EP0419591B1 - Dispositif de commande pour arreter un moteur a combustion interne - Google Patents

Dispositif de commande pour arreter un moteur a combustion interne Download PDF

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Publication number
EP0419591B1
EP0419591B1 EP90902615A EP90902615A EP0419591B1 EP 0419591 B1 EP0419591 B1 EP 0419591B1 EP 90902615 A EP90902615 A EP 90902615A EP 90902615 A EP90902615 A EP 90902615A EP 0419591 B1 EP0419591 B1 EP 0419591B1
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EP
European Patent Office
Prior art keywords
feed
suction
fuel
pump
valve
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
EP90902615A
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German (de)
English (en)
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EP0419591A1 (fr
Inventor
Klaus Krieger
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
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0419591A1 publication Critical patent/EP0419591A1/fr
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Publication of EP0419591B1 publication Critical patent/EP0419591B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/0215—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by draining or closing fuel conduits
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S123/00—Internal-combustion engines
    • Y10S123/02—Accumulated fuel return to tank or engine-induction system
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S123/00—Internal-combustion engines
    • Y10S123/11—Antidieseling

Definitions

  • the invention is based on a control device for stopping an internal combustion engine, in particular a diesel internal combustion engine, according to the generic preamble of the main claim.
  • a control device of the generic type in which an electrically driven feed pump with pole-changing electric motor and reversible delivery device is used to shut down the internal combustion engine in a solution variant according to FIG Fuel injection pump is connected to the suction side of the feed pump and the pressure side of the feed pump to the fuel tank.
  • a second, electrically driven feed pump in addition to a feed pump that only serves to supply the suction space of the fuel injection pump, a second, electrically driven feed pump is fitted, which only functions when the internal combustion engine is switched off. They are controlled and operated electrically by an electronic control unit that interacts with an electro-hydraulic injection pump controller.
  • This system is complex and costly and increases the risk of failure with the degree of complexity and interdependency.
  • a sufficiently rapid emergency shutdown of the internal combustion engine, in particular a diesel internal combustion engine, is ensured by the control device designed according to the invention with the characterizing features of the main claim.
  • the mechanical and thus permanently driven suction feed pump which is only intended for the extraction of the suction chamber of the fuel injection pump, guarantees that the suction chamber of the fuel injection pump is emptied as quickly as possible when the internal combustion engine is switched off. Since the pre-feed pump, which supplies the suction chamber of the internal combustion engine with fuel when the internal combustion engine is operating, is mechanically driven, there is no need for a control unit which controls both feed pumps and the drive of both feed pumps can be carried out easily via the camshaft, which is already present on the injection pump side.
  • control valve which according to claim 2 has a valve housing attached directly to the suction chamber of the fuel injection pump and in which, in accordance with the characterizing features of claim 3, there is a valve member which is cylindrical in its basic form, is simple, insensitive to dirt and compact and thus can also be advantageously integrated into the regulator cover of the fuel injection pump.
  • an inexpensive control of the control valve, for. B. realizes a so-called key stop and automatically switches off the associated internal combustion engine if the power supply is interrupted.
  • FIG. 1 shows a partial cross section through the first exemplary embodiment of a fuel injection pump designed according to the invention with cross-flushed suction chamber
  • FIG. 2 shows a partial cross section through the second exemplary embodiment of a fuel injection pump designed according to the invention with normally flushed suction chamber.
  • FIGS. 1 and 2 The two exemplary embodiments, shown schematically in FIGS. 1 and 2, of a fuel injection pump 10 designed as a multi-cylinder in-line injection pump for diesel internal combustion engines are shown with an attached control valve 12 as part of a control device 14.
  • the basic arrangement of the elements of such Fuel injection pump 10 is known per se, the configuration of the fuel injection pump 10 with a suction chamber 16 which is flushed in the first exemplary embodiment, as shown in FIG. 1, is described in detail, for example, in DE-A-3 304 335.
  • the control device 14, which essentially consists of the control valve 12, a prefeed pump 18 and a suction feed pump 20, supplies fuel to the fuel injection pump 10 during a delivery position. In contrast, fuel is withdrawn from the fuel injection pump 10 during a switch-off position of the control device 14.
  • the mechanically driven pre-feed pump 18 is a piston feed pump known per se, equipped with a suction and a pressure valve, which in practice is attached to the fuel injection pump 10 at camshaft height.
  • the prefeed pump 18 is connected on its suction side to a suction line 24 connected to a tank 22. Downstream of the pre-feed pump 18 there is a supply line 30, which receives a fuel filter 26 and a fuel accumulator 28, and which opens into a first port 32 of the control valve 12.
  • the first connection 32 corresponds to a second connection 34, to which an inlet channel 36 of the fuel injection pump 10 is connected.
  • a second connection 34 to which an inlet channel 36 of the fuel injection pump 10 is connected.
  • inlet openings 46 which open into partial suction spaces 48 designed as annular grooves, which in turn each on the other side have a return opening 52 connected to a return channel 50.
  • Each return opening 52 has a flow cross-section which is substantially smaller in relation to the cross-section of the return duct 50 and the flow cross-section of each throttle 44 in the inlet openings 46 is smaller than the flow cross-section of the associated return opening 52.
  • An overflow line 56 having a pressure-maintaining valve 54 and opening into the tank 22 connects to the return channel 50.
  • the end of the return channel 50 facing away from the overflow line 56 is connected to a third connection 58 of the control valve 12.
  • the third connection 58 corresponds to a fourth connection 60 serving as a delivery connection, to which the suction feed pump 20 is connected via a suction line 62 and which is connected downstream to the tank 22 via a tank return line 66.
  • the control valve 12 is designed as a solenoid valve and has a valve member 68, which can be brought into a conveying position and a switch-off position in a sealing manner in the inner cylindrical shape of a hollow hollow cylindrical valve housing 70 in the axial direction.
  • the valve member 68 forms, on the one hand, an incompletely closed end face 72 facing the first connection 32 and the second connection 34 and, on the other hand, a second end face 78 which is opposite the first end surface 72 and cooperates with the third connection 58 and the fourth connection 60 and which is completely is closed and which carries a hollow cylindrical wall 74 which in the area of the fourth connection 60 has a throttle duct 76 formed by a narrow bore.
  • a return spring 80 which acts on the first end face 72 and is supported in the valve housing 70, holds the valve member 68 in the delivery position, as shown in FIG. 1.
  • the control member 68 is brought into one end position by the force of the return spring 80, in which there is a hydraulic connection between the first connection 32 and the second connection 34 and the third connection 58 from the fourth connection 60 the intermediate valve member 68 is hydraulically separated.
  • the pre-feed pump 18 delivered fuel corresponding to the position of the control edge of the first end face 72 via the first connection 32 and the second connection 34 to the inlet channel 36, from which the fuel flows to the partial suction chambers 48 of the pump cylinders 42 via the throttles 44 and the inlet openings 46. Excess fuel can flow out to the tank 22 via the return openings 52, the return channel 50 and the pressure holding valve 54.
  • the fuel delivered by the pre-feed pump 18 passes via the first connection 32, the perforated first end face 72 to the throttle duct 76 and through it to the fourth connection 60 and from here further via the suction line 62, the suction feed pump 20 and the tank return line 66 to the tank 22 back.
  • This fuel flow is restricted by the flow cross section of the throttle channel 76 so that, on the one hand, there is a minimum flow for self-lubrication of the mechanical, permanently driven suction feed pump 20, and on the other hand the filling of the pump cylinders 42 in the main flow is not yet weakened in a functionally impairing manner.
  • the internal combustion engine is deprived of the fuel required for the injection, on the one hand no longer supplying fuel to the suction space 16 of the associated fuel injection pump 10, and on the other hand the fuel located in the suction space 16 of the fuel injection pump 10 is extracted.
  • the valve member 68 is brought into the other end position against the force of the return spring 80, in which the connection between the first connection 32 and the second connection 34 is blocked by the control edge of the first end face 72 and by the position the control edge of the second end face 78, the third connection 58 is hydraulically connected to the fourth connection 60.
  • the fuel supplied by the pre-feed pump 18 thus does not reach the partial suction chambers 48 or the throttle duct 76 fourth connection 60, since the throttle channel 76 has been displaced by the axial displacement of the control member 68 into the other end position from the pull-in area of the fourth connection 60. Nevertheless, the suction feed pump 20 receives the fuel from the suction chamber 60 of the fuel injection pump and delivers it back via the tank 22 when the suction chamber 16 is emptied. There is no risk of overloading the pre-feed pump 18 and the dry running of the suction feed pump 20 because of the fuel injection pump 10 coming to a standstill and the lack of drive for the pre-feed pump 18 and the suction feed pump 20.
  • control valve 12 need not be a separate structural unit, but can form a structural association with the fuel injection pump 10 in such a way that the second connection 34 coincides with the inlet channel 36 and the third connection 58 with the return channel 50, whereby these two plague connections reduce the number of free connections to the minimum of two for connecting the pre-feed pump 18 and the suction feed pump 20, thereby improving operational reliability.
  • the throttle duct 76 it is possible to form the throttle duct 76 by a flat annular groove provided in the same area in the lateral surface of the valve member 68, so that the fuel required for the self-lubrication of the suction feed pump 20 can flow out of the return duct 50 in the delivery position.
  • the operation of the delivery valve 12 can also take place in such a way that in the delivery position the control valve 12 receives operating voltage and the control member 68 is held against the force of the return spring 80, while in the absence of the operating voltage the return spring 80 brings the valve member 68 into the switch-off position.
  • the fuel injection pump 110 is shown with a suction space 116 which is common to all pump cylinders 142 and also takes up the control fuel quantity, parts which correspond to the first exemplary embodiment being used by 100 larger reference numerals, so that this means that to avoid repetition, reference is made to the description of the first exemplary embodiment.
  • the second connection 34, the inlet channel 36, the throttle 44, and the partial suction spaces are omitted 48, the inlet channel 50, the return openings 52 and the third connection 58.
  • the suction space 116 has a central opening 182 at the mounting point of the control valve 112, which allows the fuel exchange through the attached valve housing 170, which is also open in this area.
  • the valve body 170 which is also of a hollow cylindrical design in its inner form, has a longitudinal groove 184 in the region of the valve member 168, which is designed and positioned in such a way that, in the delivery position of the control valve 112, fuel from the pre-feed pump 118 to the suction chamber 116, but not via the longitudinal groove 184 arrives at the fourth connection 160.
  • the fourth connection 160 in turn receives fuel in a bypass flow via the throttle duct 176, which is inserted in the second end face 178 in this second exemplary embodiment.
  • the functional sequence of the second exemplary embodiment differs from that of the first exemplary embodiment in that, in order to reach the conveying position shown in FIG. 2, the force of the return spring 180 must be overpressed by the magnetically excited actuating forces of the control valve 112.
  • the suction chamber 116 of the fuel injection pump 110 is by means of the pre-delivery pump 118 through the Position of the control edge formed by the first end face 172 kept open first connection 132 and the opening 182 supplied with fuel.
  • the control valve 112 is disconnected from the power supply, the control member 168, due to the actuating force of the return spring 180, moves into the other end position, which represents the switch-off position, which is assumed by the first end face 172 approaching a stop 186, thereby firstly causing the first Connection 132 is closed by the control edge of the first end face 172 and, on the other hand, the connection from the fourth connection 160 to the longitudinal groove 184 is opened by the control edge of the second end face 178.
  • the suction feed pump 120 can reach through hydraulically to the suction chamber 116 and thus drain the suction chamber 116 into the tank 122.
  • valve member 168 of the control valve 112 can also be held in the delivery position shown in FIG. 2 by the action of the return spring 180 and can be brought into the switched-off position by the magnetically excited actuating force of the control valve 112.
  • the control device 14; 114 in accordance with FIG. 1 and FIG. 2 ensures that the internal combustion engine is stopped safely and sufficiently quickly by means of simply designed and inexpensive parts. Any engine damage due to overspeed and excess fuel as well as accidents due to impossible "gas removal” are prevented by the use of an uncomplicated control valve 12; 112 and two mechanically driven feed pumps 18; 20 or 118; 120, which can both be combined in a common pump housing and can be provided with a common drive, reliably prevented.

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

Abstract

Ce dispositif de commande (14) permet d'arrêter rapidement un moteur diesel à combustion interne en vidant par aspiration la chambre d'aspiration (16) d'une pompe à injection de carburant (10) alimentant le moteur diesel à combustion interne en carburant avec pression d'injection. A cet effet, le dispositif de commande (14) comporte deux pompes d'alimentation (18; 20) à entraînement mécanique et donc permanent, qui coopèrent par l'intermédiaire d'un élément de soupape (68), dont les deux surfaces frontales (72; 78) forment des pente de guidage, avec une soupape de commande (12) facile et peu coûteuse à fabriquer. Cette soupape de commande (12) est peu salissante et sa structure est compacte, ce qui permet de l'insérer dans le couvercle du régulateur de la pompe à injection de carburant (10). Ce dispositif est conçu en particulier pour l'injection haute pression dans les moteurs diesel à combustion interne, dont il améliore la sécurité de fonctionnement.

Claims (7)

  1. Dispositif de commande pour arrêter un moteur à combustion interne notamment un moteur à combustion interne Diesel comportant une pompe d'injection de carburant (10, 110) avec une chambre d'apiration (16, 116), un distributeur de commande (12, 112) électromagnétique, en amont, en forme de distributeur à deux voies avec une position de transfert et une position de coupure, dont le corps de distributeur (70, 170) est relié à une conduite d'alimentation (30, 130) aboutissant à la chambre d'aspiration (16, 116) et qui, en position de transfert, relie le côté pression d'une pompe d'alimentation (18, 118) entraînée mécaniquement et fournissant du liquide du réservoir (20, 122) avec la chambre d'aspiration (16, 116) de la pompe d'injection de carburant (10, 110) et avec en plus une pompe d'aspiration 20, 120 qui lorsque le distributeur de commande (12, 112) est en position de coupure et ferme le transfert de carburant de la pompe d'alimentation (18, 118) vers la chambre d'aspiration (16, 116), aspire du carburant de la chambre d'aspiration (16, 116) et le transfère au réservoir (20, 122), dispositif caractérisé en ce que la pompe d'alimentation (20, 120) supplémentaire est une pompe d'alimentation de carburant à entraînement mécanique et, en position de transfert, le distributeur de commande (12, 112) maintient ouvert non seulement la liaison entre le réservoir (22, 122) et la chambre d'aspiration (16, 116) mais également une conduite à travers un canal d'étranglement (16, 176) allant de la chambre d'aspiration (16, 116) jusqu'au côté d'aspiration de la pompe d'aspiration (20, 120) et qui, en position de coupure, ferme non seulement l'alimentation du côté pression de la pompe d'alimentation (18, 118) vers la chambre d'aspiration (16, 116) de la pompe d'injection de carburant (10, 110) mais relie également le côté d'aspiration de la pompe d'aspiration (20, 120) avec la chambre d'aspiration (16, 116) de la pompe d'injection de carburant (10, 110).
  2. Dispositif de commande (14, 114) selon la revendication 1, caractérisé en ce que le distributeur de commande (12, 112) est un distributeur à 4/2 voies dont le corps (70, 170) est prévu directement sur l'arrivée dans la chambre d'aspiration (16, 116) de la pompe d'injection de carburant (10, 110).
  3. Dispositif de commande (14, 114) selon la revendication 1 ou 2, caractérisé en ce que le distributeur de commande (12, 112) comporte un tiroir (78) dont la forme de base est cylindrique et dont les surfaces frontales (72, 78) forment des arêtes de commande.
  4. Dispositif de commande (14, 114) selon l'une des revendications précédentes, caractérisé en ce que la pompe d'alimentation (18, 118) et la pompe d'aspiration (20, 120) sont deux pompe à piston, de même construction, entraînées mécaniquement par l'arbre à came de la pompe d'injection de carburant et ces deux pompes sont entraînées en permanence lorsque le moteur à combustion interne tourne.
  5. Dispositif de commande (14, 114) selon l'une des revendications 1-3, caractérisé en ce que la pompe d'alimentation (18, 118) et la pompe d'aspiration (20, 120) sont réalisées sous la forme d'une pompe à double transfert avec un corps de pompe commun et un moyen d'entraînement commun.
  6. Dispositif de commande (114) selon l'une des revendications précédentes, caractérisé en ce que l'organe de commande (168) du distributeur de commande (112) en position de transfert, active le démarreur par une alimentation en courant pour le fonctionnement de ce moteur à combustion interne et le déplace contre la force d'un ressort de rappel (180) en permettant ainsi le fonctionnement en alimentation, et lorsque le commutateur est coupé, il retombe automatiquement dans la position de coupure permettant le fonctionnement en aspiration.
  7. Dispositif de commande (14) selon l'une des revendications 1 à 5, caractérisé en ce que le tiroir (68) du distributeur de commande (12) est maintenu en position de sortie par la force d'un ressort de rappel (80) lorsqu'il est en position de transfert et permet ainsi le fonctionnement en transfert et en ce que le distributeur de commande (12) est activé en cas de besoin par une alimentation en courant lors de l'arrêt du moteur à combustion interne, par application du courant et dont le tiroir (68) est mis en position d'arrêt contre la force du ressort de rappel (80).
EP90902615A 1989-04-08 1990-02-09 Dispositif de commande pour arreter un moteur a combustion interne Expired - Lifetime EP0419591B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3911559A DE3911559A1 (de) 1989-04-08 1989-04-08 Steuereinrichtung zum stillsetzen einer brennkraftmaschine
DE3911559 1989-04-08

Publications (2)

Publication Number Publication Date
EP0419591A1 EP0419591A1 (fr) 1991-04-03
EP0419591B1 true EP0419591B1 (fr) 1992-12-02

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EP90902615A Expired - Lifetime EP0419591B1 (fr) 1989-04-08 1990-02-09 Dispositif de commande pour arreter un moteur a combustion interne

Country Status (6)

Country Link
US (1) US5076227A (fr)
EP (1) EP0419591B1 (fr)
JP (1) JPH03505360A (fr)
KR (1) KR920700345A (fr)
DE (2) DE3911559A1 (fr)
WO (1) WO1990012207A1 (fr)

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JP2689721B2 (ja) * 1990-11-16 1997-12-10 トヨタ自動車株式会社 内燃機関の燃料圧力制御装置
DE4133557C2 (de) * 1991-10-10 2000-06-29 Bosch Gmbh Robert Steuereinrichtung zum Stillsetzen einer Brennkraftmaschine
DE4335171C1 (de) * 1993-10-15 1995-05-04 Daimler Benz Ag Kraftstoffeinspritzanlage für eine mehrzylindrige Dieselbrennkraftmaschine
DE19548280A1 (de) * 1995-12-22 1997-06-26 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19549108A1 (de) * 1995-12-29 1997-07-03 Bosch Gmbh Robert System zur Kraftstoffhochdruckerzeugung für ein in Brennkraftmaschinen eingesetztes Kraftstoffeinspritzsystem
DE19706694C2 (de) * 1997-02-20 2001-10-11 Daimler Chrysler Ag Steuerung einer Einspritzanlage für eine mehrzylindrige Brennkraftmaschine
US5845623A (en) * 1997-06-27 1998-12-08 Cummins Engine Company, Inc. Variable volume chamber device for preventing leakage in an open nozzle injector
US6076507A (en) * 1997-08-28 2000-06-20 Cummins Engine Company, Inc. Pump system for preventing hot start knock in a diesel engine
DE29800347U1 (de) * 1998-01-12 1999-05-12 Robert Bosch Gmbh, 70469 Stuttgart Elektro-Magnetventil
DE19946610B4 (de) * 1999-09-29 2009-09-10 Robert Bosch Gmbh Kraftstoffeinspritzsystem und Kraftstoffhochdruckpumpe
US6257194B1 (en) * 2000-08-02 2001-07-10 Ford Global Technologies, Inc. Method to manage internal combustion engine shutdown
DE10139052B4 (de) * 2001-08-08 2004-09-02 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, insbesondere mit Direkteinspritzung, Computerprogramm, Steuer- und/oder Regelgerät, sowie Kraftstoffsystem für eine Brennkraftmaschine
DE102009047376A1 (de) * 2009-12-02 2011-06-09 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung mit Differenzmengenregelung bei elektrischer Vorförderpumpe
EP2593660A4 (fr) * 2010-07-14 2014-01-29 Volvo Lastvagnar Ab Système d'injection de carburant présentant une fonction de purge commandée par pression

Citations (1)

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Publication number Priority date Publication date Assignee Title
GB2312860A (en) * 1996-05-10 1997-11-12 Bosch Gmbh Robert Drilling attachment

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GB720431A (en) * 1952-07-11 1954-12-22 Davey Paxman And Company Ltd Improvements in or relating to means for automatically stopping internal combustion engines
DE2145983A1 (de) * 1971-09-15 1973-03-22 Daimler Benz Ag Vorrichtung zum willkuerlichen abschalten von einspritzbrennkraftmaschinen
DE2312860A1 (de) * 1973-03-15 1974-09-19 Daimler Benz Ag Vorrichtung zum schnellen abstellen von einspritzbrennkraftmaschinen
JPS5688954A (en) * 1979-12-21 1981-07-18 Nippon Denso Co Ltd Engine stopping apparatus
DE3014712A1 (de) * 1980-04-17 1981-10-22 Robert Bosch Gmbh, 7000 Stuttgart Steuereinrichtung zum stillsetzen einer dieselbrennkraftmaschine
US4403580A (en) * 1980-12-19 1983-09-13 Hans Bader Shut-down apparatus for diesel engines
DE3304335A1 (de) * 1983-02-09 1984-08-09 Robert Bosch Gmbh, 7000 Stuttgart Steuereinrichtung zum stillsetzen einer brennkraftmaschine

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
GB2312860A (en) * 1996-05-10 1997-11-12 Bosch Gmbh Robert Drilling attachment

Also Published As

Publication number Publication date
DE3911559A1 (de) 1990-10-11
US5076227A (en) 1991-12-31
WO1990012207A1 (fr) 1990-10-18
KR920700345A (ko) 1992-02-19
DE59000541D1 (de) 1993-01-14
JPH03505360A (ja) 1991-11-21
EP0419591A1 (fr) 1991-04-03

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