EP1593838B1 - Méthode de contrôle pour influencer la vitesse d'ouverture d'une soupape de commande d'un injecteur de carburant - Google Patents

Méthode de contrôle pour influencer la vitesse d'ouverture d'une soupape de commande d'un injecteur de carburant Download PDF

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Publication number
EP1593838B1
EP1593838B1 EP05101339A EP05101339A EP1593838B1 EP 1593838 B1 EP1593838 B1 EP 1593838B1 EP 05101339 A EP05101339 A EP 05101339A EP 05101339 A EP05101339 A EP 05101339A EP 1593838 B1 EP1593838 B1 EP 1593838B1
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EP
European Patent Office
Prior art keywords
pressure
valve element
control valve
fuel injector
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP05101339A
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German (de)
English (en)
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EP1593838A1 (fr
Inventor
Hans-Christoph Magel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1593838A1 publication Critical patent/EP1593838A1/fr
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Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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
    • 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

Definitions

  • both pressure-controlled and stroke-controlled injection systems can be used.
  • fuel injection systems come next pump-nozzle units, pump-line-nozzle units and accumulator injection systems (common rail) are used.
  • Storage injection systems advantageously make it possible to adapt the injection pressure to the load and speed of the internal combustion engine. In order to achieve high specific performance and to reduce the emissions of the internal combustion engine, a high injection pressure is generally required.
  • WO 02/092997 A1 known fuel injection device is used on an internal combustion engine.
  • the combustion chambers of the internal combustion engine are supplied with fuel via fuel injectors.
  • the fuel injectors are acted upon by a high pressure source.
  • the out WO 02/092997 A1 known fuel injector has a pressure booster with a movable pressure booster piston, which separates a connectable to the high pressure source space from a high-pressure chamber connected to the fuel injector.
  • the high-pressure fuel chamber can be varied by filling a back space (differential pressure chamber) of the pressure booster with fuel or by emptying this pressure chamber of fuel.
  • a control valve is used with a movable valve member.
  • the valve member is actuated by a piezoactuator, which acts by means of a transmission piston on the valve member. Between the piezoelectric actuator and transmission piston, a hydraulic coupler space is arranged.
  • the fuel injector comprises a movable closing piston for opening or closing the injection openings facing the combustion chamber.
  • the closing piston protrudes into a closing pressure chamber, so that it can be acted upon by fuel pressure. This achieves a force acting on the closing piston in the closing direction.
  • the closing pressure room and another room are formed by a common working space, wherein all portions of the working space are permanently interconnected to exchange fuel.
  • the piezoelectric actuator is electrically controlled so that the valve member passes quickly from the rest position to the end position, with slow valve actuation, the voltage applied to the piezoelectric actuator voltage is slowly increased, so that the valve member at low speed off the rest position reaches the end position.
  • a fuel injector with a pressure booster or a pressure booster, with a control valve and with a delay element for the control valve is known.
  • the delay element has a damping piston and is arranged between the control valve and the pressure booster.
  • the control valve and the delay element are arranged separately from each other and connected by means of a hydraulic connection. By means of the delay element, the opening speed of the control valve is varied, wherein the control valve both the pressure booster and a control chamber of a nozzle needle is driven so that so that a delay between pre-injection and main injection can be generated.
  • DE 102 29 418 A1 refers to a fuel injector for injecting fuel into the combustion chambers of an internal combustion engine.
  • the fuel injector includes a high-pressure accumulator, a pressure booster, and a metering valve.
  • the pressure booster comprises a working space and a control space, which are separated from each other by an axially movable piston.
  • a pressure change in the control chamber of the pressure booster results in a pressure change in a compression space, which acts on a fuel inlet via a nozzle chamber.
  • the nozzle chamber surrounds an injection valve member, which may be formed, for example, as a nozzle needle.
  • a nozzle spring chamber which acts on the injection valve member can be filled from the compression space of the pressure booster via a line containing an inlet throttle point. On the outlet side, the nozzle spring chamber is connected to a space of the pressure booster via a line which contains an outlet throttle point.
  • DE 102 29 415 A1 refers to a device for Nadelhubdämpfung pressure-controlled fuel injectors.
  • the device for injecting fuel comprises a fuel injector, which can be acted upon by a high-pressure source with high-pressure fuel and actuated via a metering valve.
  • the injection valve is associated with one of these independently movable damping element which limits a damping chamber.
  • the damping element has at least one overflow channel for connecting the damping chamber with a further hydraulic space.
  • the fuel injector comprises a pressure booster, which is supplied by a pressure source with high-pressure fuel.
  • a working space of the pressure booster is separated from a differential pressure chamber of the pressure booster via a booster piston.
  • the pressure relief and the pressurization of the differential pressure chamber (back space) of the pressure booster via a switching valve is connected to the differential pressure chamber (back space) of the pressure booster via a control line.
  • a pressure chamber on an injection valve is connected via a pressure space supply line to a compression space of the pressure intensifier.
  • the switching valve is designed as a direct switching 3/2-way valve, whose valve needle pressure is balanced and has both a sealing seat and a slide seal.
  • a direct 3/2-way valve can be used as a control valve, whose opening movement is slowed down via the damping unit.
  • the opening speeds can be influenced. Be the control edges of the 3/2 way valve designed accordingly, it can be achieved with different opening speeds of the control valve, a shaping of the injection pressure, ie that pressure which prevails at the combustion chamber end of the Einspritzvenilgliedes.
  • the representation according to FIG. 1 is a fuel injector removable, which can be actuated via the proposed driving method of a control valve actuating this.
  • the representation according to FIG. 1 is a pressure accumulator 1 (common rail) refer, which is connected via a high pressure line 2 to a fuel injector 3.
  • the fuel injector 3 comprises an injector housing 4 preferably designed in several parts to facilitate assembly, in which a pressure booster 5 is accommodated.
  • the pressure booster 5 comprises a working chamber 8, which is permanently connected to the pressure accumulator 1, a compression chamber 12 and a differential pressure chamber 9 (rear chamber), via which the pressure booster is activated or deactivated.
  • the pressure booster 5 In the pressure booster 5 is a first piston part 6, which is acted upon by a return spring 7, which resets the first piston part 6 of the booster 5 in its rest position.
  • the return spring 7 is supported on a received in the working space 8 of the booster 5 annular stop 10.
  • the pressure booster 5 further comprises a second piston part 13, whose end face 14 pressurizes the compression space 12. From the differential pressure chamber 9 (back space) of the pressure booster 5, an overflow line 15, in which a first throttle point 16 is formed, extends.
  • the overflow line 15 opens into a pressure chamber 17th
  • a damping piston 19 is received, which passes through a bore 20 in which a second throttle body 21 is formed.
  • the damping piston 19 is acted upon by a spring 22 which is supported on a wall of the pressure chamber 17 and on an annular stop of the damping piston 19.
  • the damping piston 19 has a in the in FIG. 1 illustrated embodiment, a rounded end face, which acts on an upper end face of a one-piece injection valve member 18 here.
  • the injection valve member 18 is provided in the region of a nozzle chamber 24 with a pressure stage 25.
  • the nozzle chamber 24 is connected via a nozzle chamber inlet 23 with the compression chamber 12 of the booster 5.
  • compressed fuel flows in the compression chamber 12 upon actuation of the booster by pressure relief of the differential pressure chamber 9 via the nozzle chamber inlet 23 into the nozzle chamber 24 and from there, along the Einspritzvenilgliedes, 18 injection ports 26 the the combustion chamber end of the fuel injector 3 to.
  • the differential pressure chamber 9 (back space) of the pressure booster 5 is connected via the control line 11 with a first hydraulic chamber 28 of a control valve 27 in connection.
  • the control valve 27 is preferably designed as a directly controlled 3/2 way valve.
  • the control valve 27 comprises, in addition to the first hydraulic chamber 28, a second hydraulic chamber 29, which is attributable to the low-pressure region.
  • the control valve 27 further includes a valve member 30.
  • a first control edge 31 in the region of a flat seat 33 and a second control edge 32 which is formed on a housing part of the multi-part housing of the control valve 27.
  • From the second hydraulic chamber 29 of the control valve 27 branch both a first return 34, and a second return 36 in the low pressure region of the fuel injection system.
  • the second hydraulic chamber 29 is in the closed position of the valve member 30, due to the then closed flat seat 33 separated from the first hydraulic chamber 28.
  • the valve member 30 of the control valve 27 comprises a piston extension 35, which in the FIG. 1 shown closed position of the flat seat 33 is located in the second hydraulic chamber 29 of the control valve 27.
  • a hydraulic damper 40 At the end face, which is opposite to the second hydraulic chamber 29 of the valve member 30, there is a hydraulic damper 40.
  • the hydraulic damper 40 is traversed by a through hole 41 and biased by a spring element 42.
  • the spring element 42 is located within a damper chamber 43. Controlled fuel volume is discharged therefrom via the third throttle point 44 into the low-pressure region of the fuel injection system.
  • the hydraulic damper 40 and the valve member 30 lie along a contact surface 45 in FIG. 1 illustrated switching state of the control valve 27 to each other, however, represent two separate components.
  • the control valve 27 In the deactivated state of rest of the booster 5, the control valve 27 is closed due to the action of the closing spring 39. Thus, the first control edge 31 is closed below the flat seat 33 on the valve member 30. Thus, the control line 11 is closed, so that in the differential pressure chamber 9 (back space) of the pressure booster 5, the same pressure level as in the pressure accumulator 1 (common rail) connected working space 8 prevails.
  • the pressure booster 5 is deactivated because pressure is balanced and there is no pressure boost. Above the closed flat seat 33, the control line 11 is separated from the first return 34 and the second return 36 in the low-pressure region of the fuel injection system.
  • the differential pressure chamber 9 (back space) is pressure relieved.
  • the control valve 27 is activated, ie opened.
  • the solenoid 38 There is an energization of the solenoid 38, so that the magnet armature 37 against the action of Closing spring 39 is tightened, whereby the flat seat 33 is opened at the first control edge 31 of the control valve 27.
  • fuel flowing from the differential pressure chamber 9 (backspace) flows into the first hydraulic chamber 28 and via the opened first control edge 31, the first return 34 and the second return 36 on the low-pressure side of the fuel injection system.
  • the control valve 27 is again deactivated, i. closed.
  • the valve member 30 moves at the end of the flow of the solenoid 38 of the control valve 27 by the action of the closing spring 39 back into its closed position.
  • the first control edge 31 is closed below the flat seat 33.
  • the pressure accumulator 1 common rail
  • the first hydraulic chamber 28 and the control line 11 a pressure build-up in the differential pressure chamber 9 (back space) of the booster 5, so that it goes back to its rest position.
  • the second control edge 32 of the control valve 27 is opened. Due to the building up in the differential pressure chamber 9 (back space) of the booster 5 system pressure, i.
  • the pressure booster 5 is deactivated.
  • the second piston part 13 moves out of the compression chamber 12 and due to the decreasing pressure in the nozzle chamber 24, the injection valve member 18 is again placed in its closing the injection openings 26 position.
  • valve member 30 Above the movable in the vertical direction when energizing the solenoid 38 valve member 30 is the hydraulic damper 40.
  • the hydraulic damper 40 performs the displaced amount via the third throttle body 44 in a FIG. 1 not shown low pressure range of the fuel injection system from. Due to the hydraulic damper 40, the opening movement of the valve member 30, when energized, the solenoid 38 is slowed down.
  • the closing movement of the valve member 30 of the control valve 27, however, is not affected by the hydraulic damper 40. This is achieved by closing the valve member 30, i. the cancellation of the energization of the solenoid 38 due to the action of the closing spring 39, a quick closing movement of the valve member 30 can be achieved during which the hydraulic damper 40 a contact surface 45 separates from the valve member 30. As a result, the valve member 30 can move unhindered into its closed position, wherein a rapid filling of the damper chamber 43 via the through hole 41 of the hydraulic damper 40 takes place. This means that the hydraulic damper 40 can be reset to its starting position very quickly. This is at high speeds of self-igniting internal combustion engine, in terms of closely spaced injection events of great importance.
  • the opening speed of the valve member 30 of the control valve can be adjusted by the dimensioning of the third throttle body 44 which is associated with the damper chamber 43.
  • the opening speed of the valve member 30, which adjusts itself continues to be dependent on the magnetic force which is achieved in the energization of the solenoid 38 of the control valve 27.
  • the magnetic force of the magnetic coil 38 of the control valve 27 can be adjusted via the Bestromungsmony.
  • FIG. 2 are different Bestromungs. the control valve to operate the fuel injector.
  • the current flow curve 50 of the magnetic coil 38 is plotted over time [t].
  • a triggering time 53 the energization of the magnetic coil 38, either with the first Anticianstrommony 51 or the second - dashed lines - Anberichtstromis 52 take place.
  • FIG. 3 are the corresponding to the Bestromungsclude resulting Hubverrise the control valve removed.
  • valve member 30 of the control valve 27 When the valve member 30 of the control valve 27 is driven at the first drive current level 51, i. if the magnetic coil 38 is energized with a lower current level, a slower opening of the valve member 30 of the control valve 27 results. In this case, a first ramp 63 with a lower gradient curve is established.
  • FIG. 4 shows adjusting pressure curves at the injection valve member.
  • FIG. 5 Hubverrise the injection valve member are shown.
  • FIG. 5 shows the first Anticianstromto 51 of the solenoid 38 of the control valve 27 corresponding first stroke profile 81 of the integrally formed injection valve member 18th
  • FIG. 2 also shows the Bestromungsverlauf 50 of the solenoid 38 when a second Anêtstromrium 52 - dashed line - is set.
  • a second stroke profile 62 which is characterized by a second ramp 64, which differs by a significantly higher slope compared to the first ramp 63 at the first drive current level 61 of the solenoid 38. Because of this arises according to FIG. 4 the second pressure curve 72 at the injection nozzle, resulting in an approximately rectangular injection rate.
  • FIG. 5 also shows the adjusting during the energization of the solenoid 38 with the second An Griffinstromographic 52 second stroke profile 82, which differs only slightly from the first stroke profile 81, apart from a stronger increase at the beginning.
  • the opening speed of the valve member 30 can be adjusted via the third throttle body 44.
  • the deceleration of the opening speed is also achieved by the hydraulic damper 40 according to the invention, which is accommodated in the upper region of the control valve 27, but does not affect the closing of the injection valve member 18 due to the separation from the valve member 30.
  • FIGS. 3 to 5 illustrated injection rate with respect to the present invention proposed driving method of a control valve 27 achievable injection rates, can also vary over the self-igniting internal combustion engine associated control unit and adjust within appropriate maps in each optimal manner to the requirements of the internal combustion engine.

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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 (3) pour injecter du carburant dans la chambre de combustion d'un moteur à combustion interne comportant un amplificateur de pression (5), une vanne de commande (27) munie d'un organe de vanne (30) et d'un amortisseur hydraulique (40) associé à l'organe de vanne (30),
    l'amplificateur de pression (5) étant relié à un accumulateur de pression (1) pour l'alimentation en carburant à haute pression qui est activé ou neutralisé par la vanne de commande (27), cette vanne étant à commutation directe,
    la vitesse d'ouverture de l'organe de vanne (30) de la vanne de commande (27) étant modifiée pour former une courbe de pression d'injection (7) et
    la vitesse d'ouverture de l'organe de vanne (30) de la vanne de commande (27) est ralentie par l'amortisseur hydraulique (40) associé à l'organe de vanne (30) et
    l'amortisseur hydraulique (40) et l'organe de vanne (30) sont deux composants distincts l'un de l'autre,
    caractérisé en ce que
    l'amortisseur hydraulique (40) comporte un perçage traversant (41) débouchant dans une chambre de commande (43) qui se décharge par un point d'étranglement (44),
    et pendant l'ouverture de l'organe de vanne (30), une quantité refoulée est évacuée par le point d'étranglement (44).
  2. Injecteur de carburant selon la revendication 1,
    caractérisé en ce qu'
    à la fermeture de l'organe de vanne (30) de la vanne de commande (27), l'amortisseur hydraulique (40) et l'organe de vanne (30) sont séparables l'un de l'autre le long de la surface d'appui (45).
  3. Injecteur de carburant selon la revendication 1,
    caractérisé en ce qu'
    à la fermeture de l'organe de vanne (30) de la vanne de commande (27), la chambre d'amortissement (43) se remplit par le perçage traversant (41) réalisé dans l'amortisseur hydraulique (40).
  4. Injecteur de carburant selon la revendication 1,
    caractérisé en ce que
    l'organe de vanne (30) de la vanne de commande (27) est sollicité dans le sens de sa fermeture par un ressort de fermeture (39).
  5. Injecteur de carburant selon la revendication 1,
    caractérisé en ce que
    l'amortisseur hydraulique (40) est appliqué contre l'organe de vanne (30) par un ressort (42).
  6. Injecteur de carburant selon la revendication 1,
    caractérisé en ce que
    sous la bobine électromagnétique (38), l'organe de vanne (30) de la vanne de commande (27) comporte une plaque d'induit (37) et
    l'organe de vanne (30) comporte un siège (33) pour fermer une seconde chambre hydraulique (39) ayant un siège.
  7. Injecteur de carburant selon la revendication 6,
    caractérisé en ce qu'
    un premier niveau de courant de commande (51) de la bobine électromagnétique (38) de la banne de commande (27), assure une ouverture lente de l'organe de vanne (30) et une montée en pression, retardée, au début de l'injection de carburant et ainsi une première vitesse d'injection en forme de rampe (63, 71).
  8. Injecteur de carburant selon la revendication 6,
    caractérisé en ce qu'
    un second niveau de courant de commande (52) alimentant la bobine électromagnétique (38) règle une ouverture rapide de l'organe de soupape (30) et une montée en pression plus rapide au début de l'injection ainsi qu'une vitesse d'injection de forme rectangulaire (64, 72).
  9. Injecteur de carburant selon la revendication 1,
    caractérisé en ce que
    la commande de l'amplificateur de pression (5) et de l'aiguille d'injecteur (18) se fait par la vanne de commande (27), l'amplificateur de pression (5) étant activé ou neutralisé par la décharge en pression ou l'application de la pression sur sa chambre de pression différentielle (9) et la chambre de travail (8) de l'amplificateur de pression (5) communique en permanence avec l'accumulateur de pression (1).
EP05101339A 2004-05-06 2005-02-22 Méthode de contrôle pour influencer la vitesse d'ouverture d'une soupape de commande d'un injecteur de carburant Expired - Fee Related EP1593838B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004022268 2004-05-06
DE102004022268A DE102004022268A1 (de) 2004-05-06 2004-05-06 Ansteuerverfahren zur Beeinflussung der Öffnungsgeschwindigkeit eines Steuerventiles an einem Kraftstoffinjektor

Publications (2)

Publication Number Publication Date
EP1593838A1 EP1593838A1 (fr) 2005-11-09
EP1593838B1 true EP1593838B1 (fr) 2008-04-16

Family

ID=34938785

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05101339A Expired - Fee Related EP1593838B1 (fr) 2004-05-06 2005-02-22 Méthode de contrôle pour influencer la vitesse d'ouverture d'une soupape de commande d'un injecteur de carburant

Country Status (4)

Country Link
US (1) US20050247290A1 (fr)
EP (1) EP1593838B1 (fr)
DE (2) DE102004022268A1 (fr)
ES (1) ES2302123T3 (fr)

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Publication number Priority date Publication date Assignee Title
BR9506800A (pt) * 1994-02-15 1997-09-30 Invent Engineering Pty Ltda Sistema injetor de combustivel para um motor de combustão interna e processos para melhorar á confiabilidade de um motor diesel e para reduzir o ruído que emana de um motor diesel
US5597118A (en) * 1995-05-26 1997-01-28 Caterpillar Inc. Direct-operated spool valve for a fuel injector
US5967413A (en) * 1998-02-11 1999-10-19 Caterpillar Inc. Damped solenoid actuated valve and fuel injector using same
US6119960A (en) * 1998-05-07 2000-09-19 Caterpillar Inc. Solenoid actuated valve and fuel injector using same
GB2339271A (en) * 1998-07-06 2000-01-19 Caterpillar Inc Damped valve
DE19837332A1 (de) * 1998-08-18 2000-02-24 Bosch Gmbh Robert Steuereinheit zur Steuerung des Druckaufbaus in einer Pumpeneinheit
US6286483B1 (en) * 1999-04-19 2001-09-11 International Truck And Engine Corporation Fuel injector with actuation pressure delay device
DE19937713C1 (de) * 1999-08-10 2001-03-15 Siemens Ag Steuerventilanordnung zum Einsatz in einem Kraftstoffinjektor für Verbrennungsmotoren
JP2001304072A (ja) * 2000-04-20 2001-10-31 Toyota Industries Corp コモンレール式燃料噴射装置
EP1399666B1 (fr) * 2001-05-17 2006-08-30 Robert Bosch Gmbh Systeme d'injection de carburant
DE10218904A1 (de) * 2001-05-17 2002-12-05 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
US6830202B2 (en) * 2002-03-22 2004-12-14 Caterpillar Inc Two stage intensifier
DE10229413A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Druckübersetzersteuerung durch Bewegung eines Einspritzventilgliedes
DE10229419A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Druckübersetzter Kraftstoffinjektor mit schnellem Druckabbau bei Einspritzende
DE10229412A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Kraftstoffinjektor mit Druckübersetzer für Mehrfacheinspritzung
DE10229418A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Einrichtung zur Dämpfung des Nadelhubes an Kraftstoffinjektoren
DE10247903A1 (de) * 2002-10-14 2004-04-22 Robert Bosch Gmbh Druckverstärkte Kraftstoffeinspritzeinrichtung mit innenliegender Steuerleitung
DE10315015B4 (de) * 2003-04-02 2005-12-15 Robert Bosch Gmbh Kraftstoffinjektor mit Druckverstärker und Servoventil mit optimierter Steuermenge
DE10315016A1 (de) * 2003-04-02 2004-10-28 Robert Bosch Gmbh Kraftstoffinjektor mit leckagefreiem Servoventil
DE102004022267A1 (de) * 2004-05-06 2005-12-01 Robert Bosch Gmbh Verfahren und Vorrichtung zur Formung des Einspritzdruckes an einem Kraftstoffinjektor
DE102004022270A1 (de) * 2004-05-06 2005-12-01 Robert Bosch Gmbh Kraftstoffinjektor für Verbrennungskraftmaschinen mit mehrstufigem Steuerventil

Also Published As

Publication number Publication date
ES2302123T3 (es) 2008-07-01
DE502005003700D1 (de) 2008-05-29
US20050247290A1 (en) 2005-11-10
EP1593838A1 (fr) 2005-11-09
DE102004022268A1 (de) 2005-12-01

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