EP0489740B1 - Pompe d'injection distributrice de carburant pour moteurs a combustion interne - Google Patents

Pompe d'injection distributrice de carburant pour moteurs a combustion interne Download PDF

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Publication number
EP0489740B1
EP0489740B1 EP90910549A EP90910549A EP0489740B1 EP 0489740 B1 EP0489740 B1 EP 0489740B1 EP 90910549 A EP90910549 A EP 90910549A EP 90910549 A EP90910549 A EP 90910549A EP 0489740 B1 EP0489740 B1 EP 0489740B1
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EP
European Patent Office
Prior art keywords
pump
fuel
space
piston
pressure
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
EP90910549A
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German (de)
English (en)
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EP0489740A1 (fr
Inventor
Walter Schlagmüller
Helmut Rembold
Gottlob Haag
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0489740A1 publication Critical patent/EP0489740A1/fr
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Anticipated expiration legal-status Critical
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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
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • 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
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/125—Variably-timed valves controlling fuel passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0001—Fuel-injection apparatus with specially arranged lubricating system, e.g. by fuel oil

Definitions

  • the invention relates to a fuel distributor injection pump for internal combustion engines of the type defined in the preamble of claim 1.
  • the solenoid valve In a known fuel injection pump of this type of distributor (DE 36 05 452 Al), the solenoid valve is designed in such a way that it closes when an excitation current is applied and opens when it is omitted. During the suction stroke of the pump piston, the solenoid valve remains de-energized, so that fuel can be drawn into the pump working space from the fuel inlet by the pump piston. As soon as the solenoid valve is energized, it closes and the suction process is finished. Then the compression or pressure stroke of the pump piston begins, whereby the fuel present in the pump work space is pressurized.
  • the fuel under pressure passes through the axial bore and the distributor bore in one of the distributor channels in the pump cylinder, from where the fuel is fed into the connected injection valve for injection into one of the cylinders of the internal combustion engine.
  • the fuel injection is ended as soon as the excitation of the solenoid valve is switched off.
  • the solenoid valve opens and any fuel that may still be in the pump workspace is pushed out into the fuel supply via the solenoid valve.
  • the process of opening and closing the solenoid valve thus controls the fuel injection quantity that is being injected.
  • the dimensioning of the flow cross section for the fuel in the solenoid valve is problematic. In order to fill the pump workspace well, it should be as large as possible. A large flow cross section, however, requires longer switching times and higher current consumption of the solenoid valve.
  • the fuel distributor injection pump according to the invention with the characterizing features of claim 1 has the advantage that the flow cross section of the solenoid valve can be kept small with good filling of the pump work space and accordingly the solenoid valve is characterized by short switching times and low power consumption. This is achieved according to the invention in that during the suction stroke of the pump piston an additional filling of the pump work space takes place via the filling and relief bore, bypassing the solenoid valve. The relief hole is thus used twice. On the one hand - as already described in DE 24 49 332 C2 - to compensate for the lateral forces during the pressure stroke of the pump piston, which act on the pump piston via the distributor bore, and on the other hand as an additional filling aid during the suction stroke of the pump piston.
  • the use of the relief bore for filling the pump work space has the advantage that there is no additional dead volume in the filling area, which is particularly important when using the petrol type of fuel because of its low compression modulus.
  • the diaphragm accumulator prevents brief pressure drops during the suction stroke of the pump piston, so that an exactly reproducible filling of the pump work space is ensured with each suction stroke.
  • the filling bores in the pump cylinder are inclined, i.e. arranged at an acute angle of inclination to the cylinder axis. This results in an elliptical opening area of the filling bores at the transition from the pump cylinder to the pump piston, which is advantageous for cross-sectional reasons, since the pump piston also executes an axial movement during the rotation.
  • the diaphragm accumulator is connected to an unpressurized fuel return via a throttle, a certain amount of fuel continuously flows out. This flushes the diaphragm accumulator in a targeted manner and additionally dissipates heat loss, which promotes the accuracy and reliability of the fuel filling of the pump work space during the suction stroke.
  • the pump piston carries a on its piston section near the engine compartment within the pump cylinder annular leakage oil groove, which is connected on the one hand to the diaphragm accumulator and on the other hand to the fuel return. In this way, the small amount of leakage oil coming from the engine compartment into the annular gap between the pump piston and the pump cylinder is discharged.
  • a check valve is arranged in the lubricant inflow of the engine compartment and in the fuel inlet
  • a pressure limiter is arranged in the lubricant outlet of the engine compartment
  • the delivery unit is also connected to a pressure chamber which is delimited in the diaphragm accumulator by the diaphragm with its diaphragm surface facing away from the fuel accumulator space.
  • the lubricant pressure in the engine compartment is set approximately equal to the fuel pressure in the fuel storage space of the diaphragm accumulator.
  • a higher lubricant pressure would bias the membrane in the wrong direction and severely affect the intended effect.
  • the lubricant drain receives a pressure relief valve for pressure adjustment.
  • the lubricant flow is limited by a Throttle in lubricant inflow reached.
  • the drawing shows a longitudinal section of a fuel injection pump of the distributor type.
  • the fuel distributor injection pump for an internal combustion engine shown in the drawing in longitudinal section has a two-part pump housing 10 which consists of a base body 11 with a hollow cylindrical recess and a pump body 12 placed on the end face of the latter and which seals the hollow cylindrical recess in a liquid-tight manner.
  • the hollow cylindrical recess forms a drive chamber 13 filled with lubricating oil, which is connected to a lubricating oil circuit via a lubricating oil inflow 14 and a lubricating oil outflow 15.
  • a drive unit 16 is arranged in the drive unit space 13 and is driven by a drive shaft 17 mounted in the base body 11.
  • a pump cylinder 19 In a coaxial through bore 18 in the pump body 12, a pump cylinder 19 is inserted, in which a pump piston 20 is guided so as to be axially displaceable.
  • the pump piston 20 has an axial blind bore 26 which opens into the pump work chamber 22.
  • a radial distributor bore 27 leads from the blind bore 26 and on the other hand two radial relief bores 28, 29 arranged at a distance from one another and symmetrically to the distributor bore 27.
  • the relief bores 28, 29 are arranged diametrically to the distributor bore 27, that is to say they are rotated through 180 ° in the pump piston 20.
  • the distributor bore 27 communicates with a number of distributor channels (not visible) in the pump cylinder 19.
  • the number of distributor channels arranged offset by the same circumferential angle in the pump cylinder 19 corresponds to the number of cylinders of the internal combustion engine.
  • Each distribution channel is connected to an injection valve or injection nozzle assigned to a cylinder of the internal combustion engine.
  • the relief bore 28 connects during the rotation of the pump piston 20 with a number of filling bores 30, which are arranged offset by the same angle of rotation in the pump cylinder 19.
  • the filling bores 30, which run obliquely at an acute angle to the pump piston axis, are connected to an annular channel 31 which is connected to the inclined channel 24 leading to the diaphragm accumulator 23.
  • the number of filling bores 30 corresponds to the number of distribution channels, the filling bores 30 being arranged in such a way that the relief bore 28 is connected to one of the filling bores 30 whenever the distribution bore 27 does not correspond to one of the distribution channels.
  • the pump piston 20 is driven in a rotating and at the same time axially back and forth movement by the drive mechanism 16, for which purpose the pump piston 20 projects with its free end remote from the pump working chamber 22 into the drive mechanism chamber 13 and there with a Cam 32 is rotatably connected.
  • the cam disk 32 is axially movably connected to the drive shaft 17 via a dog clutch 33.
  • a roller holder 34 is arranged in a rotationally fixed manner.
  • the roller holder 34 carries a plurality of rollers 35 which are engaged with a cam surface formed on the end face of the cam plate 32.
  • the cam disk 32 is pressed onto the rollers 35 in the axial direction by means of a plate spring 36, which is supported on the pump body 12. If the drive shaft 17 rotates, the rotational movement is transmitted to the pump piston 20 via the dog clutch 33 and the cam disk 32. At the same time, the pump piston 20 is set in a reciprocating movement via the cam disk 32 and the rollers 35.
  • the membrane accumulator 23 has a membrane 37 which separates a fuel storage chamber 38 from a pressure chamber 39.
  • the fuel storage space 38 which is connected to a fuel inlet 40, the oblique channel 24 of the connection between the pump working space 22 and the diaphragm accumulator 23 opens.
  • the fuel storage space 38 is connected to a leakage oil groove 42 on the pump piston via a connecting bore 41 which penetrates the pump body 12 and the pump cylinder 19 20 connected.
  • a throttle 50 is formed in the connecting bore 41.
  • the leakage oil groove 42 is formed as an annular groove on the piston section close to the engine compartment 13.
  • the leakage oil groove 42 is connected to a fuel return 44 via a further connection bore 43 which penetrates the pump cylinder 19 and the pump body 12.
  • the pressure chamber 39 of the diaphragm accumulator 23 can be connected to the ambient air, or - as shown in the drawing - can be connected to the engine compartment 13 via a lubricating oil hole 45 in the pump body 19.
  • a check valve 46 or 47 is arranged both on the lubricating oil inflow 14 and on the fuel feed 40, and the lubricating oil drain 15 is provided with a pressure limiter 48.
  • the pressure limiter 48 By means of the pressure limiter 48, the pressure level in the engine compartment 13 is set to approximately the same pressure level as that prevailing in the fuel storage space 38. Limitation of the lubricating oil flow is achieved by means of a throttle 49 in the lubricating oil inflow 14.
  • the pump piston 20 is set in a rotating and back-and-forth movement by the drive shaft 17.
  • the pump piston 20 carries out a suction stroke when the volume of the pump work chamber 22 increases, when it moves downward and penetrates deeper into the engine compartment 13, and a compression or pressure stroke when the volume of the pump work chamber 22 decreases, when it moves upwards , so again moved out of the engine compartment 13.
  • the switching valve 21 is opened, so that fuel can penetrate into the pump working chamber 22 from the fuel storage chamber 38 of the membrane accumulator 23 via the opened connection 24, 25.
  • the relief bore 28 is also connected to one of the filling bores 30, so that fuel also reaches the pump working space 22 from the fuel storage space 28 of the diaphragm accumulator 23 via the relief bore 38 and the axial blind bore 26.
  • a relatively small valve opening of the switching valve 21 an overall large filling cross-section for the pump working space 22 is generated via the second filling path, which leads to a quick and reliable filling of the pump working space 22 with fuel.
  • the required only small valve opening of the switching valve 21 enables very short switching times of the switching valve 21. At the end of the suction stroke closes the switching valve 21 due to the magnetic excitation.
  • the pump piston 20 During the suction stroke, the pump piston 20 has rotated so far that at the end of the suction stroke the connection between relief bore 28 and filling bore 30 is interrupted.
  • the pump piston 20 now begins to move upward, the distributor bore 27 communicating with a distributor channel leading to an injection valve.
  • the fuel in the pump working chamber 22 under injection pressure is conveyed via the axial blind bore 26 and the distributor bore 27 to the associated injection valve and injected there into the combustion chamber of the cylinder.
  • the pressure acting radially on the pump piston 20 via the distributor bore 27 is opposed by the same pressure acting radially on the pump piston 20 via the relief bores 28, 29.
  • the diaphragm accumulator 23 serves to prevent brief pressure drops during the suction stroke as a result of the large filling volume flowing out into the pump working space 22. If - as shown in the drawing - the pressure chamber 39 of the diaphragm accumulator 23 is connected to the engine compartment 13, the diaphragm accumulator 23 can also be used to improve the filling of the pump working chamber 22.
  • the pump piston 20 During the suction stroke, the pump piston 20 penetrates deeper into the engine compartment 13 and here causes the lubricating oil to be displaced.
  • the pressure surge occurring in the engine compartment 13 acts in the pressure chamber 39 of the diaphragm accumulator 23 on the diaphragm 37 and brings about a brief pressure increase in the fuel storage chamber 38. This pressure increase improves and accelerates the filling of the pump work chamber 22 with fuel.
  • An optimal effect is obtained when the lubricating oil pressure in the engine compartment 13 is approximately equal to the fuel pressure usually prevailing in the fuel storage space 38 of the membrane accumulator 23. If the lubricating oil pressure is too high, the diaphragm 37 is biased in the wrong direction and the effect of the pump piston 20 immersed in the lubricating oil volume is greatly reduced.
  • the fuel storage space 38 of the diaphragm accumulator 23 By connecting the fuel storage space 38 of the diaphragm accumulator 23 to the fuel return 44, the fuel storage space 38 is flushed in a targeted manner and additional heat is dissipated. As a result, the fuel is essentially kept at a constant temperature level, which increases the reliability and reproducibility of the fuel filling of the pump work chamber 22. A restriction of the fuel outflow is achieved by means of the throttle 50.
  • the invention is not limited to the described embodiment of a fuel injection pump.
  • the relief bore 28 can be used for additional filling of the pump work chamber 22 with fuel bypassing the electromagnetic switching valve 21.
  • the filling bores 30 would then have to be designed accordingly.

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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)
  • Reciprocating Pumps (AREA)

Abstract

Une pompe d'injection de carburant du type pompe distributrice pour moteurs à combustion interne présente de la manière connue un piston de pompe (20) guidé dans un cylindre de pompe (19); ledit piston délimite un espace de travail de la pompe (22) et est entraîné en un mouvement rotatif de va-et-vient par un actuateur (16) logé dans un bain d'huile de graissage. Le piston de pompe (20) présente un orifice de distribution (27) en contact avec l'espace de travail de la pompe (22) et reliant ce dernier successivement à des injecteurs lors de la course de compression du piston de pompe (20). Le remplissage de carburant de l'espace de travail de la pompe (22) se fait par l'intermédiaire d'une électrovanne (21) ouverte pendant la course d'aspiration du piston de pompe (20) et fermée pendant la course de compression. Pour augmenter la section de remplissage lors de la course d'aspiration, sans augmenter l'ouverture de l'électrovanne (21), il est fait appel à un orifice de décharge (28) disposé dans le piston de pompe (20) et servant à la compensation des forces lors de la course de compression, ledit orifice de décharge entrant en contact, pendant la course d'aspiration, avec un orifice de remplissage (30) relié à l'accumulateur à membrane (23).

Claims (7)

  1. Pompe d'injection distributrice de carburant pour des moteurs à combustion interne comportant un piston de pompe guidé dans un cylindre de pompe délimitant une chambre de travail de la pompe, son extrémité opposée à celle de la chambre de travail pénétrant dans une chambre d'un mécanisme d'entraînement remplie d'agent lubrifiant fourni par l'intermédiaire d'une alimentation et d'une évacuation d'agent lubrifiant, cette chambre contenant un mécanisme d'entraînement qui transforme la rotation d'un arbre d'entraînement en un mouvement alternatif et rotatif simultané du piston de pompe, un perçage de distribution, radial prévu dans le piston de pompe pour relier un perçage axial du piston de pompe à la chambre de travail de la pompe et pendant la course de pression du piston de pompe, du fait de son mouvement de rotation, être relié successivement avec chaque fois l'un des canaux de distribution conduisant aux injecteurs dans le cylindre de pompe, et avec une électrovanne reliée à l'alimentation en carburant et à la chambre de travail de la pompe pour commander la quantité de carburant à injecter, fournie aux injecteurs par le piston de pompe, caractérisée en ce que dans la liaison (24, 25) entre l'électrovanne (21) et l'alimentation en carburant (40), se trouve une chambre d'accumulation de carburant (38) délimitée par une membrane (37) et appartenant à un accumulateur à membrane (23), et en ce que dans le piston de pompe (20), il y a au moins un perçage de décharge (28) diamétral par rapport au perçage de distribution (27), ce perçage débouchant dans le perçage axial (27) et communiquant pendant le mouvement de rotation du piston de pompe (20) avec les perçages de remplissage (30) du cylindre de pompe (19) et en ce que les perçages de remplissage (30) sont reliés à la chambre d'accumulation de carburant (38) de l'accumulateur à membrane (23) et sont prévus dans le cylindre de pompe (19) pour que la liaison avec le perçage de décharge (28) soit établie pendant chaque course d'aspiration du piston de pompe (20) entre les courses de pression et que cette liaison soit interrompue pendant la course de pression.
  2. Pompe d'injection selon la revendication 1, caractérisée en ce que les perçages de remplissage (30) font un angle aigu par rapport à l'axe du cylindre de pompe (19).
  3. Pompe d'injection selon la revendication 1 ou 2, caractérisée en ce que la chambre d'accumulation de carburant (38) de l'accumulateur à membrane (23) est reliée à un retour de carburant (44) par un organe d'étranglement (50).
  4. Pompe d'injection selon la revendication 3, caractérisée en ce que le piston de pompe (20) porte sur son segment proche de la chambre (13) du mécanisme d'entraînement, à l'intérieur du cylindre de pompe (19), une rainure annulaire (42) pour l'huile de fuite et en ce que dans l'enveloppe intérieure du cylindre de pompe (19), au niveau de la rainure (42) pour l'huile de fuite, débouche un premier perçage de liaison (41) dans la chambre d'accumulation (38) de l'accumulateur à membrane (23) et qu'un second perçage de liaison (43) débouche dans le retour de carburant (44).
  5. Pompe d'injection selon l'une des revendications 1 - 4, caractérisée en ce que dans le retour d'huile de graissage (14) de la chambre (13) du mécanisme d'entraînement et dans l'alimentation en carburant (40), il y a chaque fois un clapet anti-retour (46, 47) et dans le retour d'agent lubrifiant (15) de la chambre (13) du mécanisme d'entraînement, il y a un limiteur de pression (48) et la chambre (13) du mécanisme d'entraînement est reliée à une chambre de pression (39) délimitée dans l'accumulateur à membrane (23) par la surface de la membrane (37) opposée à celle tournée vers la chambre d'accumulation de carburant (38).
  6. Pompe d'injection selon la revendication 5, caractérisée en ce que la pression de l'agent lubrifiant dans la chambre (13) du mécanisme d'entraînement est réglée sensiblement au même niveau de pression que la pression de carburant dans la chambre d'accumulation de carburant (38) de l'accumulateur à membrane (23).
  7. Pompe d'injection selon la revendication 5 ou 6, caractérisée par un organe d'étranglement (49) prévu dans l'alimentation d'agent lubrifiant (14).
EP90910549A 1989-08-30 1990-07-26 Pompe d'injection distributrice de carburant pour moteurs a combustion interne Expired - Lifetime EP0489740B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE3928612 1989-08-30
DE3928612A DE3928612A1 (de) 1989-08-30 1989-08-30 Kraftstoffverteilereinspritzpumpe fuer brennkraftmaschinen
PCT/DE1990/000576 WO1991003639A1 (fr) 1989-08-30 1990-07-26 Pompe d'injection distributrice de carburant pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP0489740A1 EP0489740A1 (fr) 1992-06-17
EP0489740B1 true EP0489740B1 (fr) 1994-04-13

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP90910549A Expired - Lifetime EP0489740B1 (fr) 1989-08-30 1990-07-26 Pompe d'injection distributrice de carburant pour moteurs a combustion interne

Country Status (6)

Country Link
US (1) US5207201A (fr)
EP (1) EP0489740B1 (fr)
JP (1) JPH05500697A (fr)
KR (1) KR0167112B1 (fr)
DE (2) DE3928612A1 (fr)
WO (1) WO1991003639A1 (fr)

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US6085991A (en) 1998-05-14 2000-07-11 Sturman; Oded E. Intensified fuel injector having a lateral drain passage
DE10156429A1 (de) * 2001-11-16 2003-06-12 Bosch Gmbh Robert Hochdruckkraftstoffpumpe mit entlüftetem Membranspeicher
US6668797B2 (en) * 2002-05-13 2003-12-30 Advanced Vehicle Technologies Fuel injection pump system
US9334968B2 (en) 2013-10-10 2016-05-10 PSI Pressure Systems Corp. High pressure fluid system
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JP6411313B2 (ja) * 2015-11-26 2018-10-24 ヤンマー株式会社 燃料噴射ポンプ

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JPS623133A (ja) * 1985-06-28 1987-01-09 Nippon Soken Inc 内燃機関の燃料噴射制御装置
DE3719831A1 (de) * 1987-06-13 1988-12-22 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE3722264A1 (de) * 1987-07-06 1989-01-19 Bosch Gmbh Robert Kraftstoffeinspritzanlage fuer brennkraftmaschinen
DE3722265A1 (de) * 1987-07-06 1989-01-19 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
US5000668A (en) * 1988-04-27 1991-03-19 Diesel Kiki Co., Ltd. Distribution-type fuel injection pump

Also Published As

Publication number Publication date
DE3928612A1 (de) 1991-03-07
KR920702750A (ko) 1992-10-06
WO1991003639A1 (fr) 1991-03-21
KR0167112B1 (ko) 1998-12-15
JPH05500697A (ja) 1993-02-12
DE59005382D1 (de) 1994-05-19
EP0489740A1 (fr) 1992-06-17
US5207201A (en) 1993-05-04

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