EP1164283A2 - Kraftstoffeinspritzventil - Google Patents

Kraftstoffeinspritzventil Download PDF

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Publication number
EP1164283A2
EP1164283A2 EP01114379A EP01114379A EP1164283A2 EP 1164283 A2 EP1164283 A2 EP 1164283A2 EP 01114379 A EP01114379 A EP 01114379A EP 01114379 A EP01114379 A EP 01114379A EP 1164283 A2 EP1164283 A2 EP 1164283A2
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EP
European Patent Office
Prior art keywords
fuel injection
fuel
valve
chamber
passage
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.)
Granted
Application number
EP01114379A
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English (en)
French (fr)
Other versions
EP1164283A3 (de
EP1164283B1 (de
Inventor
Yoshimasa c/o Toyota Jidosha K. K. Watanabe
Kazuhiro c/o Toyota Jidosha K. K. Omae
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.)
Toyota Motor Corp
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Toyota Motor Corp
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 Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP1164283A2 publication Critical patent/EP1164283A2/de
Publication of EP1164283A3 publication Critical patent/EP1164283A3/de
Application granted granted Critical
Publication of EP1164283B1 publication Critical patent/EP1164283B1/de
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
    • 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
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure

Definitions

  • the present invention relates to a fuel injection valve. More specifically, the present invention relates to a fuel injection valve used for a common-rail type fuel injection system.
  • a common-rail fuel injection system of an internal combustion engine is known in the art.
  • high pressure fuel is supplied to a reservoir (a common rail) and distributed to respective fuel injection valves from the reservoir. Since high pressure fuel is always stored in the reservoir in the common-rail fuel injection system, high fuel injection pressure from fuel injection valves can be maintained regardless of the engine speed.
  • a conventional shaft driven fuel injection pump a so-called jerk-type fuel injection pump
  • the fuel injection pressure becomes lower as the engine speed decreases. Therefore, compared with a fuel injection system employing a jerk-type fuel injection pump, since the fuel injection pressure can be set at a high value, better atomization of fuel can be obtained at a low engine speed using the common-rail fuel injection system.
  • the condition of combustion and exhaust gas emission at a low speed operation can be improved in the common-rail fuel injection system.
  • a fuel injection valve of this type is disclosed, for example, in Japanese Unexamined Patent publication (Kokai) No. 5-71438.
  • the fuel injection valve in the '438 publication is provided with a back pressure chamber (a control chamber) which holds high pressure fuel in order to urge a needle toward a position in which the needle closes a fuel injection hole. Further, a solenoid operated three-way valve which communicates the back pressure chamber with a high pressure fuel passage and a low pressure fuel passage selectively is provided. When the three-way valve is kept at a position where the back pressure chamber is connected to the high pressure fuel oil line, since a high pressure fuel oil is supplied to the back pressure chamber, the needle is kept at the position closing the fuel injection hole and, thereby, the fuel injection valve is closed.
  • the fuel injection valve in the '438 publication is further provided with a control valve on the passage connecting the three-way valve to the low pressure fuel line.
  • the control valve is capable of taking three positions, i.e., a first position which completely blocks the flow of fuel oil from the back pressure chamber to the low pressure fuel line, a second position which allows a partial flow of fuel oil from the back pressure chamber to the low pressure fuel line and a third position which allows a full flow of fuel oil from the back pressure chamber to the low pressure fuel line.
  • the three-way valve is switched to the position where the back pressure chamber is connected to the low pressure fuel line during fuel injection. Further, the control valve is switched to the second position at the beginning of fuel injection and held at the third position thereafter.
  • the fuel injection characteristics of the fuel injection valve in the '438 publication is such that the fuel injection rate is small at the beginning of fuel injection and large during the rest of fuel injection period, i.e., fuel injection characteristics the same as those of the jerk-type fuel injection pump can be obtained even if the fuel injection valve of the '438 publication is used in a common-rail fuel injection system.
  • the fuel injection valve in the '438 publication also has a significant drawback in that it requires two solenoid operated valves (i.e., the three-way valve and the control valve) in order to obtain the fuel injection characteristics having low fuel injection rate at the beginning of fuel injection and high fuel injection rate during the rest of fuel injection period.
  • a pilot fuel injection is performed before a main fuel injection in some cases.
  • a pilot fuel injection it is sometimes preferable to change the fuel injection characteristics of the pilot fuel injection from that of the main fuel injection in accordance with the engine operating conditions.
  • the fuel injection valve in the '438 publication is capable of providing fuel injection characteristics having a low fuel injection rate at the beginning and a high fuel injection rate during the rest of the fuel injection period, it is not possible to employ different fuel injection characteristics for the pilot fuel injection and main fuel injections.
  • the object of the present invention is to provide a fuel injection valve having a compact and simple construction and capable of changing its fuel injection characteristics according to the engine operating conditions when used in a common-rail fuel injection system.
  • a fuel injection valve comprising a housing provided with a fuel injection hole at one end thereof, a high pressure fuel passage connected to the fuel injection hole, a valve needle for opening and closing the fuel injection hole, a control chamber formed in the housing at an end of the valve needle opposite to the fuel injection hole, a supply passage connecting the high pressure fuel passage and the control chamber for supplying high pressure fuel to the control chamber so that the pressure in the control chamber urges the valve needle toward a position where the valve needle closes the fuel injection hole, at least two spill passages connected to the control chamber for lowering the pressure in the control chamber by spilling fuel in the control chamber to the outside of the housing so that the valve needle moves towards a position where the valve needle opens the fuel injection hole, a control valve for opening and closing the spill passages, the control valve is capable of taking either of a first position where all of the spill passages are closed, a second position where at least one of the spill passages is opened and at least one of the spill passages is closed and a third position where all of
  • the control chamber is connected to the high pressure fuel passage and high pressure fuel is always supplied to the control chamber.
  • the pressure in the control chamber urges the valve needle toward the position where it closes the fuel injection hole.
  • Fuel injection is initiated by lowering the pressure in the control chamber by spilling fuel in the control chamber through spill passages.
  • the fuel injection characteristics are adjusted by controlling the rate of pressure drop by adjusting the flow rate through the spill passages.
  • a control valve capable of taking three positions is provided.
  • the control valve takes a third position, since all of the spill passages are opened, a relatively large amount of fuel flows out from the control chamber through all of the spill passages. Therefore, the pressure in the control chamber decreases rapidly at the second position of the control valve. This causes the valve needle to move toward the position where it opens the fuel injection hole, and thereby fuel injection is carried out with a relatively large increase in the fuel injection rate when the control valve takes the third position.
  • the fuel injection characteristics can be changed by switching the position of the control valve between the second and the third position during the fuel injection.
  • a fuel injection valve comprising a housing provided with a fuel injection hole at one end thereof, a high pressure fuel passage connected to the fuel injection hole, a valve needle for opening and closing the fuel injection hole, a control chamber formed in the housing at an end of the valve needle opposite to the fuel injection hole, a leak chamber connected to the control chamber through at least two return passages, a leak passage connecting the leak chamber to a low pressure portion outside of the housing and a supply passage connecting the high pressure fuel passage and the leak chamber for supplying high pressure fuel to the leak chamber and a control valve disposed in the leak chamber and provided with a valve element for closing and opening the leak passage, the control valve is capable of taking either of a first position where the valve element closes the leak passage while opening all of the return passages, a second position where the valve element opens the leak passage while closing at least one of the return passages and opening at least one of the return passages and a third position where the valve element opens the leak passage and all of the return passages, when the control valve takes
  • the control valve is not directly connected to the high pressure fuel passage, i.e., the high pressure fuel passage is connected to the leak chamber. Therefore, when the control valve takes the second or third positions, high pressure fuel from the high pressure fuel passage is spilled from the leak passage without flowing into the control chamber. Thus, the pressure in the control chamber decreases even if the pressure in the high pressure fuel passage is very high. Further, when the control valve takes the first position, since the leak passage is closed, fuel from the high pressure fuel passage flows into the control chamber through all of the return passage. Therefore, the pressure in the control chamber increases rapidly and the valve needle closes the fuel injection hole in a short time.
  • Fig. 1 schematically shows a fuel injection system of an automobile diesel engine which utilizes a fuel injection valve according to an embodiment of the present invention.
  • reference numeral 1 designates an internal combustion engine (in Fig. 1, a four-cylinder diesel engine having No. 1 to No. 4 cylinders is used), and 10a to 10d designate fuel injection valves for injecting fuel directly into the respective No. 1 to No. 4 cylinders.
  • the fuel injection valves 10a to 10d are connected to a reservoir (a common-rail) 3 by respective high pressure fuel pipes 11a to 11d.
  • the common-rail 3 stores pressurized fuel supplied from a high pressure fuel pump 5 and distributes high pressure fuel to the respective fuel injection valves 10a to 10d through the high pressure fuel pipes 11a to 11d.
  • the high pressure fuel pump 5 in this embodiment is, for example, a plunger-type pump with a capacity control mechanism and pressurizes fuel supplied from a fuel tank (not shown) to a predetermined pressure.
  • the amount of fuel supplied to the common-rail 3 is feedback-controlled by an electronic control unit (ECU) 20 so that a predetermined target pressure of fuel in the common-rail 3 is always maintained. Therefore, the fuel pressure in the common-rail 3 (i.e., the fuel injection pressure of the fuel injection valves 10a to 10d) can be set at a high value even when the engine speed is low.
  • ECU electronice control unit
  • the fuel pressure in the common-rail 3 does not change much because the volume of the common-rail 3 is much larger than the volume of fuel injected by one fuel injection.
  • the fuel pressure in the common-rail 3 i.e., fuel injection pressure
  • the fuel pressure in the common-rail 3 is maintained substantially constant during the fuel injection period of the respective fuel injection valves 10a to 10d.
  • reference numeral 20 designates an * electronic control unit (ECU) 20 which controls the engine 1.
  • the ECU 20 may be constructed as a micro computer of known type and be provided with a read-only memory (ROM), a random access memory (RAM), a micro processing unit (CPU) connected to each other by a bidirectional bus.
  • the ECU 20 in this embodiment performs fuel pressure control in which the common-rail fuel pressure is controlled at a target value determined from the engine operating conditions by adjusting the discharge capacity of the high pressure fuel pump 5.
  • the ECU 20 further performs basic control of the engine such as the fuel injection control which controls the fuel injection timing and the fuel injection amount by adjusting opening timing and period of the respective fuel injection valves 10a to 10d.
  • a fuel pressure sensor 27 is disposed on the common-rail 3 in order to detect the pressure of fuel in the common-rail 3.
  • an accelerator sensor 21 is disposed near the accelerator pedal (not shown) of the engine 1 in order to detect the accelerator opening degree (the amount of accelerator pedal depression by a driver of the vehicle).
  • Reference numeral 23 in Fig. 1 is a cam angle sensor for detecting the rotational phase angle of the camshaft of the engine 1 and numeral 25 is a crank angle sensor for detecting the rotational phase angle of the crankshaft of the engine 1.
  • the crank angle sensor 23 is disposed near the camshaft and outputs reference pulse signal at every 720 degrees of crankshaft rotation.
  • the crank angle sensor 25 is disposed near the crankshaft of the engine 1 and outputs crank angle pulse signal at, for example, every 15 degrees rotation of the crankshaft.
  • the ECU 20 calculates the engine speed from the interval of the crank angle pulse signal from the crank angle sensor 25.
  • the ECU 20 further calculates the fuel injection timing and the fuel injection amount of the fuel injection valves 10a to 10d based on the calculated engine speed and the accelerator opening degree detected by the accelerator sensor 21. Any known method for calculating the fuel injection timing and the fuel injection amount can be used in this embodiment.
  • the fuel injection valves 10a to 10d are identical, the fuel injection valves 10a to 10d are generally designated by reference numeral 10 in the explanation hereinafter.
  • Fig. 2 is a longitudinal section view of the fuel injection valve 10 in this embodiment.
  • numeral 101 denotes a housing of the fuel injection valve having a substantially cylindrical shape
  • 103 denotes an injection hole formed at the bottom of the housing 101
  • 105 denotes a valve needle of the fuel injection valve 10.
  • Numeral 123 is a high pressure fuel passage formed in the housing 101.
  • the high pressure fuel passage 123 is connected to the common-rail 3 through the high pressure fuel pipe (11a to 11d in Fig. 1) at one end thereof and connected to a pressure chamber 107 formed around the valve needle 105 at the portion beneath a needle guide portion 105a thereof.
  • the tip of the valve needle 105 is urged to a nozzle seat formed around the injection hole 103 and closes the injection hole 103.
  • the pressure in the pressure chamber 107 urges the valve needle 105 upwardly (in the direction opening the injection hole 103, i.e., a valve opening direction).
  • the upward force exerted on the valve needle 105 is equal to the fuel pressure in the pressure chamber 107 multiplied by the pressure receiving area (i.e., the area calculated by subtracting the area of the nozzle seat (105c) from the area of the cross section of the needle guide portion 105a).
  • a control chamber 109 is formed at the end of the valve needle 105 opposite to the injection hole 103.
  • the high pressure fuel passage 123 is connected to the control chamber 109 and the fuel pressure therein exerting on the end (a command piston portion) of the valve needle 105 urges the valve needle in the downward direction (i.e., a valve closing direction).
  • a spring 111 for urging the needle 105 in the closing direction is disposed in the control chamber 109.
  • the needle 105 is held at the position closing the injection hole 103 by the spring 111 and, thereby, an erroneous fuel injection due to the upward movement of the needle 105 caused by the pressure in a combustion chamber is prevented.
  • a leak chamber 130 which is connected to the control chamber 109 by return passages 201 and 203 is disposed as explained later.
  • the leak chamber 130 is connected to a low fuel pressure part outside of the fuel injection valve (such as fuel tank) by a leak passage 117.
  • Numeral 300 in Fig. 2 is a control valve for blocking the communication between the leak chamber 130 and the leak passage 117.
  • the control valve 300 is hydraulically connected to a piezoelectric actuator 303 via a hydraulic chamber 301.
  • the piezoelectric actuator 303 is provided with a piston 305 facing the hydraulic chamber 301.
  • the piston 305 moves downward and the amount of displacement thereof corresponds to the applied voltage.
  • the displacement of the piston 305 is transmitted to the upper end of the control valve 300.
  • This causes the control valve to move downward by an amount calculated by multiplying the ratio between the cross sectional areas of the piston 305 and the upper portion of the control valve 300 by the amount of the displacement of the piston 305. Therefore, by applying electric voltage to the piezoelectric actuator 303, the control valve 300 moves downward by the amount corresponding to the applied electric voltage and, thereby, communicates the leak chamber with the leak passage 117.
  • Fig. 3 is an enlarged section view of the portion of the fuel injection valve 10 around the control chamber 130 and the leak chamber 109 in Fig. 2.
  • the control chamber 109 and the leak chamber 130 are connected by return passages 201 and 203 having throttles 201a and 203a, respectively. Further, the control chamber 109 is connected to the high pressure fuel passage 123 by supply passages 207, 209 and a throttle 209a. As shown in Fig. 3, the return passage 203 opens to the leak chamber 130 at the position directly below the control valve 300. Therefore, when the control valve 300 moves to the position where the lower end thereof abuts the floor of the leak chamber 130, i.e., when the control valve 300 takes a full lift position, the return passage 203 is blocked.
  • the return passage 209 opens in the leak chamber 130 at the position communicating the leak chamber 130 to the control chamber 109 regardless of the position of the control valve 300.
  • the return passage 201, the leak chamber 130 and the leak passage 117 form a spill passage for spilling fuel in the control chamber 109 to the outside of the housing 101 while the return passage 203, the leak chamber 130 and the leak passage 117 form another spill passage for spilling fuel in the control chamber 109 to the outside of the housing 101.
  • fuel injection is performed by moving the control valve 300 by applying an electric voltage to the piezoelectric actuator 303.
  • the displacement (the lift) of the control valve 300 can be controlled, with extremely high responsiveness, by adjusting electric voltage applied to the piezoelectric actuator 303.
  • the control valve 300 is controlled in such a manner that it takes one of the following three positions selectively;
  • the speed of the movement of the needle 105 at the full lift position and the medium lift position of the control valve 300 can be set by adjusting the sizes of the throttles 201a and 203a of the return passage 201 and 203 and the throttle 209a of the supply passage 209 in advance.
  • the accuracy of fuel injection (i.e., the accuracy of fuel injection timing and amount) becomes low if the time required for actually stopping fuel injection (i.e., the time required for the needle 105 to completely close the injection hole 103), after the control valve 300 returns to the closing position, is long. Therefore, it is preferable to raise the pressure in the control valve 300 as quickly as possible. It is true that the rate of pressure rise in the control chamber 109 can be increased by increasing the flow rate of a fuel flow into the control chamber 109 after the control valve 300 returning to the closing position by increasing the size of the throttle 209a of the supply passage 209. However, if the flow rate of fuel flow into the control chamber 109 is increased, the rate of pressure drop at the beginning of fuel injection also becomes smaller and the needle lift speed at the beginning of fuel injection becomes small.
  • Fig. 6 shows another embodiment of the fuel injection valve 10 which solves this problem.
  • the time required for stopping fuel injection after the control valve 300 returns to its closing position can be shortened while keeping the lifting speed of needle 105, at the beginning of fuel injection, high.
  • a second supply passage 211 with a throttle 211a which connects the return passage 203 to the supply passage 207 at the portion upstream of the throttle 209a, is provided in this embodiment.
  • a throttle 211a which connects the return passage 203 to the supply passage 207 at the portion upstream of the throttle 209a.
  • the greater part of the fuel supplied from the second supply passage 211 leaks to the leak passage 117 from the leak chamber 130 without flowing into the control chamber 109. Therefore, at the medium lift position of the control valve 300 where it is preferable to maintain a large lifting speed of the needle 105, the lifting speed of the needle 105 is substantially the same as that of the embodiment in Fig. 3.
  • the lifting speed of the needle 105 can be set at a lower value than that of the embodiment in Fig. 3. Further, since the rate of the pressure rise in the control chamber 109 is increased by fuel flowing into the control chamber 109 from the second supply passage 211 at the closing position of the control valve 300, the time required for completely stopping fuel injection after the control valve 300 returning to the closing position is shortened. Thus, the accuracy of fuel injection is further improved in this embodiment.
  • Fig. 7 shows an example of modifications to the fuel injection valve 10 in Fig. 6.
  • the second supply passage 211 is connected to the return passage 203 in Fig. 6, the second supply passage 211 is directly connected to the leak chamber 130 in this embodiment.
  • the machining of the second supply passage 211 and the throttle 211a thereof can be largely simplified compared with the embodiment in Fig. 6.
  • the fuel injection characteristics of the fuel injection valve can be changed by operating the control valve 300 only, i.e., no control valves other than the control valve 300 is required in the fuel injection valve in the embodiment explained in Figs. 3 to 7. Therefore, the construction of the fuel injection valve can be compact and simple according to these embodiments. Further, since only one control valve is necessary to operate the fuel injection valve, only one electric source is required and the control system for changing fuel injection characteristics of the fuel injection valve can be simplified.
  • the position of the control valve 300 can be switched between the closed position, the medium lift position and the full lift position freely by changing the electric voltage applied to the piezoelectric actuator 303 in the fuel injection valves in Figs. 3, 6 and 7. Further, since the response of the piezoelectric actuator 303 is extremely high, the position of the control valve 300 can be switched during a fuel injection period. Therefore, the fuel injection characteristics of the fuel injection valves in Figs. 3, 6 and 7 can be changed during the operation of the engine in accordance with the operating condition as explained hereinafter in Figs. 8 through 12.
  • a fuel injection valve is provided with a valve needle which is urged by the pressure of fuel in a control chamber to a closed position where the valve needle closes the fuel injection hole.
  • a supply passage with a throttled portion connects a high pressure fuel passage to the control chamber.
  • the control chamber is connected to a leak chamber by two return passages.
  • the leak chamber has a leak passage for spilling fuel in the leak chamber to the outside of the fuel injection valve.
  • a control valve is provided in the leak chamber. The control valve is capable of taking any of a closed position where the leak passage is closed, a medium lift position where the leak passage and two return passages are opened, and a full lift position where the leak passage and only one return passage are opened.
  • the pressure in the control chamber is high and the valve needle is kept at the closing position.
  • fuel in the control chamber is spilled through the leak passage via return passages and the leak chamber. This causes the valve needle to move to the position where the fuel injection hole is opened.
  • the rate of the pressure drop in the control chamber is smaller and the speed of the lift of the valve needle is lower. Therefore, the fuel injection characteristics can be changed by switching the position of the control valve between the medium lift position and the full lift position during fuel injection.

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  • 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)
EP20010114379 2000-06-15 2001-06-13 Kraftstoffeinspritzventil Expired - Lifetime EP1164283B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000184584 2000-06-15
JP2000184584A JP3551898B2 (ja) 2000-06-15 2000-06-15 燃料噴射弁

Publications (3)

Publication Number Publication Date
EP1164283A2 true EP1164283A2 (de) 2001-12-19
EP1164283A3 EP1164283A3 (de) 2003-11-05
EP1164283B1 EP1164283B1 (de) 2006-12-13

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EP20010114379 Expired - Lifetime EP1164283B1 (de) 2000-06-15 2001-06-13 Kraftstoffeinspritzventil

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EP (1) EP1164283B1 (de)
JP (1) JP3551898B2 (de)
DE (1) DE60125098T2 (de)
ES (1) ES2277601T3 (de)

Cited By (15)

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EP1041272A3 (de) * 1999-04-01 2002-09-18 Delphi Technologies, Inc. Brennstoffeinspritzventil
WO2003004856A1 (de) * 2001-06-29 2003-01-16 Robert Bosch Gmbh Kraftstoffinjektor mit einspritzverlaufsformung durch schaltbare drosselelemente
DE10131619A1 (de) * 2001-06-29 2003-01-23 Bosch Gmbh Robert Kraftstoffinjektor mit Einspritzverlaufsformung
WO2003004860A3 (de) * 2001-06-29 2003-04-17 Bosch Gmbh Robert Kraftstoffinjektor mit zuschaltbarem steuerraumzulauf
WO2004016936A1 (de) * 2002-07-29 2004-02-26 Robert Bosch Gmbh Kraftstoffinjektor mit und ohne druckverstärkung mit steuerbarer nadelgeschwindigkeit und verfahren zu dessen steuerung
WO2004048769A1 (de) * 2002-11-23 2004-06-10 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung mit einem 3/3-wege-steuerventil zur einspritzverlaufsformung
WO2004051071A1 (de) * 2002-12-05 2004-06-17 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung mit einem 3/3-wege-steuerventil zur einspritzverlaufsformung
FR2869651A1 (fr) * 2004-04-30 2005-11-04 Denso Corp Injecteur possedant une structure pour la commande d'une aiguille d'injection
FR2894631A1 (fr) * 2005-12-13 2007-06-15 Renault Sas Injecteur a vitesse de levee de soupape a aiguille variable et moteur comprenant un tel injecteur
WO2007071473A1 (de) * 2005-12-16 2007-06-28 Robert Bosch Gmbh Brennstoffeinspritzventil
WO2007098986A1 (de) * 2006-02-28 2007-09-07 Robert Bosch Gmbh Brennstoffeinspritzventil
WO2008058799A1 (de) * 2006-11-16 2008-05-22 Robert Bosch Gmbh Kraftstoffinjektor
WO2015189082A1 (de) * 2014-06-12 2015-12-17 Engineering Center Steyr Gmbh & Co Kg Fluid-einspritzvorrichtung für eine verbrennungskraftmaschine
US10677184B2 (en) 2013-09-25 2020-06-09 Hitachi Automotive Systems, Ltd. Drive device for fuel injection device
CN116181537A (zh) * 2023-02-08 2023-05-30 钧风电控科技(泰州)有限责任公司 一种电磁阀下沉偏置双进油道喷油器

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Publication number Priority date Publication date Assignee Title
KR20040017596A (ko) * 2002-08-22 2004-02-27 현대자동차주식회사 디젤엔진의 연료누설방지용 인젝터
JP2007205324A (ja) * 2006-02-06 2007-08-16 Denso Corp 燃料噴射弁
DE102013112752A1 (de) * 2013-11-19 2015-05-21 Denso Corporation Kraftstoffinjektor
JP6683143B2 (ja) * 2016-11-14 2020-04-15 株式会社デンソー 燃料噴射装置
JP6988350B2 (ja) * 2017-10-06 2022-01-05 株式会社デンソー 燃料噴射装置

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DE19640826B4 (de) * 1995-10-03 2004-11-25 Nippon Soken, Inc., Nishio Speicherkraftstoffeinspritzvorrichtung und Druckregelvorrichtung hierfür
DE19742320A1 (de) * 1997-09-25 1999-04-01 Bosch Gmbh Robert Kraftstoffeinspritzventil
JP2002516952A (ja) * 1998-05-28 2002-06-11 シーメンス アクチエンゲゼルシヤフト 内燃機関に用いられる燃料噴射弁

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JPH0571438A (ja) 1991-09-11 1993-03-23 Nippondenso Co Ltd 燃料噴射装置

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1041272A3 (de) * 1999-04-01 2002-09-18 Delphi Technologies, Inc. Brennstoffeinspritzventil
WO2003004856A1 (de) * 2001-06-29 2003-01-16 Robert Bosch Gmbh Kraftstoffinjektor mit einspritzverlaufsformung durch schaltbare drosselelemente
DE10131619A1 (de) * 2001-06-29 2003-01-23 Bosch Gmbh Robert Kraftstoffinjektor mit Einspritzverlaufsformung
WO2003004860A3 (de) * 2001-06-29 2003-04-17 Bosch Gmbh Robert Kraftstoffinjektor mit zuschaltbarem steuerraumzulauf
WO2004016936A1 (de) * 2002-07-29 2004-02-26 Robert Bosch Gmbh Kraftstoffinjektor mit und ohne druckverstärkung mit steuerbarer nadelgeschwindigkeit und verfahren zu dessen steuerung
US7347385B2 (en) 2002-11-23 2008-03-25 Robert Bosch Gmbh Fuel injection device with a 3-way control valve for configuring the injection process
WO2004048769A1 (de) * 2002-11-23 2004-06-10 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung mit einem 3/3-wege-steuerventil zur einspritzverlaufsformung
DE10254749A1 (de) * 2002-11-23 2004-06-17 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung mit einem 3/3-Wege-Steuerventil zur Einspritzverlaufsformung
WO2004051071A1 (de) * 2002-12-05 2004-06-17 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung mit einem 3/3-wege-steuerventil zur einspritzverlaufsformung
FR2869651A1 (fr) * 2004-04-30 2005-11-04 Denso Corp Injecteur possedant une structure pour la commande d'une aiguille d'injection
US7284712B2 (en) 2004-04-30 2007-10-23 Denso Corporation Injector having structure for controlling nozzle needle
FR2894631A1 (fr) * 2005-12-13 2007-06-15 Renault Sas Injecteur a vitesse de levee de soupape a aiguille variable et moteur comprenant un tel injecteur
WO2007071473A1 (de) * 2005-12-16 2007-06-28 Robert Bosch Gmbh Brennstoffeinspritzventil
WO2007098986A1 (de) * 2006-02-28 2007-09-07 Robert Bosch Gmbh Brennstoffeinspritzventil
WO2008058799A1 (de) * 2006-11-16 2008-05-22 Robert Bosch Gmbh Kraftstoffinjektor
US10677184B2 (en) 2013-09-25 2020-06-09 Hitachi Automotive Systems, Ltd. Drive device for fuel injection device
WO2015189082A1 (de) * 2014-06-12 2015-12-17 Engineering Center Steyr Gmbh & Co Kg Fluid-einspritzvorrichtung für eine verbrennungskraftmaschine
CN116181537A (zh) * 2023-02-08 2023-05-30 钧风电控科技(泰州)有限责任公司 一种电磁阀下沉偏置双进油道喷油器
CN116181537B (zh) * 2023-02-08 2024-01-23 钧风电控科技(泰州)有限责任公司 一种电磁阀下沉偏置双进油道喷油器

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DE60125098D1 (de) 2007-01-25
EP1164283A3 (de) 2003-11-05
ES2277601T3 (es) 2007-07-16
JP3551898B2 (ja) 2004-08-11
DE60125098T2 (de) 2007-06-28
EP1164283B1 (de) 2006-12-13
JP2001355533A (ja) 2001-12-26

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