EP1392966A1 - Fuel injection device with pressure amplification device and pressure amplification device - Google Patents
Fuel injection device with pressure amplification device and pressure amplification deviceInfo
- Publication number
- EP1392966A1 EP1392966A1 EP02740297A EP02740297A EP1392966A1 EP 1392966 A1 EP1392966 A1 EP 1392966A1 EP 02740297 A EP02740297 A EP 02740297A EP 02740297 A EP02740297 A EP 02740297A EP 1392966 A1 EP1392966 A1 EP 1392966A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- piston
- fuel
- space
- injection device
- 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
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
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
-
- 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
- F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
- F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
- F02M57/026—Construction details of pressure amplifiers, e.g. fuel passages or check valves arranged in the intensifier piston or head, particular diameter relationships, stop members, arrangement of ports or conduits
-
- 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
-
- 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
- F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
- F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
-
- 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
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
- F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
- F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
Definitions
- the invention is based on a fuel injection device or a pressure booster device according to the preamble of the independent claims.
- fuel injection devices or pressure booster devices are already known in which a pressure booster piston by means of a filling or an emptying of a rear space
- pressure booster devices have the advantage that, due to the fact that the high pressure chamber of the pressure booster device can be filled via the rear area, no separate hole serving solely for filling the high pressure room has to be provided in a metal body of the pressure booster device, which leads past the larger-diameter end of the pressure booster piston. This leads to a space saving, which is when using the
- Pressure translation device in connection with Distributor injection pumps, but particularly in the case of pressure-boosted common rail systems, is advantageous.
- Fuel injection device or the pressure booster Fuel injection device or the pressure booster.
- connection line between the rear space and the high pressure space and optionally also in the
- the piston of the pressure intensifier from two parts with different diameters, which are movable relative to one another and thus can take on the function of a valve, in particular a check valve, in addition to the compressor function due to their relative mobility to one another.
- a valve in particular a check valve
- the two-part piston not only performs the function of a check valve, but also a filling valve, without additional components being necessary for this.
- FIGS. 3 and 4 another embodiment in two different operating states
- FIG. 5 an injector with a pressure booster, in the two-part piston of which a throttle and a filling valve are integrated.
- Figure 6 shows a further embodiment with an alternative design of the filling valve.
- Figures 7, 8 and 9 illustrate alternative designs of a two-part piston.
- FIG. 1 shows a fuel injection device in which an injector 10 is connected to a high-pressure fuel source 60 via a pressure booster device 30.
- High-pressure fuel source comprises several elements, not shown, such as a fuel tank, a pump and the high pressure rail of a common rail system known per se, the pump providing up to 1600 bar high fuel pressure in the high pressure rail by fuel from the tank into the high pressure rail promoted.
- the Injector 10 has a fuel injection valve with a valve member 12, which projects with its injection openings into the combustion chamber 11 of a cylinder of an internal combustion engine.
- the valve member is surrounded on a pressure shoulder 9 by a pressure chamber 13 which is connected to a high pressure line
- valve 21 is connected to the high pressure chamber 40 of the pressure booster 30.
- the schematically illustrated valve member projects into a working chamber 18 which is connected to the high-pressure line 21 via a throttle 20 and to a control valve 15 of the injector via a throttle 19.
- the control valve 15 is designed as a 2/2-way valve and closed in the first position; in the second position, it connects the throttle 19 to a low-pressure line 17.
- the valve member is resiliently mounted via a return spring 14, the return spring pressing the valve member against the injection openings 8.
- the spring-containing space of the injector injector is connected to a further low-pressure line 16.
- the pressure transmission device 30 has a spring-mounted piston 36 which separates the high-pressure space 40 connected to the high-pressure line 21 from a space 35 which is connected directly to the high-pressure fuel source 60.
- the spring 39 is arranged in a rear space 38 of the pressure transmission device 30.
- the piston 36 has an extension piece 37 which has a smaller diameter than the piston 36 at its end facing the space 35.
- the rear space 38 can be connected to a low-pressure line 32 via a 2/2-way valve 31.
- the low pressure line 32 leads just like that
- the space 35 of the pressure booster device is connected to the rear space 38 via a throttle 47, the throttle 47 being connected in parallel with a filling valve 49.
- a fuel line 46 connects the rear space directly to the high-pressure space 40 via a check valve 45.
- the mode of operation of the stroke-controlled injector 10 is known per se from German patent application DE 199 10 970.
- a high fuel pressure is constantly present at the high-pressure line 21.
- Fuel passes from the pressure chamber 13 through the injection openings 8 into the combustion chamber 11 as soon as the valve member at its end facing away from the injection openings is briefly relieved of fuel pressure by opening the 2/2-way valve 15 and thus the opening shoulder acting on the pressure shoulder 9 acting force is greater than the sum of spring force (14) and force due to the fuel pressure remaining in the working space 18.
- the valve 15 is closed, the injection valve is closed and there is no injection. If the translator control valve 31 is also closed, the pressure translating device 30 is pressure-balanced, so that no pressure amplification takes place.
- the filling valve 49 is then opened and the piston 36, 37 in its starting position, characterized by a large volume of the rear space 38.
- the pressure of the high-pressure fuel source can reach the rear space 38 via the opened filling valve 49 and further via the check valve 45 to the injector.
- an injection with the pressure of the high-pressure fuel source can take place at any time.
- only the control valve 15 of the injector has to be actuated, as a result of which the injection valve opens. If an injection with increased pressure is now to take place, then the intensifier control valve 31 is activated so that the pressure in the rear space 38 can drop, as a result of which the filling valve 49 and the check valve 45 close.
- the piston is no longer pressure-balanced and there is a pressure increase in the high-pressure space 40 in accordance with the pressure area ratio of space 35 and High-pressure chamber 40.
- the injection process can be shaped flexibly. Rectangular, ramped or step-shaped injections are possible.
- the injection begins with a first phase with a low injection pressure, for example the rail pressure, which is followed by a second phase with a high injection pressure using the pressure intensifier.
- the first phase can be carried out for any length of time.
- FIG. 2 shows a fuel injection device with an injector 70 with an integrated pressure transmission device 70.
- the integrated embodiment is shown schematically by a dotted line.
- the same components as in Figure 1 are provided with identical reference numerals and will not be described again.
- the throttle corresponding to the throttle 47 from FIG. 1 is designed as an integrated throttle bore 71 in the piston.
- the filling valve is no longer a separate component, but, in contrast to FIG. 1, is designed as a filling valve 72 integrated in the piston.
- the throttle bore 71 and the integrated filling valve 72 are located in the end of the piston facing the space 35, while the check valve 74 corresponding to the check valve 45 from FIG. 1 is integrated in the smaller-diameter extension piece 37 of the piston.
- Fuel line 46 is designed in the form of a bore as an integrated fuel line 75.
- the spring 39 which exerts a restoring force on the piston, that is to say a force for increasing the volume of the high-pressure chamber 40, is between the housing and the
- the spring mount is mounted in such a way that a fuel flow between the space 35 and the rear space 38 is not hindered either via the throttle 71 or via the filling valve 72.
- the mode of operation is the same as in the embodiment shown in FIG. 1.
- only one or a subset of the components of the check valve, filling valve and throttle can be integrated in the piston of the pressure booster.
- the larger-diameter part of the piston 36 and the extension piece 37 can also be designed as two separate components. In this case, too, the components mentioned can be integrated.
- FIG. 3 shows a fuel injection device of a pressure-controlled common rail system, which has an injector 80 and a pressure transmission device 300 for each cylinder of the internal combustion engine.
- the pressure-controlled injector 80 has a pressure chamber 82 which can be acted upon by fuel via the pressure intensifier 300 in order to raise its nozzle needle and to provide fuel to be injected.
- the spring 101 exerting a closing force is arranged at the end of the injector 80 opposite the injection opening in a space which is connected to a leakage line 81 for discharging fuel leaks, which leads to a low-pressure system, in particular to the fuel tank of the motor vehicle.
- the pressure chamber 82 is connected to the high pressure chamber 40 of the pressure booster 300.
- the space 35 of the pressure transmission device located at the opposite end of the two-part piston 86, 87 can be connected via a 3/2-way valve 85 either to a low-pressure line 84 or to a storage line 83.
- the low pressure line 84 leads to the low pressure system that can return fuel to the vehicle's fuel tank.
- the storage line 83 leads to a high-pressure fuel source 60 delivering fuel with pressures of up to 2000 bar, which has already been described in connection with FIG. 1.
- This high-pressure fuel source has a high-pressure rail, not shown in more detail, in which high-pressure fuel can be provided and which can be connected via a valve to each pressure translation device assigned to each cylinder of the internal combustion engine.
- a pressure intensifier, a metering valve 85 and an injector 80 are therefore provided for each cylinder.
- the piston 86, 87 of the pressure booster device here has a thick piston 86 and a thin piston 87, the thick one
- Piston limits the space 35 and the thin piston the high pressure space 40.
- the thin piston 87 has a bore 88, via which the high-pressure chamber 40 can be connected to the rear chamber 38 of the pressure transmission device.
- the sealing surfaces 94 of the thick and the thin piston lie one on top of the other and close the bore 88.
- a return guide 91 attached to the side of the thick piston 86 facing the rear space 38 limits this
- Scope of movement of the thin piston 87 relative to the thick piston 86 in that a particularly annular extension 92 of the thin piston is captured by the return holder as soon as the thick piston 86 moves somewhat counter to the direction of the compression movement 100. Bores 93 are made in the extension 92 in order to facilitate the fuel exchange in the rear area in the area of the return holder 91. For the same purpose there is a bore 95 in the return holder.
- the spring 39 arranged in the rear space 38 exercises over the
- Return bracket 91 exerts a force on the thick piston 86 which counteracts the direction of the compression movement 100.
- the rear space is connected to the low pressure system via a low pressure line 89.
- the compression movement 100 shown is by
- FIG. 4 shows the same system as FIG. 3, but in a different operating state, in which the two-part piston 86, 87 carries out a compensating movement 110 which is opposite to the compression movement 100.
- the space 35 is connected to the low-pressure line 84 via the 3/2-way valve 85, as shown in FIG. As a result, the space 35 is separated from the rail pressure and the two-part piston moves back into its starting position. First, only the thick piston 86 moves upwards until the return bracket 91 hits the extension 92 of the thin piston 87 and pulls the thin piston upward. The sealing surfaces 94 are no longer on top of one another, and the high-pressure chamber 40 can be filled with new fuel via the bore 88 and the low-pressure system.
- the sealing surfaces 94 can also be on one side be provided with a sealing edge surrounding the bore 88.
- a spherical or hollow spherical design of the sealing surfaces can be advantageous in order to also ensure tightness in the event of an angular offset of the two pistons which may occur.
- this type of filling of the high-pressure chamber 40 can be used in all applications in which the high-pressure chamber is filled from the rear chamber of a pressure booster.
- FIG. 5 shows such a further application in a stroke-controlled pressure-intensified common rail system.
- the injector 120 with an integrated pressure intensifier essentially has a pressure intensifier with a two-part piston instead of a pressure intensifier with a one-piece piston.
- 3 and 4 with the integration of a throttle 71 and a filling valve 72 in the larger-diameter part of the pressure booster piston 86, 87 is combined analogously to the exemplary embodiment in accordance with FIG. 2.
- both the valve 31 and the valve 15 are closed.
- the nozzle is closed and there is no injection.
- the pressure booster piston is pressure-balanced, so that no pressure amplification takes place.
- the sealing surfaces 94 are not pressed against one another, so that the bore 88 for filling the high-pressure chamber 40 is released and the two-part piston of the pressure transmission device is returned to its starting position. Furthermore, the rail pressure reaches via the filling valve 72 and the bore 88
- the pressure relief of the rear space 38 means that the two-part piston 86, 87 is no longer pressure-equalized and there is a pressure boost in the high-pressure space 40 in accordance with the pressure area ratio of space 35 and space 40 Throttle 71 a pressure equalization between rooms 35, 38 and 40. If the fuel pressure in the rear room 38 almost reaches the pressure in room 35, then the filling valve 72 opens and the connection from room 35 to room 38 is released. Furthermore, the two pistons 86 and 87 are separated from one another by the return spring 39. This means that the rear space can be filled quickly, and thus the two-part pressure booster piston can be quickly reset. The high-pressure chamber is now filled via the bore 88.
- FIG. 6 shows a further embodiment of a pressure-translated common rail system.
- the same or similar components as shown in Figure 5 are given the same reference numerals and will not be described again.
- a laterally slightly offset bore 130 is provided in order to
- Filling valve 72 in the form of a simpler embodiment to be able to replace a continuous bore 140 in the thick piston 86.
- the bore 140 is also closed.
- the bore 140 can thus perform exactly the same function as the filling valve 72 from FIG. 5, which is implemented in the form of an integrated spring-loaded ball.
- the filling path 140 can also be replaced or supplemented by a plurality of bores. Likewise, a sealing edge encompassing all of the bores 140 and 130 can be provided on at least one end of the two pistons.
- FIG. 7 shows a further embodiment of a pressure-translated common rail system.
- the two-part piston is not constructed from two partial pistons 86 and 87 arranged one behind the other, but from two pistons 150 and 160 which engage in one another.
- the illustration is a cross-sectional side view and shows the valve space 174 formed by the cavity of the thick piston 150, into which the thin piston 160 protrudes with its head region 161.
- the head region 161 merges into a smaller-diameter neck region 162 of the thin piston 160, which is liquid-tight from one
- the thick piston 150 is partially closed on the side of the space 35 by an annular plate 175 which is firmly connected to the thick piston.
- the circular ring plate has a centrally arranged passage area 176 which can be closed by moving the thin piston relative to the thick piston.
- a throttle bore 180 is provided in an edge region of the plate 175, which remains uncovered due to a spacing of the head region 161 from the thick piston 150, regardless of the position of the thin piston relative to the thick piston.
- In the neck region 162 of the thin piston 160 there is a longitudinal bore 186 which opens into the high-pressure chamber 40.
- the longitudinal bore merges into a transverse bore 185, which opens into the rear chamber 38 of the pressure booster device on both sides.
- the range of motion of the thin piston relative to the thick piston is on the one hand by abutting the side of the head region 161 facing the space 35 against the plate 175 and on the other hand by seating the head region on the transition region of the thick piston between the guide region 151 and the larger diameter remainder of the thick piston and amounts to a free stroke distance 190. If the thin piston moves in the direction of space 35, the thick piston first closes the transverse bore 185, and after passing through the free stroke distance the passage area 176 is closed by the thin piston.
- a bore 170 is also provided in the transition area, which connects the valve chamber 174 to the rear chamber 38.
- Embodiment according to FIG. 7 through the guide area 151 and the transverse bore 185 is formed, which can be closed by the guide area.
- the function of the throttle 47 or 71 from the exemplary embodiments according to FIGS. 1 and 2 is taken over by the throttle bore 180 and the bore 170.
- the function of the filling valve 49 or 72 or 140 from the exemplary embodiments according to FIGS. 1, 2, 5 and 6 is ensured here by the head region 161, the passage region 176 which can be closed by the head region and the bore 170.
- the system is shown in the idle state with the pressure transmission device deactivated.
- the rail pressure is present in chamber 35, in valve chamber 174 via passage area 176, in rear chamber 38 via bore 170 and in high-pressure chamber 40 via longitudinal bore 186.
- the pressure booster is pressure balanced and the thick piston 150 is in its upper via the return spring 39
- the holes 185 and 186 form a bypass path, which enables a pre-injection with rail pressure or a boat-shaped main injection. These holes are only opened in the phase in which the pressure intensifier is not activated or in which it is moving back.
- Figure 8 shows the system during pressure boosting.
- the 2/2-way valve 31 is activated. It relieves the pressure in the rear space 38.
- the piston 150 is no longer pressure-balanced since rail pressure is still present in the spaces 35 and 174, but no longer in the rear space 38. This is at the leakage pressure level.
- the piston 150 advances a bit relative to the thin piston 160, the free-stroke section 190, and closes the transverse bore 185.
- the thin piston 160 is guided both by the guide region 151 of the thick piston 150 and at its end facing the high-pressure chamber 40 by the housing of the pressure translation device , If the bypass path is closed and the free stroke distance is covered, the thick piston 150 takes the thin piston 160 with it, since the passage area 176 is not large enough for the Header 161 could pass through it.
- the head region 161 and the plate 175 now also seal the valve space 174 from the space 35. Due to the joint downward movement of the thin and the thick piston, the fuel in the high-pressure chamber 40 is now corresponding to the
- the thick piston takes the thin piston back to its starting position via its shoulder formed by the transition between the neck and head region.
- the bore 185 is opened again after the free stroke has been completed, so that it connects the high-pressure space to the rear space.
- the high-pressure chamber can thus fill with fuel via the rear chamber and both pistons 150 and 160 completely return to their starting position. In the design according to FIGS. 7 and 8, it is ensured that when the pressure booster is actuated, the piston 150 moves
- Cross bore 185 runs over and the inlet from room 35 to the valve chamber is closed.
- the bore 170 is designed such that the pressure equalization between the valve space and the rear space takes place slowly, that is to say the piston 150 is not pressure equalized for a while and that
- an O-ring can be provided, which is attached to the plate or to the head area. This O-ring enables the compensation of manufacturing and installation inaccuracies.
- FIG. 9 shows the details of a further embodiment variant of the one illustrated in FIGS. 7 and 8
- the throttle 180 is realized in the form of a bore in the plate 175, while in the alternative form the plate 175 has a groove-shaped bevel or groove 200 at least at one point on the circumference of the passage area 176, which is even when the plate is put on ensures a throttled fuel flow on the head area of the thin piston. Even in this way, a pressure equalization between the rooms 35, 174 and 38 can be ensured after a pressure build-up has taken place, but the pressure intensifier has been deactivated again via the valve 31.
- grooves 200 can also be provided in the head region 161 of the thin piston 160.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10123911 | 2001-05-17 | ||
DE10123911A DE10123911A1 (en) | 2001-05-17 | 2001-05-17 | Fuel injection device for internal combustion engine has transfer piston separating chamber connected to source from high pressure and return chambers |
PCT/DE2002/001552 WO2002092998A1 (en) | 2001-05-17 | 2002-04-27 | Fuel injection device with pressure amplification device and pressure amplification device |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1392966A1 true EP1392966A1 (en) | 2004-03-03 |
EP1392966B1 EP1392966B1 (en) | 2005-07-06 |
Family
ID=7685050
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP02740297A Expired - Lifetime EP1392966B1 (en) | 2001-05-17 | 2002-04-27 | Fuel injection device with pressure amplification device and pressure amplification device |
Country Status (6)
Country | Link |
---|---|
US (1) | US7059303B2 (en) |
EP (1) | EP1392966B1 (en) |
JP (1) | JP4125964B2 (en) |
KR (1) | KR20040002960A (en) |
DE (2) | DE10123911A1 (en) |
WO (1) | WO2002092998A1 (en) |
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DE10229412A1 (en) | 2002-06-29 | 2004-01-29 | Robert Bosch Gmbh | Fuel injector with pressure intensifier for multiple injection |
DE10247903A1 (en) * | 2002-10-14 | 2004-04-22 | Robert Bosch Gmbh | Pressure-reinforced fuel injection device for internal combustion engine has central control line acting on pressure transmission piston |
DE10248467A1 (en) | 2002-10-17 | 2004-05-06 | Robert Bosch Gmbh | Fuel injection system with pressure intensifier and low-pressure circuit with reduced delivery rate |
DE10251679A1 (en) * | 2002-11-07 | 2004-05-19 | Robert Bosch Gmbh | Pressure booster with stroke-dependent damping for supplying self-ignition internal combustion engine combustion chambers has damping choke passing fuel from working chamber to hydraulic chamber |
DE10251932B4 (en) * | 2002-11-08 | 2007-07-12 | Robert Bosch Gmbh | Fuel injection device with integrated pressure booster |
DE10329732A1 (en) * | 2003-07-02 | 2005-02-03 | Robert Bosch Gmbh | Fuel injection system for internal combustion engines |
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DE102012207842A1 (en) * | 2012-05-10 | 2013-11-14 | Continental Automotive Gmbh | Injector |
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JP2885076B2 (en) * | 1994-07-08 | 1999-04-19 | 三菱自動車工業株式会社 | Accumulator type fuel injection device |
DE60038873D1 (en) * | 1999-02-17 | 2008-06-26 | Stanadyne Corp | VARIABLE VOLUME PUMP FOR PETROL INDUCTION |
US6494182B1 (en) * | 1999-02-17 | 2002-12-17 | Stanadyne Automotive Corp. | Self-regulating gasoline direct injection system |
DE19910970A1 (en) * | 1999-03-12 | 2000-09-28 | Bosch Gmbh Robert | Fuel injector |
DE10002273A1 (en) * | 2000-01-20 | 2001-08-02 | Bosch Gmbh Robert | Injection device and method for injecting fluid |
-
2001
- 2001-05-17 DE DE10123911A patent/DE10123911A1/en not_active Ceased
-
2002
- 2002-04-27 US US10/478,006 patent/US7059303B2/en not_active Expired - Fee Related
- 2002-04-27 KR KR10-2003-7014787A patent/KR20040002960A/en not_active Application Discontinuation
- 2002-04-27 EP EP02740297A patent/EP1392966B1/en not_active Expired - Lifetime
- 2002-04-27 WO PCT/DE2002/001552 patent/WO2002092998A1/en active IP Right Grant
- 2002-04-27 DE DE50203576T patent/DE50203576D1/en not_active Expired - Lifetime
- 2002-04-27 JP JP2002590239A patent/JP4125964B2/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
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See references of WO02092998A1 * |
Also Published As
Publication number | Publication date |
---|---|
JP2004525304A (en) | 2004-08-19 |
KR20040002960A (en) | 2004-01-07 |
US7059303B2 (en) | 2006-06-13 |
WO2002092998A1 (en) | 2002-11-21 |
JP4125964B2 (en) | 2008-07-30 |
US20040149265A1 (en) | 2004-08-05 |
EP1392966B1 (en) | 2005-07-06 |
DE10123911A1 (en) | 2002-11-28 |
DE50203576D1 (en) | 2005-08-11 |
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