EP0439769A1 - Pompe à injection de combustible - Google Patents

Pompe à injection de combustible Download PDF

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Publication number
EP0439769A1
EP0439769A1 EP19900124332 EP90124332A EP0439769A1 EP 0439769 A1 EP0439769 A1 EP 0439769A1 EP 19900124332 EP19900124332 EP 19900124332 EP 90124332 A EP90124332 A EP 90124332A EP 0439769 A1 EP0439769 A1 EP 0439769A1
Authority
EP
European Patent Office
Prior art keywords
pump
inlet
pump piston
stroke
piston
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
EP19900124332
Other languages
German (de)
English (en)
Other versions
EP0439769B1 (fr
Inventor
Helmut Laufer
Wolfgang Fehlmann
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 EP0439769A1 publication Critical patent/EP0439769A1/fr
Application granted granted Critical
Publication of EP0439769B1 publication Critical patent/EP0439769B1/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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/121—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor with piston arranged axially to driving shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/128—Varying injection timing by angular adjustment of the face-cam or the rollers support

Definitions

  • the invention relates to a fuel injection pump for internal combustion engines in the type defined in the preamble of claim 1.
  • the pump piston is driven by a cam gear from a drive shaft rotating synchronously with the camshaft of the internal combustion engine, so that the pump piston rotates with the drive shaft and at the same time performs an axial stroke movement.
  • the course of the stroke of the pump piston is determined as a function of its angle of rotation by the cam geometry of the cam gear, in which the cams arranged on the end face of a cam disk non-rotatably connected to the pump piston on rollers of a Roll the pump housing of the mounted roller ring under spring pressure.
  • the pump working space delimited by the pump piston is directly connected to the controlled inlet, with a number of pressure lines corresponding to the number of pressure lines offset by the same angle of rotation in the lateral surface of the pump piston, which is open to the pump working space and has filling or suction slits with at least one mouth opening of a fuel-filled pump interior leading suction channel correspond, which is directly opposite the pump piston in the interior of the cylinder liner receiving the pump piston.
  • one of the suction slots covers the opening, during each delivery stroke of the pump piston, the suction slots are from the bore wall of the cylinder liner and the opening is covered by the pump piston.
  • suction slots are arranged so that they are covered in the so-called rest of the pump piston, that is, in the rotating area of the pump piston in which it remains in its bottom dead center position, so that the pump working space is completed when the pump piston begins its delivery stroke.
  • the assignment of the axial stroke of the pump piston and its rotational position is changed during operation of the fuel injection pump by means of an injection adjuster, which engages and rotates the roller ring of the cam gear, depending on the rotational speed of the internal combustion engine and synchronously therewith revolving pump piston.
  • an injection adjuster which engages and rotates the roller ring of the cam gear, depending on the rotational speed of the internal combustion engine and synchronously therewith revolving pump piston.
  • the stroke curve of the pump piston is shifted to "early” with respect to the rotational position of the pump piston and to "late” when the speed drops.
  • the possible spray adjustment range is due to the detent of the pump piston Given that the inlet to the pump workspace must be closed with respect to its rotational position at the beginning of the delivery stroke at all positions of the stroke curve of the pump piston and should not already close within the falling edge of the stroke curve at all possible positions of the stroke curve in order to ensure adequate filling of the pump workspace.
  • this spray adjustment range is often too small to achieve the optimal combustion values of the internal combustion engine. Compromises are therefore made in such a way that the cam length of the cams in the cam gear is shortened, although the cam parameters "speed curve” and "stroke” are deteriorated in favor of the injection adjustment range.
  • the fuel injection pump according to the invention with the characterizing features of claim 1 or claim 3 has the advantage that the spray adjustment range with unchanged cam formation is significantly increased by the additional check valve, here referred to as a suction valve, and the corresponding intake control of the pump piston, and optimum combustion values are thus achieved , or vice versa, if the injection adjustment range is already sufficiently large, the cam length of the cams in the cam gear is increased, and thus the cam parameters can be improved.
  • the suction valve required in both cases has the disadvantage that it can possibly become dirty and thereby become leaky, but there is the possibility of being able to continue to drive to a workshop if the suction valve leaks and the internal combustion engine output is reduced.
  • the inlet control and the suction valve are connected in series.
  • the gain in the spray adjustment range (SPV range) or in cam length is achieved by the intake control running in the cam when the stroke curve is in the early position (SPV early position), i.e. the inlet in the rising flank of the stroke curve of the pump piston over an angle of rotation ⁇ 1 is still open.
  • This angle of rotation ⁇ 1 is in the early SPV position, i.e. at high speed, large and shrinking down to zero at late SPV.
  • the pump work space is closed at the beginning of the delivery stroke of the pump piston toward the inlet, so that, in the case of undisturbed operation, there is no difference to the conventional known inlet control.
  • the suction valve does not close due to contamination or other faults, then the pump piston is not conveyed in the angular range ⁇ 1, but only when the inlet is closed by the pump piston.
  • the injection quantity delivered in the remaining remaining delivery stroke of the pump piston is not sufficient for the demand of the internal combustion engine, its speed drops and thus the speed of the drive shaft and the pump piston of the fuel injection pump.
  • the injection adjuster shifts the position of the stroke curve of the pump piston relative to its angle of rotation to "late”.
  • the angular range ⁇ 1 is reduced to zero.
  • the injection quantity delivered by the pump piston increases, and it is possible to continue driving at a low engine speed.
  • the inlet control of a series connection of suction valve and a pre-stroke control is connected in parallel.
  • the inlet leads directly into the pump work space.
  • the intake control is designed in such a way that it does not enter the cam start, i.e. the rising flank of the stroke curve of the pump piston, but when the stroke curve is late, it closes in the cam sequence, i.e. in the falling flank of the stroke curve of the pump piston. This advance in the closing time of the intake control in the late SPV position results in a gain in the injection adjustment range or in the cam length.
  • the remaining filling of the pump work space after closing the inlet control is effected via the second inlet to the pump work space, which the pump piston controls depending on the stroke (pre-stroke control).
  • the second inlet opens during the suction stroke at a stroke position of the pump piston, in which the first inlet closes in the late SPV position, and closes again in the same stroke position when it is reached by the pump piston during the delivery stroke.
  • the suction valve in series with the second inlet prevents the pump work space from being partially emptied during this delivery stroke until the second inlet closes via the open second inlet.
  • the advantage of the previously described second constructive solution compared to the first constructive solution is that not all of the filling quantity for the pump work space flows through the suction valve and that a filling via the suction valve is completely dispensed with at high speeds.
  • the suction valve is thus less stressed and the risk of contamination is lower.
  • One disadvantage is however, in that the full injection quantity is not reached even if the valve leaks even at low speed.
  • cam gear 14 In the fuel injection pump of the distributor type for a four-cylinder internal combustion engine, which is shown schematically in longitudinal section in FIG known cam gear 14 is driven in a rotating and at the same time reciprocating movement.
  • the pump suction chamber 17 is supplied with fuel by a fuel feed pump 18 from a fuel reservoir 19.
  • the fuel in the pump suction chamber 17 is under speed-dependent pressure, which is additionally set by a pressure control valve 20.
  • the end of the pump piston 12 opposite the pump working chamber 15 protrudes into the pump suction chamber 17 and is coupled there via the cam gear 14 to the drive shaft 13 mounted in the pump housing 10.
  • the cam gear 14 has, in a known manner, a roller ring 22 which carries rollers 21 and which is rotatably mounted in the pump housing 10 by a certain angle.
  • An end cam disk 23 is fastened to the pump piston 12, and its end cam 24 has an axial surface Spring pressure on the rollers 21 expires.
  • the roller ring 22 is coupled in a rotationally fixed manner via an adjusting bolt 28 to an injection adjusting piston 29 of an injection adjuster 30, which is also shown in FIG. 1 rotated by 90 ° in the plane of the drawing.
  • the injection adjustment piston 29, which is axially displaceable tangentially to the roller ring 22, is loaded in one adjustment direction by a return spring 31 and in the other adjustment direction is pressurized in the control chamber 32 of the injection adjuster 30.
  • An axially displaceable ring slide 33 which serves to control the injection quantity, is seated axially displaceably within the pump suction chamber 17 and is actuated in a known manner by a regulator of known design, not shown here, via its regulator lever 34 and thereby controls the outlet opening of a transverse bore 35 in the pump piston 12.
  • the transverse bore 35 is connected to a longitudinal bore 36 in the pump piston 12, which enters the end of the pump piston 12 that delimits the pump working space 15 and ends as a blind bore.
  • a radial bore 37 branches off from this longitudinal bore 36 and leads to a distributor groove 38 in the lateral surface of the pump piston 12.
  • the control of the inlet 42 by the pump piston 12 is designed such that the pump piston 12, the inlet 42 in the late position of its stroke curve (curve a in Fig. 5) in the so-called rest, that is in the region of its bottom dead center, and in the early position the stroke curve (curve b in FIG. 5) closes within the rising edge of the stroke curve. 5, ⁇ s denotes the angle of rotation at which the inlet 42 is closed by the pump piston 12.
  • the inlet 42 is from an annular groove 44 in the outer surface of the pump piston 12, an associated inlet slot 45 in the outer surface of the pump piston 12 and from - corresponding to the number the cylinder of the internal combustion engine - four bore openings 46 are formed in the cylinder bore of the pump cylinder 11, which form the outlet openings of four radial bores 47 introduced into the pump cylinder 11 offset by the same angle of rotation. All radial bores 47 are connected to one another by an annular groove 48 on the circumference of the pump cylinder 12.
  • the suction channel 16 connected to the pump suction chamber 17 opens into the annular groove 48.
  • the annular groove 44 in the pump piston 12 corresponds to the opening 49 of a connecting bore 50 running in the pump cylinder 12 to the pump working chamber 15. This penetrates a pump working chamber placed on the end face of the pump cylinder 11 15 final valve body 51 and opens into one of the valve body 51 and a cover cap 52 enclosed valve space 53.
  • a valve seat 54 is formed which interacts with a valve member 55 which acts on the valve seat by a valve closing spring 56 54 is pressed.
  • the valve member 55 On the side facing away from the pump work space 15, the valve member 55 carries pressurizing surfaces 57 so that the valve member 55 can be opened towards the pump work space 15 by the pressure in the valve space 53.
  • Valve body 51 with cover cap 55 and valve member 55 with valve seat 54 and valve closing spring 56 form the aforementioned suction valve 43.
  • the pump piston 12 sucks fuel from the pump suction chamber 17 via the suction channel 16 and the opening suction valve 43 with the inlet 42 open, so that the pump working chamber 15 is filled with fuel during the subsequent delivery stroke of the pump piston 12.
  • the ring slide 33 has closed the outlet openings of the transverse bore 35, so that the fuel in the pump working chamber 15 is brought to high pressure and then one of the pressure lines 39 is supplied via the longitudinal bore 36, radial bore 37 and distributor groove 38.
  • the delivery stroke of the pump piston 12 is ended when, after a stroke of the pump piston 12 predetermined by the position of the ring slide 33, the transverse bore 35 emerges from the overlap, so that the pump working chamber 15 is now relieved via the longitudinal bore 36 and the transverse bore 35 to the pump suction chamber 17 .
  • the delivery pressure of the pump piston 12 falls below the opening pressure of the injection valve 41, and the high-pressure injection is interrupted.
  • the stroke curve of the pump piston 12 with respect to its rotational angle position is determined by means of the Spray adjuster 30 shifted to "early" (SPV early position) at high speeds and to "late” (SPV late position) at low speeds.
  • This is represented in FIG. 5 by the curves b and a of the stroke curve h of the pump piston 12 as a function of its angle of rotation ⁇ .
  • SPV denotes the available spray adjustment range, which is sufficient with optimal cam parameters (speed curve and stroke of the pump piston) to achieve optimal combustion values. 5 that the inlet 42 at the beginning of the delivery stroke of the pump piston 12 (rising flank of the stroke curve h) is still open.
  • the suction valve 43 prevents fuel from flowing back into the suction channel 16 from the pump working space 15 via the still open inlet 42.
  • the spray adjustment range SPV can be increased by the range ⁇ 1 (FIG. 5) with unchanged cam formation compared to conventional intake control.
  • the pump piston 12 would have to close the inlet 42 even before the delivery stroke of the pump piston 12 begins, that is to say in the rest of the pump piston 12, which is characterized in FIG. 5 by the area SPV minus ⁇ 1.
  • curve c shows the stroke curve h in the case of a conventional inlet control (without additional suction valve 43 connected in series), in which a spray adjustment range SPV of the same size is realized.
  • FIG. 3 shows a modification of the inlet 42 in FIG. 2 in a cross section according to section line III-III in FIG. 2.
  • the inlet 42 ' is here offset by four inlet slots 45' which are offset by the same angle of rotation in the lateral surface of the pump piston 12 and are each connected to the annular groove 44, and only one bore opening 46 'corresponding to these inlet slots 45' is provided in the pump cylinder 11 Radial bore 47 'is formed, which is connected to the suction channel 16.
  • the annular groove 48 corresponds in the same way to the opening 49 in the cylinder bore of the pump cylinder 11 leading to the pump working space 15 Connection bore 50.
  • the control of the inlet 42 'in Fig. 3 by the pump piston 12 is carried out in the same manner as described.
  • the inlet 60 which is present between the suction channel 16 and the pump working chamber 15 and is controlled by the pump piston 12 as a function of the angle of rotation, is arranged directly upstream of the pump working chamber 15. It consists of four suction slots 61, which are distributed around the circumferential surface of the pump piston 12 at uniform angular intervals and each open into the pump working chamber 15 on the end face of the pump piston 12.
  • an orifice opening 62 in the cylinder bore of the pump cylinder 11 corresponds to a radial bore 63 made in the pump cylinder 11.
  • the radial bore 63 starts from a larger-diameter blind bore 64 in the pump cylinder 11, which is connected to the suction channel 16.
  • the control of the inlet 60 by the pump piston 12 is designed such that the pump piston 12 closes the inlet 60 when its stroke curve is in the late position with respect to its angular position (SPV late position) within the falling edge of its stroke curve.
  • the stroke curve h of the pump piston is shown in FIG. 6, namely extended for SPV late position according to curve a and for SPV early position dash-dotted according to curve b.
  • the angle of rotation of the pump piston 12, at which the inlet 60 closes, is denoted by ⁇ S.
  • the closing time of the inlet 60 lies in the rest of the pump piston 12, that is to say in the lower dead center area.
  • the second inlet 66 Parallel to the first inlet 60 there is a second inlet 66 to the pump work chamber 15, which is switched on in series with the suction valve 43 between the suction channel 16 and the pump work chamber 15 and is controlled by the pump piston 12 in a stroke-dependent manner.
  • the second inlet 66 consists of an annular groove 67 in the outer surface of the pump piston 12, which on the one hand corresponds to a bore opening 68 of a radial bore 69 introduced from the blind bore 64 in the pump cylinder 11 and on the other hand to an orifice opening 70 of the connecting bore 50, which in the same way as Described in Fig. 2 leads to the pump work chamber 15 via the suction valve 43.
  • the suction valve 43 is designed in an identical manner to that described for FIG. 2.
  • the radial bore 69 with bore opening 68 is arranged relative to the annular groove 67 in the pump piston 12 so that it communicates with the annular groove 67 via the stroke path h V of the pump piston 12, calculated from the bottom dead center position of the pump piston 12, so that the second Inlet 66 is open, and that the annular groove 67 emerges from the bore opening 68 after the stroke h V has been covered , as a result of which the pump piston 12 closes the second inlet 66.
  • This stroke h V is determined such that the pump piston 12 assumes the stroke position at which the first inlet 60 closes during the suction stroke of the pump piston 12 in the late SPV position.
  • This so-called pre-stroke control formed by the second inlet 66 ensures that the pump working chamber 15 is completely filled via the now opening second inlet 66 and the suction valve 43 when the first inlet 60 is closed in the falling flank of the stroke curve when the first inlet 60 is closed.
  • the second inlet 66 is open until the pump piston 12 has covered the stroke h V.
  • the pump work space 15 is closed by the closed suction valve 43 shut off from the open second inlet 66, so that no fuel can escape from the pump work space 15 and the pump piston 12 promotes from its bottom dead center.
  • the large spray adjustment range which is identified in FIG. 6 by SPV, is achieved by this design.
  • This injection adjustment range is larger by the angle of rotation range ⁇ 1 of the reciprocating piston 12 than in a fuel injection pump with the same cam design of the cam gear and conventional intake control.
  • the curve c shown in dashed lines in FIG. 6 in turn represents the stroke profile of a pump piston of a fuel injection pump with conventional inlet control, in which the cam gear is designed with correspondingly shorter end cams in order to achieve an equally large injection adjustment range SPV.
  • this large spray adjustment range SPV clearly comes at the expense of unfavorable cam parameters. 4
  • the equally large adjustment range SPV is achieved with a cam gear 14, the cam length of which is greater by the angular range ⁇ , so that the cam parameters are significantly improved.
EP90124332A 1990-01-30 1990-12-15 Pompe à injection de combustible Expired - Lifetime EP0439769B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4002612A DE4002612A1 (de) 1990-01-30 1990-01-30 Kraftstoffeinspritzpumpe
DE4002612 1990-01-30

Publications (2)

Publication Number Publication Date
EP0439769A1 true EP0439769A1 (fr) 1991-08-07
EP0439769B1 EP0439769B1 (fr) 1993-09-08

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP90124332A Expired - Lifetime EP0439769B1 (fr) 1990-01-30 1990-12-15 Pompe à injection de combustible

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Country Link
EP (1) EP0439769B1 (fr)
JP (1) JP3056263B2 (fr)
DE (2) DE4002612A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9370273B2 (en) 2010-12-02 2016-06-21 Pepsico, Inc. Hot and cold beverage dispenser

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2048373A (en) * 1979-04-06 1980-12-10 Bosch Gmbh Robert A fuel injection pump for an internal combustion engine
EP0067369A2 (fr) * 1981-06-12 1982-12-22 Robert Bosch Gmbh Dispositif d'injection de carburant pour moteurs à combustion interne
FR2546237A1 (fr) * 1983-05-19 1984-11-23 Bosch Gmbh Robert Pompe d'injection de carburant pour moteurs a combustion interne
FR2586758A1 (fr) * 1985-09-04 1987-03-06 Nippon Soken Injecteur de carburant et installation d'injection de carburant
US4697565A (en) * 1984-12-28 1987-10-06 Diesel Kiki Co., Ltd. Distributor-type fuel injection pump
EP0305716A2 (fr) * 1987-09-04 1989-03-08 Robert Bosch Gmbh Procédé de commande de la durée de refoulement de combustible de haute pression d'une pompe d'injection de combustible

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2048373A (en) * 1979-04-06 1980-12-10 Bosch Gmbh Robert A fuel injection pump for an internal combustion engine
EP0067369A2 (fr) * 1981-06-12 1982-12-22 Robert Bosch Gmbh Dispositif d'injection de carburant pour moteurs à combustion interne
FR2546237A1 (fr) * 1983-05-19 1984-11-23 Bosch Gmbh Robert Pompe d'injection de carburant pour moteurs a combustion interne
US4697565A (en) * 1984-12-28 1987-10-06 Diesel Kiki Co., Ltd. Distributor-type fuel injection pump
FR2586758A1 (fr) * 1985-09-04 1987-03-06 Nippon Soken Injecteur de carburant et installation d'injection de carburant
EP0305716A2 (fr) * 1987-09-04 1989-03-08 Robert Bosch Gmbh Procédé de commande de la durée de refoulement de combustible de haute pression d'une pompe d'injection de combustible

Also Published As

Publication number Publication date
JP3056263B2 (ja) 2000-06-26
EP0439769B1 (fr) 1993-09-08
JPH051636A (ja) 1993-01-08
DE59002651D1 (de) 1993-10-14
DE4002612A1 (de) 1991-08-01

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