EP0195920A2 - Système d'injection pour un moteur Diesel comprenant une pompe à haute pression par cylindre - Google Patents

Système d'injection pour un moteur Diesel comprenant une pompe à haute pression par cylindre Download PDF

Info

Publication number
EP0195920A2
EP0195920A2 EP86101932A EP86101932A EP0195920A2 EP 0195920 A2 EP0195920 A2 EP 0195920A2 EP 86101932 A EP86101932 A EP 86101932A EP 86101932 A EP86101932 A EP 86101932A EP 0195920 A2 EP0195920 A2 EP 0195920A2
Authority
EP
European Patent Office
Prior art keywords
piston
injection
pressure
stroke
chamber
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.)
Ceased
Application number
EP86101932A
Other languages
German (de)
English (en)
Other versions
EP0195920A3 (fr
Inventor
Roland Gaa
Richard Kinzel
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.)
Caterpillar Energy Solutions GmbH
Original Assignee
Motoren Werke Mannheim AG
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 Motoren Werke Mannheim AG filed Critical Motoren Werke Mannheim AG
Publication of EP0195920A2 publication Critical patent/EP0195920A2/fr
Publication of EP0195920A3 publication Critical patent/EP0195920A3/fr
Ceased 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
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to an injection system according to the preamble of claim 1.
  • EP-OS 0 116 168 it is known to generate a pre-injection by interrupting the injection process by temporarily relieving the high pressure pump chamber of the injection pump. During this interruption, the fuel delivered by the pump piston of the injection pump under high pressure enters a compensation space delimited by an escape piston, the compensation piston being acted upon by a pressure which can be varied as a function of speed. A complete separation of fuel and the hydraulic fluid of the additional pressure system is not provided here.
  • the invention has for its object to design an injection system of the generic type so that the amount of injection can be controlled in a simple manner.
  • the essence of the invention lies in the fact that delivery end devices designed in the manner of a delivery end slide are acted upon by hydraulic control commands from a single central servohydro system, so that the respective piston of the delivery end device connects the high-pressure pump chamber of the injection pump to its suction chamber corresponding to the control of the solenoid valve at the same time for all delivery end devices, only in the case in which the injection pump is delivering fuel to the nozzle, supported by the high fuel pressure, a complete opening of the delivery end device takes place, so that fuel from the high-pressure pump chamber The suction side of the injection pump can flow out.
  • the solenoid valve also only works in one direction at the right time;
  • an opening of the delivery end device and thus a delivery end of the respective delivery injection pump is preferably effected whose actual values are determined using electronic needle stroke detection devices on the respective nozzle / holder combinations.
  • Other engine operating variables such as speed, load and the like can be taken into account.
  • Smoke optimization during the acceleration process can be achieved by increasing the injection quantity as a function of the boost pressure.
  • the exhaust gas temperature differences and the 'ignition pressure differences can be reduced to a minimum.
  • the injection quantities can be changed at certain cylinder stations, right up to cylinder deactivation. The injection quantity can be controlled depending on the fuel temperature and the type of fuel.
  • the start of delivery can be controlled in the usual way via a control rod and an oblique control edge on the pump piston, wherein the control rod can in turn be operated via an electrical signal box, which is also controlled by the electronic controller.
  • this also allows the start of funding to be precisely controlled. Since the fuel circuit is completely separate from the servo circuit, this system can also be used in a particularly advantageous manner when using heavy oil as fuel.
  • Retrofitting motors is possible in a relatively simple manner.
  • a separate injection pump does not have to be assigned to each individual cylinder; rather, it is also possible to design injection pumps according to the principle of the distributor pumps and thus to supply different cylinders from one injection pump at different times.
  • the further development of the injection system with a pre-injection device specified in claim 7 can be provided together with the delivery end device or also separately from it.
  • the pre-injection device is largely identical to the delivery end device. The main difference is that to interrupt the injection into a pre-injection and a main injection while the pump is continuously pumping the injection piston, a small amount of fuel is taken up into the compensation chamber and is returned by the latter to the high-pressure pump chamber of the injection pump after the entire delivery stroke has ended.
  • the advantages largely correspond to the advantages mentioned at the beginning.
  • an injection pump 1 for a cylinder of an engine is supplied with diesel fuel from a fuel tank, not shown, by means of a feed pump, also not shown, via an inlet line 2.
  • the return of unneeded fuel takes place via a return line 3.
  • All injection pumps of an engine are connected to these lines 2, 3.
  • the injection high pressure which is generated in the injection pump 1 is generated by means of a drive cam 4 of a camshaft 5, the drive cam 4 acting on a roller tappet 6.
  • the fuel delivered by the injection pump 1 is fed through a high-pressure line 7 to a nozzle-holder combination 8, which is assigned to a cylinder of the engine.
  • the fuel is injected into this cylinder through a nozzle 9.
  • a needle stroke detection device 10 is attached to the nozzle / holder combination 8 and, in digital form, outputs a signal corresponding to the stroke of the nozzle needle to a controller 11. This needle stroke detection device 10 detects the needle stroke and thus the start and end of spraying
  • the start of delivery of the injection pump 1 is changed by means of a control rod 12 which is driven by an electrical signal box 13.
  • the signal box 13 receives its command from the electronic controller 11, which compares the mean value of all digitized injection start signals of the cylinders or one of the injection start signals with stored injection start target values and corrects them accordingly.
  • the respective injection start signals are emitted by the detection device 10 at the start of the needle stroke.
  • the respective start of injection setpoints are stored as a function of the load and speed, which enables optimal control of each operating point.
  • the electronic controller 11 receives its command as a speed and / or load specification from the control panel 15.
  • a delivery end device 16 is also attached to the injection pump 1, by means of which the end of the injection process and thus, together with the regulation of the start of delivery, the delivery rate is determined.
  • Only one servo-hydraulic system 17 is provided for all devices 16 of all injection pumps 1 of an engine.
  • This has a servo pump 18 which supplies all delivery end devices 16 of all injection pumps 1 of the engine with pressure fluid from a reservoir 20 via a ring line 19.
  • a high-pressure valve 21 determining the pressure in the ring line 19 is provided.
  • a solenoid valve 23 designed as a bistable 3/2-way solenoid valve is arranged, from which a relief line 24 flows back into the reservoir 20, with a relief line 24 in this Low pressure valve 25 is switched.
  • the solenoid valve 23 is also controlled by the electronic controller 11.
  • a pump piston 27 is arranged in the housing 26 of the injection pump 1 and can be moved by the roller tappet 6 against the force of a prestressed compression spring 28.
  • the pump piston 27 is displaceably mounted in a cylinder 29 arranged in the housing 26, which is surrounded by a rotating sleeve 30 with external teeth 31.
  • This external toothing 3 1 engages in a corresponding toothing of the control rod 12.
  • the rotary sleeve 30 is in turn connected to the pump piston 27 by means of a non-rotatable sliding connection 32, so that the latter is rotated when the control rod 12 moves.
  • the pump piston 27 has an oblique control edge 33 in the usual manner at its end opposite the roller joint I 6. In its lower, relaxed position, in which the drive cam 4 is not in engagement with the roller tappet 6, the pump piston 27 lies in front of inlet openings 3 4 , which connect a high-pressure pump chamber 35 of the injection pump 1 located above these inlet openings 34 to a suction chamber 36.
  • This suction chamber 36 is constantly connected to the inlet line 2 and the return line 3, so that this suction chamber 36 is constantly filled with fuel
  • the inlet openings 34 closes when the roller tappet 6 is displaced due to the corresponding drive by the drive cam 4 of the pump piston 27, then the fuel located in the high-pressure pump chamber 35 becomes a nozzle-holder combination 8 and thus a nozzle 9 through the high-pressure line 7 promoted.
  • the detection device 1 0 responds and emits a signal indicating the start of injection.
  • the inlet openings 34 are only covered when the oblique control edge 33 has run past them. It follows that the start of delivery of the fuel is changed by shifting the control rod 12.
  • a relief valve 37 is arranged in a conventional manner behind the high-pressure pump chamber 35 and in front of the high-pressure line 7
  • the delivery end device 16 can be seen in FIG. 2, which is shown in more detail in FIG. 3.
  • This has a housing 38 which is accommodated in the housing 26 of the injection pump 1.
  • the device is designed as a feed end slide.
  • a piston 39 is arranged so as to be displaceably sealed in a corresponding housing bore 40.
  • a low-pressure channel 42 opens into the housing bore 40 and is connected to the suction chamber 36 of the injection pump 1.
  • This chamber of the housing bore 40 which is referred to as the low-pressure chamber 43, therefore always has the low pressure with which the fuel of the one not shown Feed pump is fed up through the inlet line 2. This low pressure acts on the piston surface 41 of the piston 39.
  • the piston 39 is provided on its side opposite the piston surface 41 with a piston rod 45, at the end of which a stop collar 46 is formed. Against this collar 46 there is a stroke limiter disk 47 which has radial play 48 with respect to the piston rod 45. In turn, is located on the Hubbe dictionary 47 a compression spring 49, which is supported on the bottom of the piston rod 45 surrounding servo-pressure chamber 50 In these servo-pressure chamber 50 opens the ring line 19 of the servo-hydraulic system 1 7 a.
  • the Hubbeskyrsay 47 may be located between two contact surfaces 5 1, 52 of the housing move 38th
  • the free distance between the contact surfaces 51, 52 and the stroke limiter disk 47 corresponds to a spring stroke b of the compression spring 49.
  • the spring stroke b is greater than the overlap stroke a.
  • the stop ring collar 46 is provided with a central blind hole 53 which widens towards the outside to form a funnel 54: from the servo pressure space 50, a throttle bore 55 opens into the blind hole 53.
  • the stop ring collar 46 is in one section 56 of the servo pressure chamber 50 is arranged, the radial play 5 7 relative to the outer circumference of the collar 46.
  • the biasing force of the compression spring 49 and the choice of the servo pressure in comparison to the low pressure of the fuel in the suction chamber 36 of the injection pump 1, each based on the cross section of the piston 39, are selected such that when the servo pressure chamber 50 is acted upon by servo pressure, the piston 39 is in its position the high pressure channel 44 completely covering position shown in the drawing
  • the conveying end is controlled only via a direction of movement of the piston 39 of the conveying end device 16.
  • the closing movement of the piston 39 does not interfere with the conveying process. It is therefore also not subject to the high demands on time accuracy that apply to the opening movement of the piston 39.
  • solenoid valve 23 only one solenoid valve 23 is required for the control of all delivery end devices 16 of all injection pumps 1 of a multi-cylinder engine.
  • the respective piston 39 is therefore raised by the spring stroke b. If the corresponding injection pump 1 does not deliver, then no pressure can drop in the high-pressure pump chamber 35, since the same pressure prevails in the low-pressure channel 42 and in the high-pressure channel 44.
  • the drop in the servo pressure only leads to the described delivery end of the injection pump 1 in the respective delivery injection pump 1 because only the piston 39 of the associated delivery end device 16 passes through the piston stroke c.
  • the drop in the servo pressure is brought about by opening the solenoid valve 23 to the expansion line 24, so that the servo liquid can flow back into the reservoir 20 via the low-pressure valve 25.
  • only one direction of movement of the solenoid valve namely the opening of the servo circuit to the relief line 24 together with the movement of the piston 39, determines the end of delivery.
  • the reverse direction of movement of the solenoid valve 23, which leads to the build-up of pressure in the servo circuit, in particular in the ring line 19 and in the respective servo pressure space 50, and which causes the closing movement of the piston 39: does not intervene in the delivery process of the respective injection pump 1.
  • the respective closing process of the piston 39 only has to be completed so early that the high-pressure channel 44 is closed by the piston 39 at the start of delivery through the oblique control edge 33 of the pump piston 27
  • the solenoid valve 23 is also controlled by the controller 11.
  • the use of only one solenoid valve 23 for a multi-cylinder engine requires that the firing order of the engine and the different line lengths from the solenoid valve 23 to the individual delivery end devices 16 in the electronic controller 11 have to be taken into account in the chronological sequence of the switching operations.
  • the engine speed and an O.T. signal (top dead center) must also be fed to this controller 11.
  • Different line lengths from the solenoid valve 23 to the individual devices 16 can be compensated by stub lines of the same length from the solenoid valve 23 to the individual devices 16 instead of the ring line 19.
  • the digitized injection start and injection end signal from the needle stroke detection device 10 is available to the controller 11 as feedback. This enables a constant target / actual comparison of the injection time or the injection end for each individual injection. Deviations caused by hysteresis of the movement of the piston 39 or the solenoid valve 23, which are always present in a multi-cylinder engine, can thus be corrected in a simple manner.
  • a pre-injection device 60 can also be provided, which is also designed as a pre-injection slide.
  • FIG. 4 shows such an arrangement, which is very similar to the arrangement according to FIG. 1, with the injection pump 1 instead of the delivery end device 16, the pre-injection device 60 is attached.
  • both devices 16 and 60 can also be attached together to an injection pump 1 .
  • the same reference numerals are used and a further description is dispensed with.
  • parts that are basically the same but have different functions are used, they are designated with the same reference number and a prime
  • the drive cam 4 ' is designed so that the injection pump carries out a high-pressure delivery of the fuel over the entire period, which is covered by the pre-injection and the main injection.
  • the function of the pre-injection device 60 is to interrupt the injection during the interval between the end of the pre-injection and the start of the main injection.
  • the control rod 12 is actuated by a conventional control signal box 61, which determines the injection quantity as a function of the speed of the engine. It should be repeated that if the devices 16 and 60 are used together, the control rod 12 is also operated by one in this case Actuator 13 to be controlled by the controller 11 is actuated, wherein the controller 11 and the controller 11 'can be combined.
  • an equalizing compensation chamber 62 is formed in the extension of the housing bore 40', in which an evasive piston 63 is slidably arranged. This is kept at a minimum distance from the piston surface 41 'by means of a rod-shaped spacer 64.
  • the evasive piston 63 is loaded by means of a compression spring 65 which bears against the bottom of the housing bore 40 '. In this area, a leakage oil channel 66 emerges from the housing bore 40 '.
  • the total displacement of the piston 39 'and the evasive piston 63 determine the volume of the compensation chamber 62, which can be filled with fuel from the high-pressure pump chamber 35. When this volume is filled, the high-pressure delivery of the fuel to the high-pressure line 7 and thus to the nozzle 9, i.e. the injection continued. If the high-pressure fuel starts to flow from the high-pressure pump chamber 35 into the compensation chamber 62, the pilot injection is ended. When the compensation space 62 is filled, the main injection begins with the continuation of the injection.
  • the pressure in the high-pressure pump chamber 35 drops, so that under the pressure of the compression spring 65 the escape piston 63 can return to its rest position, in which case it delivers the corresponding fuel volume back into the high-pressure pump chamber 35.
  • the solenoid valve 23 closes the servo circuit again and is controlled by the regulator 11 and builds up the pressure in the ring line 19 and in the servo pressure space 50 again, the piston 39 is also returned to its rest position in front of the high pressure channel 44 'shifted, at the same time also the corresponding fuel volume is conveyed out of the compensation chamber 62 back into the high-pressure pump chamber 35.
  • the swallowing volume of the compensation chamber 62 is constant, the interval between the end of the pre-injection and the end of the main injection cannot be changed. Such a change in the pause would be possible if the stroke stop 67 were made adjustable, which is possible in a simple manner.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP86101932A 1985-02-23 1986-02-14 Système d'injection pour un moteur Diesel comprenant une pompe à haute pression par cylindre Ceased EP0195920A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3506392 1985-02-23
DE19853506392 DE3506392A1 (de) 1985-02-23 1985-02-23 Einspritzsystem fuer einen dieselmotor mit einer hochdruck-einspritzpumpe fuer jeden zylinder

Publications (2)

Publication Number Publication Date
EP0195920A2 true EP0195920A2 (fr) 1986-10-01
EP0195920A3 EP0195920A3 (fr) 1989-02-15

Family

ID=6263375

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86101932A Ceased EP0195920A3 (fr) 1985-02-23 1986-02-14 Système d'injection pour un moteur Diesel comprenant une pompe à haute pression par cylindre

Country Status (4)

Country Link
US (1) US4708116A (fr)
EP (1) EP0195920A3 (fr)
DD (1) DD243067A5 (fr)
DE (1) DE3506392A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
DE3722264A1 (de) * 1987-07-06 1989-01-19 Bosch Gmbh Robert Kraftstoffeinspritzanlage fuer brennkraftmaschinen
IT1217256B (it) * 1987-08-25 1990-03-22 Weber Srl Pompa di iniezione per impianti di iniezione del combustibile con iniettori comandati per motori a ciclo diesel
US4856713A (en) * 1988-08-04 1989-08-15 Energy Conservation Innovations, Inc. Dual-fuel injector
DE3937918A1 (de) * 1989-11-15 1991-05-16 Man Nutzfahrzeuge Ag Einspritzvorrichtung fuer selbstzuendende brennkraftmaschine
IT1289796B1 (it) * 1996-12-23 1998-10-16 Elasis Sistema Ricerca Fiat Perfezionamenti ad un dispositivo a pompa per l'alimentazione del carburante da un serbatoio ad un motore a combustione interna.
JPH11132130A (ja) * 1997-10-27 1999-05-18 Mitsubishi Electric Corp 筒内噴射用高圧燃料ポンプ
JP3471587B2 (ja) * 1997-10-27 2003-12-02 三菱電機株式会社 筒内噴射用高圧燃料ポンプ
US9422898B2 (en) * 2013-02-12 2016-08-23 Ford Global Technologies, Llc Direct injection fuel pump
EP3358175A4 (fr) * 2015-09-30 2019-05-15 Hitachi Automotive Systems, Ltd. Pompe à carburant haute pression et dispositif de commande

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2188065A1 (fr) * 1972-06-08 1974-01-18 Bendix Corp
US4132201A (en) * 1973-10-03 1979-01-02 Eaton Corporation Metering valve for fuel injection
EP0050053A2 (fr) * 1980-09-24 1982-04-21 The Bendix Corporation Pompe d'injection de combustible pour commander la durée et le début d'injection
EP0063523A1 (fr) * 1981-04-16 1982-10-27 Societe D'etudes De Machines Thermiques S.E.M.T. Pompe d'injection pour moteur à combustion interne comprenant un dispositif de réglage de l'instant de refoulement du combustible d'injection
FR2508107A1 (fr) * 1981-06-23 1982-12-24 Bosch Gmbh Robert Pompe d'injection de carburant
US4387686A (en) * 1981-01-27 1983-06-14 Robert Bosch Gmbh Fuel injection apparatus for internal combustion engines, in particular for diesel engines
EP0111200A1 (fr) * 1982-11-25 1984-06-20 Kawasaki Jukogyo Kabushiki Kaisha Système de contrôle d'avance pour l'injection de carburant

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4033301A (en) * 1975-07-10 1977-07-05 Eaton Corporation Fluid distributor logic
US4033314A (en) * 1975-08-08 1977-07-05 Eaton Corporation Metering control
US4175587A (en) * 1977-10-31 1979-11-27 Chrysler Corporation Fuel injection system and control valve for multi-cylinder engines
JPS5921362Y2 (ja) * 1979-08-29 1984-06-23 コニカ株式会社 ズ−ムレンズ鏡胴
GB2076561B (en) * 1980-04-26 1985-04-03 Diesel Kiki Co Distribution type fuel injection apparatus
DE3211877A1 (de) * 1982-03-31 1983-10-06 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE3302294A1 (de) * 1983-01-25 1984-07-26 Klöckner-Humboldt-Deutz AG, 5000 Köln Kraftstoffeinspritzvorrichtung fuer luftverdichtende, selbstzuendende brennkraftmaschinen
US4489697A (en) * 1983-02-22 1984-12-25 Diesel Kiki Co., Ltd. Distributor type fuel injection pump having a starting injection timing advance device
JPS61118553A (ja) * 1984-11-14 1986-06-05 Diesel Kiki Co Ltd 燃料噴射弁

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2188065A1 (fr) * 1972-06-08 1974-01-18 Bendix Corp
US4132201A (en) * 1973-10-03 1979-01-02 Eaton Corporation Metering valve for fuel injection
EP0050053A2 (fr) * 1980-09-24 1982-04-21 The Bendix Corporation Pompe d'injection de combustible pour commander la durée et le début d'injection
US4387686A (en) * 1981-01-27 1983-06-14 Robert Bosch Gmbh Fuel injection apparatus for internal combustion engines, in particular for diesel engines
EP0063523A1 (fr) * 1981-04-16 1982-10-27 Societe D'etudes De Machines Thermiques S.E.M.T. Pompe d'injection pour moteur à combustion interne comprenant un dispositif de réglage de l'instant de refoulement du combustible d'injection
FR2508107A1 (fr) * 1981-06-23 1982-12-24 Bosch Gmbh Robert Pompe d'injection de carburant
EP0111200A1 (fr) * 1982-11-25 1984-06-20 Kawasaki Jukogyo Kabushiki Kaisha Système de contrôle d'avance pour l'injection de carburant

Also Published As

Publication number Publication date
DD243067A5 (de) 1987-02-18
EP0195920A3 (fr) 1989-02-15
DE3506392A1 (de) 1986-09-04
US4708116A (en) 1987-11-24

Similar Documents

Publication Publication Date Title
EP0116168B1 (fr) Pompe d'injection de combustible
DE3148671C2 (fr)
DE3722264A1 (de) Kraftstoffeinspritzanlage fuer brennkraftmaschinen
DE2602280A1 (de) Hochdruck-kraftstoffeinspritzeinrichtung fuer dieselmotoren
WO1999020893A1 (fr) Systeme d'injection de carburant pour moteur a combustion interne
DE4313852A1 (de) Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
EP0393412A1 (fr) Dispositif d'injection de combustible, en particulier injecteur à pompe, pour moteurs à combustion interne
DE3001155A1 (de) Kraftstoffeinspritzanlage fuer selbstzuendende brennkraftmaschine
DE2807720C2 (fr)
EP0195920A2 (fr) Système d'injection pour un moteur Diesel comprenant une pompe à haute pression par cylindre
DE3729636A1 (de) Verfahren zur steuerung der zeit der kraftstoffhochdruckfoerderung einer kraftstoffeinspritzpumpe
DE3428174A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE1947529C3 (de) Kraftstoff einspritzpumpe für Brennkraftmaschinen
CH671809A5 (fr)
DE4318078A1 (de) Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE3923271A1 (de) Kraftstoffeinspritzeinrichtung fuer brennkraftmaschinen, insbesondere pumpeduese
EP0032171B1 (fr) Installation d'injection de combustible pour moteurs à combustion interne, notamment pour moteurs Diesel
EP3483420B1 (fr) Buse d'injection de carburant et procédé d'injection de carburant pour un gros moteur diesel ainsi que gros moteur diesel
DE4310457A1 (de) Kraftstoffeinspritzpumpe für Brennkraftmaschinen
EP0406592B1 (fr) Pompe à injection de combustible
EP0032172B1 (fr) Installation d'injection de combustible pour moteurs à combustion interne, notamment pour moteurs Diesel
EP0032168B1 (fr) Installation d'injection de combustible pour moteurs à combustion interne, notamment pour moteurs diesel
DE2647062C2 (de) Brennkraftmaschine mit Abgasrückführung
DE10117401C2 (de) Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE2639572A1 (de) Zumessventil fuer die brennstoffeinspritzung

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 CH DE FR GB IT LI NL SE

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT CH DE FR GB IT LI NL SE

17P Request for examination filed

Effective date: 19890216

17Q First examination report despatched

Effective date: 19890727

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

Free format text: STATUS: THE APPLICATION HAS BEEN REFUSED

18R Application refused

Effective date: 19901115

RIN1 Information on inventor provided before grant (corrected)

Inventor name: KINZEL, RICHARD

Inventor name: GAA, ROLAND