EP2376765B1 - Élément de découplage pour un dispositif d'injection de carburant - Google Patents

Élément de découplage pour un dispositif d'injection de carburant Download PDF

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Publication number
EP2376765B1
EP2376765B1 EP09771734.2A EP09771734A EP2376765B1 EP 2376765 B1 EP2376765 B1 EP 2376765B1 EP 09771734 A EP09771734 A EP 09771734A EP 2376765 B1 EP2376765 B1 EP 2376765B1
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EP
European Patent Office
Prior art keywords
decoupling element
fuel injection
injection valve
decoupling
receiving bore
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.)
Active
Application number
EP09771734.2A
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German (de)
English (en)
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EP2376765A1 (fr
Inventor
Michael Fischer
Andrej Elsinger
Frank-Holger Schoefer
Corren Heimgaertner
Michael Kleindl
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2376765A1 publication Critical patent/EP2376765A1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/004—Joints; Sealings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/09—Fuel-injection apparatus having means for reducing noise

Definitions

  • the invention relates to a decoupling element for a fuel injection device according to the preamble of the main claim ( DE-A-10 2004 049 277 ).
  • FIG. 1 By way of example, a fuel injector known from the prior art is shown in which a flat intermediate element is provided on a fuel injection valve installed in a receiving bore of a cylinder head of an internal combustion engine.
  • such intermediate elements are stored as support elements in the form of a washer on a shoulder of the receiving bore of the cylinder head.
  • manufacturing and assembly tolerances are compensated and ensured a lateral force-free storage even with slight misalignment of the fuel injector.
  • the fuel injector is particularly suitable for use in fuel injection systems of mixture-compression spark-ignition internal combustion engines.
  • the intermediate element is a sub-ring having a circular cross-section which is frusto-conical in a region in which both the fuel injection valve and the wall of the receiving bore in the cylinder head are frustoconical run, arranged and serves as a compensation element for storage and support of the fuel injection valve.
  • Complicated and in the production significantly more expensive intermediate elements for fuel injection devices include the DE 100 27 662 A1 .
  • These intermediate elements are characterized by the fact that they are all constructed in several parts or multi-layered and should partially take over sealing and damping functions. That from the DE 100 27 662 A1 known intermediate element comprises a base and carrier body, in which a sealing means is used, which is penetrated by a nozzle body of the fuel injection valve.
  • a multi-layer compensating element is known, which is composed of two rigid rings and sandwiched therebetween elastic intermediate ring. This compensating element allows both a tilting of the fuel injection valve to the axis of the receiving bore over a relatively large angular range as well as a radial displacement of the fuel injection valve from the central axis of the receiving bore.
  • a likewise multi-layered intermediate element is also from the EP 1 223 337 A1 known, this intermediate element is composed of a plurality of washers, which consist of a damping material.
  • the damping material made of metal, rubber or PTFE is chosen and designed so that a noise attenuation of the vibrations generated by the operation of the fuel injection valve and noise is made possible.
  • the intermediate element must, however, include four to six layers to achieve a desired damping effect.
  • Damping elements in disk form for a fuel injector in particular an injector for injection of diesel fuel in a common rail system are also already from the DE 10 2005 057 313 A1 known.
  • the damping discs should be introduced between the injection valve and the wall of the receiving bore in the cylinder head so that even at high contact forces damping of structure-borne noise is made possible, so that the noise emissions be reduced.
  • the annular damping element abuts with an annular surface on the support surface of the cylinder head and with a circumferential bead on the conical support surface of the injector.
  • the fuel injection device comprises at least one fuel injection valve and a receiving bore for the fuel injection valve, while the decoupling element is inserted between a valve housing of the fuel injection valve and a washer in the receiving bore.
  • a decoupling material may also be provided in this area. The decoupling material is inserted as a disk-shaped element in the above-described area.
  • Suitable materials for the decoupling element are composite materials such as metal-fiber reinforced plastic based on a phenolic matrix.
  • the decoupling material is placed or applied on a carrier body, which is formed as a washer and forms a rigid body, which in turn serves in the support area at a stage of the receiving bore as an abutment for the decoupling element from the decoupling material.
  • the decoupling element according to the invention for a fuel injection device with the characterizing features of claim 1 has the advantage that in a very simple design improved noise reduction by decoupling or isolation is achieved.
  • the spring stiffness of the decoupling element is selected to be so low and the decoupling element is placed between the valve housing of the fuel injection valve and the wall of the receiving bore, that the Entkoppelresonanz f R is in the frequency range below 2.5 kHz.
  • the low rigidity of the decoupling element enables effective decoupling of the fuel injection valve from the cylinder head and thereby significantly reduces in noise-critical operation the introduced into the cylinder head structure-borne sound power and thus the radiated from the cylinder head noise.
  • the receiving bore for the fuel injection valve is formed in a cylinder head and the receiving bore has a shoulder which is perpendicular to the extension of the receiving bore and on which the decoupling element partially rests with its radially outer bearing region and the fuel injection valve in turn with a vertical extending to the valve longitudinal axis outer contour of the valve housing rests against the radially inner bearing region of the decoupling element.
  • the decoupling element is annular disk-shaped and overall cup-shaped or dish-shaped.
  • the cross section of the decoupling element has an S-shaped contour with two radii to the support areas. The installation can be done both orientations of the decoupling element, so cup-shaped with the bottom down or inversely cup-shaped with the bottom up.
  • the decoupling element is designed in a particularly advantageous manner with a non-linear progressive spring characteristic or with a non-linear degressive spring characteristic.
  • FIG. 1 a valve in the form of an injection valve 1 for fuel injection systems of mixture-compression spark-ignited internal combustion engines in a side view.
  • the fuel injection valve 1 is part of the fuel injection device.
  • the fuel injection valve 1 which is designed in the form of a direct-injection injector for injecting fuel directly into a combustion chamber 25 of the internal combustion engine, is installed in a receiving bore 20 of a cylinder head 9.
  • a sealing ring 2, in particular of Teflon®, ensures optimum sealing of the fuel injection valve 1 with respect to the wall of the receiving bore 20 of the cylinder head 9.
  • a flat intermediate element 24 is inserted, which is designed in the form of a washer.
  • the fuel injection valve 1 has at its inlet-side end 3 a plug connection to a fuel rail (fuel rail) 4, which by a sealing ring 5 between a connecting piece 6 of the fuel distribution line 4, the is shown in section, and an inlet nozzle 7 of the fuel injection valve 1 is sealed.
  • the fuel injection valve 1 is inserted into a receiving opening 12 of the connection piece 6 of the fuel distribution line 4.
  • the connecting piece 6 is, for example, in one piece from the actual fuel distributor line 4 and has upstream of the receiving opening 12 a smaller diameter flow opening 15 through which the flow of the fuel injection valve 1 takes place.
  • the fuel injection valve 1 has an electrical connection plug 8 for the electrical contacting for actuating the fuel injection valve 1.
  • a holding-down device 10 is provided between the fuel injection valve 1 and the connecting piece 6.
  • the hold-down 10 is designed as a bow-shaped component, e.g. as punching and bending part.
  • the hold-down device 10 has a part-ring-shaped base element 11, from which a hold-down bar 13 extends, which abuts against a downstream end face 14 of the connecting piece 6 on the fuel distributor line 4 in the installed state.
  • the object of the invention is to achieve over the known Bacetti- and Dämpfungsscalenfiten in a simple manner improved noise reduction, especially in noise-critical idling operation but also in constant pressure systems at system pressure, through a targeted design and geometry of the intermediate element 24.
  • the relevant source of noise of the fuel injection valve 1 in the direct high-pressure injection are introduced during the valve operation in the cylinder head 9 forces (structure-borne sound), which lead to a structural excitation of the cylinder head 9 and are emitted from this as airborne sound.
  • a minimization of the introduced into the cylinder head 9 forces should be sought. In addition to reducing the forces caused by the injection, this can be achieved by influencing the transmission behavior between the fuel injection valve 1 and the cylinder head 9.
  • the bearing of the fuel injector 1 can be mapped on the passive intermediate member 24 in the receiving bore 20 of the cylinder head 9 as a conventional spring-mass-damper system, as shown in FIG FIG. 2 is shown.
  • the mass M of the cylinder head 9 can be assumed to be infinite compared to the mass m of the fuel injection valve 1 in the first approximation.
  • the transmission behavior of such a system is characterized by a gain at low frequencies in the range of the resonant frequency f R (decoupling resonance) and an isolation range above the decoupling frequency f E (see FIG. 3 ).
  • the aim of the invention is the design of an intermediate element 24 under the priority use of elastic isolation (decoupling) for noise reduction.
  • the invention comprises on the one hand the definition and design of a suitable spring characteristic taking into account the typical requirements and boundary conditions in the direct fuel injection and on the other the design of an intermediate element 24 which is able to map the characteristic of the spring characteristic defined in this way and easier on a choice geometric parameter to the specific boundary conditions of the Injection system can be adjusted. To the spring characteristics is determined by the FIGS. 13 and 14 Referenced.
  • decoupling element 240 The decoupling of the fuel injection valve 1 from the cylinder head 9 by means of a low spring stiffness c of the intermediate element 24, which is referred to below as decoupling element 240, is made more difficult in addition to the small installation space by restricting the maximum permissible movement of the fuel injection valve 1 during engine operation.
  • Damping elements of the known type aim at a reduction of the force input by broadband energy dissipation, e.g. by micro-slip or material damping in the interior of the damping element.
  • broadband energy dissipation e.g. by micro-slip or material damping in the interior of the damping element.
  • the adhesion between the fuel injection valve and the environment can be reduced only limited. Damping mechanisms are proportional to the displacement or speed over the damping element, for the formation of which a force must be present, which is thus introduced into the structure via the damping element.
  • a decoupling element 240 By contrast, with the aid of a decoupling element 240 according to the invention, the force flow from the fuel injection valve 1 can largely be prevented over a large frequency range above the decoupling resonance f R.
  • the decoupling element 240 is characterized in that it serves to reduce the flow of force between the fuel injector 1 and its installation environment with the aim of reducing unwanted noise excitation in the surrounding structure.
  • the respective advantageous characteristics of the spring characteristic are included in the geometry design and material selection of the decoupling element 240, i. progressive behavior in constant pressure systems and degressive behavior in alternating pressure systems.
  • the decoupling element 240 in its design and installation situation thus primarily aims at the effect of the vibration decoupling and not the vibration damping.
  • the decoupling element 240 is designed with regard to its rigidity properties and not with respect to the damping behavior, as is the case with known damping disks. Damping, for example in the form of plastic or elastomer layers, but can be used in addition to control the Entkoppelresonanz f R.
  • FIG. 4 a partially shown fuel injector is shown with a decoupling element 240 according to the invention, while in FIG. 5 a cross-section through a first embodiment of the decoupling element 240 according to FIG. 4 is shown.
  • the fuel injection device is a system for gasoline direct injection with fuel injection valves 1, which are operated with piezo actuators and used for example in a constant pressure system.
  • the decoupling element 240 is carried out in an advantageous manner as a metallic perforated disc, which extends in this respect annular.
  • a metallic material also lends itself to the extent that it can be processed with cost-effective production methods (for example, turning, deep-drawing) in order to be able to produce the desired geometries of the decoupling element 240 dimensionally stable.
  • the spring stiffness of the decoupling element 240 is low (20-40 kN / mm) in relation to the mass of the fuel injection valve 1, which is approximately 250 g. In this way, disturbing noises occurring in the gasoline direct injection of this type, which are typically in a frequency range of 2.5-14 kHz, can be intentionally decoupled in a broadband manner.
  • the Entkoppelresonanz f R is in the frequency range below 2.5 kHz, where it is masked by combustion and engine noise and not disturbing perceived.
  • the low spring stiffness of the decoupling element 240 is achieved by a plurality of targeted measures.
  • the decoupling element 240 has, when installed, two support regions 30, 31, a radially outer support region 30 and a radially inner support region 31. With the outer support region 30, the decoupling element 240 lies annularly on the e.g. perpendicular to the valve longitudinal axis extending shoulder 23 of the receiving bore 20 in the cylinder head 9. With the inner bearing region 31, the decoupling element 240 engages below the fuel injection valve 1 annularly in a region in which the valve housing 22, e.g. also has an outer contour perpendicular to the valve longitudinal axis, so that the fuel injection valve 1 rests against the inner edge region of the decoupling element 240.
  • the arrangement of the two support areas 30, 31 of the decoupling element 240 is selected so that the maximum possible lever arm is formed.
  • these bearing areas 30, 31 are placed in the widest possible edge areas on the outer diameter and on the inner diameter of the decoupling element 240.
  • the cross-section of the decoupling element 240 has an S-shaped contour with two large radii R1, R2 towards the outer and inner bearing area 30, 31, whose common leg merges tangentially into one another. Overall, the decoupling element 240 thus has a cup-shaped or dish-shaped form. With this configuration, the space in the receiving bore 20 of the cylinder head 9 typically only small space is also used optimally in favor of the longest possible lever arm.
  • the two radii R1, R2 of this contour are chosen in their size and their relationship to each other so that the most favorable Stress distribution in the material is created and the specified stiffness characteristic is optimally fulfilled. In the present case, these are, for example, an upper radius R1 of 2 mm and a lower radius R2 of 2.5 mm.
  • the decoupling element 240 With the cup-shaped design of the decoupling element 240, it is possible to use sufficient material thicknesses for the strength of the decoupling element 240, and at the same time with a low overall spring rigidity of the decoupling element 240. In the case of a metallic material, a material thickness of the order of magnitude of 0, 5 mm. However, the thickness of the material can also be varied on a decoupling element 240 in favor of an optimized stiffness characteristic over its radial extent.
  • FIG. 6 a cross-section through a second embodiment of a decoupling element 240 according to the invention is shown in a two-part solution.
  • this decoupling element 240 in turn has a cup-shaped shape.
  • This embodiment takes into account assembly requirements in which it can lead to an increased misalignment of the fuel injection valve 1.
  • the decoupling element 240 is therefore divided into two nested sub-elements 34, 35. While the radially outer and thus upper part of the element 34 has the radially outer bearing portion 30 and bent with the radius R1 outwardly, the radially inner and thus lower part element 35 is provided with the radially inner support portion 31 and with the radius R2 inwardly inflected.
  • the inner sub-element 35 is inserted into the outer sub-element 34.
  • the sub-elements 34, 35 of the decoupling element 240 allow a slight shift to compensate for a misalignment, but follow in their overall behavior the desired design target.
  • FIG. 8 shows a cross section through the inventive decoupling element 240 along the line VIII-VIII in FIG. 7
  • This embodiment variant of the decoupling element 240 is characterized in that the radially inner support region 31 is changed compared with the previously described solutions.
  • a plurality of spaced-apart support points 31a, 31b, 31c are provided, which are arranged distributed at a number of three support points 31a, 31b, 31c, for example at a distance of 120 °.
  • Such an embodiment also takes into account the possibility of a misalignment of the fuel injection valve 1 by the spherical bearing points 31a, 31b, 31c formed on the decoupling element 240, within which the fuel injection valve 1 can align.
  • FIG. 10 shows a cross section through the inventive decoupling element 240 along the line XX in FIG. 9 .
  • This further embodiment starts a possible misalignment of the fuel injection valve 1 by a local weakening of the inner bearing region 31.
  • This local weakening of the radially inner bearing region 31 is achieved, for example, by radially extending slots 37, which extend from the inner diameter of the decoupling element 240 and extend, for example, to the inner radius R2.
  • these slots 37 or other stiffness reducing apertures may be provided in the number of three to twenty.
  • FIGS. 11 and 12 two further fuel injectors are partially shown, which are provided with a fifth invention or sixth decoupling element 240. That in the FIG. 11 shown decoupling element 240 differs in particular from that in the FIGS. 4 and 5 shown decoupling element 240 by its inverse bulge upwards.
  • the decoupling element 240 is in turn designed cup-shaped or dish-shaped, but installed in an inverted position, ie the radially outer bearing portion 30 at the shoulder 23 of the cylinder head 9 is lower than the radially inner bearing portion 31 on the valve housing 22 of the fuel injection valve. 1
  • the non-inventive embodiment of FIG. 12 indicates that the decoupling element 240 may also be in the form of a flat disc.
  • the decoupling element 240 may also be in the form of a flat disc.
  • the material thickness can also vary over the radial extent of the decoupling element 240 here.
  • the decoupling element 240 In some systems, the fuel pressure is kept constant high (constant pressure system), in other systems, the system pressure varies depending on the load or speed (alternating pressure systems) - typically in the latter at idle, a lowering of the fuel pressure.
  • the fuel pressure acts as a static hydraulic force on the fuel injector and claims the decoupler 240 with a constant preload and thus displacement. In the linear case, this is proportional to the force. With regard to tightness and wear of the injector connections to the fuel system and cylinder head, there are maximum limits for the permissible travel. Therefore, according to the invention, a non-linear relationship between force and spring travel for the decoupling element 240 is selected here.

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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. Agencement d'élément de découplage pour un dispositif d'injection de carburant pour systèmes d'injection de carburant de moteurs à combustion interne, en particulier pour l'injection directe de carburant dans une chambre de combustion, le dispositif d'injection de carburant comportant au moins une soupape d'injection de carburant (1) et un alésage de réception (20) pour la soupape d'injection de carburant (1), et un élément de découplage (240) étant introduit entre un boîtier de soupape (22) de la soupape d'injection de carburant (1) et une paroi de l'alésage de réception (20),
    caractérisé en ce que
    la rigidité de ressort de l'élément de découplage (240) réalisé en un matériau métallique est faible, l'élément de découplage (240) est placé entre le boîtier de soupape (22) de la soupape d'injection de carburant (1) et la paroi de l'alésage de réception (20) et la géométrie de l'élément de découplage (240) est configurée de telle sorte que la résonance de découplage fR se situe dans la plage de fréquences inférieure à 2,5 kHz, l'élément de découplage (240) présentant une région de support radialement extérieure (30) et une région de support radialement intérieure (31), à l'aide desquelles l'élément de découplage (240) peut être posé radialement à l'extérieur sous forme annulaire sur un épaulement (23) de l'alésage de réception (20), et lesquelles viennent en prise par le dessous, radialement à l'intérieur, avec la soupape d'injection de carburant (1), les régions d'appui pour l'élément de découplage (240) sur l'épaulement (23) de l'alésage de réception (20) et sur la soupape d'injection de carburant (1) s'étendant respectivement perpendiculairement à l'axe longitudinal de soupape et l'élément de découplage (240) étant profilé de telle sorte que la section transversale de l'élément de découplage (240) ait un contour en forme de S présentant deux rayons (R1, R2) en direction des régions de support extérieure et intérieure (30, 31), les régions de support extérieure et intérieure (30, 31) de l'élément de découplage (240) étant réalisées sous forme annulaire de manière à reposer sur ou s'appliquer contre les régions d'appui de l'épaulement (23) de l'alésage de réception (20) et la soupape d'injection de carburant (1).
  2. Agencement d'élément de découplage selon la revendication 1,
    caractérisé en ce que
    la rigidité de ressort de l'élément de découplage (240) se situe dans la plage de 20 à 40 kN/mm.
  3. Agencement d'élément de découplage selon la revendication 1,
    caractérisé en ce que
    les deux régions de support (30, 31) de l'élément de découplage (240) sont sélectionnées de manière à être espacées l'une de l'autre de telle sorte qu'un bras de levier maximal possible en résulte.
  4. Agencement d'élément de découplage selon la revendication 1 ou 3,
    caractérisé en ce que
    la région de support radialement intérieure (31) soit s'étend sous forme annulaire, soit est interrompue par des fentes (37) s'étendant radialement ou d'autres ouvertures réduisant la rigidité, soit est formée par plusieurs points de support (31a, 31b, 31c) espacés les uns des autres.
  5. Agencement d'élément de découplage selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'élément de découplage (240) est réalisé en forme de disque annulaire et dans l'ensemble en forme de cuvette ou d'assiette.
  6. Agencement d'élément de découplage selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'épaisseur de matériau de l'élément de découplage (240) en forme de disque est soit constante soit varie sur son étendue radiale en faveur d'une caractéristique de rigidité optimisée.
  7. Agencement d'élément de découplage selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    qu'en cas d'utilisation dans un système à pression variable, l'élément de découplage (240) est conçu de manière à présenter une courbe caractéristique de ressort progressive non linéaire.
  8. Agencement d'élément de découplage selon l'une quelconque des revendications 1 à 6,
    caractérisé en ce
    qu'en cas d'utilisation dans un système à pression constante, l'élément de découplage (240) est conçu de manière à présenter une courbe caractéristique de ressort dégressive non linéaire.
  9. Agencement d'élément de découplage selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'alésage de réception (20) pour la soupape d'injection de carburant (1) est réalisé dans une culasse (9) et l'alésage de réception (20) présente un épaulement (23) qui s'étend perpendiculairement à l'étendue de l'alésage de réception (20) et sur lequel repose partiellement, par sa région de support (30) radialement extérieure, l'élément de découplage (240), et la soupape d'injection de carburant (1), pour sa part, s'applique par un contour extérieur, s'étendant perpendiculairement à l'axe longitudinal de soupape, du boîtier de soupape (22) contre la région de support (31) radialement intérieure de l'élément de découplage (240).
EP09771734.2A 2008-12-12 2009-11-26 Élément de découplage pour un dispositif d'injection de carburant Active EP2376765B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008054591A DE102008054591A1 (de) 2008-12-12 2008-12-12 Entkopplungselement für eine Brennstoffeinspritzvorrichtung
PCT/EP2009/065889 WO2010066586A1 (fr) 2008-12-12 2009-11-26 Élément de découplage pour un dispositif d'injection de carburant

Publications (2)

Publication Number Publication Date
EP2376765A1 EP2376765A1 (fr) 2011-10-19
EP2376765B1 true EP2376765B1 (fr) 2015-08-05

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US (1) US9057349B2 (fr)
EP (1) EP2376765B1 (fr)
CN (1) CN102245890B (fr)
DE (1) DE102008054591A1 (fr)
WO (1) WO2010066586A1 (fr)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011163110A1 (fr) * 2010-06-21 2011-12-29 Illinois Tool Works Inc. Élément espaceur pour injecteur de carburant à ressort flexible à deux phases
EP2469069A1 (fr) * 2010-12-27 2012-06-27 Continental Automotive GmbH Élément d'amortissement pour soupape d'injection
DE102011089274A1 (de) * 2011-12-20 2013-06-20 Robert Bosch Gmbh Entkopplungselement für eine Brennstoffeinspritzvorrichtung
DE102012206194A1 (de) 2012-04-16 2013-10-17 Robert Bosch Gmbh Mehrteiliges Isolationselement, insbesondere für eine Brennstoffeinspritzvorrichtung
DE102012206890A1 (de) * 2012-04-26 2013-10-31 Robert Bosch Gmbh Anordnung mit einem Brennstoffverteiler und mehreren Brennstoffeinspritzventilen
DE102012221134A1 (de) 2012-11-20 2014-05-22 Robert Bosch Gmbh Anordnung für eine Brennstoffeinspritzanlage mit einem Brennstoffeinspritzventil und einem Entkoppelelement
DE102012222591A1 (de) 2012-12-10 2014-06-12 Robert Bosch Gmbh Anordnung für eine Brennstoffeinspritzanlage mit einer Komponente und einem elastisch verformbaren Entkoppelelement
DE102013200781A1 (de) * 2013-01-18 2014-07-24 Robert Bosch Gmbh Brennstoffeinspritzanlage mit einer Brennstoff führenden Komponente, einem Brennstoffeinspritzventil und einer Verbindungsanordnung
DE102013200909A1 (de) * 2013-01-22 2014-07-24 Robert Bosch Gmbh Brennstoffeinspritzanlage mit einer Brennstoff führenden Komponente, einem Brennstoffeinspritzventil und einem Verbindungselement
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DE102008054591A1 (de) 2010-06-17
US9057349B2 (en) 2015-06-16
US20120031375A1 (en) 2012-02-09
CN102245890B (zh) 2016-01-20
CN102245890A (zh) 2011-11-16
WO2010066586A1 (fr) 2010-06-17
EP2376765A1 (fr) 2011-10-19

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