EP0507191B1 - Dispositif d'injection de combustible pour moteur à combustion interne - Google Patents

Dispositif d'injection de combustible pour moteur à combustion interne Download PDF

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Publication number
EP0507191B1
EP0507191B1 EP19920105042 EP92105042A EP0507191B1 EP 0507191 B1 EP0507191 B1 EP 0507191B1 EP 19920105042 EP19920105042 EP 19920105042 EP 92105042 A EP92105042 A EP 92105042A EP 0507191 B1 EP0507191 B1 EP 0507191B1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
pipes
same
reservoir
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
EP19920105042
Other languages
German (de)
English (en)
Other versions
EP0507191A1 (fr
Inventor
Takeshi Takahashi
Takashi Yamamoto
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.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
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
Priority claimed from JP7175691A external-priority patent/JP2797745B2/ja
Priority claimed from JP3075101A external-priority patent/JP2718281B2/ja
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP0507191A1 publication Critical patent/EP0507191A1/fr
Application granted granted Critical
Publication of EP0507191B1 publication Critical patent/EP0507191B1/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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025—Common rails
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift
    • 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
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • the present invention relates to a fuel injection device of an engine according to the preamble of the present claim 1.
  • the period and amount of this pressure fluctuation depend on the diameter and length of the fuel injection pipe, and accordingly, if the diameter and length of the fuel injection pipes for each fuel injector are different from each other, the period and amount of pressure fluctuation generated in the fuel injector differ at each fuel injector, and thus a problem arises in that the amount of fuel injected by each fuel injector differs.
  • the fuel injector disclosed in the above-mentioned publication No. 2-112665, does not attempt to cope with this problem.
  • a fuel injection device of an engine as is shown in the printed publication FR-A-1 162 601.
  • This known fuel injection device comprises a plurality of fuel injectors, a plurality of fuel pumps, a fuel reservoir, a plurality of fuel injection pipes and a plurality of fuel feed pipes connecting the fuel pumps to the fuel reservoir. It is also obvious from, for example, Figure 1 of this document that the arrangement of the fuel injection pipes and of the fuel feed pipes is symmetrical, respectively.
  • the gist of the invention therefore consists in the effect that the pressure drop of fuel between the fuel reservoir and the fuel pumps is substantially equal to the pressure drop between this fuel reservoir and the fuel injectors.
  • This feature can only be achieved if the fuel injection pipes have the same "equivalent pipe length" as the fuel feed pipes, wherein the "equivalent pipe length” is defined as that pipe length in which the propagating time and the attenuating ratio of an expansion wave or pressure wave become the same.
  • the injection timing of the fuel injectors is also synchronized with the discharge operations of the fuel pumps.
  • the amount of the pressure drop in the fuel pipe thereby depends on the real pipe length, the inner diameter of the pipe and the number and kind of bends the pipe shows. Therefore, the real pipe lengths of two pipes, for example, can be different from each other in order to get the same "equivalent pipe length". It is certainly also possible to get the same "equivalent pipe length" for pipes with the same real length and inner diameter but with a different number of bends, wherein in that case the free choice of the shape of the bends provides the possibility of justifying the respective "equivalent pipe length".
  • Figure 4 schematically illustrates a fuel injector 1 and a fuel pump 2.
  • the fuel injector 1 comprises a needle 11 for controlling the opening of a nozzle opening 10.
  • a back pressure chamber 12 is formed on the top face of the needle 11, and a pressure control chamber 13 is formed above the back pressure chamber 12.
  • a check valve 14, permitting only an inflow of fuel to the back pressure chamber 12 from the pressure control chamber 13, is arranged between the back pressure chamber 12 and the pressure control chamber 13, and a restricted opening 15 is formed in the central portion of the check valve 14.
  • the pressure control chamber 13 is selectively connected to an atmospheric pressure passage 18 or a fuel inlet 19 by a control valve 17 driven by a solenoid 16.
  • the fuel inlet 19 and a fuel passage 20 connected to the nozzle opening 10 are connected to a fuel reservoir 22 via a fuel injection pipe 21.
  • the fuel pump 2 comprises a plunger 30 and a pressure chamber 31 defined by the top face of the plunger 30.
  • a cam 32 driven by the engine is arranged beneath the plunger 30, and a roller 33 rolling on the cam 32 is rotatably mounted on the lower end portion of the plunger 30. Accordingly, when the cam 32 rotates, the plunger 30 is caused to move up and down.
  • a fuel feed port 34 is open to the lower interior of the pressure chamber 31, and the upper interior of the pressure chamber 31 is connected to the fuel reservoir 22 via a check valve 36 and a fuel feed pipe 37.
  • a control valve 39 driven by a solenoid 38 is arranged on the top face of the pressure chamber 31, and the pressure chamber 31 is connected to a fuel discharge passage 40 via the control valve 39.
  • the cam 32 is rotated at a speed half that of the rotating speed of the crankshaft of the engine, and since the cam 32 has three projecting portions as illustrated in Fig. 4, the plunger 30 is caused to move upward at each revolution every 240° crankangle of the crankshaft.
  • the fuel feed port 34 is open to the pressure chamber 31, and at this time, fuel is fed into the pressure chamber 31 from the fuel feed port 34.
  • a pressure sensor 3 for detecting the pressure of fuel in the fuel reservoir 22 is attached to the fuel reservoir 22.
  • This pressure sensor 3, an engine speed sensor 4 for detecting the engine speed, and a load sensor 5 for detecting the depression of the accelerator pedal are connected to a control unit 6.
  • the solenoid 16 of the fuel injector 1 is controlled by signals output from the control unit 6 so that the needle 11 opens the nozzle opening 10 for a fixed time, regardless of the engine speed and the engine load. Accordingly, the amount of fuel injected by the fuel injector 1 is controlled by controlling the pressure of fuel in the fuel reservoir 22.
  • the target pressure of fuel in the fuel reservoir is stored in advance as a function of the engine speed and the engine load, and the solenoid 38 of the fuel pump 2 is controlled by signals output from the control unit 6 so that the pressure of fuel in the fuel reservoir 22, which pressure is detected by the pressure sensor 3, becomes equal to the target pressure.
  • the target pressure of fuel in the fuel reservoir 22 becomes high as the engine load becomes high.
  • Figures 1 and 2 illustrate the fuel injectors and the fuel pump actually mounted on a Diesel engine 50.
  • the fuel reservoir 22 is formed in a common rail 53 supported by an intake pipe 52 via a stay 51.
  • the Diesel engine 50 has six cylinders, and fuel injectors 1a, 1b, 1c, 1d, 1e, 1f are provided for each cylinder. These fuel injectors 1a, 1b, 1c, 1d, 1e, 1f are connected to the fuel reservoir 22 via corresponding fuel injection pipes 21a, 21b, 21c, 21d, 21e, 21f.
  • the fuel pump 2 comprises a first fuel pump 2a and a second fuel pump 2b connected to the fuel reservoir 22 via the corresponding fuel feed pipes 37a and 37b.
  • Both the first fuel pump 2a and the second fuel pump 2b have the construction illustrated in Fig. 4, but the phase of the cam 32 of the first fuel pump 2a is deviated from the phase of the cam 32 of the second fuel pump 2b by 60 degrees, i.e., a 120° crankangle. Accordingly, fuel is discharged alternately from the first fuel pump 2a and the second fuel pump 2b. This procedure will be now described with reference to Figure 3.
  • the fuel injection order of the Diesel engine illustrated in Figs. 1 and 2 is 1-5-3-6-2-4, and the cam 32 of the first fuel pump 2a is arranged so that the cam lift reaches a maximum height at the completion of an injection to every other injection cylinder #1, #3, #2, and the cam 32 of the second fuel pump 2b is arranged so that the cam lift reaches a maximum height at the completion of an injection to the remaining every other injection cylinder #5, #6, #4.
  • the control valve 39 of the fuel pumps 2a, 2b is closed shortly before the cam lift reaches the maximum height, and the control valve 39 remains closed until the cam lift reaches the maximum height.
  • an expansion wave or pressure wave is propagated in the fuel injection pipes 21a, 21b, 21c, 21d, 21e, 21f.
  • the time taken by the expansion wave or the pressure wave to propagate from one end of the fuel injection pipes 21a to 21f to the other end thereof, and the attenuating ratio of the expansion wave or the pressure wave, depend on the length, the diameter and the bends in the fuel injection pipes 21a to 21f.
  • all of the fuel injection pipes 21a to 21f have the same length and the same diameter, but the bends in the fuel injection pipes 21a, 21d, 21e are different from those in the fuel injection pipes 21b, 21c, 21f. From the point of view that the equivalent pipe lengths of all of the fuel injection pipes 21a to 21f can be easily made the same, preferably all of the fuel injection pipes 21a to 21f are formed such that they have the same bends therein.
  • the fuel feed pipes 37a and 37b have the same equivalent pipe length, and when fuel is discharged from the fuel pumps 2a, 2b, the pressure wave is propagated in the fuel feed pipes 37a, 37b. Nevertheless, since the fuel feed pipes 37a and 37b have the same equivalent pipe length, fluctuations of the pressure in the same amount are produced in the fuel reservoir 22 for a time which is the same as the time of the discharge operations alternately carried out by the fuel pumps 2a, 2b. Accordingly, as illustrated in Fig. 3, the fluctuations of pressure in the same amount are produced in the fuel reservoir 22 in synchronization with the fuel injection timing of the fuel injectors 1a to 1f.
  • the fluctuations of pressure in the same amount are produced in the fuel reservoir 22 at a crankangle distanced from the fuel injection timing of the fuel injectors 1a to 1f by the same crankangle. Accordingly, the fluctuations of pressure in the fuel reservoir 22 have the same influence on the pressure of fuel in the fuel injectors 1a to 1f, and thus the amount of fuel injected by the fuel injectors 1a to 1f becomes the same.
  • the fuel feed pipes 37a, 37b not only have the same equivalent pipe length, but also have the same length, the same diameter and the same shape.
  • the pressure drop of fuel between the fuel reservoir 22 and the fuel pumps 2a, 2b is substantially equal to the pressure drop between the fuel reservoir 22 and the fuel injectors 1a to 1f.

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

Claims (4)

  1. Dispositif d'injection de combustible pour moteur à combustion interne, comprenant :
    une pluralité d'injecteurs de combustible (1) injectant successivement du combustible à chaque fois qu'un vilebrequin tourne d'un angle de vilebrequin sensiblement fixe ;
    une pluralité de pompes de combustible (2) débitant successivement du combustible à chaque fois qu'un vilebrequin tourne d'un angle de vilebrequin sensiblement fixe ;
    un réservoir de combustible (22) commun à l'ensemble desdits injecteurs de combustible (1) et desdites pompes de combustible (2) ;
    une pluralité de tubes d'injection (21) reliant lesdits injecteurs de combustible (1) correspondants audit réservoir de combustible (22), et
    une pluralité de tuyaux d'alimentation en combustible (37) reliant lesdites pompes de combustible (2) correspondantes audit réservoir de combustible (22)
    caractérisé en ce que
    ladite pluralité de tubes d'injection de combustible (21) et ladite pluralité de tuyaux d'alimentation en combustible (37) ont la même longueur équivalente de tuyauterie qui est définie comme étant la longueur de tuyauterie pour laquelle le temps de propagation et le rapport d'atténuation d'une onde de détente ou d'une onde de compression deviennent les mêmes, grâce auquel la régulation de l'injection desdits injecteurs de combustible (1) est synchronisée avec les opérations de débit desdites pompes de combustible (2).
  2. Dispositif d'injection de combustible selon la revendication 1, caractérisé en ce que lesdits tubes d'injection de combustible ont la même longueur et le même diamètre.
  3. Dispositif d'injection de combustible selon la revendication 1, caractérisé en ce que lesdits tuyaux d'alimentation en combustible ont la même longueur et le même diamètre.
  4. Dispositif d'injection de combustible selon la revendication 3, caractérisé en ce que lesdits tuyaux d'alimentation en combustible ont la même forme.
EP19920105042 1991-04-04 1992-03-24 Dispositif d'injection de combustible pour moteur à combustion interne Expired - Lifetime EP0507191B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP7175691A JP2797745B2 (ja) 1991-04-04 1991-04-04 内燃機関の燃料噴射装置
JP71756/91 1991-04-04
JP3075101A JP2718281B2 (ja) 1991-04-08 1991-04-08 内燃機関の燃料噴射装置
JP75101/91 1991-04-08

Publications (2)

Publication Number Publication Date
EP0507191A1 EP0507191A1 (fr) 1992-10-07
EP0507191B1 true EP0507191B1 (fr) 1994-09-21

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EP19920105042 Expired - Lifetime EP0507191B1 (fr) 1991-04-04 1992-03-24 Dispositif d'injection de combustible pour moteur à combustion interne

Country Status (2)

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EP (1) EP0507191B1 (fr)
DE (1) DE69200427T2 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5447139A (en) * 1989-09-29 1995-09-05 Nippondenso Co., Ltd. Fuel supplying device for an internal combustion engine having multiple cylinder
US6095118A (en) * 1996-11-12 2000-08-01 Robert Bosch Gmbh Fuel injector
US6142125A (en) * 1997-08-22 2000-11-07 Isuzu Motors Limited Supply pump for common rail fuel injection system
DE19937444C1 (de) * 1999-08-07 2001-01-18 Winkelmann & Pannhoff Gmbh Vorrichtung zur Verteilung von Kraftstoff für Kraftstoffeinspritzanlagen von Verbrennungsmotoren
US6408826B2 (en) * 1997-03-03 2002-06-25 Usui Kokusai Sangyo Kaisha Limited Common rail and method of manufacturing the same
CN1761814B (zh) * 2003-03-28 2011-04-27 多伊茨股份公司 带有蓄能式喷射系统的内燃机

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19525694A1 (de) * 1995-07-14 1997-01-16 Mak Maschinenbau Krupp Einspritzeinrichtung für einen Motor
DE19640480B4 (de) 1996-09-30 2004-04-22 Robert Bosch Gmbh Kraftstoffhochdruckspeicher
DE19647049A1 (de) 1996-11-14 1998-05-20 Bosch Gmbh Robert Kraftstoffeinspritzsystem
AT3764U1 (de) * 1998-11-12 2000-07-25 Avl List Gmbh Kraftstoffzuführsystem für brennkraftmaschinen
EP1079100B1 (fr) * 1999-08-27 2005-12-21 Delphi Technologies, Inc. Agencement de connexion
DE50101950D1 (de) * 2000-03-01 2004-05-19 Waertsilae Nsd Schweiz Ag Versorgungsvorrichtung für ein Common Rail System
DE10101476A1 (de) * 2001-01-12 2002-07-25 Bosch Gmbh Robert Common-Rail-Einheit
DE10354687A1 (de) * 2003-11-22 2005-06-16 Mann + Hummel Gmbh Ansaugeinrichtung für eine Brennkraftmaschine
DE102004021040A1 (de) * 2004-04-29 2005-11-24 Fev Motorentechnik Gmbh Einspritzeinrichtung für eine Brennkraftmaschine
ATE394592T1 (de) 2004-11-12 2008-05-15 Fiat Ricerche Ein kraftstoffeinspritzsystem mit akkumulatorvolumen für eine brennkraftmaschine
DE102006014767A1 (de) * 2006-03-30 2007-10-04 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für eine mehrzylindrige Brennkraftmaschine
US9309849B2 (en) * 2011-03-23 2016-04-12 Hitachi, Ltd Method and apparatus for reducing the number of separately distinguishable noise peaks in a direct injection engine
US9341151B2 (en) 2011-06-30 2016-05-17 Arens Gmbh Metallbau & Bauschlosserei Fuel pump
DE102011078466A1 (de) 2011-06-30 2013-01-03 Arens GmbH Metallbau- und Bauschlosserei Motorensystem
WO2013001035A2 (fr) * 2011-06-30 2013-01-03 Arens Gmbh Metallbau & Bauschlosserei Bloc distributeur de carburant
CN102425516B (zh) * 2011-11-03 2014-04-16 北京理工大学 多阀喷油系统以及喷油方法
CN115013206A (zh) * 2022-07-14 2022-09-06 东风汽车集团股份有限公司 一种用于点燃压燃发动机的油轨总成及发动机

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1162601A (fr) * 1956-08-01 1958-09-16 Perfectionnements apportés aux dispositifs d'injection de combustible pour moteurs dans lesquels une pompe d'injection alimente successivement plusieurs injecteurs
US4064855A (en) * 1976-02-17 1977-12-27 Johnson Lloyd E Pressure relief at fuel injection valve upon termination of injection
DE3323562C2 (de) * 1983-06-30 1986-08-21 Daimler-Benz Ag, 7000 Stuttgart Einspritzleitungshalterung für eine mehrzylindrige Brennkraftmaschine
EP0174261B1 (fr) * 1984-08-14 1989-01-11 Ail Corporation Système de commande de l'alimentation
DE3885689T2 (de) * 1987-09-16 1994-03-24 Nippon Denso Co Hochdruckverstellpumpe.

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5447139A (en) * 1989-09-29 1995-09-05 Nippondenso Co., Ltd. Fuel supplying device for an internal combustion engine having multiple cylinder
US6095118A (en) * 1996-11-12 2000-08-01 Robert Bosch Gmbh Fuel injector
US6408826B2 (en) * 1997-03-03 2002-06-25 Usui Kokusai Sangyo Kaisha Limited Common rail and method of manufacturing the same
US6142125A (en) * 1997-08-22 2000-11-07 Isuzu Motors Limited Supply pump for common rail fuel injection system
DE19937444C1 (de) * 1999-08-07 2001-01-18 Winkelmann & Pannhoff Gmbh Vorrichtung zur Verteilung von Kraftstoff für Kraftstoffeinspritzanlagen von Verbrennungsmotoren
EP1076172A2 (fr) 1999-08-07 2001-02-14 Winkelmann & Pannhoff GmbH Dispositif de distribution de combustible pour système d'injection de combustible de moteurs à combustion interne
CN1761814B (zh) * 2003-03-28 2011-04-27 多伊茨股份公司 带有蓄能式喷射系统的内燃机

Also Published As

Publication number Publication date
EP0507191A1 (fr) 1992-10-07
DE69200427T2 (de) 1995-02-16
DE69200427D1 (de) 1994-10-27

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