EP0056916A1 - Vorrichtung zur Brennstoffeinspritzung in einen Verbrennungsmotor - Google Patents

Vorrichtung zur Brennstoffeinspritzung in einen Verbrennungsmotor Download PDF

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Publication number
EP0056916A1
EP0056916A1 EP81401902A EP81401902A EP0056916A1 EP 0056916 A1 EP0056916 A1 EP 0056916A1 EP 81401902 A EP81401902 A EP 81401902A EP 81401902 A EP81401902 A EP 81401902A EP 0056916 A1 EP0056916 A1 EP 0056916A1
Authority
EP
European Patent Office
Prior art keywords
chamber
pressure
injection
control
needle
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
EP81401902A
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English (en)
French (fr)
Other versions
EP0056916B1 (de
Inventor
Jean-Pierre Jourde
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.)
Renault SAS
Regie Nationale des Usines Renault
Original Assignee
Renault SAS
Regie Nationale des Usines Renault
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 Renault SAS, Regie Nationale des Usines Renault filed Critical Renault SAS
Priority to AT81401902T priority Critical patent/ATE21729T1/de
Publication of EP0056916A1 publication Critical patent/EP0056916A1/de
Application granted granted Critical
Publication of EP0056916B1 publication Critical patent/EP0056916B1/de
Expired 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/025—Hydraulically actuated valves draining the chamber to release the closing pressure
    • 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
    • F02M59/105—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 hydraulic drive

Definitions

  • the subject of the present invention is a device and a method for injecting fuel for an internal combustion engine, in particular for a diesel engine, allowing both a predosing of the quantity of fuel injected per cylinder and an amplification of the injection pressure.
  • the injection device can be easily controlled by electronic means.
  • the injection system includes pre-metering means with pressure amplification by means of a differential piston, it can be seen that the injection pressure is a function, for low loads, of the quantity injected, due to the response time. fuel control and delivery pistons in the injector.
  • the subject of the present invention is a device and a method for injecting fuel which makes it possible to eliminate these drawbacks and which combines the advantages of injection at constant pressure and predosed injection.
  • the fuel to be injected is subjected to high pressure around the needle of the injector which is controlled by a piston which can be subjected to high pressure of a control fluid.
  • the pre-metering of the quantity of fuel to be injected is also carried out, which allows this quantity of fuel at low pressure to be determined with great precision.
  • the predosed fuel is subjected to a pressure increase with pressure amplification making it possible to obtain a high injection pressure from an average control pressure.
  • the fuel injection device for an internal combustion engine comprises an injection chamber closed by an injector needle.
  • the injector is subjected to the action of a closing spring and to the action of a hydraulic fluid pressure prevailing in a chamber called the discharge chamber. These two actions are added in order to urge the injector needle towards its closed position in contact with its seat.
  • the injection device comprises a control system with two differential pistons integral with one another.
  • a delivery piston delimits a metering chamber in communication with the injection chamber of the injector and supplied with fuel at an intermediate pressure or booster pressure.
  • the device further comprises control means in order to discharge, that is to say to place at zero or low pressure, the discharge chamber whose pressure acts on the needle of the injector, when the quantity of metered fuel in the metering chamber has been subjected to pressure injection by the action of the high control pressure on the control piston delimiting the control chamber
  • the discharge chamber the pressure of which acts on the injector needle, is subjected before the injection phase to the action of the high pressure of the control.
  • the dimensions of the discharge chamber as well as the characteristics of the injector are such that the needle remains in its seat in the closed position when the injection chamber is at the injection pressure prevailing in the dosing chamber. This situation arises when the high control pressure is exerted on the control piston delimiting the control chamber.
  • the injection chamber can also be discharged, that is to say connected to the zero pressure of a hydraulic fluid reservoir, via a passage discovered by the movement of the differential piston control system. and in particular in the position corresponding to the end of the injection phase.
  • An adjustable restriction is advantageously interposed between the discharge chamber and the aforementioned three-way solenoid valve.
  • control means making it possible to connect the discharge chamber to the tank comprise a spool valve controlled by the high control pressure and by the pressure prevailing in the dosing chamber.
  • the fuel injection method according to the invention consists in operating successively in the following manner. Firstly, the injector needle is kept in the closed position by the action of the high control pressure. During this time, a metering chamber is filled with fuel at a lower intermediate pressure. higher than the high control pressure, and the fuel thus predosed contained in the metering chamber is subjected to a pressure increase up to the injection pressure.
  • the injection chamber is discharged so as to facilitate movement of the needle to its closed position.
  • the injection device comprises an injector 1 provided with an injection needle 2 capable of coming into contact with its seat 3 in order to close the passage to the injection orifices 4.
  • a chamber 5 surrounds the injection needle 2 and allows the supply of fuel to be injected.
  • the needle 2 of the injector 1 is secured to a pusher 6 by means of a portion of larger diameter 7.
  • the end of the pusher 6 opposite the needle 2 acts on a pilot piston 8 delimiting a discharge chamber 9.
  • a compression spring 10 also acts by means of the shoulder 11 on the needle 2 in the direction tending to close the passage to the injection orifices 4.
  • a control system 12 with two differential pistons integral with one another is mounted on the injector holder not shown in the figure.
  • the control system 12 comprises a delivery piston 13 of section S r delimiting a metering chamber 14.
  • the piston 13 is integral with a rod 15 which acts at the lower part of a control piston 16 of section S c greater than the section S r of the delivery piston 13.
  • the control piston 16 delimits a control chamber 17.
  • a drawer distributor 18 includes a drawer provided two portions 19 and 20 of larger diameter connected by a rod 21 which moves in a body having three chambers 22, 23 and 24 delimited by bearing surfaces of the bore of said body.
  • two end chambers 25 and 26 can be subjected to a pressure acting on one or the other of the ends of the distributor valve 18.
  • a compression spring 27 is mounted in the end chamber 25.
  • the fuel for example diesel in the case of a diesel engine, is at atmospheric pressure in the reservoir 28. 'It is drawn by a low pressure 29 providing a constant pressure maintained by the pump regulator 30 connected between the outlet of the pump 29 and the return to the reservoir 28.
  • a high pressure pump 31 is boosted by the low pressure pump 29 and puts the fuel at the constant high pressure Pc which can reach 200 bars and which is the control pressure.
  • the control pressure is kept constant by two regulating devices placed in series 32 and 33 between the outlet of the high pressure pump 31 and the return to the reservoir 28.
  • the constant pressure appearing between the two regulators 32 and 33 is an intermediate pressure P g said booster pressure lower than the high control pressure P.
  • the fuel at the booster pressure can therefore penetrate through a damping nozzle 34 and a non-return valve 35 mounted in the line 36 as far as the lower part of the metering chamber 14.
  • the fuel at the high-pressure control P feeds via the line 37 a hydraulic accumulator 38, the chamber 22 of the slide valve 18 as well as the end chamber 26 of the same valve by means of a three-way solenoid valve. 39 mounted in the bypass line 40.
  • the high pressure fuel can pass from chamber 22 into chamber 23 depending on the position of the drawer and supply via line 41, the control chamber 17 of the control system 12 with differential piston.
  • the fuel at the high control pressure P is also supplied via the line 42 to a second three-way solenoid valve 43 connected by an adjustable nozzle 44 to the discharge chamber 9 of the injector 1.
  • the lower part of the metering chamber 14 is connected by the pipe 45, 46 to the injection chamber 5.
  • the end chamber 27 of the distributor 18 is connected by the pipe 47 to the pipe 48 returning to the reservoir 28.
  • the rod side of the control piston 16 is also connected by the line 48a, 48 to the reservoir 28.
  • the bore inside which the delivery piston 13 can move has in its lower part an opening communicating with the pipe 45 and in its upper part an opening communicating with a pipe 50.
  • the spacing of these two openings is such that in the rest position, the delivery piston 13 discovers the opening of the pipe 50 and closes the opening of the pipe 45.
  • the two pipes 45 and 50 are connected to the injection chamber 5.
  • the line 50 and therefore the injection chamber 5 are in communication with the rod side of the control piston 16, that is to say with the low pressure of the fluid reservoir 28 via the line back 48a, 48.
  • Fig. 1 which has just been described illustrates the position of the various elements of the injection device according to the invention during the rest phase. We will now describe the different phases of operation with reference to Figs. 2 to 5.
  • the three-way solenoid valve 39 allows the fuel to penetrate at the high control pressure P into the lower chamber 26 of the distributor 18, the upper face of which bears on the compression spring 27.
  • the latter is chosen so that that the force developed by the high control pressure P in the lower chamber 26 is greater than that of the spring.
  • the dispenser drawer 18 is therefore moved in a position such that it allows communication between the chambers 22 and 23 as shown in FIG. 1.
  • the control chamber 17 is filled with fuel at the high control pressure P c via the pipe 41.
  • the discharge chamber 14 has a minimum volume, the discharge piston 13 filling it almost completely taking into account from the low position of the differential piston system 12.
  • the three-way solenoid valve 43 is controlled so as to subject the discharge chamber 9 to the high control pressure P c through the nozzle 44 so that the needle 2 of the injector 1 is kept in the closed position.
  • Fig. 2 illustrates the predosing phase of the fuel to be injected.
  • the solenoid valve 39 is controlled so as to put the chamber 26 of the distributor 18 into communication with the pipe 48 returning to the reservoir 28. Under the action of the spring 27, the distributor slide 18 therefore moves so as to put in communication the chambers 23 and 24 also communicating via the nozzle 49 the control chamber 17 with the reservoir 28 via the pipes 41 and 48.
  • the metering chamber 14 is subjected to the booster pressure P.
  • P g x S r / S c the differential piston system 12 rises under the effect of the boost pressure P g in the chamber 14. Fuel therefore enters the metering chamber 14 from of the pipe 36. During this phase, the nozzles 49 and 34 make it possible to damp the movement of the differential piston system 12 in order to avoid any oscillation.
  • Fig. 3 illustrates the accumulation phase.
  • the electrical supply voltage of the solenoid valve 39 is cut off as illustrated in FIG. 3.
  • the high control pressure P again enters the end chamber 26 of the distributor 18 which moves so as to put the chambers 22 and 23 into communication again subjecting the control chamber 17 to the high control pressure P via the line 41.
  • the fuel cannot flow towards the injector 1 since the high control pressure P c still prevails in the discharge chamber 9, the solenoid valve 43 remaining in the initial position.
  • the fuel in the accumulator 38 facilitates the filling of the control chamber 17 despite a large instantaneous flow.
  • the dimensions of the discharge chamber 9 are chosen so that its section S d as well as the structure of the injector and in particular the force of the spring 10 are such that the needle 2 remains in the closed position even when the chamber injection 5 is subjected to the injection pressure which then prevails in the metering chamber 14. It suffices indeed that one has the following inequality: where F is the force developed by the spring 10, Sa is the section of the portion 7 and S s is the section of the portion of the needle 2 in contact with its seat 3.
  • Fig. 4 illustrates the injection phase.
  • the solenoid valve 39 remains in the position illustrated in FIG. 3.
  • the solenoid valve 43 is energized at a precise instant so as to control it in order to put the discharge chamber 9 in communication via the adjustable nozzle 44 with the reservoir 28 via the pipe 43a.
  • the pressure P d prevailing in the discharge chamber 9 drops from its initial value equal to the high control pressure P to a value such that there is the following relationship: the needle 2 of the injector 1 lifts and the injection begins at an injection pressure P i which is equal to the pressure P r prevailing in the metering chamber 14.
  • the delivery piston 13 delivers the quantity of pre-dosed fuel located in the metering chamber 14 to the injection chamber 5 via the pipes 45 and 46.
  • variable nozzle 44 makes it possible to adjust the speed of the pressure drop in the discharge chamber 9 and therefore to adjust the speed of the lifting movement of the needle 2 of the injector. An action on the restriction formed by the nozzle 44 therefore allows the injection law to be easily modified.
  • Fig. 5 illustrates the phase corresponding to the end of the injection.
  • the two solenoid valves 39 and 43 initially remain in the positions illustrated in FIG. 4.
  • the underside of the discharge piston 13 closes the opening of the line 45 connecting the metering chamber 14 via the line 46 to the injection chamber 5.
  • the dimensions of the delivery piston 13 as well as the spacing openings communicating with the pipes 45 and 50 are such that at the same time the upper face of the delivery piston 13 uncovers the orifice of the pipe 50 thus allowing the pressure prevailing in the injection chamber 5 to be discharged by the pipes 46, 50, 48a and 48 returning to the reservoir 28.
  • the needle 2 of the injector 1 then closes under the effect of the calibration spring 10.
  • the electrical supply to the three-way solenoid valve 43 is then cut off, which returns to the position illustrated in FIG. 1 allowing the high pressure P to recharge the discharge chamber 9.
  • the various elements of the device return to the position illustrated in FIG. 1.
  • the variant which has just been described is more particularly suited to an application which requires the injection of a minimum quantity of fuel of approximately 6 mm 3 per stroke, which is the case for example for engines intended for light vehicles.
  • a minimum quantity of fuel of approximately 6 mm 3 per stroke
  • the dispenser drawer 51 has two larger diameter portions 52 and 53 connected together by a rod 54 and moves in a bore comprising three chambers 55, 56 and 57 delimited by ranges and two pilot chambers 58 and 59 for moving the drawer.
  • the first control chamber 58 is connected to the high control pressure by the line 61 which is itself connected to the line 42.
  • the line 60 also makes it possible to convey the fuel at the high control pressure P c as far as the room 57.
  • the chamber 55 is connected to the reservoir 28 via the pipe 62 which contains a damping nozzle Variable Restriction 63.
  • the pipe 64 connects the chamber 56 to the discharge chamber 9 of the injector 1. '
  • the second control chamber 59 communicates via the pipe 65 with a low passage 66 opening into the metering chamber 14 and being able to be closed by the delivery piston 13 during its downward movement.
  • the pipe 65 also communicates with a high passage 67 which communicates with the rod side of the control piston 16 and by the pipe 48a and 48 with the reservoir 28.
  • the passage 67 can be closed by the delivery piston 13 in its movement towards the high.
  • the spacing of the top and bottom passages 66 and 67 as well as the height of the piston 13 are chosen so that one of the two passages is always clear regardless of the position of the delivery piston 13.
  • the orifices of the conduits 45 and 50 which connect the injection chamber 5 respectively to the metering chamber 14 and to the reservoir via the pipe 48a, are each offset downward relative to the orifices of the low and high passages 66 and 67. From in this way, the orifices of the conduits 45 and 50 are closed by the delivery piston 13 in its movement, either up or down, after the respective low and high passages 66 and 67. Thus in its downward movement, the delivery piston 13 firstly closes the orifice communicating with the pipe 66 of the bottom passage, then when it continues its downward movement, the orifice communicating with the pipe 45. In the same way, when the delivery piston 13 moves upwards, it first closes the orifice of the pipe 50 then the orifice of the high passage 67.
  • the second control chamber 59 of the slide valve distributor 51 is in communication with the low pressure of the fluid reservoir 28 by the pipes 65 and 67 which make it communicate with the pipes 48a and 48 and the tank 28.
  • the delivery piston 13 discovers the orifice of the high passage 67.
  • the high control pressure P prevailing in the first pilot chamber 58 causes a displacement of the dispenser drawer 51 connecting the chambers 56 and 57.
  • the high control pressure P c coming from the pipe 60 therefore prevails through the pipe 64 in the discharge chamber 9.
  • the needle 2 of the injector 1 is in the closed position.
  • Fig. 7 illustrates the pre-metering phase which is done as in the previous variant by a control action on the three-way solenoid valve 39.
  • the opening of the solenoid valve 39 allows the dispenser drawer 18 and the filling the metering chamber 14 at the booster pressure P, the differential piston 12 moving upwards.
  • the second control chamber 59 is subjected to the booster pressure P 9 which prevails in the metering chamber 14 via the bottom passage 66 and the pipe 65.
  • the quantity metered at the end of this step in the metering chamber 14 is proportional to the opening time of the solenoid valve 39.
  • Fig. 8 illustrates the injection phase.
  • the solenoid valve 39 returns to its initial position, which also causes the distributor valve 18 to return to the rest position, the high control pressure P is established in the control chamber 17.
  • the pressure P r which prevails in the metering chamber 14 gradually increases.
  • the distributor valve 51 is caused to move under the action of the higher pressure prevailing in the second control chamber 59.
  • This movement illustrated in FIG. 8 connects the chambers 55 and 56 of the spool valve 51.
  • the pressure prevailing in the discharge chamber 9 can therefore drop via the conduits 64 and 62 and the variable nozzle 63.
  • Fig. 9 illustrates the phase corresponding to the start of the end of the injection.
  • the piston 13 In its downward movement, the piston 13 first discovers the top passage 67. At the same time it closes the bottom passage 66. At this time the opening of the pipe 50 is still closed while the opening of the pipe 45 is discovered allowing the injection to continue.
  • the high control pressure P c prevailing in the first control chamber 58 therefore again becomes preponderant over the pressure prevailing in the second control chamber 59 which is connected by the pipes 48a and 48 to the reservoir 28.
  • the distributor drawer 51 therefore moves again to its rest position bringing the chambers 56 and 57 into communication and allowing the high control pressure P to re-enter the discharge chamber 9.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
EP81401902A 1981-01-15 1981-12-01 Vorrichtung zur Brennstoffeinspritzung in einen Verbrennungsmotor Expired EP0056916B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81401902T ATE21729T1 (de) 1981-01-15 1981-12-01 Vorrichtung zur brennstoffeinspritzung in einen verbrennungsmotor.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8100679A FR2497876B1 (fr) 1981-01-15 1981-01-15 Dispositif et procede d'injection de carburant pour moteur a combustion interne
FR8100679 1981-01-15

Publications (2)

Publication Number Publication Date
EP0056916A1 true EP0056916A1 (de) 1982-08-04
EP0056916B1 EP0056916B1 (de) 1986-08-27

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ID=9254174

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81401902A Expired EP0056916B1 (de) 1981-01-15 1981-12-01 Vorrichtung zur Brennstoffeinspritzung in einen Verbrennungsmotor

Country Status (4)

Country Link
EP (1) EP0056916B1 (de)
AT (1) ATE21729T1 (de)
DE (1) DE3175234D1 (de)
FR (1) FR2497876B1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0119894B1 (de) * 1983-02-21 1987-06-16 Regie Nationale Des Usines Renault Elektromagnetisch gesteuertes druck-/zeitabhängiges Einspritzsystem für Dieselmotoren, in dem die Ventilnadel durch Entladen und Laden einer Kapazität geführt ist
WO2000055496A1 (de) * 1999-03-12 2000-09-21 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung
US6675773B1 (en) * 1999-08-20 2004-01-13 Robert Bosch Gmbh Method and apparatus for performing a fuel injection

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6575137B2 (en) 1994-07-29 2003-06-10 Caterpillar Inc Piston and barrel assembly with stepped top and hydraulically-actuated fuel injector utilizing same

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2140063A1 (de) * 1971-05-28 1973-01-12 Bosch
FR2140018A1 (de) * 1971-05-28 1973-01-12 Bosch
US3983855A (en) * 1973-07-12 1976-10-05 C.A.V. Limited Fuel injection system
DE2558789A1 (de) * 1975-12-24 1977-07-14 Bosch Gmbh Robert Hochdruck-kraftstoffeinspritzeinrichtung fuer dieselmotoren
DE2809762A1 (de) * 1977-03-07 1978-10-05 Nippon Denso Co Kraftstoff-einspritzsystem fuer eine brennkraftmaschine
DE2759187A1 (de) * 1977-12-31 1979-07-12 Bosch Gmbh Robert Kraftstoffeinspritzanlage mit mindestens einem kraftstoffeinspritzventil, insbesondere fuer grossmotoren

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3000960A1 (de) * 1980-01-12 1981-09-10 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzeinrichtung fuer brennkraftmaschinen, insbesondere fuer dieselmotoren

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2140063A1 (de) * 1971-05-28 1973-01-12 Bosch
FR2140018A1 (de) * 1971-05-28 1973-01-12 Bosch
US3983855A (en) * 1973-07-12 1976-10-05 C.A.V. Limited Fuel injection system
DE2558789A1 (de) * 1975-12-24 1977-07-14 Bosch Gmbh Robert Hochdruck-kraftstoffeinspritzeinrichtung fuer dieselmotoren
DE2809762A1 (de) * 1977-03-07 1978-10-05 Nippon Denso Co Kraftstoff-einspritzsystem fuer eine brennkraftmaschine
DE2759187A1 (de) * 1977-12-31 1979-07-12 Bosch Gmbh Robert Kraftstoffeinspritzanlage mit mindestens einem kraftstoffeinspritzventil, insbesondere fuer grossmotoren

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0119894B1 (de) * 1983-02-21 1987-06-16 Regie Nationale Des Usines Renault Elektromagnetisch gesteuertes druck-/zeitabhängiges Einspritzsystem für Dieselmotoren, in dem die Ventilnadel durch Entladen und Laden einer Kapazität geführt ist
WO2000055496A1 (de) * 1999-03-12 2000-09-21 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung
US6453875B1 (en) * 1999-03-12 2002-09-24 Robert Bosch Gmbh Fuel injection system which uses a pressure step-up unit
KR100676642B1 (ko) * 1999-03-12 2007-02-01 로베르트 보쉬 게엠베하 연료 분사 시스템
US6675773B1 (en) * 1999-08-20 2004-01-13 Robert Bosch Gmbh Method and apparatus for performing a fuel injection

Also Published As

Publication number Publication date
EP0056916B1 (de) 1986-08-27
FR2497876A1 (fr) 1982-07-16
ATE21729T1 (de) 1986-09-15
DE3175234D1 (en) 1986-10-02
FR2497876B1 (fr) 1986-02-07

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