EP0116168A2 - Pompe d'injection de combustible - Google Patents

Pompe d'injection de combustible Download PDF

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Publication number
EP0116168A2
EP0116168A2 EP83113085A EP83113085A EP0116168A2 EP 0116168 A2 EP0116168 A2 EP 0116168A2 EP 83113085 A EP83113085 A EP 83113085A EP 83113085 A EP83113085 A EP 83113085A EP 0116168 A2 EP0116168 A2 EP 0116168A2
Authority
EP
European Patent Office
Prior art keywords
fuel injection
injection pump
piston
space
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.)
Granted
Application number
EP83113085A
Other languages
German (de)
English (en)
Other versions
EP0116168B1 (fr
EP0116168A3 (en
Inventor
Helmut Laufer
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
Priority to AT83113085T priority Critical patent/ATE27638T1/de
Publication of EP0116168A2 publication Critical patent/EP0116168A2/fr
Publication of EP0116168A3 publication Critical patent/EP0116168A3/de
Application granted granted Critical
Publication of EP0116168B1 publication Critical patent/EP0116168B1/fr
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
    • 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
    • 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
    • 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
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/22—Varying quantity or timing by adjusting cylinder-head space

Definitions

  • the invention is based on a fuel injection pump according to the preamble of the main claim.
  • a fuel injection pump of this type known from DE-AS 1 576 617
  • an evasive piston is provided which delimits a fuel removal space which is connected to the pump work space via a throttle.
  • the evasive piston is reset by a compression spring which is supported on a piston-like spring plate. Coaxial with the compression spring, a stop pin protrudes from the spring plate, which blocks the escape piston after a certain compression of the return spring.
  • the piston-like spring plate is pressed by the compression spring in a cylinder bore against a stop and is loaded with speed-dependent pressure from the opposite side by pressure medium.
  • Such devices serve to make the combustion process softer and, in particular in the case of self-igniting internal combustion engines with fuel injection directly into the combustion chamber, to prevent too much fuel from accumulating in the combustion chamber until the ignition delay has elapsed from the start of the first injection, which then suddenly burns. This combustion leads to a steep rise in pressure and thus to considerable noise during combustion.
  • injection nozzles are also known with which a pre-injection can be implemented.
  • such nozzles mean a considerable effort compared to an arrangement of the type mentioned.
  • the device of the type mentioned at the outset is again relatively complex with regard to the configuration in which a pre-injection is to be achieved which is separate from the main injection and the effectiveness of which depends largely on the speed.
  • the throttle connection between the extraction space and the pump work space becomes more noticeable, as do all the other controlled connections.
  • the achievable pilot injection changes greatly with the dynamic operating conditions.
  • the fuel injection pump according to the invention has the advantage that it is effective over the entire operating range of the fuel injection pump or the associated internal combustion engine with a subdivision of the injection quantities.
  • the dynamic influences such as, for example, can advantageously be influenced by the speed-dependent influencing of the pressure of the pressure medium.
  • the optimal pre-injection quantity of the internal combustion engine can be maintained in all operating ranges, since the quantity determined as optimal is adjusted by feedback of the nozzle needle movement and thus the actual pre-injection quantity.
  • the embodiment according to claim 12 is also advantageous, with which it is ensured that no residual pressure in the removal space influences the opening point of the connection between the pump work space and the removal space at different speeds.
  • FIG. 1 shows a first exemplary embodiment with a partial section through the part of a fuel injection pump
  • FIG. 2 shows a variant of the design of the piston shown in FIG. 1 serving as a movable wall
  • FIG. 3 shows the course of injection at different speeds in a device according to the prior art
  • 4 shows the pressure curve in the pump work chamber in the embodiment according to FIG. 1
  • FIG. 5 shows the course of the needle stroke at various operating points
  • FIG. 6 shows a second exemplary embodiment of the solution according to the invention with regulated fluid pressure in the reset chamber
  • FIG. 7 shows a third exemplary embodiment as a variant of the embodiment according to FIG. 6.
  • FIG. 1 shows a part of a known distributor injection pump in a schematic section. It is a pump piston 1 is shown, which encloses a pump working chamber 3 in a cylinder 2 and is set into a reciprocating, pumping and at the same time rotating movement by means not shown.
  • the pump piston of this distributor injection pump acts as a distributor during the rotation, fuel being conveyed from the pump work space into one of the injection lines 5 via a distributor groove 4 in the outer surface of the pump piston and being supplied to individual injection valves 6.
  • These injection lines are to be supplied accordingly Number of cylinders of the associated internal combustion engine distributed around the cylinder 2.
  • the pump work space can be connected to a relief space to end the injection.
  • the fuel displaced by the pump piston during a further pump stroke is then via the relief line 7 z.
  • a line 9 also leads from the pump work space 3 to a fuel extraction space 10.
  • the confluence of the line 9 and the fuel extraction space 10 is designed as a valve seat 11 on which a conical end face 12 of an evasive piston 14 comes to rest.
  • the conical end face 12 serves as a valve closing element and controls the connection between the pump work space and the fuel removal space 10.
  • the evasive piston serves as a movable wall of the fuel removal space 10.
  • the escape piston 14 can be moved tightly in a bore 15 and has a pin 16 on its rear side on which a spring plate 17 is seated.
  • the longitudinal displacement of the evasive piston 14 is limited by a stop 18, which is located at the end of the bore 15, at a point where the bore 15 merges into a circular-cylindrical recovery space 19, the diameter of which is larger than the diameter of the bore 15.
  • an intermediate piston 21 is tightly displaceable as the second movable wall.
  • the intermediate piston separates the reset chamber 19 from a pressure chamber 22, which is depressurized in the embodiment shown here and for this purpose via a leak line 24 with z.
  • B. the fuel tank 25 of the fuel injection pump is connected.
  • a return spring in the form of a compression spring 27 is clamped, which strives to keep the conical end face 12 on the valve seat 11.
  • an additional spring 29, which is a compression spring in the example shown, is clamped in the pressure chamber 22 between the intermediate piston 21 and an adjustable stop 28.
  • the evasive piston 14 also has an annular groove 31 in the region of its guidance in the bore 15, which is continuously connected to the resetting space 19 via a longitudinal groove 30 in the piston part of the evasive piston adjacent to the spring plate 17.
  • a discharge line 32 branches off from the removal space 10, which contains a throttle 33 and opens into the cylinder 15 such that the opening in the starting position of the escape piston is just connected to the annular groove 31. If the evasive piston lifts off from the valve seat 11, the opening is immediately closed by the piston part of the evasive piston adjoining the annular groove 31. In the area of overlap, the throttle prevents a substantial amount of fuel from being able to flow away from the pump work space to the reset space.
  • the throttle can also be formed directly by the overlap of the annular groove 31 with the inlet opening of the relief line 32 in the starting position of the escape piston 14.
  • FIG. 2 shows that a separate relief line 32 has been completely dispensed with, but the annular groove 31 'has been set so deep that a throttled connection 34 between the annular groove 31 and the relief chamber 10 is established in the starting position of the escape piston 1.4.
  • This configuration also shows that the cone angle ⁇ 1 of the conical end face 12 is smaller than the cone angle ⁇ 2 of the valve seat 11. This has the purpose that in the closed position of the evasive piston during the delivery stroke of the pump piston, the same pressure area determined by the cross section of the line 9 is always used is effective.
  • the resetting space 19 is connected via a pressure medium supply line 36 to a pressure medium source which, for. B. the suction chamber 37 of the distributor injection pump.
  • a pressure medium source which, for. B. the suction chamber 37 of the distributor injection pump.
  • This suction chamber or the pressure medium source is supplied by a fuel delivery pump 38, which is driven synchronously with the fuel injection pump and sucks fuel from a fuel reservoir 25.
  • the pressure that forms on the delivery side of the fuel delivery pump 38 is controlled with a pressure control valve 39 as a function of the speed.
  • the device described works as follows: During the delivery stroke of the pump piston 1, the pressure in the working space 3 is increased to such an extent that the valve Needle of the injection valve 6 is lifted in a known manner from the fuel pressure against the valve spring and fuel is injected. Due to the pressure build-up in the pump work space 3, the evasive piston 14 is also loaded, on which the restoring forces of the restoring spring 27 and the additional spring -29 act. With the pressure increase in the pump work chamber, the evasive piston 14 is also deflected, so that part of the fuel quantity delivered by the pump piston 1 is withdrawn and the pressure in the pump work chamber or on the pressure side of the injection valve 6 drops.
  • the evasive piston 14 also returns to the valve seat 11. In this position, the removal space 10 is then released into the reset space 19 via the relief line 32, the throttle 33, the annular groove 31 and the groove 30.
  • This configuration ensures that the pressure is equalized in the fuel removal chamber 10 before each new pump stroke of the pump piston 1, so that none on the conical end face 12 within the removal chamber 10 Resulting forces acting in the opening direction can occur. So that no fuel can flow out of the pump work space via the relief line 32 after the pumping stroke of the pump piston begins, the relief line is closed with the first movement of the evasive piston 14.
  • the relief of the fuel removal space 10 can, as can also be seen in FIG. 2, take place instead of the reset space 19 and also towards the fuel tank 25.
  • a longitudinal groove 40 is provided in the lateral surface of the bore 15, which is constantly connected to the annular groove 31 and from which a leak line 41 leads to the fuel tank 25.
  • the solid lines in FIG. 3 show the injection behavior of the injection valve 6, the stroke of the nozzle needle being plotted via the angle of rotation of the pump piston or representative of the crankshaft of the internal combustion engine to be supplied by the fuel injection pump.
  • the needle stroke plotted there also corresponds to the fuel injection quantity that is injected through the injection valve into the combustion chambers of the internal combustion engine.
  • Figure 4 shows the pressure curve in the pump workspace or on the high pressure side of the pump piston in an embodiment according to the invention: It can be seen here that after an initial pressure increase, the pressure drops below the opening pressure of the nozzle needle of the injection valve and then, after the evasive movement of the Dodge piston 14 rises steeply again to its final value until the end of the injection.
  • an increasing pressure is built up in the reset space 19 with increasing speed of the fuel injection pump, which loads the intermediate piston 21. This is shifted against the force of the additional spring 29 and at the same time the bias of the return spring 27 is reduced.
  • the reduced restoring force on the evasive piston makes it easier for the latter to react more quickly to the pressure increase in the pump work space, so that the desired small pre-injection quantity can also be achieved at higher speeds, as can be seen from FIG. 5.
  • a constant pre-injection quantity of fuel and a main injection quantity increasing with the load are preferably obtained.
  • the bias of the return spring 27 and the bias of the additional spring 29 can be influenced.
  • FIG. 6 An improvement in the adaptation of the pilot injection quantity to the respective operating conditions of the internal combustion engine is achieved with the embodiment according to FIG. 6.
  • This is a device of essentially the same construction as in FIG. 1, except that a throttle 45 is arranged here in the pressure medium supply line 36 ' that serves as a decoupling throttle.
  • the fuel feed pump 38 is again available as a pressure medium source, the feed pressure of which can be varied by a pressure control valve 39, but does not have to be varied for the purposes of the intervention in this exemplary embodiment.
  • the fuel delivery pump 38 is advantageously used together with the pressure control valve 39 to supply pressure to the pump suction chamber of the fuel injection pump, with its speed-dependent pressure, for. B. a spray adjuster, not shown here, is operated depending on the speed.
  • the reset space 19 ' is also connected to a relief line 46, in which a solenoid valve 47 is arranged and which leads to the fuel tank 25.
  • the solenoid valve is controlled by a control device 48.
  • an actual value for the pilot injection quantity is formed from the control value corresponding to the valve needle stroke and compared with a target value.
  • a correction signal is generated in accordance with the deviation of the actual value from the target value. according to which the control of the solenoid valve 47 is changed.
  • the solenoid valve can be clocked or operated analogously, preference being given to the clocked operation.
  • the pulse duty factor of the control signals for the solenoid valve is changed in accordance with the correction value and the amount of fuel flowing out of the reset space 19 ′ is also influenced accordingly.
  • any pressure can be set in the resetting space 19 ', but this will change in a first approximation depending on the speed.
  • the setpoint for the pre-injection quantity is either formed analogously from operating parameters that affect the combustion behavior of the fuel in the combustion chamber.
  • B. speed, temperature or load or optimum values of this setpoint are stored in a one- or multi-dimensional map from where it is called up by the control device.
  • Such functions can preferably be carried out by a computer or microprocessor.
  • the functioning of the device is the same as in the exemplary embodiment according to FIG. 1, that is to say that the restoring force acting on the avoiding piston 14 is modified by the pressure in the restoring space 19 '.
  • the pressure chamber 22 ′ is supplied with pressure medium from the pressure medium supply line 36 in a modification of the exemplary embodiment according to FIG. 6, the pressure chamber 22 ′ likewise being decoupled from the pressure source by a decoupling throttle 45.
  • the pressure chamber 22 ' can be relieved in a controlled manner via the relief line 46', which also contains the solenoid valve 47 ';
  • the solenoid valve 47 ' is activated in the same way as in the embodiment Example according to Figure 6, only that the control is complementary to the control in Figure 6, since here the pressure in the pressure chamber 22 'must decrease with increasing speed.
  • the additional spring 29 'can also be designed as a tension spring, in which case the pressure in the pressure chamber 22' can increase with increasing speed.
  • an additional spring in the pressure chamber 22 or 22 'can also be dispensed with entirely, since the force exerted on the intermediate piston can be replaced by the pressure in the pressure chamber 22.
  • the reset space 19 'in the exemplary embodiment according to FIG. 7 is connected to the fuel tank 25 via a leak line 50, so that no pressure influencing the pressure control in the pressure space 22 can build up in the reset space and the amount of leakage fuel coming from the annular groove 31 can also flow away.

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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)
  • High-Pressure Fuel Injection Pump Control (AREA)
EP83113085A 1983-01-13 1983-12-24 Pompe d'injection de combustible Expired EP0116168B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT83113085T ATE27638T1 (de) 1983-01-13 1983-12-24 Kraftstoffeinspritzpumpe.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3300876 1983-01-13
DE19833300876 DE3300876A1 (de) 1983-01-13 1983-01-13 Kraftstoffeinspritzpumpe

Publications (3)

Publication Number Publication Date
EP0116168A2 true EP0116168A2 (fr) 1984-08-22
EP0116168A3 EP0116168A3 (en) 1985-01-23
EP0116168B1 EP0116168B1 (fr) 1987-06-03

Family

ID=6188155

Family Applications (1)

Application Number Title Priority Date Filing Date
EP83113085A Expired EP0116168B1 (fr) 1983-01-13 1983-12-24 Pompe d'injection de combustible

Country Status (5)

Country Link
US (1) US4530337A (fr)
EP (1) EP0116168B1 (fr)
JP (1) JPS59145360A (fr)
AT (1) ATE27638T1 (fr)
DE (2) DE3300876A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2595762A1 (fr) * 1986-03-11 1987-09-18 Nippon Soken Dispositif de commande de la pression d'un carburant
WO1988000651A1 (fr) * 1986-07-17 1988-01-28 Stein Guenter Pompe d'injection de carburant pour moteurs a combustion interne
FR2605055A1 (fr) * 1986-10-08 1988-04-15 Daimler Benz Ag Procede d'injection directe de carburant pour un moteur diesel
EP0290797A2 (fr) * 1987-05-11 1988-11-17 Robert Bosch Gmbh Pompe d'injection de combustible
WO1989000243A1 (fr) * 1987-07-06 1989-01-12 Robert Bosch Gmbh Pompe d'injection de carburant
EP0348865A2 (fr) * 1988-06-27 1990-01-03 Nippondenso Co., Ltd. Dispositif à injection-pilote pour pompes à injection de combustible

Families Citing this family (27)

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Publication number Priority date Publication date Assignee Title
ATE59434T1 (de) * 1984-09-14 1991-01-15 Bosch Gmbh Robert Elektrisch gesteuerte kraftstoffeinspritzpumpe fuer brennkraftmaschinen.
JPS6186539U (fr) * 1984-11-13 1986-06-06
DE3541049A1 (de) * 1984-11-23 1986-06-05 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH, Prof. Dr.Dr.h.c. Hans List, Graz Einrichtung zur unterbrechung des druckaufbaues bei einer kraftstoffeinspritzpumpe
JPH0227181Y2 (fr) * 1984-12-14 1990-07-23
JPS62206238A (ja) * 1986-03-05 1987-09-10 Nippon Denso Co Ltd 燃料噴射ポンプのパイロツト噴射装置
JPH0447413Y2 (fr) * 1986-03-06 1992-11-09
FR2595761B1 (fr) * 1986-03-14 1988-05-13 Semt Dispositif d'injection pour moteur a combustion interne, permettant l'injection de deux combustibles
JPS62150578U (fr) * 1986-03-14 1987-09-24
JPS62225759A (ja) * 1986-03-28 1987-10-03 Nippon Soken Inc 燃料噴射ポンプの噴射率制御装置
JPS635140A (ja) * 1986-06-24 1988-01-11 Diesel Kiki Co Ltd 燃料噴射ポンプの噴射制御方法
DE3801929C2 (de) * 1987-01-30 1998-07-02 Volkswagen Ag Kraftstoffeinspritzeinrichtung
DE3722263C2 (de) * 1987-07-06 1995-05-04 Bosch Gmbh Robert Kraftstoffeinspritzanlage für Brennkraftmaschinen
DE3735750A1 (de) * 1987-10-22 1989-05-03 Kloeckner Humboldt Deutz Ag Kraftstoffeinspritzvorrichtung
DE3922231A1 (de) * 1989-07-06 1991-01-17 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
GB8923485D0 (en) * 1989-10-18 1989-12-06 Lucas Ind Plc Fuel pumping apparatus
GB8923487D0 (en) * 1989-10-18 1989-12-06 Lucas Ind Plc Fuel pumping apparatus
GB8926477D0 (en) * 1989-11-23 1990-01-10 Lucas Ind Plc Fuel pumping apparatus
DE4032279A1 (de) * 1990-10-11 1992-04-16 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
US5462030A (en) * 1994-05-31 1995-10-31 Caterpillar Inc. Encapsulated adjustable rate shaping device for a fuel injection system
US5921475A (en) * 1997-08-07 1999-07-13 Ford Motor Company Automotive fuel injector
JP3465641B2 (ja) * 1999-07-28 2003-11-10 トヨタ自動車株式会社 燃料ポンプの制御装置
SE9903525D0 (sv) * 1999-09-29 1999-09-29 Volvo Ab Förfarande vid en förbränningsmotor
DE10059424A1 (de) * 2000-11-30 2002-06-06 Bosch Gmbh Robert Hubgesteuertes Ventil als Kraftstoff-Zumesseinrichtung eines Einspritzsystems für Brennkraftmaschinen
EP1359316B1 (fr) * 2002-05-03 2007-04-18 Delphi Technologies, Inc. Système d'injection de carburant
DE602006000822T2 (de) * 2006-03-15 2009-03-05 Delphi Technologies, Inc., Troy Verbesserte Steuerventilanordnung
JP4767282B2 (ja) * 2008-05-30 2011-09-07 本田技研工業株式会社 内燃機関の制御装置
KR101144504B1 (ko) * 2010-10-20 2012-05-11 현대중공업 주식회사 가변 압력실을 가지는 연료분사펌프

Citations (3)

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US3456629A (en) * 1966-08-01 1969-07-22 Peugeot Fuel injection devices for compression ignited internal combustion engines
DE2903551A1 (de) * 1979-01-31 1980-08-14 Volkswagenwerk Ag Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
EP0045530A2 (fr) * 1980-08-06 1982-02-10 Robert Bosch Gmbh Soupape injectrice de combustible pour moteurs à combustion

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US2918048A (en) * 1953-06-03 1959-12-22 Bosch Gmbh Robert Control valve arrangement for injection pumps
GB1180630A (en) * 1966-08-01 1970-02-04 Peugeot Improvements in or relating to Fuel Injection Devices for Compression Ignited Internal Combustion Engines
DE1931039A1 (de) * 1969-06-19 1971-01-07 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer Brennkraftmaschinen
DE2703685A1 (de) * 1977-01-29 1978-08-03 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
GB2076561B (en) * 1980-04-26 1985-04-03 Diesel Kiki Co Distribution type fuel injection apparatus
FR2481752A1 (fr) * 1980-04-30 1981-11-06 Renault Vehicules Ind Amelioration des dispositifs mecaniques d'injection de combustible, notamment pour des moteurs diesel
DE3023731A1 (de) * 1980-06-25 1982-01-14 Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen Einspritzpumpe
DE3136689A1 (de) * 1981-09-16 1983-03-24 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
JPS5915666A (ja) * 1982-07-16 1984-01-26 Nippon Denso Co Ltd 燃料噴射装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3456629A (en) * 1966-08-01 1969-07-22 Peugeot Fuel injection devices for compression ignited internal combustion engines
DE2903551A1 (de) * 1979-01-31 1980-08-14 Volkswagenwerk Ag Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
EP0045530A2 (fr) * 1980-08-06 1982-02-10 Robert Bosch Gmbh Soupape injectrice de combustible pour moteurs à combustion

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2595762A1 (fr) * 1986-03-11 1987-09-18 Nippon Soken Dispositif de commande de la pression d'un carburant
WO1988000651A1 (fr) * 1986-07-17 1988-01-28 Stein Guenter Pompe d'injection de carburant pour moteurs a combustion interne
FR2605055A1 (fr) * 1986-10-08 1988-04-15 Daimler Benz Ag Procede d'injection directe de carburant pour un moteur diesel
EP0290797A2 (fr) * 1987-05-11 1988-11-17 Robert Bosch Gmbh Pompe d'injection de combustible
EP0290797A3 (en) * 1987-05-11 1989-10-18 Robert Bosch Gmbh Fuel injection pump
WO1989000243A1 (fr) * 1987-07-06 1989-01-12 Robert Bosch Gmbh Pompe d'injection de carburant
EP0348865A2 (fr) * 1988-06-27 1990-01-03 Nippondenso Co., Ltd. Dispositif à injection-pilote pour pompes à injection de combustible
EP0348865A3 (fr) * 1988-06-27 1990-10-10 Nippondenso Co., Ltd. Dispositif à injection-pilote pour pompes à injection de combustible
US5033443A (en) * 1988-06-27 1991-07-23 Nippondenso Co., Ltd. Pilot injection device for fuel injection pump

Also Published As

Publication number Publication date
DE3300876A1 (de) 1984-07-19
DE3371929D1 (en) 1987-07-09
US4530337A (en) 1985-07-23
EP0116168B1 (fr) 1987-06-03
JPS59145360A (ja) 1984-08-20
JPH0514103B2 (fr) 1993-02-24
EP0116168A3 (en) 1985-01-23
ATE27638T1 (de) 1987-06-15

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