Robert Boschgmbh

Guenter Wolff

Norbert Alaze

Martin Scheffel

Juergen Gruber

Hubert Stier

Wolf-Dieter Jonner

Dirk Hofmann

Gerhard Wetzel

Klaus Mueller

Michael Friedow

Wilhelm Dworak

Andreas Klug

Guenter Kaes

Harald Ott

Karl-Heinz Muller

Werner Brehm

Friedrich Megerle

Ralf Kromer

Johann Bayer

Martin Oehler

Siegfried Mayer

Klaus Schmidt

Wilhelm Reinhardt

Rainer Heinsohn

Axel Bormann

Juergen Breitenbacher

Werner Wilde

Michael Tischer

Claus Jons

Peter Zeiner

Wolfgang Talmon

Ulrich Fischer

Juergen Zechmann

Hermann Kaess

Sebastian Wieschollek

Martin Fader

Dietrich Schuldt

Manfred Rasper

Helga Goller

Stefan Nuesslein

Michael Kollers

Reinhard Brendel

Bernd Strauss

A fuel injection device includes a rail having at least one outflow opening, at least one injector situated on the rail, a connecting piece situated on the injector, and a flange element for fastening the injector on the rail. The flange element includes a central opening through which the connecting piece is guided. A metal-metal sealing is provided between the connecting piece and the rail. The connecting piece is designed in one piece with an undercut, and the flange element engages with the undercut of the connecting piece. The connecting piece presses against the rail in a sealing manner.

Fuel injector having an improved high-pressure connection

A fuel injector which includes an actuator having an electrical contact element, a plug, a fuel supply pipe, and an injection-molded housing part. The plug has a base body, an electrical connection element for an electrical connection with the electrical contact element of the actuator, and a rib which projects from the base body, the injection-molded housing part surrounding the electrical connection element of the plug and being injection-molded on the rib of the plug and the fuel supply pipe.

Fuel injector having a reduced number of components

A device is described for metering fuel in internal combustion engines is provided, which includes a fuel distributor provided with a flow channel and at least one discharge orifice connected thereto, a valve which is connected to the fuel distributor for metering the fuel and has a pipe connection that is able to be attached to the discharge orifice, and connection means, which connects the fuel distributor and the valve to each other in the attachment region of the pipe connection and the discharge orifice in a pressure-tight manner.

Device for metering fuel

A fuel injector, in particular for the direct injection of fuel into the combustion chamber of a mixture-compressing, spark-ignited internal combustion engine, includes a functional part, which has at least one nozzle body, parts of an actuator, an axially movable valve closing body, which forms a sealing seat together with a valve seat surface, as well as a hydraulic extension part, which is fixedly and tightly connected to the functional part. The extension part is an interface between a connection-side inlet stub and the functional part. At least one of the frontal contact surfaces of inlet stub, functional part, and extension part, with which these components press against one another and are fixedly connected, is designed to be convexly curved.

Fuel injector

A sensor is used to sense a property relating to each one of a plurality of different elevational locations within a vertical plane that is normal to a length of an aircraft. The vertical plane passes through the doorway of the aircraft, and at least some of the plurality of different elevational locations are disposed outside a known surface boundary of the aircraft. A variation in the sensed property between two elevational locations is detected, the variation indicative of an elevational position of the known surface boundary. An elevational position of the doorway of the aircraft is determined based upon a known relationship between the known surface boundary and the doorway, and based upon the indicated elevational position of the known surface boundary. The determined elevational position of the doorway is used to guide an aircraft engaging portion of the movable bridge into elevational alignment with the said doorway.

An actuating unit () for a wheel brake () of a motor vehicle has a hydraulic pump () that can be driven at variable speeds by an electric motor (). In addition, a cylinder-piston unit () is provided, with a piston () and with cylinder chambers () disposed on both sides of the piston. By means of the cylinder-piston unit (), a brake lining () can be pressed against and lifted away from a friction element () connected to a vehicle wheel. A 4/3-port directional-control valve () is provided between the pump () and the cylinder-piston unit () and is used to modulate the pressure in the cylinder-piston unit. The actuating unit () is associated with a control unit (), which can process an electric brake request signal and can control the electric motor () and the valve ().

Control unit for a wheel brake of a motor vehicle

A valve assembly, in particular for a hydraulic vehicle brake system with traction control, having at least one, preferably electromagnetically actuatable valve, which receives valve components in a valve housing and is retained by fastening means by nonpositive and/or positive engagement in a receiving bore of a valve block. The valve block, at least in the region of the receiving bore, comprises thermoplastic, and the fastening means have at least one retracted region on the radially outer circumference of the valve housing or of a valve holder that retains the valve housing in the receiving bore, into which region plastic rendered molten by heating and ensuing insertion of the valve and/or of the valve holder into the receiving bore can flow, and after cooling of the thermally deformed plastic a positive-engagement connection can develop between the valve housing and the receiving bore or the valve holder and the receiving bore.

Valve arrangement, especially for a slip-controlled hydraulic vehicle braking system

An actuating unit for a wheel brake of a motor vehicle has a hydraulic pump drivable with variable speed by an electric motor, as well as an element, adjusting the return flow of pressurized media to the pump, which is arranged between the delivery side and the intake side of the pump. Furthermore, a cylinder-piston unit is provided, having a piston with identical surfaces on both sides, as well as a cylinder having cylinder chambers arranged on both sides of the piston. In order to press a brake lining against a friction element connected to a vehicle wheel, the pump is connected on the intake side to the cylinder chamber on the brake-lining side, and on the delivery side to the cylinder chamber facing away from the brake lining. The actuating unit is assigned a control device by which an electric brake request signal is able to be processed, and the electric motor and the element are controllable.

An actuating unit ( ) for a wheel brake ( ) of a motor vehicle has a hydraulic pump ( ), which can be driven at variable speeds by an electric motor ( ) and supplies pressure fluid from a storage tank ( ), and has an element ( ), which adjusts a return flow of pressure fluid to the pump ( ) and is disposed between the pressure side ( ) and the suction side ( ) of the pump ( ). In addition, a cylinder-piston unit ( ) is provided, which is for pressing a brake lining ( ) against a friction element ( ) connected to a vehicle wheel. For purposes of controlling the brake pressure as a function of wheel slip, a pressure increase valve ( ) and a pressure decrease valve ( ) are disposed between the pump ( ) and the cylinder-piston unit ( ). In addition, a control unit ( ) is provided, which can process electrical brake request signals and slip signals and can control the electric motor ( ), the element ( ), and the valves ( ).

The invention relates to an electromagnetic device, in particular for a slip-controlled, hydraulic vehicle brake system, having at least a first magnet valve which is closed in its currentless basic position and having at least a second magnet valve which is open in its currentless basic position, the first and second magnet valves being received in receiving bores of a valve block. The invention provides that the first and second magnet valves have structurally identical, one-piece valve housings, in each of which all the magnet valve components are received essentially without any axial protrusion, and that the total length of each of the first and second magnet valves is recessed in the receiving bores of the valve block, and that a nonferromagnetic spacer ring is disposed between a face end, pointing toward the valve seat, of at least one magnet coil and a dividing plane between this magnet coil and the associated pole piece.

Electromagnetic device, especially for an anti-slip, hydraulic vehicle brake system

Hydraulic brake system with anti-lock arrangement for a vehicle

An electromagnetically actuatable valve that reduces the locking force of the valve has a seat valve, which can be transferred to a closing position counter to the force of a prestressed restoring spring. A valve seat communicates with an inflow side, and a closing member disposed on a tappet communicates on the outflow side of the valve. A magnet armature cooperates with the tappet in a valve dome which communicates with the outflow side. The magnet armature and the tappet are two separate components which positively support one another. On the inflow side, a longitudinal bore of the tappet originates at the closing member, and a first longitudinally movable pin is receive therein largely in a pressure-tight fashion. The cross section of the first pin is at least approximately equivalent to the sealing cross section of the valve seat. The longitudinal bore of the tappet is continued in the magnet armature. A second pin is received in that longitudinal bore. While the tappet and the magnet armature are pressure-equalized, in the closing position of the valve the inflow-side differential pressure is diverted, via the first and second pins nonpositively supported on one another, to an end wall of the valve dome. The valve can be used in hydraulic brake systems for motor vehicles.

Valve for a hydraulic brake system for motor vehicles

The invention relates to a valve body which is provided for a solenoid valve. The valve body is held between two perforated disks whose holes each have a collar. The two perforated disks are connected to form a valve body holder. In order to connect the two perforated disks, each have tongues which project through holes of the respective other perforated disk and are bent over in such a way that they hold the two perforated disks against one another. The tongues protrude obliquely from the valve body holder with their free ends. They serve as springs which are supported against an end wall face of a valve chamber and press against a valve seat lying opposite the end wall face. The invention constitutes a cost-effective design of a valve body which is integral with a valve spring.

Valve body

A known electromagnetically actuatable valve has a tubular housing sleeve, a through opening radially penetrating the housing sleeve, and inside the housing sleeve, a valve body having a valve seat and an associated movable valve closing member, and a throttle, which comprises a throttle body and a throttle insert built into it having a throttle restriction, which is embodied as a throttle bore. The throttle body is slipped on like a cap over an open end of the housing sleeve. The throttle of this kind, embodied in a complex manner, is expensive and demands an inordinate amount of installation space. To reduce expense and save installation space, the throttle body along with its throttle insert is omitted and the function of the throttle bore is taken on by the through opening, the through opening is embodied as narrow opening in accordance with the throttle function to be produced. The valve can be used in antilock devices of hydraulic brake systems for motor vehicles.

Electromagnetically actuatable valve

A hydraulic brake system including at least one electromagnetically actuatable valve is disposed in a receiving bore. A throttle body at least partly surrounding the valve on one end in the axial direction is provided in the receiving bore and has a throttle restriction in a through bore. In this hydraulic brake system, adjusting the stroke of an armature can be done in a simple manner before the throttle body is installed on the valve. The valve and the throttle body is especially suitable for outlet valves of hydraulic motor-vehicle brake systems.

Electromagnetically actuatable valve for a hydraulic brake system

Growing community of inventors

Schwieberdingen, Germany

Guenter Wolff