Robert Boschgmbh

Markus Rueckle

Rainer Haeberer

Holger Rapp

Erwin Krimmer

Wolfgang Stoecklein

Matthias Horn

Helmut Clauss

Andreas Rettich

Wolfgang Fleiner

Thomas Pauer

Gerd Loesch

Christoffer Uhr

Bernd Rosenau

Tilman Miehle

Ralf Maier

Marco Beier

Philipp Wachter

Stefan Haug

Werner Teschner

Wilhelm Christ

Andreas Rau

Andreas Gruenberger

Hermann Koch-Groeber

Thomas Schwarz

Kai Sutter

Markus Ohnmacht

Matthias Schnell

Erhard Faix

Oezguer Tuerker

Andreas Gaudl

Martin Boehm

Rainer Lorenz

Stefan Schuster

Hermann Koch-Grober

Felix Landhaeusser

Changyi Wang

Henning Kreschel

Felix Laudaeusser

Dietmar Zeh

Frieder Buerkle

Gerald Aydt

Lorenz Zerle

Klemens Steinberg

Stephan Amelang

Uemit Canlioglu

Thilo Klam

Alexander Villmann

Sven Siauw

Ilona Schwab

Christoph Radsak

The invention relates to a method for producing a valve () that can be electromagnetically actuated which method comprises an electromagnet (), an armature () that can be moved by the electromagnet (), and a valve body (), having means () for converting a movement of the armature () into an opening or closing of the valve (), wherein the electromagnet () and the armature () are inserted into the valve body (), wherein, before the electromagnet () is inserted into the valve body (), a magnetic hysteresis curve () of a combination () of the electromagnet () having a test armature () lying against said electromagnet () is recorded, the slope mof a first, substantially linear curve segment () of the hysteresis curve () is determined in the unsaturated state, and, from the slope m, the slope m* of a curve segment () of a hysteresis curve () of the finally assembled valve () having the armature () lying continuously against the electromagnet () is determined, said curve segment corresponding to the first curve segment (). The invention further relates to a method for determining the armature stroke AH, wherein the magnetic energy &#x394;E in the air gap () formed between the armature () and the electromagnet () is evaluated from the difference between the first slope mand the second slope m*.

Determining armature stroke by measuring magnetic hysteresis curves

The invention relates to a fuel injection device for injecting fuel into a combustion chamber of an internal combustion engine, comprising an end () that is located at a distance from the combustion chamber and has at least one electric connection () and at least one return flow connection (). In order to create a fuel injection device () that has a simple design and can be produced cost-effectively, the return flow connection () and the electric connection () are integrated in a common connecting member.

Fuel injection device

A method for operating a hybrid drive of a motor vehicle in particular. An internal combustion engine is connected to a generator via a force-conducting connection. In a learning mode, the generator is operated as a motor and drives the internal combustion engine. In this learning mode, a so-called zero quantity calibration is performed.

Method for operating a hybrid drive

An injector, especially for common rail injection systems of Diesel engines, has a nozzle needle, a control piston for actuating the nozzle needle, a valve that actuates the control piston and that is triggered by via an outlet throttle and an inlet throttle, and a hydraulic stop for the control piston, such that the flow from the inlet throttle to the outlet throttle at the narrowest cross section can additionally be throttled. The control piston is embodied conically on its offset top side oriented toward the outlet throttle or the inlet throttle.

Injector, in particular for common rail injection systems of diesel engines

Disclosed is a fuel injection valve including a valve body and a bore, embodied as a blind bore, whose bottom face is oriented toward the combustion chamber, and a conical valve seat having at least one injection port is disposed, is embodied on the bottom face. In the bore, a pistonlike valve member, which is longitudinally displaceable counter to a closing force, is disposed and has a valve member tip, which in the closing position of the valve member comes to rest on the valve seat. A first conical face and a second conical face, disposed toward the combustion chamber toward the first conical face, are embodied on the valve member tip, and the cone angle of the first conical face is smaller than the cone angle of the valve seat, which in turn is smaller than the cone angle of the second conical face. One annular groove is embodied between the first conical face and the second conical face, and an additional encompassing annular groove is disposed on the second conical face and at least partly coincides with the injection ports in the closing position of the valve member, so as to supply all the injection ports uniformly with fuel even if the valve member is off its axis.

Fuel injection valve for internal combustion engines

A solenoid valve for controlling a fuel injector of an internal combustion engine, including an electromagnet, a movable armature featuring an armature plate and an armature pin, as well as a control valve member, which is moved with the armature and cooperates with a valve seat, for opening and closing a fuel discharge passage of a control pressure chamber of the fuel injector, the armature plate being supported on the armature pin, so that it is slidably movable in the closing direction of the control valve member under the action of its inertial mass, against the elastic force of a return spring that acts upon the armature plate; and including a hydraulic damping device which permits damping of a post-oscillation of the armature plate during its dynamic sliding on the armature pin. To facilitate the assembly and reduce a disadvantageous post-oscillation process of the armature plate, it is proposed for the return spring to be braced, with its end facing away from the armature plate, against a supporting piece, which is mounted on and moved with the armature pin and which, at the same time, constitutes a part of the damping device.

Electromagnetic valve for controlling a fuel injection of an internal combustion engine

A fuel injection system for internal combustion engines, has a distributor tube and a high-pressure pump which is driven as a function of engine rpm and serves to generate the fuel pressure and fuel throughput required in the distributor tube in the applicable operating state of the engine, and also has a fuel metering unit, which is assigned to the high-pressure pump and is based on an electromagnetically actuated regulating valve. The fuel metering unit is disposed in the high-pressure pump, and the outlet of the regulating value discharges into the low-pressure region of the high-pressure pump. The inlet of the regulating valve communicates with the compression side of a prefeed pump. The regulating valve has a valve piston, which is actuated&mdash;into the opening position&mdash;by a compression spring and which is actuatable counter to the spring force&mdash;into the closing position&mdash;by an armature bolt of the electromagnet. Valve piston has at least one and preferably more radial control openings, which are in operative communication with the intake side of the high-pressure pump.

Fuel-injection valve for internal combustion engines

A fuel injection system for internal combustion engines, has a distributor tube and a high-pressure pump that is driven as a function of engine rpm and that serves to generate the fuel pressure and throughput required in the distributor tube in the applicable operating state of the engine. The system also includes a fuel metering unit, which is associated with the high-pressure pump and includes a regulating valve which is actuated electromagnetically. The fuel metering unit is disposed in the high-pressure pump, and the outlet of the regulating valve discharges into the low-pressure region of the high-pressure pump. The above design features make a fuel metering unit possible that is capable of metering the exact quantity of fuel desired in the applicable engine operating state to the high-pressure pump of the CR system.

Metering unit for a fuel injection system for internal combustion engines

A fuel injection system has a low-pressure pump for withdrawing fuel from a tank and a high-pressure pump, which is supplied by the low-pressure pump and has camshaft-actuated pump elements. An on-off valve is connected on the inlet side to the pressure side of the low-pressure pump and on the outlet side, is connected on the one hand to a camshaft chamber of the high-pressure pump and on the other hand, is connected to the suction side of the low-pressure pump. At a first pressure threshold, a spring-loaded valve piston of the on-off valve opens a connection between the low-pressure pump and the camshaft chamber and at a relatively higher second pressure threshold, opens a connection between the pressure side and the suction side of the low-pressure pump. A throttle bore in the bottom of the valve piston serves to ventilate the low-pressure system.

On-off valve in a fuel injection system for internal combustion engines

A pressure control valve for a fuel injection apparatus for internal combustion engines, including a housing with a high-pressure connection and a return connection and including a cup-shaped piston, which is disposed in a housing bore, can be moved axially between a valve seat oriented toward the high-pressure connection and a stop oriented toward the return connection, counter to the spring force of a spring acting in the direction of the valve seat, and has at least one through opening that connects the inside of the cup-shaped piston to the housing bore, is characterized in that at least one throttle element is disposed upstream and/or downstream of the valve seat in the flow direction of the fuel.

Pressure control valve

The invention relates to a fuel pump assembly having a low-pressure region (ND) with at least one low-pressure pump-and a high-pressure region (HD) with at least one regulated-quantity high-pressure pump, which pumps a quantity of fuel required to compensate for the quantitative balance in the high-pressure region, the quantity regulation being effected via a metering unit which is disposed between the low-pressure pump and the high-pressure pump. In order, by simple and sturdy means with high availability and a long service life, to prevent the fuel quantity in correctly pumped by the metering unit at certain operating points from reaching the high-pressure region, the invention proposes that the pumping flow of the low-pressure pump is greater than the pumping flow of the high-pressure pump; that a fuel return line branches off between the metering unit and the high-pressure pump and discharges into the inlet of the low-pressure pump; and that a control element is disposed in the return line.

Fuel pump assembly

Growing community of inventors

Stuttgart, Germany

Markus Rueckle