EP1394403A2 - Système de combustible pour un moteur à combustion interne - Google Patents

Système de combustible pour un moteur à combustion interne Download PDF

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Publication number
EP1394403A2
EP1394403A2 EP03003644A EP03003644A EP1394403A2 EP 1394403 A2 EP1394403 A2 EP 1394403A2 EP 03003644 A EP03003644 A EP 03003644A EP 03003644 A EP03003644 A EP 03003644A EP 1394403 A2 EP1394403 A2 EP 1394403A2
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
drive
fuel system
control 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.)
Granted
Application number
EP03003644A
Other languages
German (de)
English (en)
Other versions
EP1394403B1 (fr
EP1394403A3 (fr
Inventor
Helmut Rembold
Thomas Fuerst
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 EP1394403A2 publication Critical patent/EP1394403A2/fr
Publication of EP1394403A3 publication Critical patent/EP1394403A3/fr
Application granted granted Critical
Publication of EP1394403B1 publication Critical patent/EP1394403B1/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
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • 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
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail
    • 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
    • F02M2200/02—Fuel-injection apparatus having means for reducing wear
    • 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
    • F02M2200/16—Sealing of fuel injection apparatus not otherwise provided for

Definitions

  • the invention relates to a fuel system for a Internal combustion engine with a low pressure area, one High pressure fuel pump, and a high pressure area, the high pressure fuel pump comprising: a housing, at least one movable conveyor element, which one Delivery space limited, at least one drive that the Conveyor element can set in motion Drive room in which the drive is at least partially is arranged, and a lubricant supply device to supply moving parts with Fuel as a lubricant.
  • Such a fuel system is known from DE 197 05 205 A1 known.
  • a radial piston pump is shown, the Fuel from an electric pre-feed pump with a certain form is supplied.
  • the radial piston pump compresses the fuel to a very high level.
  • the Pistons of the radial piston pump are driven by a compression spring by means of sliding shoes against a lifting ring, the is placed on a rotating eccentric shaft.
  • Over a The bore in the piston and in the sliding block is the delivery chamber of a cylinder connected to a relief chamber, the between the slide shoe and the corresponding contact surface the cam ring is arranged. In this way, one Delivery stroke of the piston of the relief chamber with pressure acted upon and thereby the contact force of the sliding block reduced on the contact surface of the cam ring.
  • the object of the present invention is a Fuel system of the type mentioned above to train that the lubrication and cooling of the moving parts in the drive room under all Operating conditions is guaranteed.
  • This task is the beginning of a fuel system mentioned type in that the lubricant supply device the drive room with a pressure can be applied, which is higher than the pressure in the Low pressure area.
  • the drive room is fluidically closed to the low pressure area.
  • a small amount of fuel is sufficient is to be supplied to the drive room in order to achieve the To cause pressure increase in the drive room. This increases the Efficiency of the fuel system.
  • the lubricant supply facility a leakage gap from the delivery room to the drive room.
  • the pressurization of the Drive room is in this way without complicated additional measures possible, which the manufacturing costs of keeps fuel system according to the invention low.
  • the fuel system High pressure area includes a pressure control valve, and that the lubricant supply device one Flow path, which includes the drive space with a Outlet of the pressure control valve connects.
  • the lubricant supply device one Flow path, which includes the drive space with a Outlet of the pressure control valve connects.
  • Pressure control fluid for the pressure control valve Pressurization of the drive compartment used. So is with very simple means and without complex and expensive additional devices pressurizing the Drive room ensured.
  • the fuel system be a Volume control valve with which a high-pressure side of the High pressure fuel pump with the Low pressure area can be connected, and that the Lubricant supply device a flow path comprising the drive chamber with an outlet of the Quantity control valve connects.
  • Such a volume control valve becomes speed-independent setting of the delivery rate of the High pressure fuel pump used. This is in all of those Cases where the high pressure fuel pump from the crankshaft or camshaft of an internal combustion engine is driven.
  • the volume control valve opens, high pressure fuel flows from the High pressure side off and thus does not reach, for example Fuel collecting line.
  • This is according to the invention for the Lubrication and cooling of those in the drive room Components of the high pressure fuel pump exploited, so that a complex separate pressure supply for the Drive room can be omitted. Also through this training costs are thus saved.
  • Fuel system comprises the Lubricant supply device a flow path, which is the drive room with the low pressure area can connect, and is in this flow path Check valve available, which to the low pressure area locks out.
  • the drive room can also with a - albeit comparatively low - pressure be applied when the lubricant supply device the in itself in normal operation cannot provide the required high pressure yet.
  • the invention also proposes that the fuel system is a pressure relief valve which includes the pressure in the drive compartment on a desired differential pressure limited.
  • the fuel system comprises a pressure control valve, which the pressure in Drive room adjusts to a desired pressure. This has the advantage over a pressure relief valve that the maximum pressure in the drive compartment is lower.
  • a pressure is set in the drive room that is a certain differential pressure higher than that in Low pressure range existing fuel pressure (this. mostly corresponds to the pre-delivery pressure of an electrical one Fuel pump).
  • a pressure relief valve builds simple and inexpensive. At high feed pressure, it can however, to an undesirably high pressure in the drive compartment come. This is prevented if instead of Pressure relief valve used the pressure control valve and if this is with the low pressure fuel supply connected is. In this case, the Pressure in the drive room in the low pressure area prevailing pressure.
  • the invention further relates to a fuel system for a Internal combustion engine, with a high pressure area and one High pressure fuel pump, which is a housing and comprises at least one movable conveyor element, wherein between at least two movable relative to each other Parts of the high pressure fuel pump are hydrostatic Storage is available.
  • connection of the hydrostatic bearing to the Pressure control valve of the high pressure range enables in all Operating situations of the high pressure fuel pump Build up sufficient pressure in the hydrostatic Storage through which the formation of vapor bubbles avoided and the lubrication and cooling at this point is guaranteed, regardless of the actual High pressure fuel pump inlet pressure.
  • a fuel system has the reference number 10 in FIG. 1. It comprises a tank 12, from which an electrical one Fuel pump 14 delivers fuel. The fuel passes from the electric fuel pump 14 via a Filter 16 into a low pressure fuel line 18. From this branches off a branch line 20 in the one Low pressure fuel regulator 22 is arranged. The Branch line 20 leads back to tank 12.
  • the low-pressure fuel line 18 leads to a three-cylinder radial piston pump, which as a high pressure fuel pump 24 is referred to.
  • a high pressure fuel line 26 leads from the high pressure fuel pump 24 to a fuel rail 28 ( "Rail").
  • Fuel rail 28 Injectors 30 There are several on the fuel rail 28 Injectors 30 connected, the fuel directly in in combustion chambers (not shown in FIG. 1) Inject internal combustion engine.
  • the pressure in the Fuel rail 28 is from one Pressure control valve 32 set. This is about one Return line 34 with the low-pressure fuel line 18 connected.
  • a pressure sensor 35 detects that in the fuel rail 28 prevailing pressure and transmitted corresponding signals to a not shown in Figure 1 Control and regulating device. This controls depending on The electric fuel pump 14 needs fuel Pressure control valve 32, injectors 30, and others Facilities of the fuel system 10.
  • the high-pressure fuel pump 24 is shown in detail in FIG shown. In the cutting plane shown is however only one cylinder of the high pressure fuel pump 24 visible.
  • a radially stepped Blind bore 36 in a housing 38 are a cylinder head 40 and a cylinder liner 42 fitted.
  • a piston 44 is slidably guided in the cylinder liner 42.
  • a Leakage gap 45 is present. With its radially inner end the piston 44 is supported on a slide shoe 46. Piston 44 and slide shoe 46 are supported by a compression spring 48 against a contact surface (without reference number) a cam ring 50 pressed.
  • the cam ring 50 is seated on an eccentric section 52 Drive shaft 54. This is via two shaft bearings 56 and 58 rotatably supported in the housing 38.
  • the drive shaft 54 is located axially in the housing 38 Blind bore 60. Between the housing 38 and the blind bore 60 on the one hand and the drive shaft 54, the cam ring 50, the Slide shoe 46, the piston 44 and the cylinder sleeve 42nd on the other hand, a drive room 62 is formed. This is sealed to the outside by a shaft seal 64.
  • the cylinder liner 42 and the Piston 44 has a delivery chamber 66. This is over an inlet duct 68 and an existing in the housing 38 Inlet check valve 70 with the low pressure fuel line 18 connectable.
  • the funding room is also 66 via an outlet channel 72 and an outlet check valve 74 with the high-pressure fuel line 26 connectable.
  • the high pressure fuel pump 24 is turned the drive shaft 54 put into operation.
  • the drive shaft 54 from a crankshaft or from driven by a camshaft of the internal combustion engine, which supplies fuel from the fuel system 10 becomes.
  • Piston 44 By rotating the drive shaft 54 Piston 44 reciprocated.
  • Fuel via intake passage 68 and the intake valve 70 sucked into the delivery chamber 66.
  • With one radially outward delivery stroke of the piston 44 closes the Inlet valve 70 and that enclosed in the delivery chamber 66 Fuel is compressed.
  • the outlet valve 74 As soon as the differential opening pressure of the exhaust valve 74 is exceeded, the outlet valve 74 and opens compressed fuel can from the delivery chamber 66 in the High pressure fuel line 26 and on into the Fuel manifold 28 escape. A backflow of the compressed fuel from the fuel rail 28. into the delivery chamber 66 through the outlet valve 74 prevented. The fuel thus remains in the fuel line 28 stored under high pressure and can retrieved there by the injectors 30 and into the combustion chambers the internal combustion engine is injected under high pressure become.
  • the fuel pressure is that of the electric fuel pump 14 can be provided approximately 1 to 6 bar.
  • a differential pressure of Pressure relief valve 82 of approximately 2 bar results thus a pressure in the drive chamber 62 of approximately 3 to 8 Bar.
  • Fuel pressure is in any case higher than that of the electric fuel pump 14 in the low pressure fuel line 18 and generated in the inlet channel 68 Form. In this way, in normal operation, if the electric fuel pump 14 only with lower Power is operated and the pressure in the low pressure fuel line 18 is comparatively low, so sufficient pressure in the drive chamber 62 ensures that even with relatively warm components in the drive compartment 62 Evaporation of the fuel and therefore a breakdown lubrication on the one hand and cooling on the other this point is prevented.
  • Pressure relief valve 82 between the drive chamber 62 and the pressure in the drive chamber 62 depends on the inlet duct 68 ultimately to a significant extent from that in inlet duct 68 prevailing form. Is this form, for example at a hot start of the internal combustion engine is relatively high the pressure in the drive chamber 62 is also comparatively high. It may be higher than to avoid one Vapor formation in the drive space 62 would be required per se. Such a high pressure, however especially the shaft seal 64 unnecessarily stressed what could reduce their lifespan. Therefore, in place of the pressure relief valve 82 shown in FIG. 2 a pressure control valve can also be used.
  • FIG. 3 Such is shown by way of example in FIG. 3 and bears reference number 84 there. It comprises one of one Spring 86 acts upon diaphragm 88, which is supported by spring 86 is struck against a seat 90.
  • the seat is 90 ring-shaped and separates one radially inside and connected to the inlet duct 68 Area from a radially outer and with the Drive space 62 connected area.
  • the drive room 62 and the inlet duct 68 are only symbolic in FIG. 3 shown.
  • a vent line (without reference number) is also shown.
  • FIG 4 is a second embodiment of a Fuel system 10 shown.
  • this wear Components, area, and parts, which are equivalent Functions for components, areas, and parts of the in Figure 1 have fuel system shown same reference numerals and are not again in detail explained.
  • the high-pressure fuel pump 24 used in FIG. 4 is shown in detail in Figure 6 and will be further below explained in more detail.
  • An essential difference of that in figure 4 shown fuel system 10 to that of Figure 1 concerns the type of pressurization of the Drive space 62 existing fuel. While at the used in Figure 1 high pressure fuel pump this Pressurization only through the leakage gap between Piston and cylinder liner takes place, is in the in Figure 4 illustrated embodiment additionally the Discharge fuel of the pressure control valve 32 used with which is the pressure in the fuel rail 28 is set. For this purpose leads from the Return line 34 a branch line 92 to the drive room 62nd
  • FIG 5 is yet another embodiment a fuel system 10 shown. Wear with him too such components, areas, and parts which are equivalent Functions for components, areas, and parts of the in Figure 1 or the embodiment shown in Figure 4 have the same reference numerals. you are not explained again in detail.
  • Fuel system 10 to that of Figure 4 relates to the High-pressure fuel pump 24. This is therefore shown in FIG. 5 also shown in somewhat more detail. So the delivery rate the high pressure fuel pump 24 regardless of the Speed of the drive shaft 54 can be adjusted in the high pressure fuel pump shown in Figure 5 24, a quantity control valve 94 is provided. This deals it is a magnetically operated 2/2 switching valve, its inlet with an area upstream from Exhaust valve 74, and its outlet with an area is connected upstream of the inlet valve 70.
  • the quantity control valve 94 can be used for a specific one Period opened during a delivery stroke of the piston 44 so that during this opening period the Fuel not into the fuel rail 28, but with correspondingly high pressure back into the Low pressure fuel line 18 is promoted. How out FIG. 5 shows a branch line 92 provided which from the outlet side of the Quantity control valve 94 leads to the drive chamber 62 and this thus pressurized.
  • volume control valve shown as it is the case with a single cylinder pump.
  • a Multi-cylinder pump would have the input of the Open the volume control valve after the outlet valve. Based on this total point, one would then have to another check valve to the fuel manifold to be available.
  • the conveying space 66 is filled by a Inlet channel 68, which in the longitudinal direction in the piston 44th runs.
  • the inlet check valve 70 is also in the Piston 44 arranged.
  • the drive space 62 is over a duct 76 directly to the low pressure fuel line 18 connected.
  • An auxiliary channel 96 leads from the Return line and the branch line 92 of the Pressure control valve also in the drive room 62nd
  • a pressure relief valve 82 is located in the auxiliary channel 96 arranged. From an upstream from Pressure relief valve 82 located area of the auxiliary channel 96 branches off a channel 98, which in one between the axial end of the drive shaft 54 and the housing 38 located room (without reference number) opens.
  • a channel 98 which in one between the axial end of the drive shaft 54 and the housing 38 located room (without reference number) opens.
  • the Drive shaft 54 itself is one of the axial end surface outgoing and up to the eccentric section 52 in Channel extending in the longitudinal direction in the drive shaft 54 100 available.
  • the radial open Stub channels in lubrication pockets which are in the outer surface the drive shaft 54 are present.
  • the angular position of the Lubrication pockets in the area of the shaft bearing 58 is diametrical opposite to the angular position of the lubrication pocket in the area of the eccentric section 52.
  • the channel 98 can also in the Casing surface of the drive shaft 54 open and over a Annular groove connected to the channel 100 in the drive shaft 54 his.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
EP20030003644 2002-08-31 2003-02-18 Système de combustible pour un moteur à combustion interne Expired - Lifetime EP1394403B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10240310 2002-08-31
DE2002140310 DE10240310A1 (de) 2002-08-31 2002-08-31 Kraftstoffsystem für eine Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP1394403A2 true EP1394403A2 (fr) 2004-03-03
EP1394403A3 EP1394403A3 (fr) 2004-12-01
EP1394403B1 EP1394403B1 (fr) 2006-11-15

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20030003644 Expired - Lifetime EP1394403B1 (fr) 2002-08-31 2003-02-18 Système de combustible pour un moteur à combustion interne

Country Status (2)

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EP (1) EP1394403B1 (fr)
DE (2) DE10240310A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITMI20090606A1 (it) * 2009-04-14 2010-10-15 Bosch Gmbh Robert Pompa a pistoni per alimentare combustibile, preferibilmente gasolio, a un motore a combustione interna e metodo di accoppiamento di un albero della stessa con le rispettive sedi di rotazione
ITMI20090638A1 (it) * 2009-04-17 2010-10-18 Bosch Gmbh Robert Circuito di lubrificazione di una pompa common rail di alta pressione e pompa common rail di alta pressione
EP2557306A1 (fr) * 2011-08-08 2013-02-13 Delphi Technologies Holding S.à.r.l. Pompe à carburant
CN110700969A (zh) * 2018-07-10 2020-01-17 罗伯特·博世有限公司 低温燃料的燃料输送装置及其运行方法
CN111868370A (zh) * 2018-01-17 2020-10-30 罗伯特·博世有限公司 用于低温燃料的燃料输送装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012208089A1 (de) 2012-05-15 2013-11-21 Robert Bosch Gmbh Kraftstoffhochdruckpumpe mit einer Lagerversorgung über Schmierbohrungen in einer Antriebswelle
DE102012219537A1 (de) 2012-10-25 2014-04-30 Robert Bosch Gmbh Kraftstoffhochdruckpumpe mit einer Lagerversorgung über Schmierbohrungen in einer Antriebswelle

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19705205A1 (de) * 1997-02-12 1998-08-13 Bosch Gmbh Robert Kolbenpumpe
DE19739653A1 (de) * 1997-09-10 1999-03-11 Bosch Gmbh Robert Verfahren zum Erzeugen von unter Hochdruck stehendem Kraftstoff sowie System zur Kraftstoffhochdruckerzeugung
DE19746563A1 (de) * 1997-10-22 1999-04-29 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITMI20090606A1 (it) * 2009-04-14 2010-10-15 Bosch Gmbh Robert Pompa a pistoni per alimentare combustibile, preferibilmente gasolio, a un motore a combustione interna e metodo di accoppiamento di un albero della stessa con le rispettive sedi di rotazione
ITMI20090638A1 (it) * 2009-04-17 2010-10-18 Bosch Gmbh Robert Circuito di lubrificazione di una pompa common rail di alta pressione e pompa common rail di alta pressione
WO2010127899A1 (fr) * 2009-04-17 2010-11-11 Robert Bosch Gmbh Circuit de lubrification d'une pompe de rampe commune haute pression et pompe de rampe commune haute pression
EP2557306A1 (fr) * 2011-08-08 2013-02-13 Delphi Technologies Holding S.à.r.l. Pompe à carburant
WO2013020789A1 (fr) * 2011-08-08 2013-02-14 Delphi Technologies Holding S.À.R.L. Pompe à carburant
JP2014521877A (ja) * 2011-08-08 2014-08-28 デルファイ・テクノロジーズ・ホールディング・エス．アー．エール．エル． 燃料ポンプ
KR101567794B1 (ko) 2011-08-08 2015-11-11 델피 인터내셔널 오퍼레이션즈 룩셈부르크 에스.에이 알.엘. 연료 펌프
CN111868370A (zh) * 2018-01-17 2020-10-30 罗伯特·博世有限公司 用于低温燃料的燃料输送装置
CN110700969A (zh) * 2018-07-10 2020-01-17 罗伯特·博世有限公司 低温燃料的燃料输送装置及其运行方法
CN110700969B (zh) * 2018-07-10 2022-06-28 罗伯特·博世有限公司 低温燃料的燃料输送装置及其运行方法

Also Published As

Publication number Publication date
DE10240310A1 (de) 2004-03-11
EP1394403B1 (fr) 2006-11-15
DE50305665D1 (de) 2006-12-28
EP1394403A3 (fr) 2004-12-01

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