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EP3014105B1 - Fuel injector - Google Patents

Fuel injector Download PDF

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Publication number
EP3014105B1
EP3014105B1 EP14731623.6A EP14731623A EP3014105B1 EP 3014105 B1 EP3014105 B1 EP 3014105B1 EP 14731623 A EP14731623 A EP 14731623A EP 3014105 B1 EP3014105 B1 EP 3014105B1
Authority
EP
European Patent Office
Prior art keywords
region
sealing
injector
combustion chamber
fuel injector
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.)
Not-in-force
Application number
EP14731623.6A
Other languages
German (de)
French (fr)
Other versions
EP3014105A1 (en
Inventor
Joachim Winter
Frank Stadler
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
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3014105A1 publication Critical patent/EP3014105A1/en
Application granted granted Critical
Publication of EP3014105B1 publication Critical patent/EP3014105B1/en
Not-in-force 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
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/85—Mounting of fuel injection apparatus
    • F02M2200/858—Mounting of fuel injection apparatus sealing arrangements between injector and engine
    • 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
    • F02M2200/90—Selection of particular materials
    • 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
    • F02M2200/90—Selection of particular materials
    • F02M2200/9015—Elastomeric or plastic materials
    • 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
    • F02M2200/90—Selection of particular materials
    • F02M2200/9053—Metals

Definitions

  • the invention relates to a fuel injector according to the preamble of
  • Such a fuel injector is from the DE 10 2012 219654 A1 the applicant known.
  • the known fuel injector has on the side facing the combustion chamber of the internal combustion engine on a radially surrounding the injector housing of the fuel injector sealing element, which is attached to a radially surrounding the injector housing sleeve for positioning the sealing element.
  • the sleeve is in turn with a flange radially surrounding edge on a seat surface of a receiving bore of the cylinder head of the internal combustion engine.
  • the known sealing element is used to prevent condensate from entering the annular region facing away from the combustion chamber between the receiving bore and the fuel injector.
  • JP2010101255 is a fuel injector known with two separate sealing elements.
  • a fuel injector has become known whose combustion chamber facing side is provided on the outside of the injector with a coating which is arranged or formed at least in the combustion chamber near end portion of the injector.
  • the coating can be made of different material, which has either a better or a poorer thermal conductivity than the material of the injector.
  • the heat flow therefore takes place in the known from the prior art fuel injectors from the Injektorend Scheme over a portion of the length of the injector to the seat or support area in the stepped bore-shaped portion of the receiving bore, where the fuel injector axially, usually with the interposition of a metallic sealing element, is braced with the cylinder head.
  • the invention has the object, a fuel injector according to the preamble of claim 1 such that a reduced temperature load of the combustion chamber facing Injektorend Schemes is made possible.
  • This object is achieved with a fuel injector with the features of Claim 1 achieved in that a combustion chamber facing the first sealing member axially between the injector and a second bearing surface of the receiving opening is tensioned and adapted to the annular region between the injector and the receiving bore on the first region of the injector facing away from the first sealing element seal.
  • the two sealing elements are formed on a component in the form of a sealing sleeve made of metal, so that the sealing sleeve on the combustion chamber of the internal combustion engine facing end side has a conical first sealing region as a first sealing element, while the flange peripheral edge on the other end face of the sealing sleeve a second sealing area or a second sealing element is formed.
  • a sealing sleeve made of metal so that the sealing sleeve on the combustion chamber of the internal combustion engine facing end side has a conical first sealing region as a first sealing element, while the flange peripheral edge on the other end face of the sealing sleeve a second sealing area or a second sealing element is formed.
  • the first sealing element is formed as a conical wall portion of the sealing sleeve.
  • the wall section forms an end region of the sealing sleeve on the side of the cylinder head facing the combustion chamber.
  • a further preferred embodiment of the invention which allows a particularly simple assembly or uncritical component tolerance with respect to the dimensioning of the sealing sleeve and a good heat transfer from the injector into the cylinder head, provides that the sealing sleeve except in the region of the first sealing element with a radial distance to the injector is arranged and has a diameter such that the sealing sleeve is positionable in heat-conducting contact with the receiving opening.
  • a portion of a cylinder head 100 of an otherwise not shown internal combustion engine is shown.
  • a receiving bore 101 for receiving a fuel injector 10, in particular in the form of a common rail injector is formed.
  • the receiving bore 101 embodied as a through-bore has at least the three bore sections 102, 103 and 104 shown in the figures.
  • the three bore portions 102 to 104 are preferably each cylindrical, wherein in the transition region between the bore portion 102 and bore portion 103 a first, with respect to the longitudinal axis 11 of the fuel injector 10 by way of example vertically arranged contact surface 105, and between the two bore portions 103 and 104, a second, in relation to the longitudinal axis 11 also exemplarily vertically arranged contact surface 106 is formed.
  • the bore section 102 which has the smallest diameter of the bore sections 102 to 104, opens directly into the combustion chamber of the internal combustion engine.
  • the fuel injector 10 has a metallic injector housing 15 with at least three regions 16 to 18.
  • the first region 16 forms a nozzle tip 19 with at least one, but in practice a plurality of injection openings 21 for injecting fuel into the combustion chamber of the internal combustion engine.
  • the first region 16 is partially disposed in the first bore portion 102 and protrudes with its dome-shaped end into the combustion chamber of the internal combustion engine.
  • a nozzle needle or the like which is movable up and down in the direction of the longitudinal axis 11 of the fuel injector 10 is arranged within the injector housing 15 and closes the at least one injection opening 21 in its lowered position and in a raised position releasing the at least one injection port 21 (not shown).
  • the operation The nozzle needle or the injection valve member is also carried out in a known per se, and therefore unspecified manner, for example, by a magnetic actuator or a piezoelectric actuator.
  • the second region 17 is arranged within the two bore sections 103 and 104, while the third region 18 is arranged exclusively in the third bore section 104.
  • the injector housing 15 is arranged in operative connection with a nozzle retaining nut 22, which forces the injector housing 15 or the fuel injector 10 axially with the interposition of a metallic sealing ring 23 against the second contact surface 106 of the receiving bore 101.
  • the sealing ring 23 preferably comprises the second area 17 of the injector housing 15 with only a slight radial play and has an outer diameter which is substantially adapted to the outer diameter of the third area 18 of the injector housing 15.
  • the sealing ring 23 serves on the one hand the positioning of the fuel injector 10 in the receiving bore 101 of the cylinder head 100, and on the other hand the thermal coupling or connection of the injector 15 to the cylinder head 100.
  • the sealing ring 23 is preferably made of a good heat conducting material, for example of copper , educated.
  • a seal 25 in the form of a plastic sealing ring, for example consisting of Viton arranged.
  • the seal 25 is arranged axially between the second region 17 of the injector housing 15 and the first contact surface 105 in the receiving bore 101 with preferably only relatively little radial clearance in the receiving bore 101 and the force applied via the nozzle lock nut 22 axially in the direction of the longitudinal axis 11 of the fuel injector 10 in that a sealing of the receiving bore 101 on the side of the seal 25 facing away from the combustion chamber is made possible.
  • a radial seal between the seal 25 and the receiving bore 101 may additionally be formed.
  • the diameters between the first region 16 and the first bore portion 102 of the receiving bore 101 are matched to one another such that a first radial gap 27 is formed between the first region 16 and the first bore portion 102.
  • the diameters of the second region 17 of the injector housing 15 and of the second bore section 103 of the receiving bore 101 are matched to one another such that a second radial gap 28 is formed between the second region 17 and the second bore section 103.
  • the seal 25, in addition to its function of sealing the second radial gap 28 to the combustion chamber of the internal combustion engine out possibly the function of positioning or centering of the fuel injector 10 in the receiving bore 101st
  • the nozzle tip 19 or the first region 16 of the injector housing 15 is thermally stressed due to its proximity to the combustion chamber, that is, the first region 16 has an elevated temperature compared to the other regions 17, 18 of the injector housing 15.
  • the heat flow from the nozzle tip 19 into the region of the cylinder head 100 is shown.
  • the heat transfer from the first region 16 of the injector 15 only over the second region 17 and the third region 18 or via the nozzle lock nut 22 and the sealing ring 23 in the cylinder head 100th he follows.
  • the Indian Fig. 2 shown fuel injector 10a differs from the fuel injector 10 in that instead of a plastic seal 25, a preferably made of good heat conducting material seal 25a is used.
  • the seal 25a is exemplary, but not limiting, formed as a copper ring and also allows a direct heat transfer from the first portion 16 and the nozzle tip 19 of the injector 15 in the cylinder head 100 in a combustion chamber near area, which should be illustrated by the arrows 31.
  • the fuel injector 10b according to Fig. 3 differs from the fuel injector 10a of Fig. 2 in that the seal 25b has moved back from the combustion chamber with respect to the longitudinal axis 11 of the fuel injector 10b, ie lies closer to the sealing ring 23. This will be the one on the other hand, the position of the seal 25b can influence the heat flow through the seal (25b). Furthermore, it can be seen that the first bore portion 102a has a greater axial length than the bore portion 102 in the fuel injectors 10 and 10a. Likewise, the first region 16b of the fuel injector 10b is formed extended with respect to the fuel injectors 10 and 10a.
  • the fuel injector 10c of Fig. 4 is in principle comparable to the fuel injector 10a.
  • a (metallic) seal 25c conical in cross-section is used, which is formed on correspondingly tapered surfaces 33 and 34 on the fuel injector 10c and the injector housing 15 and the receiving bore 101, respectively.
  • the seal 25c has the advantage over the seal 25a in the fuel injector 10a the advantage of an enlarged contact surface on the fuel injector 10c or the cylinder head 100, so that a particularly good heat transfer from the fuel injector 10c on the cylinder head 100 is made possible.
  • a particularly good centering of the fuel injector 10c in the receiving bore 101 is additionally possible by the conical shape.
  • a fuel injector 10d according to the invention is shown, in which the function of the seal 25c and of the sealing ring 23 of the fuel injector 10c of the Fig. 4 be realized by a one-piece component in the form of a sealing sleeve 35.
  • the consisting of good heat conducting material sealing sleeve 35 has on the combustion chamber of the internal combustion engine facing end face a conical first sealing portion 36 as the first sealing element, while the flange-shaped peripheral edge on the other end face of the sealing sleeve 35 forms a second sealing region 37 and a second sealing element , It is also essential that the outer diameter of the sealing sleeve 35 in the region of the second bore section 103d is matched to the diameter of the bore section 103d such that the outer circumference of the sealing sleeve 35 abuts against the second bore section 103d of the receiving bore 101, so that a heat transfer from the nozzle tip 19 over the first sealing region 36 and the sealing sleeve 35 is made possible in the region of the second bore section 103d of the cylinder head 100, which should be illustrated by the arrows 38.

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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)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Description

Stand der TechnikState of the art

Die Erfindung betrifft einen Kraftstoffinjektor nach dem Oberbegriff desThe invention relates to a fuel injector according to the preamble of

Anspruchs 1.Claim 1.

Ein derartiger Kraftstoffinjektor ist aus der DE 10 2012 219654 A1 der Anmelderin bekannt. Der bekannte Kraftstoffinjektor weist auf der dem Brennraum der Brennkraftmaschine zugewandten Seite ein das Injektorgehäuse des Kraftstoffinjektors radial umgebendes Dichtelement auf, das an einer das Injektorgehäuse ebenfalls radial umgebenden Hülse zum Positionieren des Dichtelements befestigt ist. Die Hülse liegt wiederum mit einem flanschartig radial umlaufenden Rand an einer Sitzfläche einer Aufnahmebohrung des Zylinderkopfs der Brennkraftmaschine auf. Das bekannte Dichtelement dient dazu zu vermeiden, dass Kondensat in den ringförmigen, dem Brennraum abgewandten Bereich zwischen der Aufnahmebohrung und dem Kraftstoffinjektor gelangt.Such a fuel injector is from the DE 10 2012 219654 A1 the applicant known. The known fuel injector has on the side facing the combustion chamber of the internal combustion engine on a radially surrounding the injector housing of the fuel injector sealing element, which is attached to a radially surrounding the injector housing sleeve for positioning the sealing element. The sleeve is in turn with a flange radially surrounding edge on a seat surface of a receiving bore of the cylinder head of the internal combustion engine. The known sealing element is used to prevent condensate from entering the annular region facing away from the combustion chamber between the receiving bore and the fuel injector.

Aus der JP2010101255 ist ein Kraftstoffinjektor bekannt mit zwei separaten Dichtelementen.From the JP2010101255 is a fuel injector known with two separate sealing elements.

Aus der EP 1 081 374 A2 ist darüber hinaus ein Kraftstoffinjektor bekannt geworden, dessen dem Brennraum zugewandte Seite an der Außenseite des Injektorgehäuses mit einer Beschichtung versehen ist, die zumindest im brennraumnahen Endbereich des Injektorgehäuses angeordnet bzw. ausgebildet ist. Die Beschichtung kann aus unterschiedlichem Material bestehen, das entweder eine bessere oder aber eine schlechtere Wärmeleitfähigkeit aufweist als das Material des Injektorgehäuses.From the EP 1 081 374 A2 In addition, a fuel injector has become known whose combustion chamber facing side is provided on the outside of the injector with a coating which is arranged or formed at least in the combustion chamber near end portion of the injector. The coating can be made of different material, which has either a better or a poorer thermal conductivity than the material of the injector.

Aus der DE 101 25 943 A1 ist weiterhin ein Kraftstoffinjektor für Brennkraftmaschinen bekannt, bei dem der dem Brennraum zugewandte Abschnitt des Injektorgehäuses von einer Hülse umgeben ist. Die aus der genannten Schrift bekannte Hülse dient jedoch einzig und allein der Festigkeitssteigerung des Injektorgehäuses.From the DE 101 25 943 A1 Furthermore, a fuel injector for internal combustion engines is known in which the combustion chamber facing portion of the injector is surrounded by a sleeve. The sleeve known from the cited document, however, serves solely to increase the strength of the injector housing.

Die Tendenz bei Kraftstoffeinspitzsystemen geht aus Gründen der Effizienz und Schadstoffbelastung mehr und mehr zu hohen Systemdrücken. Die damit einhergehenden höheren Leistungsdichten im befeuerten als auch im gebremsten Betrieb führen dazu, dass der dem Brennraum der Brennkraftmaschine zugewandte Endbereich des Kraftstoffinjektors thermisch stärker belastet wird. In diesem Endbereich ist an der Innenseite des Injektorgehäuses der für die Funktion wichtige Sitzbereich zwischen dem Düsenkörper und der Düsennadel angeordnet. Die Tendenz zu den angesprochenen höheren Systemdrücken und damit höheren Temperaturen im Endbereich des Kraftstoffinjektors führt tendenziell zu einer zunehmenden thermisch-mechanischen Belastung des Kraftstoffinjektors im Endbereich. Wünschenswert sind daher Maßnahmen, die die Temperatursteigerung im Injektorendbereich (gemeint ist hierbei der Bereich, der auf der dem Brennraum der Brennkraftmaschine zugewandten Seite angeordnet ist) begrenzt bzw. ein möglichst guter Wärmeübergang von dem Injektorendbereich auf den Zylinderblock ermöglicht wird. Hierzu ist es auch wichtig zu wissen, dass der in der Aufnahmebohrung des Zylinderkopfs angeordnete, dem Brennraum der Brennkraftmaschine zugewandte Bereich des Kraftstoffinjektors mit radialem Abstand in der Aufnahmebohrung angeordnet ist, so dass eine Wärmeübertragung durch eine direkte Anlage dieses Bereichs üblicherweise nicht möglich ist. Der Wärmefluss findet daher bei den aus dem Stand der Technik bekannten Kraftstoffinjektoren von dem Injektorendbereich über einen Teilbereich der Länge des Injektorgehäuses bis in den Sitz- bzw. Auflagebereich im stufenbohrungsförmigen Abschnitt der Aufnahmebohrung statt, wo der Kraftstoffinjektor axial, üblicherweise unter Zwischenlage eines metallischen Dichtelements, mit dem Zylinderkopf verspannt ist.The tendency of Kraftstoffeinspitzsystemen is for reasons of efficiency and pollution more and more to high system pressures. The associated higher power densities in the fired as well as in the braked operation lead to the combustion chamber of the engine facing end portion of the fuel injector is thermally stressed more. In this end region of the important for the function seat between the nozzle body and the nozzle needle is arranged on the inside of the injector. The tendency to the mentioned higher system pressures and thus higher temperatures in the end region of the fuel injector tends to lead to an increasing thermal-mechanical load of the fuel injector in the end region. It is therefore desirable to have measures which limit the increase in temperature in the injector end region (meaning in this case the region which is arranged on the side facing the combustion chamber of the internal combustion engine) or allow the best possible heat transfer from the injector end region to the cylinder block. For this purpose, it is also important to know that arranged in the receiving bore of the cylinder head, the combustion chamber of the internal combustion engine facing the fuel injector is arranged at a radial distance in the receiving bore, so that a heat transfer by a direct investment of this area is usually not possible. The heat flow therefore takes place in the known from the prior art fuel injectors from the Injektorendbereich over a portion of the length of the injector to the seat or support area in the stepped bore-shaped portion of the receiving bore, where the fuel injector axially, usually with the interposition of a metallic sealing element, is braced with the cylinder head.

Offenbarung der ErfindungDisclosure of the invention

Ausgehend von dem dargestellten Stand der Technik liegt der Erfindung die Aufgabe zugrunde, einen Kraftstoffinjektor nach dem Oberbegriff des Anspruchs 1 derart weiterzubilden, dass eine verringerte Temperaturbelastung des dem Brennraum zugewandten Injektorendbereichs ermöglicht wird. Diese Aufgabe wird erfindungsgemäß bei einem Kraftstoffinjektor mit den Merkmalen des Anspruchs 1 dadurch gelöst, dass ein dem Brennraum zugewandtes erstes Dichtelement axial zwischen dem Injektorgehäuse und einer zweiten Anlagefläche der Aufnahmeöffnung spannbar ist und dazu ausgebildet ist, den ringförmigen Bereich zwischen dem Injektorgehäuse und der Aufnahmebohrung auf der dem ersten Bereich des Injektorgehäuses abgewandten Seite des ersten Dichtelements abzudichten. Eine derartige Ausbildung ermöglicht in der allgemeinsten Form der Erfindung eine thermische Abschattung des ringförmigen Bereichs zwischen dem Injektorgehäuse und der Aufnahmebohrung im Zylinderkopf auf der dem Brennraum abgewandten Seite des ersten Dichtelements. Dadurch wird verhindert, dass die im Brennraum entstehenden Verbrennungsgase mit ihren relativ hohen Temperaturen in axialer Richtung bis in den Sitzbereich des Kraftstoffinjektors in der Aufnahmebohrung gelangen. Dadurch wird wiederum die thermische Belastung des für die Wärmeleitung zum zweiten Dichtelement maßgeblichen Bereichs des Injektorgehäuses reduziert, wodurch eine verbesserte Wärmeableitung des dem Brennraum zugewandten, insbesondere kuppenförmigen Endbereichs des Injektorgehäuses zur ersten Sitzfläche der Aufnahmeöffnung ermöglicht wird. Diese Abdichtung wird über die zweite Sitzfläche der Aufnahmeöffnung ermöglicht, die in der Einbauposition des Kraftstoffinjektors im direkten Anlagekontakt zum ersten Dichtelement angeordnet ist und somit den ringförmigen Bereich oberhalb des ersten Dichtelements abdichtet. Außerdem sind die beiden Dichtelemente an einem Bauteil in Form einer aus Metall bestehenden Dichthülse ausgebildet, sodass die Dichthülse auf der dem Brennraum der Brennkraftmaschine zugewandten Stirnseite einen konisch ausgebildeten ersten Dichtbereich als erstes Dichtelement aufweist, während der flanschförmig umlaufende Rand an der anderen Stirnseite der Dichthülse einen zweiten Dichtbereich bzw. ein zweites Dichtelement ausbildet. Eine derartige Ausbildung ermöglicht eine besonders einfache und sichere Montage des Kraftstoffinjektors.Based on the illustrated prior art, the invention has the object, a fuel injector according to the preamble of claim 1 such that a reduced temperature load of the combustion chamber facing Injektorendbereichs is made possible. This object is achieved with a fuel injector with the features of Claim 1 achieved in that a combustion chamber facing the first sealing member axially between the injector and a second bearing surface of the receiving opening is tensioned and adapted to the annular region between the injector and the receiving bore on the first region of the injector facing away from the first sealing element seal. Such a design allows in the most general form of the invention, a thermal shading of the annular region between the injector and the receiving bore in the cylinder head on the side facing away from the combustion chamber of the first sealing element. This prevents that the resulting combustion gases in the combustion chamber with their relatively high temperatures in the axial direction reach into the seating area of the fuel injector in the receiving bore. This in turn reduces the thermal load on the area of the injector housing which is decisive for the heat conduction to the second sealing element, thereby enabling improved heat dissipation of the combustion chamber facing, in particular dome-shaped end region of the injector housing to the first seat surface of the receiving opening. This sealing is made possible via the second seat surface of the receiving opening, which is arranged in the installation position of the fuel injector in direct contact with the first sealing element and thus seals the annular area above the first sealing element. In addition, the two sealing elements are formed on a component in the form of a sealing sleeve made of metal, so that the sealing sleeve on the combustion chamber of the internal combustion engine facing end side has a conical first sealing region as a first sealing element, while the flange peripheral edge on the other end face of the sealing sleeve a second sealing area or a second sealing element is formed. Such a design allows a particularly simple and secure installation of the fuel injector.

Vorteilhafte Weiterbildungen des erfindungsgemäßen Kraftstoffinjektors sind in den Unteransprüchen aufgeführt.Advantageous developments of the fuel injector according to the invention are listed in the subclaims.

Bei der Ausbildung der beiden Dichtelemente in Form einer Dichthülse ist es in konstruktiv bevorzugter Ausgestaltung vorgesehen, dass das erste Dichtelement als konisch ausgebildeter Wandabschnitt der Dichthülse ausgebildet ist. Eine derartige Ausbildung ermöglicht eine großflächige Abdichtung des oberhalb des ersten Dichtelements ausgebildeten ringförmigen Raums zwischen der Dichthülse und der Aufnahmeöffnung im Zylinderkopf. Insbesondere ist es vorgesehen, dass der Wandabschnitt auf der dem Brennraum zugewandten Seite des Zylinderkopfs einen Endbereich der Dichthülse ausbildet.In the design of the two sealing elements in the form of a sealing sleeve, it is provided in a structurally preferred embodiment, that the first sealing element is formed as a conical wall portion of the sealing sleeve. Such a design allows a large-area sealing of the above the first sealing element formed annular space between the Sealing sleeve and the receiving opening in the cylinder head. In particular, it is provided that the wall section forms an end region of the sealing sleeve on the side of the cylinder head facing the combustion chamber.

Eine weitere bevorzugte Ausgestaltung der Erfindung, die eine besonders einfache Montage bzw. unkritische Bauteiletolerierung hinsichtlich der Dimensionierung der Dichthülse sowie eine gute Wärmeübertragung vom Injektorgehäuse in den Zylinderkopf ermöglicht, sieht vor, dass die Dichthülse mit Ausnahme im Bereich des ersten Dichtelements mit radialem Abstand zum Injektorgehäuse angeordnet ist und einen derartigen Durchmesser aufweist, dass die Dichthülse in wärmeleitendem Kontakt zur Aufnahmeöffnung positionierbar ist.A further preferred embodiment of the invention, which allows a particularly simple assembly or uncritical component tolerance with respect to the dimensioning of the sealing sleeve and a good heat transfer from the injector into the cylinder head, provides that the sealing sleeve except in the region of the first sealing element with a radial distance to the injector is arranged and has a diameter such that the sealing sleeve is positionable in heat-conducting contact with the receiving opening.

Weitere Vorteile, Merkmale und Einzelheiten der Erfindung ergeben sich aus der nachfolgenden Beschreibung bevorzugter Ausführungsbeispiele sowie anhand der Zeichnung.Further advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the drawing.

Diese zeigt in:

Fig. 1 und Fig. 2
einen einem Brennraum einer Brennkraftmaschine zugewandten Endbereich eines nicht erfindungsgemäßen Kraftstoffinjektors unter Verwendung unterschiedlicher erster Dichtelemente, jeweils im Längsschnitt,
Fig. 3
ein gegenüber Fig. 2 abgewandeltes Ausführungsbeispiel, bei dem das erste Dichtelement zum Brennraum einen größeren axialen Abstand aufweist,
Fig. 4
ein Ausführungsbeispiel unter Verwendung eines einen konischen Querschnitt aufweisenden ersten Dichtelements im Längsschnitt und
Fig. 5
einen einem Brennraum einer Brennkraftmaschine zugewandten Endbereich eines erfindungsgemäßen Kraftstoffinjektors, bei dem die beiden Dichtelemente an einer Dichthülse ausgebildet bzw. angeordnet sind, ebenfalls im Längsschnitt.
This shows in:
Fig. 1 and Fig. 2
a combustion chamber of an internal combustion engine facing end portion of a non-inventive fuel injector using different first sealing elements, each in longitudinal section,
Fig. 3
one opposite Fig. 2 modified embodiment in which the first sealing element to the combustion chamber has a greater axial distance,
Fig. 4
an embodiment using a conical cross-section having first sealing element in longitudinal section and
Fig. 5
a combustion chamber of an internal combustion engine facing end portion of a fuel injector according to the invention, in which the two sealing elements are formed or arranged on a sealing sleeve, also in longitudinal section.

Gleiche Elemente bzw. Elemente mit gleicher Funktion sind in den Figuren mit den gleichen Bezugsziffern versehen.
In den Figuren ist ein Teilbereich eines Zylinderkopfs 100 einer im Übrigen nicht dargestellten Brennkraftmaschine gezeigt. In dem Zylinderkopf 100 ist eine Aufnahmebohrung 101 zur Aufnahme eines Kraftstoffinjektors 10, insbesondere in Form eines Common-Rail-Injektors, ausgebildet. Die als Durchgangsbohrung ausgebildete Aufnahmebohrung 101 weist zumindest die drei, in den Figuren dargestellten Bohrungsabschnitte 102, 103 und 104 auf. Die drei Bohrungsabschnitte 102 bis 104 sind vorzugsweise jeweils zylindrisch ausgebildet, wobei im Übergangsbereich zwischen dem Bohrungsabschnitt 102 und Bohrungsabschnitt 103 eine erste, in Bezug zur Längsachse 11 des Kraftstoffinjektors 10 beispielhaft senkrecht angeordnete Anlagefläche 105, und zwischen den beiden Bohrungsabschnitten 103 und 104 eine zweite, in Bezug zur Längsachse 11 ebenfalls beispielhaft senkrecht angeordnete Anlagefläche 106 ausgebildet ist. Der Bohrungsabschnitt 102, der den geringsten Durchmesser der Bohrungsabschnitte 102 bis 104 aufweist, mündet unmittelbar in den Brennraum der Brennkraftmaschine.The same elements or elements with the same function are provided in the figures with the same reference numerals.
In the figures, a portion of a cylinder head 100 of an otherwise not shown internal combustion engine is shown. In the cylinder head 100 is a receiving bore 101 for receiving a fuel injector 10, in particular in the form of a common rail injector is formed. The receiving bore 101 embodied as a through-bore has at least the three bore sections 102, 103 and 104 shown in the figures. The three bore portions 102 to 104 are preferably each cylindrical, wherein in the transition region between the bore portion 102 and bore portion 103 a first, with respect to the longitudinal axis 11 of the fuel injector 10 by way of example vertically arranged contact surface 105, and between the two bore portions 103 and 104, a second, in relation to the longitudinal axis 11 also exemplarily vertically arranged contact surface 106 is formed. The bore section 102, which has the smallest diameter of the bore sections 102 to 104, opens directly into the combustion chamber of the internal combustion engine.

Der Kraftstoffinjektor 10 weist ein metallisches Injektorgehäuse 15 mit wenigstens drei Bereichen 16 bis 18 auf. Der erste Bereich 16 bildet eine Düsenkuppe 19 mit wenigstens einer, in der Praxis jedoch mehreren Einspritzöffnungen 21 zum Einspritzen von Kraftstoff in den Brennraum der Brennkraftmaschine aus. Der erste Bereich 16 ist teilweise im ersten Bohrungsabschnitt 102 angeordnet und ragt mit seinem kuppenförmigen Ende in den Brennraum der Brennkraftmaschine hinein. Zum Einspritzen des Kraftstoffs in den Brennraum der Brennkraftmaschine ist innerhalb des Injektorgehäuses 15 in an sich bekannter Art und Weise eine in Richtung der Längsachse 11 des Kraftstoffinjektors 10 auf- und abbewegliche Düsennadel oder ähnliches angeordnet, die in ihrer abgesenkten Position die wenigstens eine Einspritzöffnung 21 verschließt und in einer angehobenen Position die wenigstens eine Einspritzöffnung 21 freigibt (nicht dargestellt). Die Betätigung der Düsennadel bzw. des Einspritzventilsglieds erfolgt ebenfalls auf an sich bekannte, und daher nicht näher beschriebene Art und Weise beispielsweise durch einen magnetischen Aktuator oder einen Piezoaktor.The fuel injector 10 has a metallic injector housing 15 with at least three regions 16 to 18. The first region 16 forms a nozzle tip 19 with at least one, but in practice a plurality of injection openings 21 for injecting fuel into the combustion chamber of the internal combustion engine. The first region 16 is partially disposed in the first bore portion 102 and protrudes with its dome-shaped end into the combustion chamber of the internal combustion engine. For injecting the fuel into the combustion chamber of the internal combustion engine, a nozzle needle or the like which is movable up and down in the direction of the longitudinal axis 11 of the fuel injector 10 is arranged within the injector housing 15 and closes the at least one injection opening 21 in its lowered position and in a raised position releasing the at least one injection port 21 (not shown). The operation The nozzle needle or the injection valve member is also carried out in a known per se, and therefore unspecified manner, for example, by a magnetic actuator or a piezoelectric actuator.

Der zweite Bereich 17 ist innerhalb der beiden Bohrungsabschnitte 103 und 104 angeordnet, während der dritte Bereich 18 ausschließlich im dritten Bohrungsabschnitt 104 angeordnet ist.The second region 17 is arranged within the two bore sections 103 and 104, while the third region 18 is arranged exclusively in the third bore section 104.

Das Injektorgehäuse 15 ist in Wirkverbindung mit einer Düsenspannmutter 22 angeordnet, die das Injektorgehäuse 15 bzw. den Kraftstoffinjektor 10 unter Zwischenlage eines metallischen Dichtrings 23 axial gegen die zweite Anlagefläche 106 der Aufnahmebohrung 101 kraftbeaufschlagt. Der Dichtring 23 umfasst den zweiten Bereich 17 des Injektorgehäuses 15 vorzugsweise mit lediglich geringem radialen Spiel und weist einen Außendurchmesser auf, der im Wesentlichen dem Außendurchmesser des dritten Bereichs 18 des Injektorgehäuses 15 angepasst ist. Der Dichtring 23 dient einerseits der Positionierung des Kraftstoffinjektors 10 in der Aufnahmebohrung 101 des Zylinderkopfs 100, und andererseits der thermischen Kopplung bzw. Anbindung des Injektorgehäuses 15 an den Zylinderkopf 100. Hierzu ist der Dichtring 23 bevorzugt aus einem gut wärmeleitenden Material, zum Beispiel aus Kupfer, ausgebildet.The injector housing 15 is arranged in operative connection with a nozzle retaining nut 22, which forces the injector housing 15 or the fuel injector 10 axially with the interposition of a metallic sealing ring 23 against the second contact surface 106 of the receiving bore 101. The sealing ring 23 preferably comprises the second area 17 of the injector housing 15 with only a slight radial play and has an outer diameter which is substantially adapted to the outer diameter of the third area 18 of the injector housing 15. The sealing ring 23 serves on the one hand the positioning of the fuel injector 10 in the receiving bore 101 of the cylinder head 100, and on the other hand the thermal coupling or connection of the injector 15 to the cylinder head 100. For this purpose, the sealing ring 23 is preferably made of a good heat conducting material, for example of copper , educated.

Im Übergangsbereich zwischen den beiden Bereichen 16 und 17 des Injektorgehäuses 15 ist eine Dichtung 25 in Form eines Kunststoffdichtrings, z.B. aus Viton bestehend, angeordnet. Die Dichtung 25 ist axial zwischen dem zweiten Bereich 17 des Injektorgehäuses 15 und der ersten Anlagefläche 105 in der Aufnahmebohrung 101 mit vorzugsweise lediglich relativ geringem radialen Spiel in der Aufnahmebohrung 101 angeordnet und über die Düsenspannmutter 22 derart axial in Richtung der Längsachse 11 des Kraftstoffinjektors 10 kraftbeaufschlagt, dass eine Abdichtung der Aufnahmebohrung 101 auf der dem Brennraum abgewandten Seite der Dichtung 25 ermöglicht wird. Beim axialen Verspannen der Dichtung 25 weitet diese sich auch radial auf, so dass in Abhängigkeit von der Durchmesser der Dichtung 25 und der Aufnahmebohrung 101 zusätzlich ggf. eine radiale Abdichtung zwischen der Dichtung 25 und der Aufnahmebohrung 101 ausgebildet sein kann. Die Durchmesser zwischen dem ersten Bereich 16 und dem ersten Bohrungsabschnitt 102 der Aufnahmebohrung 101 sind derart aufeinander abgestimmt, dass zwischen dem ersten Bereich 16 und dem ersten Bohrungsabschnitt 102 ein erster Radialspalt 27 ausgebildet ist. Weiterhin sind die Durchmesser des zweiten Bereichs 17 des Injektorgehäuses 15 und des zweiten Bohrungsabschnitts 103 der Aufnahmebohrung 101 derart aufeinander abgestimmt, dass zwischen dem zweiten Bereich 17 und dem zweiten Bohrungsabschnitt 103 ein zweiter Radialspalt 28 ausgebildet ist.In the transition region between the two areas 16 and 17 of the injector 15 is a seal 25 in the form of a plastic sealing ring, for example consisting of Viton arranged. The seal 25 is arranged axially between the second region 17 of the injector housing 15 and the first contact surface 105 in the receiving bore 101 with preferably only relatively little radial clearance in the receiving bore 101 and the force applied via the nozzle lock nut 22 axially in the direction of the longitudinal axis 11 of the fuel injector 10 in that a sealing of the receiving bore 101 on the side of the seal 25 facing away from the combustion chamber is made possible. During axial clamping of the seal 25, this also widens radially, so that, depending on the diameter of the seal 25 and the receiving bore 101, a radial seal between the seal 25 and the receiving bore 101 may additionally be formed. The diameters between the first region 16 and the first bore portion 102 of the receiving bore 101 are matched to one another such that a first radial gap 27 is formed between the first region 16 and the first bore portion 102. Furthermore, the diameters of the second region 17 of the injector housing 15 and of the second bore section 103 of the receiving bore 101 are matched to one another such that a second radial gap 28 is formed between the second region 17 and the second bore section 103.

Die Dichtung 25 hat neben ihrer Funktion der Abdichtung des zweiten Radialspalts 28 zum Brennraum der Brennkraftmaschine hin ggf. die Funktion der Positionierung bzw. Zentrierung des Kraftstoffinjektors 10 in der Aufnahmebohrung 101.The seal 25, in addition to its function of sealing the second radial gap 28 to the combustion chamber of the internal combustion engine out possibly the function of positioning or centering of the fuel injector 10 in the receiving bore 101st

Beim Betrieb des Kraftstoffinjektors 10 wird insbesondere die Düsenkuppe 19 bzw. der erste Bereich 16 des Injektorgehäuses 15 aufgrund seiner Nähe zum Brennraum thermisch stark beansprucht, d.h., dass der erste Bereich 16 gegenüber den anderen Bereichen 17, 18 des Injektorgehäuses 15 eine erhöhte Temperatur aufweist. Durch die Pfeile 29 und 30 ist der Wärmefluss von der Düsenkuppe 19 in den Bereich des Zylinderkopfs 100 dargestellt. Insbesondere erkennt man, dass, verursacht durch die beiden Radialspalte 27 und 28, der Wärmeübergang von dem ersten Bereich 16 des Injektorgehäuses 15 lediglich über den zweiten Bereich 17 und den dritten Bereich 18 bzw. über die Düsenspannmutter 22 und den Dichtring 23 in den Zylinderkopf 100 erfolgt.In particular, during operation of the fuel injector 10, the nozzle tip 19 or the first region 16 of the injector housing 15 is thermally stressed due to its proximity to the combustion chamber, that is, the first region 16 has an elevated temperature compared to the other regions 17, 18 of the injector housing 15. By the arrows 29 and 30, the heat flow from the nozzle tip 19 into the region of the cylinder head 100 is shown. In particular, it can be seen that, caused by the two radial gaps 27 and 28, the heat transfer from the first region 16 of the injector 15 only over the second region 17 and the third region 18 or via the nozzle lock nut 22 and the sealing ring 23 in the cylinder head 100th he follows.

Der in der Fig. 2 dargestellte Kraftstoffinjektor 10a unterscheidet sich von dem Kraftstoffinjektor 10 dadurch, dass anstelle einer aus Kunststoff bestehenden Dichtung 25 eine vorzugsweise aus gut wärmeleitendem Material bestehende Dichtung 25a verwendet wird. Die Dichtung 25a ist beispielhaft, jedoch nicht einschränkend, als Kupferring ausgebildet und ermöglicht zusätzlich einen direkten Wärmeübergang von dem ersten Bereich 16 bzw. der Düsenkuppe 19 des Injektorgehäuses 15 in den Zylinderkopf 100 in einem brennraumnahen Bereich, was durch die Pfeile 31 verdeutlicht sein soll.The Indian Fig. 2 shown fuel injector 10a differs from the fuel injector 10 in that instead of a plastic seal 25, a preferably made of good heat conducting material seal 25a is used. The seal 25a is exemplary, but not limiting, formed as a copper ring and also allows a direct heat transfer from the first portion 16 and the nozzle tip 19 of the injector 15 in the cylinder head 100 in a combustion chamber near area, which should be illustrated by the arrows 31.

Der Kraftstoffinjektor 10b gemäß der Fig. 3 unterscheidet sich von dem Kraftstoffinjektor 10a der Fig. 2 dadurch, dass die Dichtung 25b in Bezug auf die Längsachse 11 des Kraftstoffinjektors 10b von dem Brennraum zurückgerückt ist, d.h. näher in Richtung zum Dichtring 23 liegt. Dadurch wird zum einen tendenziell die thermische Belastung der Dichtung 25b reduziert, zum andern kann über die Position der Dichtung 25b der Wärmefluss durch die Dichtung (25b) beeinflusst bzw. abgestimmt werden. Weiterhin erkennt man, dass der erste Bohrungsabschnitt 102a eine größere axiale Länge aufweist als der Bohrungsabschnitt 102 bei den Kraftstoffinjektoren 10 und 10a. Ebenso ist der erste Bereich 16b des Kraftstoffinjektors 10b gegenüber den Kraftstoffinjektoren 10 und 10a verlängert ausgebildet.The fuel injector 10b according to Fig. 3 differs from the fuel injector 10a of Fig. 2 in that the seal 25b has moved back from the combustion chamber with respect to the longitudinal axis 11 of the fuel injector 10b, ie lies closer to the sealing ring 23. This will be the one on the other hand, the position of the seal 25b can influence the heat flow through the seal (25b). Furthermore, it can be seen that the first bore portion 102a has a greater axial length than the bore portion 102 in the fuel injectors 10 and 10a. Likewise, the first region 16b of the fuel injector 10b is formed extended with respect to the fuel injectors 10 and 10a.

Der Kraftstoffinjektor 10c der Fig. 4 ist prinzipiell mit dem Kraftstoffinjektor 10a vergleichbar. Anstelle einer flachen Dichtung 25a findet jedoch eine im Querschnitt konisch ausgebildete (metallische) Dichtung 25c Verwendung, die an entsprechend konisch bzw. schräg ausgebildeten Flächen 33 bzw. 34 am Kraftstoffinjektor 10c bzw. dem Injektorgehäuse 15 und der Aufnahmebohrung 101 ausgebildet sind. Die Dichtung 25c weist gegenüber der Dichtung 25a bei dem Kraftstoffinjektor 10a den Vorteil einer vergrößerten Anlagefläche an dem Kraftstoffinjektor 10c bzw. dem Zylinderkopf 100 auf, so dass ein besonders guter Wärmeübergang von dem Kraftstoffinjektor 10c auf dem Zylinderkopf 100 ermöglicht wird. Darüber hinaus ist durch die konische Form zusätzlich eine besonders gute Zentrierung des Kraftstoffinjektors 10c in der Aufnahmebohrung 101 möglich.The fuel injector 10c of Fig. 4 is in principle comparable to the fuel injector 10a. Instead of a flat seal 25a, however, a (metallic) seal 25c conical in cross-section is used, which is formed on correspondingly tapered surfaces 33 and 34 on the fuel injector 10c and the injector housing 15 and the receiving bore 101, respectively. The seal 25c has the advantage over the seal 25a in the fuel injector 10a the advantage of an enlarged contact surface on the fuel injector 10c or the cylinder head 100, so that a particularly good heat transfer from the fuel injector 10c on the cylinder head 100 is made possible. In addition, a particularly good centering of the fuel injector 10c in the receiving bore 101 is additionally possible by the conical shape.

In der Fig. 5 ist ein erfindungsgemäßer Kraftstoffinjektor 10d dargestellt, bei dem die Funktion der Dichtung 25c sowie des Dichtrings 23 des Kraftstoffinjektors 10c der Fig. 4 durch ein einteiliges Bauteil in Form einer Dichthülse 35 realisiert werden. Die aus gut wärmeleitendem Material bestehende Dichthülse 35 weist auf der dem Brennraum der Brennkraftmaschine zugewandten Stirnseite einen konisch ausgebildeten ersten Dichtbereich 36 als erstes Dichtelement auf, während der flanschförmig umlaufende Rand an der anderen Stirnseite der Dichthülse 35 einen zweiten Dichtbereich 37 bzw. ein zweites Dichtelement ausbildet. Wesentlich ist noch, dass der Außendurchmesser der Dichthülse 35 im Bereich des zweiten Bohrungsabschnitts 103d derart auf den Durchmesser des Bohrungsabschnitts 103d abgestimmt ist, dass der Außenumfang der Dichthülse 35 an dem zweiten Bohrungsabschnitt 103d der Aufnahmebohrung 101 anliegt, so dass ein Wärmeübergang von der Düsenkuppe 19 über den ersten Dichtbereich 36 und
die Dichthülse 35 in den Bereich des zweiten Bohrungsabschnitts 103d des Zylinderkopfs 100 ermöglicht wird, was durch die Pfeile 38 verdeutlicht sein soll.In the Fig. 5 a fuel injector 10d according to the invention is shown, in which the function of the seal 25c and of the sealing ring 23 of the fuel injector 10c of the Fig. 4 be realized by a one-piece component in the form of a sealing sleeve 35. The consisting of good heat conducting material sealing sleeve 35 has on the combustion chamber of the internal combustion engine facing end face a conical first sealing portion 36 as the first sealing element, while the flange-shaped peripheral edge on the other end face of the sealing sleeve 35 forms a second sealing region 37 and a second sealing element , It is also essential that the outer diameter of the sealing sleeve 35 in the region of the second bore section 103d is matched to the diameter of the bore section 103d such that the outer circumference of the sealing sleeve 35 abuts against the second bore section 103d of the receiving bore 101, so that a heat transfer from the nozzle tip 19 over the first sealing region 36 and
the sealing sleeve 35 is made possible in the region of the second bore section 103d of the cylinder head 100, which should be illustrated by the arrows 38.

Claims (4)

  1. Fuel injector (10d), in particular common-rail injector, having an injector housing (15) which is insertable into a receiving opening (101) of a cylinder head (100) of an internal combustion engine and which, in the installed position, has a first region (16) facing towards a combustion chamber of the internal combustion engine, which first region is adjoined, on the side averted from the combustion chamber, by at least one second region (17, 18) of enlarged diameter, wherein the first region (16) is composed of metal and is radially surrounded, on the side facing towards the combustion chamber, by a first sealing element (36) which is insertable into the ring-shaped space between the first region (16) of the injector housing (15) and the receiving opening (101) in the region of a first bore section (103d) of the receiving bore (101), and having a second sealing element (37) which, on the side averted from the combustion chamber, can be clamped axially between the injector housing (15) and an abutment surface (106) of the receiving opening (101) for the injector housing (15), wherein the first sealing element (36) can be clamped axially between the injector housing (15) and a second abutment surface (105) of the receiving opening (101) and is designed to seal off the ring-shaped region between the injector housing (15) and the receiving bore (101) on that side of the first sealing element (36) which is averted from the first region (16),
    characterized
    in that the two sealing elements (36, 37) are formed on one component in the form of a sealing sleeve (35) composed of metal, such that the sealing sleeve (35), on the face side facing towards the combustion chamber of the internal combustion engine, has a conically formed first sealing region (36) as a first sealing element, whereas the flange-like encircling rim at the other face side of the sealing sleeve (35) forms a second sealing region (37) or a second sealing element.
  2. Fuel injector according to Claim 1,
    characterized
    in that the first sealing element (36) is in the form of a conically formed wall section of the sealing sleeve (35).
  3. Fuel injector according to Claim 2,
    characterized
    in that the wall section of the sealing sleeve (35) forms, on the side facing towards the combustion chamber, an end region of the sealing sleeve (35).
  4. Fuel injector according to Claims 1, 2 or 3,
    characterized
    in that the sealing sleeve (35), other than in the region of the first sealing element (36), is arranged with a radial spacing to the injector housing (15) and has a diameter such that the sealing sleeve (35) can be positioned in thermally conductive contact with the receiving opening (101).
EP14731623.6A 2013-06-26 2014-06-18 Fuel injector Not-in-force EP3014105B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013212321.3A DE102013212321A1 (en) 2013-06-26 2013-06-26 fuel injector
PCT/EP2014/062889 WO2014206850A1 (en) 2013-06-26 2014-06-18 Fuel injector

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EP3014105A1 EP3014105A1 (en) 2016-05-04
EP3014105B1 true EP3014105B1 (en) 2017-08-09

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EP (1) EP3014105B1 (en)
JP (1) JP2016520765A (en)
CN (1) CN105339648A (en)
BR (1) BR112015032184A2 (en)
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ES (1) ES2646549T3 (en)
RU (1) RU2016102193A (en)
WO (1) WO2014206850A1 (en)

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DE102015225055A1 (en) * 2015-12-14 2017-06-14 Robert Bosch Gmbh fuel injector

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DE102018217768A1 (en) 2018-10-17 2020-04-23 Robert Bosch Gmbh Injector arrangement
US11536234B2 (en) 2018-10-17 2022-12-27 Robert Bosch Gmbh Injector arrangement

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EP3014105A1 (en) 2016-05-04
DE102013212321A1 (en) 2014-12-31
JP2016520765A (en) 2016-07-14
ES2646549T3 (en) 2017-12-14
WO2014206850A1 (en) 2014-12-31
RU2016102193A3 (en) 2018-05-15
RU2016102193A (en) 2017-07-31
CN105339648A (en) 2016-02-17
BR112015032184A2 (en) 2017-07-25

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