nozzle needle.
  • the training is preferably made such that the nozzle needle, at its end facing away from the spray openings, is immersed in a second damping chamber which can be filled with fuel and has a pressure pin which is surrounded by a fixed shoulder which forms a stop for a shoulder of the nozzle needle, and that Fixed heel with the pressure pin during the lifting movement of the nozzle needle delimits a throttle opening which is connected to the damping space and which opens into a drain and / or another space.
  • the throttling of the stroke of the nozzle needle takes place in the opposite direction to the throttling of the stroke of the evasive piston, as a result of which opening and closing occurs quickly in the area of the pre-injection, since the stroke of the nozzle needle is limited by the throttling or damping of this first phase.
  • An even clearer improvement is to realize a rapid opening stroke of progressive damping in the area of the pre-injection, whereby the opening movement of the nozzle needle is increased and at the same time the distance covered by the nozzle needle during the opening stroke can be restricted, whereby the closing movement can be initiated more quickly .
  • Such training can be achieved in that the cross section of the throttle opening between Thrust pin and fixed wall of the damping chamber is variable depending on the stroke of the nozzle needle.
  • the throttle opening between the nozzle spring chamber wall and the pressure pin delays and reduces the stroke movement of the nozzle needle.
  • the duration of the closing of the nozzle needle is shorter and, on the other hand, less fuel is returned to the high-pressure chamber due to the displacement effect of the closing needle, which leads to a greater pressure drop in the pre-injection between opening the escape piston and closing the valve needle after reaching the closing pressure leads.
  • the reduction in the injection quantity achieved during the course of the injection has a desired effect at higher engine speeds than at low engine speeds. This in turn allows an increase in the statically set opening pressure, which causes an increase in the amount injected between opening the valve needle and opening the evasive piston.
  • FIG. 1 shows a longitudinal section through the central part of a fuel injector according to the invention
  • 2 shows detail A of FIG. 1 enlarged and rotated by 90 °
  • 3 shows a top view of FIG. 2
  • 4 shows detail B of FIG. 1 enlarged
  • 5 shows a variant of detail B
  • FIG. 6 injection rate curves at low and at high speed for a fuel injector according to the invention.
  • 1 represents the pump piston liner
  • 2 the nozzle body (partially torn open) with the nozzle needle 3 and 4 the nozzle needle spring which is arranged in a spring housing 5.
  • 6 is the alternative piston and 29 the alternative piston liner.
  • the avoiding piston 6 consists of a cylindrical guide part 7, a sealing cone 8 and an extension 10 with grooves 11 and an end face 12 which faces the pressure chamber 14, on which the pump piston 13 also acts.
  • the evasive piston 6 has a relatively low weight due to the small height of the cylindrical guide part 7 relative to the diameter, which can be driven even further by selecting a light material. Its inertia is therefore low.
  • the extension 10 can serve as a hydraulic damping element and is provided as an additional guide. It acts as an attenuator in that when the pressure in the pressure chamber 14 rises, the fuel passes through the grooves 11 into the storage chamber 34 and acts on the control edge 9. As soon as the evasive piston 6 starts to move downward, fuel must flow through the grooves 11, which then act as throttles. Since the throttling effect depends on the effective length of the grooves 11, this decreases as the evasive piston 6 drops.
  • the movement of the evasive piston 6 is also damped by the interaction of a pin 17 with the limiting plate or throttle plate 19.
  • the bottom surface 15 of the evasive piston 6 facing away from the storage space acts in a damping space 16 which is delimited by the evasive piston sleeve 29 and the throttle plate 19 and is penetrated by the pin 17 with a chamfer 18 which is part of the evasive piston 6.
  • the chamfer 18 and the bore of the throttle plate 19 form a throttle point which dampens the downward movement of the evasive piston 6.
  • the special design of the chamfer 18 will be discussed later.
  • the nozzle needle spring 4 establishes a force connection between the upper and lower spring plates 20, 21.
  • the lower spring plate 21 is based on the Nozzle needle 3 from. Of this, only the upper part is shown, which consists of a stop shoulder 22 to which a pressure pin 23 is connected at the top. This pressure pin 23 penetrates an intermediate plate 24, which has a fixed shoulder 26 below and a throttle lip 25 above. The fixed paragraph 26 interacts with the stop shoulder 22.
  • the throttle lip 25 delimits a throttle cross section with a chamfer 27 of the pressure pin 23.
  • the position of the chamfer 27 is selected so that the damping effect in the position shown is the smallest at the beginning of the nozzle needle movement and then increases, in order to give a short stroke of the nozzle needle 3, in particular during the pre-injection. Two variants for the formation of this throttle point are described below.
  • Fig.2 and 3 the evasive piston 6 is shown enlarged. It can be seen that the guide extension 10 is formed with a smaller diameter than that of the control edge 9 and gives freedom in the choice of the diameter of the extension 10.
  • the pin 17 with the chamfer 18 protrudes from the bottom surface 15 of the evasive piston 6 into the throttle plate 19 (in a continuous line when the evasive piston 6 is in its uppermost position).
  • the chamfer is selected here so that the damping effect is greatest in this position. If the evasive piston lowers, as is indicated by the dashed position 19 'of the throttle plate, the damping effect is reduced.
  • the stepped throttle lip 25 ' is formed with a cylindrical inner edge, the chamfer 27 of the pressure pin 23 is asymmetrical, and the transition 30 forms a sharp edge, while the transition 31 is continuous.
  • the throttling effect depends on the direction of movement and on the actual stroke of the nozzle needle. Damping is not desirable when the nozzle needle is closed. Because of the risk of cavitation in room 28, it can even be harmful.
  • the chamfer 27 of the pressure pin 23 is essentially trapezoidal with differently inclined end regions and is delimited on one side by the plane 33 and on the other by the conical surface 32.
  • the throttle cross sections shown in FIGS. 4 and 5 can be designed analogously for the damping of the escape piston 6.
  • the trapezoidal chamfer 27 for example, an essentially triangular configuration can also be used.
  • the cross-sectional areas of the throttling points are a maximum of 1/25 and at least 1/500 of the bottom surface 15 or the surface of the shoulder 22.
  • the difference is also in phase 3. Because of the steeper pressure reduction, the drop in the injection quantity is steeper, which results in a considerable reduction in the pre-injection quantity.
  • the combination with the lower mass of the alternative piston and the resulting higher dynamic opening pressure leads to a short pre-injection and a reduction in the alternative piston damping (which was only necessary in the prior art to ensure a sufficient pre-injection quantity at low speed) subsequent, pronounced injection break. This effect is reinforced by the damping that can be varied via the stroke.
  • the measures according to the invention thus lead to the desired injection profile in the particularly difficult dynamic conditions of a pump nozzle for high-pressure injection and high speeds.
  • the height of the evasive piston 6 can be reduced to 10% of the diameter with suitable guidance by the guide extension 10.
  • a reduction in the overall height of the alternative piston 6 by up to 90% of the diameter is possible. This allows a reduction in the mass of the escape piston 6 by up to 70%, which results in an increase in the maximum storage rate due to a higher acceleration of the backup piston 6 with the same pressure difference between the damping chamber 16 and pump chamber 14.
  • the pin 17 Since the pin 17 has a variable cross-section, it is possible to further change the speed of the evasive piston 6 given the course of the pressure difference which is effective between the pump cylinder 13 and the pressure difference which is effective downstream of the throttle point formed by the chamfer 18.
  • the remaining throttling effect results in a corresponding damping of the movement, so that despite the low weight vibrations of the backup piston can be avoided with certainty. Overall, this results in a faster dynamic response behavior of the evasive piston, which is made possible in particular by the weight reduction, and additionally the frictional forces against the stroke direction are reduced by the essentially disk-shaped design of the evasive piston.
  • the additional damping of the lifting movement of the nozzle needle is used to support the improved response behavior of the alternative piston that can already be achieved by the design of the alternative piston, in order to divide the injection into a pre-injection and a main injection.

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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, en particulier injecteur de pompe d'injection, comprenant une aiguille d'injecteur (3) soumise à l'action d'un ressort dans le sens de la fermeture, dans laquelle une chambre de compression (14) située en avant du siège de l'aiguille d'injecteur (3) communique avec une chambre d'accumulation (34) délimitée par un piston d'évitement (6) soumise à l'action d'un ressort, le piston d'évitement (6) formant, conjointement avec son boîtier (29), un siège d'étanchéité, la chambre d'accumulation (34) étant placée, vu à partir de la chambre de compression 14, après ledit siège d'étanchéité, et le piston d'évitement (6) muni d'un élément de guidage cylindrique (7) étant soumis à son extrémité opposée à la chambre d'accumulation à la pression régnant dans un volume amortisseur (16) qui peut être rempli de carburant, et comportant un tourillon (17) qui s'engage dans une plaque (19) délimitant le volume amortisseur (16) et comportant une ouverture, caractérisé en ce que l'élément de guidage cylindrique (7) du piston d'évitement (6) présente un rapport du diamètre à la hauteur de 1 : 0,1 à 1 : 0,4, que le tourillon (17) du piston d'évitement (6) présente une section transversale variable qui s'engage dans la plaque de limitation (19), et que le piston d'évitement (6) comporte, du côté tourné vers la chambre d'accumulation (34), un prolongement de guidage (10) avec des gorges (11).
  2. Injecteur de carburant selon la revendication 1, caractérisé en ce que le diamètre du prolongement de guidage (10) est plus petit que le diamètre de l'arête d'étanchéité (9) du piston d'évitement (6) qui tournée vers la chambre d'accumulation (34).
  3. Injecteur de carburant selon l'une des revendications 1 ou 2, caractérisé en ce que le tourillon (17) présente sa section transversale active maximale à l'endroit qui, au début de sa course, coopère avec la plaque de limitation (19).
  4. Injecteur de carburant selon l'une des revendications 1, 2 ou 3, caractérisé en ce que la plaque de limitation (19) comporte une étroite lèvre d'étranglement ou bien une arête d'étranglement limitée par deux surfaces latérales convergeant sous un angle aigu.
  5. Injecteur de carburant selon l'une des revendications 1 à 4, caractérisé en ce que le tourillon (17) présente un chanfrein ou un évidement (18) qui délimite sur la longueur de la course du piston d'évitement (16), une ouverture d'étranglement de section transversale variable en coopération avec la plaque de limitation (19).
  6. Injecteur de carburant selon la revendication 5, caractérisé en ce que l'évidement (18) présente une section transversale rectangulaire ou trapézoïdale, et que les surfaces de l'évidement inclinées par rapport à l'axe longitudinal du piston d'évitement (6) forment avec l'axe longitudinal un angle variable.
  7. Injecteur de carburant selon l'une des revendications 1 à 6, caractérisé en ce que la surface de la section de l'ouverture d'étranglement correspond à entre 1/25 et 1/500, et notamment à entre 1/50 et 1/200 de la surface de base (15) en forme d'anneau de cercle.
  8. Injecteur de carburant selon l'une des revendications 1 à 7, caractérisé en ce que l'aiguille de l'injecteur (3) plonge, à son extrémité opposée aux orifices d'injection, dans un second volume amortisseur (28) remplissable avec du carburant et comporte une tige de pression (23) qui est entourée par un décrochement fixe (26) qui forme une butée pour l'épaulement (22) de l'aiguille de la buse, et que le décrochement fixe (26) délimite avec la tige de pression (23), lors de la course de l'aiguille la buse (3), une ouverture d'étranglement qui communique avec le volume amortisseur et qui débouche dans une sortie (11) et/ou dans un autre volume (12).
  9. Injecteur de carburant selon la revendication 8, caractérisé en ce que la section transversale de l'ouverture d'étranglement entre la tige de pression (23) et la paroi fixe du volume amortisseur (28) est variable en fonction de la course de l'aiguille de l'injecteur (3).
EP90901717A 1989-01-12 1990-01-12 Injecteur de carburant Expired - Lifetime EP0404916B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19893900763 DE3900763C2 (de) 1989-01-12 1989-01-12 Kraftstoffeinspritzdüse, insbesondere Pumpedüse, für eine Brennkraftmaschine
DE19893900762 DE3900762A1 (de) 1989-01-12 1989-01-12 Kraftstoffeinspritzduese mit hohlem ausweichkolben
DE3900762 1989-01-12
DE3900763 1989-01-12
PCT/AT1990/000006 WO1990008257A1 (fr) 1989-01-12 1990-01-12 Injecteur de carburant

Publications (2)

Publication Number Publication Date
EP0404916A1 EP0404916A1 (fr) 1991-01-02
EP0404916B1 true EP0404916B1 (fr) 1995-03-01

Family

ID=25876717

Family Applications (2)

Application Number Title Priority Date Filing Date
EP90901717A Expired - Lifetime EP0404916B1 (fr) 1989-01-12 1990-01-12 Injecteur de carburant
EP90901720A Ceased EP0404917A1 (fr) 1989-01-12 1990-01-12 Injecteur de carburant

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP90901720A Ceased EP0404917A1 (fr) 1989-01-12 1990-01-12 Injecteur de carburant

Country Status (6)

Country Link
US (2) US5125580A (fr)
EP (2) EP0404916B1 (fr)
JP (2) JPH03504035A (fr)
AT (1) ATE119238T1 (fr)
DE (1) DE59008568D1 (fr)
WO (2) WO1990008257A1 (fr)

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DE10207974A1 (de) * 2002-02-25 2003-09-18 Bosch Gmbh Robert Geräuschoptimierte Einrichtung zum Einspritzen von Kraftstoff

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US5323964A (en) * 1992-03-31 1994-06-28 Cummins Engine Company, Inc. High pressure unit fuel injector having variable effective spill area
DE4225805A1 (de) * 1992-08-05 1994-02-10 Bosch Gmbh Robert Kraftstoff-Einspritzdüse für Brennkraftmaschinen
US5398875A (en) * 1993-01-05 1995-03-21 Sverdlin; Anatoly Ternary phase, fluid controlled, differential injection pressure fuel element
DE4421714A1 (de) * 1994-06-21 1996-01-04 Bosch Gmbh Robert Kraftstoffeinspritzsystem
US5645224A (en) * 1995-03-27 1997-07-08 Caterpillar Inc. Modulating flow diverter for a fuel injector
GB9624513D0 (en) * 1996-11-26 1997-01-15 Lucas Ind Plc Injector
US5743237A (en) * 1997-01-28 1998-04-28 Caterpillar Inc. Hydraulically-actuated fuel injector with needle valve operated spill passage
GB9802061D0 (en) * 1998-01-31 1998-03-25 Lucas Ind Plc Spring assembly
DE19844891A1 (de) * 1998-09-30 2000-04-06 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
US6543706B1 (en) * 1999-02-26 2003-04-08 Diesel Technology Company Fuel injection nozzle for an internal combustion engine
DE10112426A1 (de) * 2001-03-15 2002-09-19 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
DE10119603A1 (de) 2001-04-21 2002-10-24 Bosch Gmbh Robert Kraftsotffeinspritzeinrichtung für eine Brennkraftmaschine
DE20110130U1 (de) * 2001-06-19 2002-10-24 Robert Bosch Gmbh, 70469 Stuttgart Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
US7900604B2 (en) * 2005-06-16 2011-03-08 Siemens Diesel Systems Technology Dampening stop pin
US8530377B2 (en) 2009-12-01 2013-09-10 Ricoh Company, Ltd. Thermoreversible recording medium, and thermoreversible recording member

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US2279010A (en) * 1941-08-19 1942-04-07 American Locomotive Co Fuel injection apparatus
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DE3041018C2 (de) * 1980-10-31 1986-03-20 Daimler-Benz Ag, 7000 Stuttgart Kraftstoffeinspritzeinrichtung für eine luftverdichtende Einspritzbrennkraftmaschine
DE3246916A1 (de) * 1982-12-18 1984-06-20 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoff-einspritzduese fuer brennkraftmaschinen
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GB8402469D0 (en) * 1984-01-31 1984-03-07 Lucas Ind Plc Fuel injection nozzles
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JP2523759B2 (ja) * 1987-02-04 1996-08-14 フエスト − アルピネ オウトモチブ ゲゼルシャフト ミットベシュレンクテル ハフツンク 燃料噴射ノズル

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10207974A1 (de) * 2002-02-25 2003-09-18 Bosch Gmbh Robert Geräuschoptimierte Einrichtung zum Einspritzen von Kraftstoff

Also Published As

Publication number Publication date
JPH03504035A (ja) 1991-09-05
ATE119238T1 (de) 1995-03-15
JPH03504034A (ja) 1991-09-05
WO1990008257A1 (fr) 1990-07-26
US5125581A (en) 1992-06-30
EP0404917A1 (fr) 1991-01-02
WO1990008256A1 (fr) 1990-07-26
US5125580A (en) 1992-06-30
EP0404916A1 (fr) 1991-01-02
DE59008568D1 (de) 1995-04-06

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