EP0406592B1 - Pompe à injection de combustible - Google Patents

Pompe à injection de combustible Download PDF

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Publication number
EP0406592B1
EP0406592B1 EP90111160A EP90111160A EP0406592B1 EP 0406592 B1 EP0406592 B1 EP 0406592B1 EP 90111160 A EP90111160 A EP 90111160A EP 90111160 A EP90111160 A EP 90111160A EP 0406592 B1 EP0406592 B1 EP 0406592B1
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EP
European Patent Office
Prior art keywords
injection
distributor
pump
electrically controlled
controlled valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP90111160A
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German (de)
English (en)
Other versions
EP0406592A3 (en
EP0406592A2 (fr
Inventor
Helmut Dipl.-Ing. Rembold
Hannes Dr.Dipl.-Min. Pflug
Wilhelm Dipl.-Ing. Christ
Hans-Joachim Siebert
Ewald Dr. Dipl.-Ing. Eblen
Nestor Dipl.-Ing. Rodriguez-Amaya
Helmut Dipl.-Ing. Laufer
Alfred Dr. Dr.-Ing. Schmitt
Detlev Dr. Potz
Nikolaus Dr. Dipl.-Ing. Simon
Anton Prof. Karle
Pierre Lauvin
Jean Pigeroulet
Dominique Buisson
Werner Dipl.-Ing. Pape
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
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0406592A2 publication Critical patent/EP0406592A2/fr
Publication of EP0406592A3 publication Critical patent/EP0406592A3/de
Application granted granted Critical
Publication of EP0406592B1 publication Critical patent/EP0406592B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/02—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor being spaced from pumping elements
    • F02M41/06—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor being spaced from pumping elements the distributor rotating
    • F02M41/063—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor being spaced from pumping elements the distributor rotating the distributor and rotary valve controlling fuel passages to pumping elements being combined
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/16—Adjustment of injection timing
    • F02D1/18—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
    • F02D1/183—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse hydraulic
    • 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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/02—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor being spaced from pumping elements
    • F02M41/06—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor being spaced from pumping elements the distributor rotating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/06—Pumps peculiar thereto
    • F02M45/066—Having specially arranged spill port and spill contour on the piston
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02M2200/24—Fuel-injection apparatus with sensors

Definitions

  • the invention is based on a fuel injection pump for internal combustion engines according to the preamble of claim 1.
  • a fuel injection pump known from DE-OS 37 22 265
  • the division of the fuel injection quantity into a pre-injection and into a main injection quantity was achieved by the high-pressure delivery stroke on the one hand by closing the line leading from the pump work chamber to a fuel supply chamber under low pressure through the first electrically controlled valve controlled and to interrupt the high-pressure delivery into the respective fuel injection nozzle between the pre-injection and the main injection, the initially closed second electrically controlled valve is opened, so that the delivery pressure can be reduced below the injection valve opening pressure into the storage space.
  • the second electrically controlled valve is opened, the pilot injection is interrupted and the main injection begins after the end of the removal.
  • the second electrically controlled valve controls the relief of the rear of the adjustable wall, which is thus blocked with respect to its evasive movement when the valve is closed.
  • This solution has the disadvantage that the control of the pre-injection quantity and the main injection quantity mutually influence one another by controlling the quantity transferred into the memory, and in particular the storage volume must determine the angular distance between the pre-injection and main injection quantity and also the size of the pre-injection quantity. Speed dependencies in the withdrawal time of fuel during the high-pressure delivery phase of the pump piston must also be taken into account.
  • a further disadvantage is that the main injection takes place at a relatively high injection rate, because the middle steep rise area of the cam can be considered for the drive of the pump piston by the drive cam, which is effective in this area.
  • the fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that the main injection can take place immediately with the start of the piston stroke regardless of the size and distance from the pre-injection and a lower pump piston delivery rate is available with the start of injection.
  • the start of injection of the main injection can advantageously be set by another injection adjustment device, for example a hydraulically actuated injection adjustment device, instead of by the first electrically controlled valve.
  • speed dependencies which are of great influence with the defined switching times of electrically controlled valves, are only considered to a small extent in the dimensioning of the respective injection quantity.
  • the piston stroke determines the start of injection. All that remains as a speed-dependent source of error is the switching time that the electric valve needs to open or close.
  • the pilot injection is advantageously completely decoupled from the main injection, a pilot injection is possible in all operating areas of the internal combustion engine.
  • FIG. 1 shows a partial section through a fuel injection pump of the distributor pump type in a partially symbolic representation with a distributor and two of a plurality of pump pistons lying radially thereto
  • FIGS. 2a to 2c show a development of the lateral surface of the distributor according to FIG different functional phases of the fuel injection pump
  • FIGS. 3a to 3c a basic representation of different functional phases of the fuel injection pump according to FIG. 1
  • FIGS. 4a to 4f different functional and control diagrams for explaining the above functional phases according to FIG. 3
  • FIG. 5 an alternative embodiment of the memory
  • FIG. 6 an alternative Control of the metering of the pre-injection quantity based on the embodiment according to FIG. 5.
  • FIG. 1 shows a section through part of a distributor fuel injection pump of the radial piston type.
  • a distributor cylinder 2 is provided in which a distributor 3 is guided, which is driven to rotate synchronously with the internal combustion engine by a pump piston drive (not shown).
  • a cam drive 5 is provided in the housing 1 with a cam ring 6, which has a cam track 7 pointing radially inwards Has drive cams for pump pistons 8.
  • the cam ring is driven in the same way as the distributor in synchronism with the internal combustion engine, the drive, as is known, not being shown in more detail here either.
  • the part of the cam ring carrying the cam track is guided circumferentially in the housing 1.
  • the distributor 3 protrudes on the side of the cam ring 6 from an upper part 11 of the housing, which closes a fuel-filled interior 10, into the interior 10.
  • a piston carrier part 13 is rotatably guided on the distributor. This is when a mechanical or electromechanical injection timing adjustment is to be carried out on the pump, as is shown schematically in FIG. 1. If such an injection start adjustment is not necessary, the piston carrier part can be integral with the upper housing part 11.
  • Radial bores 15 are provided in the piston carrier part 13 in a radial plane to the distributor, in each of which a pump piston 8 is arranged so as to be tightly displaceable.
  • the radial bores 15 open into a first annular groove 16 provided on the lateral surface of the distributor, which connects the pump working spaces 17 enclosed between the pump piston end face and the distributor.
  • the end of the pump piston facing away from the distributor 3 projects from the radial bore 15 into a guide bore 19 which adjoins it coaxially, in which a plunger 20 is displaceable, which carries a roller 21 in a guide on its side facing the cam track 7, which is also guided laterally in the guide bore 19.
  • the pump piston 8 is held in contact with the tappet 20 by means of a compression spring 22, which is supported on a spring plate 23 clipped into the pump piston on the tappet side.
  • the spring 22 is supported on the piston carrier part 13.
  • the piston carrier part can also be made in two parts be with an inner annular part that receives the radial bores and an outer part guided in the housing that receives the guide bores for the tappets. The parts are coupled together by a coupling pin for a common rotatability, as is known from DB-A1-3 612 942.
  • a distributor line 25 extends from the first annular groove 16 in the distributor and leads to a distributor opening 26 on the lateral surface of the distributor.
  • the distributor opening is in the form of a short longitudinal groove and is located in the region of injection lines 28 leading away from the distributor cylinder. These lie within a radial plane to the distributor, are distributed uniformly around the circumference of the distributor cylinder in accordance with the delivery or injection sequence of fuel and in each case lead an injection valve 29 on the internal combustion engine supplied by the fuel injection pump.
  • a transverse bore 30 branches off from the distributor line and leads into a second annular groove 31 on the circumference of the distributor.
  • a line 32 opens, in which a first electrically controlled valve 33 is arranged and which is connected to the delivery side of a fuel delivery pump 35.
  • a first electrically controlled valve 33 is arranged and which is connected to the delivery side of a fuel delivery pump 35.
  • This sucks in fuel from a fuel reservoir 36 and is driven in synchronism with the speed of the internal combustion engine, a speed-dependent pressure being controlled with the aid of a pressure control valve 37 located in the bypass to the fuel feed pump 35.
  • the pump interior 10 is also directly connected to the delivery side of the fuel delivery pump 35, so that a speed-dependent interior pressure is also established there.
  • a control groove 38 is also provided on the lateral surface of the distributor, which can be brought into overlap at one end with the injection lines 28 during the rotation of the distributor and with its other end in permanent connection with an annular groove 39 in the Wall of the Distribution cylinder stands.
  • a pressure line 40 leads from this annular groove 39 in the upper housing part 11 to a storage space 42 which is delimited on one side by an adjustable wall 43.
  • a piston serves as the adjustable wall, which can be moved tightly in a cylinder bore 44 and on which a return spring 45 acts on the side opposite the entry of the pressure line 40 into the storage space 42. The part of the cylinder 44 which receives the return spring is relieved of pressure.
  • a second electrically controlled valve 46 is provided in the pressure line 40 between the distributor cylinder 2 and the storage space 42, which controls a connection between the storage space 42 and the pump working space 17, 16 for a specific position of the distributor.
  • a spray start adjuster 48 can also be removed consisting of an adjusting piston 50 which delimits a working space 51 on one end face and is acted upon on its other end face by a return spring 52, by means of which the adjusting piston can be tightly displaced in a cylinder 53.
  • the working space 51 is connected to the interior 10 via a throttle bore 54 and is therefore exposed to the speed-dependent pressure, accordingly it is displaced against the return spring 52 with increasing speed.
  • a bolt 55 is connected to the adjusting piston 50 and, on the other hand, is coupled to the piston carrier part 13 in a manner not shown here.
  • the piston carrier part 13 is also rotated at the same time and the pump pistons each perform their delivery stroke at an earlier point in time in relation to a specific rotational position of the distributor.
  • the pressure in the work space 51 can also be relieved by a relief line 56 with an electrically controlled valve 57 as a function of operating parameters, so that operating parameters other than the speed can also affect the timing of the spray.
  • the start of spraying can also be determined solely by the control times of the first electrically controlled valve 33.
  • Longitudinal control grooves 59 lead from the annular groove 39 in the lateral surface of the distributor cylinder 2 to the side of the distributor drive at regular intervals corresponding to the angular intervals of the pump piston delivery strokes per revolution of the cam ring or distributor, specifically in the areas between the branches of the injection lines 28 at a fixed angular distance of these.
  • the assignment of these cross sections and the other control grooves and ring grooves on the distributor and on the distributor cylinder can be seen more clearly in the development according to FIG. 2.
  • three different operating phases a to c of the fuel injection pump are shown one after the other with changing assignment of the control groove 38 and the distributor groove 26 to the injection lines 28 and control longitudinal grooves 59. Representations in FIGS.
  • the cam ring is rotated and allows the rollers 21 to follow the cam track. Accordingly, the pump pistons 8 can move inwards or outwards, depending on the cam profile. In their outward movement corresponding to an outward cam flank of the cam track 7, the pump pistons perform their suction stroke.
  • the first electrically controlled valve is open and fuel can reach the annular groove 16 via the line 32, the second annular groove 31, the transverse bore 30 and the distributor line 25 and from there into the pump work spaces 17.
  • FIG Cam elevation curve 60 shown with a rising flank 61, in which the rollers 21 with plunger 23 and pump piston 8 are moved radially inwards, and a falling flank 62, in which the pump pistons carry out the suction stroke just described going outwards.
  • FIG. E which lies above this cam elevation curve, shows a first closing phase 63 and a second closing phase 64 of the first electrically controlled valve 33, over the duration of which the line 32 is closed, so that during a first delivery stroke part determined by the first closing phase 62 from the start of delivery 1 (FB1) until end of delivery (FE1) Fuel is delivered under high pressure to one of the injectors and is injected. Since the delivery stroke of the pump piston can only take place at the beginning of the cam lift, FB1 is temporally after the closing point of the first closing phase 63 of the electrically controlled valve 33. During this first delivery stroke part, the pump pistons deliver fuel under high pressure into the distributor line 25, the distributor groove 26 and from there into one of the injection lines 28.
  • the pressure line 40 is opened by the second electrical valve 46 via a first opening phase 70 and the distributor groove 26 has come into connection with one of the control longitudinal grooves 59, so that a connection between the pump work space and the storage space 42 is now established.
  • the fuel which is subsequently displaced by the pump piston is now conveyed into the storage space 42, which can be seen from the line in FIG. 4c, with the rise 71.
  • the adjustable wall 43 deflects against the force of the spring 45.
  • the second closing phase 64 of the first electrically controlled valve goes to the point FE2, which is in the area of the top dead center of the cam elevation curve 60.
  • the first opening phase 70 of the second electrically controlled valve 46 has also ended.
  • the entire system is therefore at a relatively high pressure level. This state can also be clearly seen in FIG. 2c.
  • the pump pistons can now come out again and carry out a suction stroke.
  • the second closing phase 64 of the first electrically controlled valve has now ended in TDC and the fuel flows via line 32 into the pump work space.
  • the storage space 42 remains at a high pressure level and high filling because of the now closed second electrically controlled valve 46.
  • This phase can be seen in Figure 3b.
  • the distributor groove 26 also comes out of the overlap with the corresponding longitudinal control groove 59.
  • the second electrically controlled valve 46 is now opened in accordance with FIG. 4d.
  • This second opening phase 72 begins at point VEB. At this point in time, as shown in FIG.
  • FIG. 3 c shows the opened first electrically controlled valve 33 and the opened second electrically controlled valve 46, via which and the second distributor line 39, 38 and the injection line 28 the connection between the accumulator 42 and the injection nozzle 29 is established.
  • FIG. 2b shows the assignment of the control cross sections in accordance with the operating phase FIG. 3a, in which the main injection takes place during the following, in turn, first delivery stroke part of the pump piston.
  • the second electrically controlled valve 46 is already open when the second, remaining delivery stroke part of the pump piston begins by closing the first electrically controlled valve 33. Only this closing flank ultimately comes back as a speed-dependent error.
  • the opening flank in the area of TDC is not effective as an error, since the end of delivery is given by reaching TDC.
  • the first opening phase 70 of the second electrically controlled valve basically runs over this time.
  • the duration of the pilot injection can again take place through the beginning of the overlap of a control edge, namely the control groove 38 with the injection line opening 28, while the end is determined by the closing flank of a second electrically controlled valve.
  • the storage space 42 can be relieved via a relief throttle 76 and a corresponding relief line 77 by opening the second electrically controlled valve 46 in the area between FE2 and VEB until a residual stroke of the adjustable wall 43 'is reached which determines the pre-injection quantity to be injected.
  • the stroke of the adjustable wall 43 ' is measured by a displacement sensor 78, which is connected to a corresponding control device 80, which also determines the switching times of the first electrically controlled valve 33 and the second electrically controlled valve 46.
  • Figure 6a there is a modification of the stroke profile Figure 4c of the movable wall 43 '.
  • FIG. 6b shows the associated diagram of the opening times of the second electrically controlled valve 46 in a modification of FIG. 4d.
  • the storage space 42 After the storage space 42 has been completely filled with the amount of fuel delivered in the remaining delivery stroke part of the pump piston, the storage space is now relieved up to a certain stroke h along the curve 82.
  • the second electrically controlled valve 46 By opening the second electrically controlled valve 46, which is closed again after this intermediate opening via a third opening phase 84 and is only opened again at time VEB, so that the entire remaining fuel content of the accumulator according to curve 83 in the second opening phase 72 'is now fed to the pre-injection.
  • the piston 43 then reaches its starting position, as shown, for example, in FIG. 3a. This results in an exact metering of the pre-injection quantity, which can also be varied, and precise injection times.
  • the pre-injection and main injection can take place via a known two-spring injection valve through the same injection opening on the respective injection valve.

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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 (6)

  1. Pompe d'injection de carburant pour des moteurs thermiques, comportant au moins un piston de pompe (8) délimitant une chambre de travail de pompe (17), le piston étant entraîné par un entraînement à cames (5) pour effectuer une course d'aspiration et une course de transfert, et la chambre de travail de la pompe pouvant être reliée par une conduite de distributeur (25, 26) prévue dans le distributeur (3) entraîné en rotation, en alternance avec des conduites d'injection (28) prévues à la périphérie du distributeur et reliant les points d'injection pour la course de transfert du piston de pompe, une conduite (32) partant de la chambre de travail (17) étant reliée d'une part à une chambre d'alimentation en carburant (10) à faible pression et dont la section est commandée par une première valve à commande électrique (33), la durée de fermeture étant définie par la durée d'un transfert à haute pression du carburant par le piston de pompe, et d'autre part à une conduite de pression (25, 26, 40) partant de la chambre de travail de la pompe, et qui peut être reliée à une chambre d'accumulation (42) délimitée par une cloison (43) réglable contre une force de rappel, pompe d'injection caractérisée en ce que la conduite de pression (25, 26, 40) comporte une seconde valve à commande électrique (46), la première et la seconde valve à commande électrique (33, 46) étant fermées pour chaque course de transfert du piston pendant une première partie de course de transfert (FB1-FE1) du piston de pompe, pour définir une injection principale, la première valve (33) étant fermée pendant une seconde partie résiduelle de la course de transfert (FB2-FE2) du piston de pompe, pendant laquelle la conduite de pression (40) est ouverte vers la chambre d'accumulation (42) par la seconde valve à commande électrique (46), et en ce qu'une seconde conduite de distribution (39, 38) est prévue dans le distributeur (3), par laquelle ainsi que par la seconde valve électrique ouverte (46), à la fin de la course de transfert résiduelle et avant le début de la première partie suivante de la course de transfert, l'accumulateur (43) est relié pendant la durée d'une pré-injection avec la conduite d'injection (28) par l'intermédiaire de la première conduite de distribution (25) pendant la première partie suivante de la course de transfert.
  2. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce qu'une partie (25) de la conduite de pression se trouve dans le distributeur (3) et débouche à la périphérie du distributeur par une ouverture de distributeur (26), et peut être reliée à la partie (40) de la conduite de pression elle-même reliée à l'accumulateur (42) pendant la rotation du distributeur.
  3. Pompe d'injection de carburant selon l'une des revendications prédédentes, caractérisée en ce que la chambre de travail (17) de la pompe est reliée pendant une course d'aspiration à la chambre d'alimentation de carburant (10, 35), par la première valve à commande électrique (33), ouverte.
  4. Pompe d'injection de carburant selon la revendication 3, caractérisée en ce que le volume de carburant reçu dans la chambre d'accumulation (42) pour l'injection, est commandé par une évacuation partielle de la chambre d'accumulation (42) à l'aide de la seconde valve à commande électrique (46) et d'un organe d'étranglement (76) placé en aval dans la direction d'écoulement sortant de la chambre d'accumulation (42) vers une chambre de décharge, avant le début de la pré-injection, le volume étant détecté par un capteur (87) mesurant la course de la cloison réglable (43) et réglé suivant la valeur de mesure et selon d'autres paramètres de fonctionnement du moteur thermique.
  5. Pompe d'injection de carburant selon l'une des revendications précédentes, caractérisée en ce que l'entraînement à cames (5) est muni d'un dispositif de réglage de début d'injection (48) qui règle le début de la course de transfert du piston de pompe.
  6. Pompe d'injection de carburant selon l'une des revendications précédentes, caractérisée en ce que l'injecteur est un injecteur à deux ressorts qui effectue l'injection principale et la pré-injection.
EP90111160A 1989-07-06 1990-06-13 Pompe à injection de combustible Expired - Lifetime EP0406592B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3922231 1989-07-06
DE3922231A DE3922231A1 (de) 1989-07-06 1989-07-06 Kraftstoffeinspritzpumpe

Publications (3)

Publication Number Publication Date
EP0406592A2 EP0406592A2 (fr) 1991-01-09
EP0406592A3 EP0406592A3 (en) 1991-09-04
EP0406592B1 true EP0406592B1 (fr) 1994-03-02

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP90111160A Expired - Lifetime EP0406592B1 (fr) 1989-07-06 1990-06-13 Pompe à injection de combustible

Country Status (4)

Country Link
US (1) US5005548A (fr)
EP (1) EP0406592B1 (fr)
JP (1) JP3051138B2 (fr)
DE (2) DE3922231A1 (fr)

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GB9001736D0 (en) * 1990-01-25 1990-03-28 Lucas Ind Plc Fuel pump apparatus
US5133645A (en) * 1990-07-16 1992-07-28 Diesel Technology Corporation Common rail fuel injection system
US5230613A (en) * 1990-07-16 1993-07-27 Diesel Technology Company Common rail fuel injection system
DE4211651B4 (de) * 1992-04-07 2004-11-18 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung, insbesondere Pumpedüse für Brennkraftmaschinen
EP0643221B1 (fr) * 1993-09-14 1998-04-22 Lucas Industries Public Limited Company Dispositif d'alimentation de carburant
GB9322850D0 (en) * 1993-11-05 1993-12-22 Lucas Ind Plc Control valve
US6116209A (en) * 1998-05-27 2000-09-12 Diesel Technology Company Method of utilization of valve bounce in a solenoid valve controlled fuel injection system
TW480619B (en) * 2001-04-17 2002-03-21 United Microelectronics Corp Cleaning method for dual damascene manufacture process

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WO1981000884A1 (fr) * 1979-09-24 1981-04-02 Caterpillar Tractor Co Injection rotative de combustible avec mise en sequence
DE3004460A1 (de) * 1980-02-07 1981-09-10 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3011831A1 (de) * 1980-03-27 1981-10-01 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
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DE3307826A1 (de) * 1983-03-05 1984-09-06 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzeinrichtung fuer brennkraftmaschinen
DE3318236A1 (de) * 1983-05-19 1984-11-22 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3444234A1 (de) * 1984-01-11 1985-07-18 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe
GB8417862D0 (en) * 1984-07-13 1984-08-15 Lucas Ind Plc Fuel pumping apparatus
GB8703419D0 (en) * 1987-02-13 1987-03-18 Lucas Ind Plc Fuel injection pump
DE3722265A1 (de) * 1987-07-06 1989-01-19 Bosch Gmbh Robert Kraftstoffeinspritzpumpe

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Publication number Publication date
EP0406592A3 (en) 1991-09-04
JPH03115772A (ja) 1991-05-16
DE3922231A1 (de) 1991-01-17
US5005548A (en) 1991-04-09
EP0406592A2 (fr) 1991-01-09
JP3051138B2 (ja) 2000-06-12
DE59004733D1 (de) 1994-04-07

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