EP0185914B1 - Pompe d'injection de carburant pour moteurs à combustion interne - Google Patents

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

Info

Publication number
EP0185914B1
EP0185914B1 EP85114587A EP85114587A EP0185914B1 EP 0185914 B1 EP0185914 B1 EP 0185914B1 EP 85114587 A EP85114587 A EP 85114587A EP 85114587 A EP85114587 A EP 85114587A EP 0185914 B1 EP0185914 B1 EP 0185914B1
Authority
EP
European Patent Office
Prior art keywords
pump
pump piston
stroke
piston
delivery
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
EP85114587A
Other languages
German (de)
English (en)
Other versions
EP0185914A2 (fr
EP0185914A3 (en
Inventor
Josef Güntert
Walter Häfele
Helmut Dr. Dipl.-Ing. Tschöke
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 AT85114587T priority Critical patent/ATE50320T1/de
Publication of EP0185914A2 publication Critical patent/EP0185914A2/fr
Publication of EP0185914A3 publication Critical patent/EP0185914A3/de
Application granted granted Critical
Publication of EP0185914B1 publication Critical patent/EP0185914B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • F02M59/26—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/361—Valves being actuated mechanically

Definitions

  • the invention relates to a fuel injection pump according to the preamble of claim 1.
  • Slider-controlled pumps are primarily used for large delivery rates at high pressures, i.e. for larger, less fast-running motors. Accordingly, deviations from the target injection values not only have an effect on the engine running poorly, but can very easily lead to correspondingly costly engine damage. Such a danger always exists if, due to faults in the actuating device of the control slide, the latter reaches an extreme position in which the start or end of delivery, which are determined by the position of the control slide in these pumps, leads to an early or late injection of the Fuel leads into the engine cylinder, which is known to cause the engine to be thermally or mechanically overloaded. Thermal overload in particular leads to a drop in performance.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that the effective fuel delivery to the engine. depending on the fuel control carried out by the control slide together with the rotatable pump piston after a certain pump piston stroke has been completed. At the same time, this limits the maximum possible delivery volume of the injection pump, which in particular prevents the engine from running away. It can also be achieved that the high-pressure delivery is ended by timely opening of the relief channel before the roller of the roller tappet moves from the straight (tangential) to the strongly curved section (small radius) of the drive cam of the injection pump. A dangerous shifting of the end of delivery towards “late” with the consequence of the disadvantages described at the outset is prevented by the invention without there being any disadvantages for quantity control or engine operation.
  • the fuel delivery is reduced to zero if an undesired extreme position is taken or if an appropriate position of the control slide is approached.
  • This is e.g. B. achieved when the additional connecting channel arranged in the pump cylinder is opened by the relief channel before the mouth of the quantity control channel for controlling the start of delivery plunges into the control slide.
  • the earliest possible start of delivery is controlled by the connecting channel, in that the input of the connecting channel is only blocked after a forward stroke of the pump piston has been completed, so that a pressure can only be built up in the pump work space after this at the earliest.
  • the connecting channel also serves as a filling option for the pump workspace, as long as the pump piston is in the vicinity of its bottom dead center position.
  • the mouth of the relief channel can either always remain within the bore of the pump cylinder receiving the pump piston or, according to an advantageous embodiment of the invention according to the features of claim 2, also emerge from the pump cylinder with the advantage of additional filling of the pump working space in the bottom dead center position. In any case, however, after the maximum working stroke of the pump piston has been covered, the mouth of the relief channel opens the input of the connecting channel in order to interrupt the fuel delivery to the engine. In this way, the maximum allocation stroke and thus the maximum delivery quantity are limited by the selected allocation of relief channel and connection channel. According to additional embodiments of the invention according to the characterizing features of claims 3 to 5, the mouth of the relief channel can be designed appropriately and thus in different ways.
  • An annular groove can serve as the mouth or a control groove formed by a bevel and extending transversely to the stroke direction, which are then connected to the pump work space via the transverse bore and longitudinal bore in the pump piston. Since the pump piston can be rotated to change the quantity, the upper boundary edge of the control groove can be stepped and / or run obliquely to the pump piston axis, so that turning the pump piston causes a load-dependent change in the opening stroke between the discharge channel mouth and the connecting channel inlet. As a result, the latest end of delivery in connection with the change in the delivery rate can also be changed and thus adjusted.
  • connection channel controlled by the pump piston independently of the control slide and having an inlet in the area of the pump cylinder wall that can be covered by the pump piston, to a space of low pressure, i. H. the suction chamber is known per se from a slide-controlled fuel injection pump of a different type (FR-PS-1 521 391).
  • this connecting channel serves exclusively to control a constant delivery end, while the control slide in conjunction with a blind and transverse bore in the pump piston controls a delivery start which is forcibly variable depending on the delivery quantity.
  • the control slide in conjunction with a non-rotatable pump piston, exclusively controls the fuel injection quantity by changing the start of delivery, which would be absolutely inadmissible in modern diesel engines because of the rapidly changing start of delivery.
  • a connecting channel is also already formed as a bore in the pump cylinder liner, opens into a suction chamber of the injection pump surrounding this cylinder liner, serving as a low-pressure chamber, and becomes however, blocked by the pump piston after a forward stroke, whereby the start of fuel delivery to the engine cylinder is always controlled at the same time.
  • the pump working space is filled with fuel through this hole, while the position of the hole determines the constant start of delivery only during the pressure stroke of the pump. Only the end of delivery and thus the delivery rate is determined by the respective position of the control spool.
  • the mouth of a volume control channel running in the pump piston emerges from the inner bore of the control slide.
  • the pump piston In the extreme position of the control slide, the pump piston thus conveys to or near its top dead center, so that the disadvantages described above can also occur with this pump.
  • a plurality of cylinder liners 2 - only one of which is shown - are embedded in a row in a housing 1, in which pump pistons 3 with the interposition of a roller tappet 4 with roller 5 by a camshaft 6 against the force of a spring 7 are driven for their axial movement forming the working stroke.
  • the cylinder liner 2 there is a recess 8 which receives a control slide 9 which is axially displaceable on the pump piston 3.
  • the individual control spools 9, which are displaceably arranged on the respective pump piston 3, of which only one is also shown, are axially displaced together by a control rod 10.
  • the control rod 10 is rotatably mounted for this purpose in the housing 1 and has a driving link for each control slide 9 in the form of a clamping ring 12 provided with a head 11, which is clamped to the control rod 10 by a clamping screw 13, the head 11 being in an annular groove 14 of the control slide 9 engages.
  • the pump piston 3 and a pump cylinder 33 in the cylinder liner 2 delimit a pump working space 16, from which a pressure channel 17, in which a compensating valve 18 is arranged, leads to a pressure line, not shown, which ends at an injection nozzle of the internal combustion engine.
  • the transverse bore 21 has a provided in the outer surface of the pump piston 3, formed by a control groove 23, which in this variant shown in Fig. 1 is a bevel in the piston outer surface and together with the transverse bore 21 and the section leading to the pump working space 16 Blind bore 19 forms a relief channel 15.
  • the second transverse bore 22 opens into two inclined grooves 24, which are also arranged on the outer surface of the pump piston 3, and longitudinal grooves 25, which in connection with the control slide 9 and its inner bore 26 and a relief bore 27 arranged in the control slide 9 serve to control the delivery rate and with the blind bore 19 a volume control channel 20 form.
  • the pump piston 3 has at its lower end a flattened area 28 on which a driving member 31 which can be rotated in a known manner by a control rod 29 acts, so that an axial displacement of the control rod 29 causes the pump piston 3 to rotate.
  • the cylinder liner 2 In its central section, which also has the cutout 8, the cylinder liner 2 is surrounded by a suction space 32 provided in the housing 1, which is filled with fuel under low pressure. This suction chamber 32 is thus also connected to the grooves 24 and 25 and the mouth 23 as long as these are not covered by the control slide 9 or the pump cylinder 33 of the cylinder liner 2.
  • An inlet 36 of a radial bore serving as a connecting channel 35 opens into the cylinder liner 2 and connects the pump working chamber 16 to the suction chamber 32 as long as it is not blocked by the pump piston 3.
  • the fuel injection pump shown in Fig. 1 operates as follows:
  • the pressure required for the injection only builds up in the pump working space 16 when the inflow channels between the suction space 32 and the pump working space 16 are blocked. As long as the fuel is pumped back to the pump suction chamber 32 from the pump work chamber 16 via these channels.
  • the closing of the quantity control channels during the pressure stroke depends on the axial position of the control slide 9 and the rotational position of the pump piston 3.
  • the blocking of the relief channel 15 or the connecting channel 35 depends solely on the stroke position of the pump piston 3, so that this control is to be considered independently of that by the control slide 9.
  • the control valve 9 controls the amount of fuel delivered to the engine in a customary manner, depending on the rotational position of the pump piston 3 and thus depending on the distance between the upper control edge of the oblique grooves 24 and the relief bore 27, a different length of stroke of the pump piston 3 must be covered before by Open this quantity control channel 20 formed by blind bore 19, transverse bore 22 and grooves 24, 25, the high pressure delivery and thus the injection is ended.
  • a pressure sufficient for the injection can only build up in the pump working space 16 when the longitudinal grooves 25 are immersed in the bore 26 of the control slide 9.
  • the control rod 29 is axially displaced by a speed controller, not shown, which can work with mechanical or electrical means, which causes the driving element 31 and the pump piston 3 to rotate.
  • This effective delivery stroke serving for injection can be shifted in time by axially displacing the control slide 9.
  • This described temporal shift of the effective delivery stroke by moving the control slide 9 is carried out in normal engine operation and only works without a pinch if the control slide 9 is not moved to its extreme positions up or down within the recess 8, which for example by its own weight in the event of a drive failure of the control rod 10 controlling the start of injection or if, for example when using an electrical control unit, the control slide 9 is pushed upward beyond the normal working range due to errors thereof. Moving the control slide 9 into the lower extreme position leads to an early start of delivery, which can lead to their destruction in the engines usually supplied by such injection pumps, if countermeasures are not taken.
  • this risk is avoided by using the connecting channel 35 in cooperation with the relief channel 15.
  • the earliest start of delivery and the latest end of delivery and thus at the same time the maximum possible effective delivery stroke of the pump piston 3 is determined by the position of the inlet 36 of the connecting channel 35 in the pump cylinder 33 and the position of the mouth 23 (control groove) of the relief channel 15 in the lateral surface of the pump piston 3. 2 and 3, two different variants of this possible assignment of entrance 36 and mouth 23 are shown on an enlarged scale.
  • the effective delivery stroke of the pump piston 3 can at most be long enough until the mouth 23 of the relief channel 15 coincides with the input 36 of the connecting channel 35. This limits the maximum possible delivery rate per injection stroke and also the latest possible delivery end. On the one hand it is avoided that an inadmissibly large amount of fuel is injected even in the extreme positions of the control slide 9 and on the other hand it is achieved that the delivery rate is reduced by the end of delivery independent of the position of the control slide 9 if the delivery start is determined too late by the control slide 9.
  • control slide 9 assumes its upper extreme position, for which it causes a late start of delivery, the entrance 36 to the connecting channel 35 is already blocked at this start of delivery, with the consequence of the early activation by the relief channel 15, which accordingly reduces the injection quantity, the assignment of these controls can be chosen so that at least in one extreme position of the control slide 9, the pump no longer injects fuel.
  • the pump piston corresponding to FIG. 1 is also shown in its bottom dead center position UT in the variant shown in FIG. 3.
  • the mouth 123 of the transverse bore 121 of the relief duct 115 also does not emerge from the cylinder bore 33 in UT, so that this relief duct 115 can also not fill the pump work space 16.
  • the function remains the same as described above, since the earliest possible start of delivery is only determined by covering the inlet 36 of the connecting channel 35 by the pump piston and the latest end of delivery by opening this channel through the mouth 123 of the transverse bore 121 In the exemplary embodiment described in FIGS. 1 and 2, either the effective delivery stroke is shortened or the pump cylinder is extended, for example to achieve a longer overlap, with the pump piston 3.
  • FIG. 4 the embodiment of Fig. 1 is enlarged and shown in partial section, namely rotated by 90 ° about the pump piston axis.
  • the boundary edges 37, 38 of this mouth 23 are formed in a straight line, the upper control edge 37 controlling the conveying end by opening the input 36 of the connecting channel 35.
  • the mouth 223 of the relief channel 215 is again formed as a ground section, shown in a top view, into which the transverse bore 21 opens and whose upper and lower boundary edges 137 and 138 are not parallel to one another, in contrast to the exemplary embodiment shown in FIG. 4 reasonable fen, but enclose a certain angle.
  • the mouth 323 of the relief channel 315 is designed as an annular groove machined into the lateral surface of the pump piston 3 with parallel boundary edges.
  • the upper boundary edge 237 of this annular groove is designed in a stepped manner, so that the delivery end can also be changed depending on the load depending on the rotational position of the pump piston 3.
  • a corresponding oblique control edge can also be provided.
  • the load capacity of cam drives is determined by the maximum permissible Hertzian pressures occurring there between the drive part (cam) and output part (roller).
  • the cam 39 points straight down (UT of the pump piston 3), so that the roller 5 of the roller tappet 4 rests on the base circle 42.
  • the pump piston remains in the illustrated UT position in this specific example for the angle of rotation ⁇ up to approximately 115 ° NW.
  • the pump work space 16 is filled up with fuel.
  • the roller 5 rolls on the straight section 41 of the cam 39.
  • a curved section 43 of the cam 39 follows again, shortly before the pump piston then assumes its top dead center OT after 180 ° NW.
  • the stroke h of the pump piston 3 (ordinate) is plotted over the angle of rotation a in ° NW (abscissa).
  • This uniform conveyance stops at a 160 ° NW, after which the conveyance then decreases until OT.
  • This path section is delimited in FIG. 8 by points A and B, which corresponds to a piston stroke between h-a and h-b (on the ordinate h).
  • points A and B corresponds to a piston stroke between h-a and h-b (on the ordinate h).
  • the control slide 9 can thus determine the start of delivery and the end of delivery only as long and within this range between points a and b, as long as the earliest start of delivery or the latest end of delivery are not already defined by the control between relief channel 15 and connecting channel 35. This means that it is transferred to FIG. 8 that the start and end of delivery cannot be influenced by the control slide 9 in the piston stroke sections ⁇ a and b.
  • the longitudinal groove 25 of the quantity control channel 20 also dips into the control slide 9 relatively late, for example after the stroke d has been covered, after which the high pressure can build up only in the pump work chamber 16.
  • the effective delivery stroke is thus limited to the stroke section between d and b, since it already does at b via the relief duct 15 and the connecting duct 35, the pressure in the pump work space 16 is reduced and the injection is thus interrupted.
  • the tangent area of curve Q between points D and B is thus used for the effective delivery stroke.
  • the maximum delivery volume set by the rotational position is reduced by opening the pump work chamber 16 at point B, which in extreme cases can lead to zero delivery , for example, when the start of delivery D coincides with the end of delivery B, namely when the connecting channel 35 opens the relief channel 15 before the longitudinal groove 25 of the quantity control channel 20 dips into the control slide 9.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (6)

1. Pompe d'injection de carburant pour moteurs à combustion interne, comprenant au moins un ensemble de pompe délimitant une enceinte de travail de pompe (16) à l'aide d'Ln cylindre de pompe (33) et d'un piston de pompe (3), et comprenant un tiroir de commande (9) susceptible de se déplacer axialement sur le piston de pompe (3), tiroir commandant un canal de commande de débit (20) pratiqué dans le piston de pompe (3) et relié à l'enceinte de travail de la pompe (16), canal présentant au moins un alésage borgne (19) central s'étendant en direction de la course et un alésage transversal (22) s'étendant transversalement à cette direction, le débit d'injection étant susceptible d'être déterminé en fonctionnement normal par rotation du piston de pompe (3) et le début et la fin du refoulement étant susceptibles d'être déterminés par déplacement du piston de commande (9), caractérisée en ce qu'un canal de liaison supplémentaire (35) qui est commandé par le piston de pompe (3), indépendamment du tiroir de commande (9), canal présentant une entrée (36) dans la surface de la paroi de cylindre de pompe susceptible d'être recouverte par le piston de pompe (3), mène de l'enceinte de travail de pompe (16) du cylindre de pompe (33) jusqu'à une enceinte à pression plus faible (enceinte d'aspiration 32) et qu'il est pratiqué dans le piston de pompe (3) un canal de décharge (15) relié à l'enceinte de travail de pompe (16) par un alésage borgne central (19) et un alésage transversal (21) s'étendant transversalement à ce dernier et présentant une embouchure (23) située sur la surface d'enveloppe de la partie du piston de pompe (3) travaillant dans le cylindre de pompe (33), de sorte qu'après que le piston de pompe (3) a parcouru une course de refoulement déterminée, l'embouchure (23) du canal de décharge (15) commande l'entrée (36) du canal de liaison (35) et que l'entrée (36) du canal de liaison (35) est susceptible d'être obturée par la face frontale du piston de pompe (3) au début de la course de refoulement, après avoir parcouru une précourse déterminée, la plus longue course de refoulement efficace du piston de pompe (3) étant déterminée par la position de l'embouchure (23) du canal de décharge (15) et de l'entrée (36) du canal de liaison (35).
2. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que l'embouchure (23) du canal de décharge (15) ressort du cylindre de pompe (33), au moins au point mort bas du piston de pompe (3).
3. Pompe d'injection de carburant selon la revendication 1 ou 2, caractérisée en ce qu'au moins une gorge de commande, pratiquée dans la surface d'enveloppe du piston de pompe (3) et s'étendant sensiblement transversalement à la direction de la course, sert d'embouchure (23; 223; 323; 423) du canal de décharge (15; 215; 315; 415) et de l'alésage transversal respectif (21 ).
4. Pompe d'injection de carburant selon la revendication 3, caractérisée en ce que la gorge de commande servant d'embouchure (323; 423) est une gorge annulaire.
5. Pompe d'injection de carburant selon la revendication 3, caractérisée en ce que la gorge de commande servant d'embouchure (323; 423) est un meulage pratiqué dans la surface d'enveloppe de piston.
6. Pompe d'injection de carburant selon la revendication 4 ou 5, caractérisée en ce que l'arête de délimitation supérieure (137; 237) de l'embouchure (223; 423) est étagée et/ou inclinée par rapport à l'axe du piston de pompe, de sorte qu'une rotation du piston de pompe (3) provoque une modification de la course de commande entre l'embouchure du canal de décharge et l'entrée (36) du canal de liaison (35).
EP85114587A 1984-12-24 1985-11-16 Pompe d'injection de carburant pour moteurs à combustion interne Expired - Lifetime EP0185914B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85114587T ATE50320T1 (de) 1984-12-24 1985-11-16 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3447374 1984-12-24
DE19843447374 DE3447374A1 (de) 1984-12-24 1984-12-24 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen

Publications (3)

Publication Number Publication Date
EP0185914A2 EP0185914A2 (fr) 1986-07-02
EP0185914A3 EP0185914A3 (en) 1988-01-07
EP0185914B1 true EP0185914B1 (fr) 1990-02-07

Family

ID=6253878

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85114587A Expired - Lifetime EP0185914B1 (fr) 1984-12-24 1985-11-16 Pompe d'injection de carburant pour moteurs à combustion interne

Country Status (5)

Country Link
US (1) US4708114A (fr)
EP (1) EP0185914B1 (fr)
JP (1) JPS61157753A (fr)
AT (1) ATE50320T1 (fr)
DE (2) DE3447374A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3447375A1 (de) * 1984-12-24 1986-07-03 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
EP0301222B1 (fr) * 1987-07-25 1992-05-06 Robert Bosch Gmbh Pompe d'injection de combustible pour moteurs à combustion interne
DE3813320A1 (de) * 1988-04-08 1989-10-19 Voest Alpine Automotive Pumpenduese fuer dieselmotoren
DE3811845A1 (de) * 1988-04-08 1989-10-19 Voest Alpine Automotive Pumpeduese fuer dieselmotoren
US5080564A (en) * 1989-02-08 1992-01-14 Diesel Kiki Co., Ltd. Prestroke control device for fuel injection pumps
JP2543729Y2 (ja) * 1990-09-13 1997-08-13 三菱自動車工業株式会社 ディーゼル機関の燃料噴射装置
DE4100093A1 (de) * 1991-01-04 1992-07-09 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen mit last- und/oder drehzahlabhaengigem einspritzverlauf
JPH05272429A (ja) * 1992-03-25 1993-10-19 Mitsubishi Motors Corp 燃料噴射装置
JPH10281033A (ja) * 1997-04-03 1998-10-20 Zexel Corp 燃料噴射ポンプのスピル制御装置
DE102007034036A1 (de) * 2007-07-20 2009-01-22 Robert Bosch Gmbh Kraftstoffhochdruckpumpe mit Rollenstößel

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3017730A1 (de) * 1980-05-09 1981-11-12 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2147390A (en) * 1934-04-17 1939-02-14 Provencale De Const Aeronautiq Fuel feed pump
US2746443A (en) * 1953-02-20 1956-05-22 Texas Co Fuel injection pump
FR91309E (fr) * 1965-11-09 1968-05-24 Inst Francais Du Petrole Dispositif de double injection
US3312209A (en) * 1964-11-12 1967-04-04 Bosch Arma Corp Fuel delivery system
FR1521391A (fr) * 1967-01-16 1968-04-19 Mikuni Kogyo Company Ltd Pompe à injection ou analogue
US3712763A (en) * 1970-09-18 1973-01-23 Caterpillar Tractor Co Sleeve metering collar adjusting lever
DE3018791A1 (de) * 1980-05-16 1981-11-26 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3447375A1 (de) * 1984-12-24 1986-07-03 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3017730A1 (de) * 1980-05-09 1981-11-12 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen

Also Published As

Publication number Publication date
EP0185914A2 (fr) 1986-07-02
JPS61157753A (ja) 1986-07-17
JPH0561465B2 (fr) 1993-09-06
US4708114A (en) 1987-11-24
DE3575979D1 (de) 1990-03-15
ATE50320T1 (de) 1990-02-15
DE3447374A1 (de) 1986-07-10
EP0185914A3 (en) 1988-01-07

Similar Documents

Publication Publication Date Title
DE3437053C3 (de) Diesel-Kraftstoffeinspritzpumpe
EP0116168B1 (fr) Pompe d'injection de combustible
DE2807720C2 (fr)
EP0486505A1 (fr) Pompe d'injection de carburant pour moteurs diesel a combustion interne.
EP0185914B1 (fr) Pompe d'injection de carburant pour moteurs à combustion interne
EP0688950A1 (fr) Système d'injection de carburant
DE4443860B4 (de) Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE3428174A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
EP0166995B1 (fr) Pompe d'injection de carburant pour moteurs à combustion interne
DE4206883A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
EP0185915A2 (fr) Pompe d'injection de carburant pour moteurs à combustion interne
EP0273225B1 (fr) Pompe d'injection de combustible pour moteurs à combustion interne
EP0261156B1 (fr) Pompe a injection de carburant pour moteurs a combustion interne
DE3135477C2 (fr)
DE3121108C2 (fr)
DE3535005C2 (fr)
DE3428176C2 (de) Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE4310457A1 (de) Kraftstoffeinspritzpumpe für Brennkraftmaschinen
EP0502315A1 (fr) Pompe d'injection de combustible pour moteurs à combustion interne
EP0301222B1 (fr) Pompe d'injection de combustible pour moteurs à combustion interne
DE1920417C3 (de) Kraftstoffverteilereinspritzpumpe fur eine Brennkraftmaschine
EP0341243B1 (fr) Pompe d'injection de carburant pour moteurs a combustion interne
EP0713002B1 (fr) Pompe à combustible haute pression pour moteurs à combustion interne
DE4127032A1 (de) Kraftstoffeinspritzpume fuer brennkraftmaschinen
DE4311672A1 (de) Kraftstoffeinspritzpumpe

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT DE FR GB IT

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT DE FR GB IT

17P Request for examination filed

Effective date: 19880705

17Q First examination report despatched

Effective date: 19881123

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT DE FR GB IT

REF Corresponds to:

Ref document number: 50320

Country of ref document: AT

Date of ref document: 19900215

Kind code of ref document: T

ET Fr: translation filed
REF Corresponds to:

Ref document number: 3575979

Country of ref document: DE

Date of ref document: 19900315

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
ITF It: translation for a ep patent filed

Owner name: STUDIO JAUMANN

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
ITTA It: last paid annual fee
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 19920929

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19921127

Year of fee payment: 8

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Effective date: 19931116

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Effective date: 19940729

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 19991111

Year of fee payment: 15

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 19991229

Year of fee payment: 15

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20001116

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20001116

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20010801