EP0319707A2 - Pompe d'injection de combustible pour moteurs à combustion interne, en particulier pour moteurs Diesel - Google Patents

Pompe d'injection de combustible pour moteurs à combustion interne, en particulier pour moteurs Diesel Download PDF

Info

Publication number
EP0319707A2
EP0319707A2 EP88118279A EP88118279A EP0319707A2 EP 0319707 A2 EP0319707 A2 EP 0319707A2 EP 88118279 A EP88118279 A EP 88118279A EP 88118279 A EP88118279 A EP 88118279A EP 0319707 A2 EP0319707 A2 EP 0319707A2
Authority
EP
European Patent Office
Prior art keywords
damping
pump
piston
fuel injection
lever
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
EP88118279A
Other languages
German (de)
English (en)
Other versions
EP0319707B1 (fr
EP0319707A3 (en
Inventor
Karl Konrath
Claus Koester
Karl Zibold
Manfred Schwarz
Karl-Friedrich Rüsseler
Klaus Dipl.-Ing. Krieger
Roland Dipl.-Ing. Kupzik
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0319707A2 publication Critical patent/EP0319707A2/fr
Publication of EP0319707A3 publication Critical patent/EP0319707A3/de
Application granted granted Critical
Publication of EP0319707B1 publication Critical patent/EP0319707B1/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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/04—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors
    • 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 a fuel injection pump for internal combustion engines, in particular diesel internal combustion engines, of the type defined in the preamble of claim 1.
  • a major disadvantage of passenger cars equipped with diesel internal combustion engines is the vehicle jerking at low engine speeds, which, in addition to full-load and part-load jerking, mainly occurs due to the acceleration and deceleration process triggered by rapid accelerator pedal actuation.
  • diesel internal combustion engines with fuel injection pumps are additionally provided with damping devices which, when rapidly "accelerating” or “accelerating”, take the appropriate action Changes in the fuel injection quantities caused by the fuel injection pump have a delayed effect.
  • the hydraulic damping device is arranged between the speed adjustment lever of the fuel injection pump and the vehicle body coupled to the accelerator pedal, the damping cylinder being connected to the body and the damping piston via a piston rod to the speed adjustment lever is.
  • a throttle is arranged in a longitudinal axial bore of the damping piston, which connects two damping chambers located on opposite sides of the piston.
  • the speed adjustment lever is connected in a rotationally fixed manner to an adjustment shaft which can be pivoted in the pump housing of the fuel injection pump and to the end of which projects rigidly into the pump interior.
  • the control spring connected to the control lever acts on the lever.
  • the accelerator pedal engages the speed adjustment lever via compression springs.
  • the speed adjustment lever When the accelerator pedal is pressed quickly, the speed adjustment lever follows its movement only with a delay because it is supported on the body by the damping device.
  • the internal combustion engine which is suspended from the body by means of flexible buffers, tilts to one side about its longitudinal axis.
  • the speed adjustment lever is supported on the body via the damping device and is pivoted in the direction of reducing the fuel injection quantity.
  • the internal combustion engine tilts to the other side with a rapidly decreasing torque, the speed adjustment lever being displaced by the damping device in the direction of a larger amount of fuel.
  • the damping device thus has a delaying effect when accelerating and the other a differentiating effect when changing the amount of fuel due to the deflection of the internal combustion engine.
  • the fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that the acceleration and deceleration damping can be achieved individually and without dead paths in the required range.
  • the two throttles enable the acceleration and deceleration damping to be set separately.
  • the delay times can be determined independently of one another by the pretensioned trailing spring or return spring and by the cross section of the throttle bores, thus ensuring an optimal setting that largely eliminates the jerking of the vehicle.
  • An advantageous embodiment of the invention results when unthrottled flow paths between the damping chamber and pump interior are connected in parallel with the throttles in such a way that they are only released in the regions of the displacement path of the damping piston in which idle paths of the Speed adjustment lever occur, ie in the areas of the speed adjustment lever pivoting in which no injection takes place yet. In this way, the response behavior of the fuel injection pump with respect to avoiding vehicle jerk is further improved.
  • a particularly advantageous embodiment of the invention results from claim 7.
  • the pressure valve opens and opens a further unthrottled flow path between the damping chamber and pump interior.
  • the damping device is automatically ineffective at higher speeds, since in this speed range, due to the high kinetic energy of the flywheels, vehicle jerking does not occur and damping is not necessary.
  • the invention is explained in more detail in the following description with reference to an embodiment shown in the drawing.
  • the drawing shows a detail of a fuel injection pump for a diesel internal combustion engine in a schematic representation.
  • the fuel injection pump of the distributor type known per se and only schematically shown in FIG. 1 has a pump housing, indicated by 10, which encloses a pump interior 11.
  • the pump interior 11 is filled with fuel by means of a feed pump 12.
  • the pump interior 11 is under a pressure of 6 - 8 bar.
  • a pump piston 13 is set into a reciprocating and at the same time rotating movement via a cam drive 14.
  • the pump piston 13 slides in a cylinder sleeve 15, which is seated in the pump housing 10, and delimits a pump work chamber 16 therewith.
  • the pump work chamber 16 is via a longitudinal groove 17 in the end section of the pump piston 13, an inlet opening 18 in the cylinder sleeve 15 and a channel 19 in the pump housing 10 connectable to the pump interior 11.
  • the pump working space 16 is connected via a pressure valve 20 and a channel 21 to an annular channel 22 in the pump piston 13. From the annular channel 22, a distributor groove 23 branches off in the pump piston 13 and cooperates with outlet channels 24, which are distributed over the circumference of the cylinder liner 15 and of which only one is shown. Each outlet channel 24 is connected to a connection opening 25 for an injection nozzle.
  • An axial channel 26 leads from the pump working space 16 in the pump piston 13 to a transverse channel 27.
  • the transverse channel 27 works together with a quantity adjusting element 28 which is axially displaceable on the pump piston section projecting into the pump interior 11.
  • the pump piston 13 delivers high-pressure fuel from the pump work space 16 via the pressure valve 20, the channel 21, the annular channel 22 and the distributor groove 23 into one of the outlet channels 24.
  • the pump work space 16 is connected to the pump interior 11 and is relieved.
  • the high-pressure delivery to the connection openings 25 is abruptly stopped.
  • the relative position of the quantity adjusting member 28 relative to the pump piston 13 thus determines the amount of fuel that is to be injected via the outlet channels 24.
  • On the other arm of the control lever 29 engages on the one hand a centrifugal speed governor, not shown, and on the other hand (shown in the drawing above) via a control spring 31, a speed adjustment lever 32 which can be pivoted arbitrarily in the direction of arrow 33 via an accelerator pedal, not shown.
  • a return spring 34 serves to reset the speed adjustment lever 32 if the actuating force on the accelerator pedal is lost.
  • the two-armed speed adjustment lever 32 can be rotated about a pivot axis 35 fixed on the pump housing 10.
  • the coupling between the speed adjustment lever 32 and the control spring 31 takes place via a preloaded drag spring 36 which is supported on the one hand on a lever arm of a damper lever 37 and on the other hand on the arm of the speed adjustment lever 32 remote from the return spring 34.
  • the pretensioned drag spring 36 presses the lever arm of the speed adjustment lever 32 against a stop 38 which is arranged on the lever arm of the damper lever 37 remote from the drag spring 36.
  • the damper lever 37 itself is pivotally arranged on the pivot axis 35 of the speed adjustment lever 32.
  • the damper lever 37 is part of a damping device 40 which serves to improve the smooth running of the internal combustion engine when the speed adjustment lever 32 is actuated quickly and eliminates the so-called vehicle jerking when the accelerator pedal is depressed or released quickly.
  • the hydraulic damping device 40 is arranged in the pump interior 11 and comprises a damper housing 41 with a longitudinal bore 42 which is closed at both ends, a guide sleeve 43 which can be displaced in the longitudinal bore 42 and a damping piston 44 which slides in the guide sleeve 43.
  • Damper housing 41 and guide sleeve 43 form in known Wise a damping cylinder which, together with the one end face of the damping piston 44, delimits a damping chamber 45.
  • the damping chamber 45 is on the one hand via a first check valve 46 and a first throttle 47, both of which are arranged in the damping piston 44, and on the other hand, via a second throttle 48 and a second check valve 49, both of which are arranged in the damper housing 41, with the pump interior 11 in Connection.
  • the connection between the outlet of the first throttle 47 and the pump interior 11 is ensured by a first radial bore 60 in the guide sleeve 43 and a first radial through opening 61 in the damper housing 41.
  • the diameter of the through hole 61 is very large compared to that of the radial bore 60, so that even with a sliding movement of the guide sleeve 43 relative to the damper housing 41, the through hole 61 always releases the radial bore 60 towards the pump interior 11.
  • the two check valves 46, 49 are arranged such that the blocking direction of the first check valve 46 towards the pump interior 11 and that of the second check valve 49 towards the damping chamber 45 are directed.
  • the lever arm of the damper lever 37 carrying the stop 38 is articulated to the damping piston 44, while the lever arm of the damper lever 37 carrying the pretensioned trailing spring 36 is coupled to the control spring 31.
  • the guide sleeve 43 delimits on one end face a control chamber 50 which is connected to the pump interior 11 via a radial inlet duct 51.
  • the other end of the guide sleeve 43 is covered with an end plate 52, which also serves as a guide for a compression spring 53.
  • Guide sleeve 43 and end plate 52 delimit a pressure chamber 53 receiving relief chamber 54, which is connected via an outlet channel 55 to a fuel return line, which is indicated by the arrow 56 is indicated.
  • the compression spring 53 is supported on a stop plate 57, the spatial position of which can be adjusted within the relief space 54 by means of an adjusting pin 58 which can be screwed into the damper housing 41.
  • the prestress of the compression spring 53 can be adjusted by turning the adjusting pin 58 more or less.
  • the first flow path 67 is formed by a bypass bore 62 bypassing the first throttle 47 in the damping piston 44, the first radial bore 60 forming a control opening in the guide sleeve 43 and the first through opening 61 corresponding to this in the damper housing 41.
  • the diameter of the first radial bore 60 is chosen so large that, depending on the position of the damping piston 44 relative to the guide sleeve 43, only the mouth of the first throttle 47 or additionally the mouth of the bypass bore 62 from the guide sleeve 43 to the pump interior 11 are released.
  • the second unthrottled flow path 68 between the damping chamber 45 and the pump interior 11 is provided by an annular groove 63 in the damping chamber 45, by an axial groove 64 in constant communication with the annular groove 63 on the circumference of the damping piston 44, a second radial bore 65 in the guide sleeve 43 and a second through opening 66 is formed in the damper housing 41.
  • the diameter of the passage opening 66 is chosen so large that the second radial bore 65 in the guide sleeve 43 to the pump interior 11 is released over the entire displacement range of the guide sleeve 43.
  • the annular groove 63 in the damping chamber 45 is designed such that it is closed off from the rest of the damping chamber 45 after a certain displacement path of the damping piston 44, which depends on the relative position of the damping piston 44 and guide sleeve 43.
  • the axial groove 64 in the damping piston 44 has a length such that the annular groove 63 remains connected to the second radial bore 65 in the guide sleeve 43 over the entire displacement path of the damping piston 44.
  • the damping piston 44 requires a more or less large displacement path in order to close the annular groove 63 with respect to the damping chamber 45 - and thus to block the flow path 68 - or to release it again - and thus to open the flow path 68 -.
  • This flow path 68 is thus effective in both directions of the displacement movement of the damping piston 44, while the first unthrottled flow path 67, as a result of the first check valve 46 located in the flow path 67, only moves the damping piston 44 to the left in the drawing, i.e. when the speed adjustment lever 32 is adjusted in Direction of smaller fuel flow rates, can take effect.
  • Vehicle jerking is mainly noticeable at low engine speeds and is shown here by the above damping device 40 largely suppressed.
  • vehicle jerking is no longer noticeable, so that the damping device 40 is rather superfluous and tends to have disadvantages for driving behavior.
  • the damping devices 40 is switched off at higher speeds, so that their damping effect is zero.
  • a third unthrottled flow path 69 is provided, which connects the damping chamber 45 directly to the pump interior 11 at higher speeds and thus short-circuits the damping device 40.
  • the third unthrottled flow path 69 is locked below a certain speed.
  • the flow path 69 is locked and released by means of a pressure valve 70, which is designed here as a slide valve.
  • a blind bore 71 is made in the damper housing 41, which is connected to the relief chamber 54 near the bottom of the bag via a relief bore 72.
  • a control piston 73 slides in the blind bore 71, which is acted upon by the pressure in the pump interior 11 on its end face facing the mouth of the blind bore 71 and is supported with its other end face by a compression spring 74 on the bag base.
  • the third flow path 69 is formed by two bores 75, 76 in the damper housing 41, which are connected on the one hand to the pump interior 11 and on the other hand to the damping chamber 45 and open diametrically in the blind bore 71 in a cross-sectional plane. With the two mouths of the bores 75, 76, a control groove 77 works together on the control piston 73, which, depending on the displacement position of the control piston 73, releases or blocks the passage from the bore 76 to the bore 75.
  • the pressure valve 70 is set such that when a certain pressure in the pump interior 11 is exceeded, the control piston 73 counteracts the force the compression spring 74 is shifted so far that the bores 75, 76 are connected to one another and thus the damping chamber 45 is connected to the pump interior 11.
  • Such an increase in pressure in the pump interior 11 occurs only at higher speeds of the internal combustion engine and thus of the feed pump 12.
  • the specified force is fed via the drag spring 36 to the damping piston 44, which moves to the right in the drawing.
  • the damping piston 44 has closed the annular groove 63 with respect to the damping chamber 45, the second throttle 48 only permits a further movement of the damping piston 44 with a delay.
  • the damping piston 44 thus transmits the specified force only with a delay via the control spring 31 to the control lever 29, which in turn only moves the quantity adjusting element 28 with a delay.
  • the injection quantity change is carried out only with a delay, so that the vehicle is accelerated smoothly.
  • the return spring 34 acts on the damping piston 44 via the speed adjustment lever 32 and the stop 38, so that it is shifted to the left in the drawing.
  • the displacement movement of the damping piston 44 is now delayed via the first throttle 47.
  • the delayed displacement movement of the damping piston only triggers a delayed adjustment of the control lever 29 and thus the quantity adjusting member 28. This means that the vehicle is decelerated largely smoothly.
  • the annular groove 63 is released towards the damping chamber 45 and thus the damping effect is canceled.
  • the further transmission of the restoring movement of the speed adjustment lever 32 to the control lever 29 then takes place without damping.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Fuel-Injection Apparatus (AREA)
EP19880118279 1987-12-09 1988-11-03 Pompe d'injection de combustible pour moteurs à combustion interne, en particulier pour moteurs Diesel Expired - Lifetime EP0319707B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3741638 1987-12-09
DE3741638A DE3741638C1 (de) 1987-12-09 1987-12-09 Kraftstoffeinspritzpumpe fuer Brennkraftmaschinen,insbesondere Dieselbrennkraftmaschinen

Publications (3)

Publication Number Publication Date
EP0319707A2 true EP0319707A2 (fr) 1989-06-14
EP0319707A3 EP0319707A3 (en) 1990-06-13
EP0319707B1 EP0319707B1 (fr) 1991-09-25

Family

ID=6342160

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19880118279 Expired - Lifetime EP0319707B1 (fr) 1987-12-09 1988-11-03 Pompe d'injection de combustible pour moteurs à combustion interne, en particulier pour moteurs Diesel

Country Status (4)

Country Link
US (1) US4884542A (fr)
EP (1) EP0319707B1 (fr)
JP (1) JPH01193037A (fr)
DE (2) DE3741638C1 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3829798A1 (de) * 1988-09-02 1990-03-08 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
EP0427501B1 (fr) * 1989-11-07 1994-12-28 Kubota Corporation Régulateur pour moteur diesel
DE3937922A1 (de) * 1989-11-15 1991-05-16 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
FR2720786B1 (fr) * 1994-06-07 1996-07-26 Renault Dispositif de commande du débit d'une pompe d'injection et mécanisme de régulation de la vitesse de croisière d'un véhicule équipé d'une telle pompe.
DE19860672A1 (de) * 1998-12-29 2000-07-13 Bosch Gmbh Robert Kolbenpumpe zur Kraftstoffhochdruckerzeugung
GB0027686D0 (en) * 2000-11-13 2000-12-27 Delphi Tech Inc Governor
KR100494630B1 (ko) * 2002-11-14 2005-06-14 여수대학교산학협력단 노즐 구조체
US7287494B2 (en) 2004-11-10 2007-10-30 Buck Supply Co., Inc. Multicylinder internal combustion engine with individual cylinder assemblies and modular cylinder carrier
US7287493B2 (en) 2004-11-10 2007-10-30 Buck Supply Co., Inc. Internal combustion engine with hybrid cooling system
US7543558B2 (en) 2004-11-10 2009-06-09 Buck Diesel Engines, Inc. Multicylinder internal combustion engine with individual cylinder assemblies
US8316814B2 (en) 2009-06-29 2012-11-27 Buck Kenneth M Toploading internal combustion engine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1185413B (de) * 1960-07-27 1965-01-14 Motorpal Jihlava Np Drehzahlabhaengig wirkende Einspritzmengen-Regeleinrichtung einer Brennkraftmaschine mit einer Vorrichtung zum Daempfen des Einflusses von Drehschwingungen
AT364576B (de) * 1978-12-07 1981-03-15 Friedmann & Maier Ag Drehzahlregler fuer einspritzpumpen von brennkraftmaschinen
JPS5848718A (ja) * 1981-09-02 1983-03-22 Toyota Motor Corp 燃料噴射量調整装置
DE3427224A1 (de) * 1984-07-24 1986-01-30 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zum verbessern des laufverhaltens eines mit einer brennkraftmaschine angetriebenen kraftfahrzeugs und kraftfahrzeug mit brennkraftmaschine

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4922970B1 (fr) * 1969-08-04 1974-06-12
US3797470A (en) * 1972-02-10 1974-03-19 Teledyne Ind Fuel regulating system for an internal combustion engine
DE2612940C2 (de) * 1976-03-26 1986-12-18 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler für die Kraftstoffeinspritzpumpe einer Brennkraftmaschine
US3886922A (en) * 1973-09-17 1975-06-03 Gen Motors Corp Engine speed governor with peak load control
JPS591068Y2 (ja) * 1979-04-12 1984-01-12 日産自動車株式会社 分配型燃料噴射ポンプのガバナ装置
US4368406A (en) * 1980-12-29 1983-01-11 Ford Motor Company Lamp dimmer control with integral ambient sensor
JPS6012900Y2 (ja) * 1981-06-29 1985-04-25 株式会社クボタ デイ−ゼルエンジンの燃料噴射量制限装置
JPS6016748Y2 (ja) * 1981-12-19 1985-05-24 株式会社ボッシュオートモーティブ システム 内燃機関用遠心力調速機の始動過給装置
US4664029A (en) * 1982-07-06 1987-05-12 Best Kermit D Foot actuated screen printing apparatus
DE3301416A1 (de) * 1983-01-18 1984-07-19 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler einer kraftstoffeinspritzpumpe
IT1165500B (it) * 1983-12-23 1987-04-22 Piaggio & C Spa Regolatore dell'alimentazione di un motore a ciclo diesel in fase di avviamento

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1185413B (de) * 1960-07-27 1965-01-14 Motorpal Jihlava Np Drehzahlabhaengig wirkende Einspritzmengen-Regeleinrichtung einer Brennkraftmaschine mit einer Vorrichtung zum Daempfen des Einflusses von Drehschwingungen
AT364576B (de) * 1978-12-07 1981-03-15 Friedmann & Maier Ag Drehzahlregler fuer einspritzpumpen von brennkraftmaschinen
JPS5848718A (ja) * 1981-09-02 1983-03-22 Toyota Motor Corp 燃料噴射量調整装置
DE3427224A1 (de) * 1984-07-24 1986-01-30 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zum verbessern des laufverhaltens eines mit einer brennkraftmaschine angetriebenen kraftfahrzeugs und kraftfahrzeug mit brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, Band 7, Nr. 133 (M-221)[1278], 10. Juni 1983; & JP-A-58 48 718 (TOYOTA) 22-03-1983 *

Also Published As

Publication number Publication date
JPH01193037A (ja) 1989-08-03
DE3865185D1 (de) 1991-10-31
EP0319707B1 (fr) 1991-09-25
US4884542A (en) 1989-12-05
DE3741638C1 (de) 1988-12-01
EP0319707A3 (en) 1990-06-13

Similar Documents

Publication Publication Date Title
EP0319707B1 (fr) Pompe d'injection de combustible pour moteurs à combustion interne, en particulier pour moteurs Diesel
EP0172349B1 (fr) Dispositif pour l'amélioration du comportement d'un véhicule et de son moteur à combustion interne
DE2658051A1 (de) Einrichtung zum regeln der zusammensetzung des betriebsgemisches einer brennkraftmaschine
EP0273225B1 (fr) Pompe d'injection de combustible pour moteurs à combustion interne
EP0168613B1 (fr) Régulateur de vitesse pour pompe à injection de combustible
EP0162287B1 (fr) Pompe d'injection de carburant pour moteurs à combustion interne
DE3019094C2 (de) Verteilerkraftstoffeinspritzpumpe für eine Brennkraftmaschine
DE3630871C2 (fr)
EP0166931B1 (fr) Régulateur de vitesse pour pompes d'injection de combustible
DE3014004C2 (de) Verteilerkraftstoffeinspritzpumpe für eine Brennkraftmaschine
EP0344480B1 (fr) Pompe d'injection de combustible pour moteurs à combustion interne, en particulier pour moteurs diesel
EP0318714B1 (fr) Dispositif de recirculation de gaz d'échappement pour moteurs à combustion interne
DE3203583A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen mit spritzzeitpunktverstellung
DE2630180A1 (de) Ansaugsteuervorrichtung fuer eine brennkraftmaschine
DE3632538A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
EP0456772B1 (fr) Pompe d'injection de carburant pour moteurs a combustion interne
DE3418174C2 (fr)
DE2909588A1 (de) Kraftstoffeinspritzpumpe
DE2148968C3 (de) Vorrichtung zum Regeln der Forder menge der Brennstoffeinspritzpumpe einer Brennkraftmaschine
EP0296358B1 (fr) Dispositif améliorant le comportement dynamique d'un régulateur de pompe à injection distributrice
DE864782C (de) Regler fuer Einspritzbrennkraftmaschinen
DE1476004C3 (de) Kraftstoffeinspritzvorrichtung für selbstzündende Brennkraftmaschinen
WO1996018027A1 (fr) Pompe d'injection de carburant pour moteurs a combustion interne
DE2945634A1 (de) Regler als teil einer mit einer pumpe arbeitenden kraftstoffeinspritzvorrichtung
DE1476004B2 (de) Kraftstoffeinspritzvorrichtung fuer selbstzuendende brennkraftmaschinen

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): 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): DE FR GB IT

17P Request for examination filed

Effective date: 19901102

17Q First examination report despatched

Effective date: 19910301

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT

ET Fr: translation filed
REF Corresponds to:

Ref document number: 3865185

Country of ref document: DE

Date of ref document: 19911031

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19911128

Year of fee payment: 4

ITF It: translation for a ep patent filed

Owner name: STUDIO JAUMANN

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

Ref country code: DE

Payment date: 19920129

Year of fee payment: 4

RAP4 Party data changed (patent owner data changed or rights of a patent transferred)

Owner name: ROBERT BOSCH GMBH

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

Ref country code: GB

Effective date: 19921103

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

Effective date: 19921103

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

Ref country code: FR

Effective date: 19930730

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

Ref country code: DE

Effective date: 19930803

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

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

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20051103