EP1146224B1 - Dispositif d'alimentation en carburant d'un moteur à combustion interne - Google Patents

Dispositif d'alimentation en carburant d'un moteur à combustion interne Download PDF

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Publication number
EP1146224B1
EP1146224B1 EP20010106998 EP01106998A EP1146224B1 EP 1146224 B1 EP1146224 B1 EP 1146224B1 EP 20010106998 EP20010106998 EP 20010106998 EP 01106998 A EP01106998 A EP 01106998A EP 1146224 B1 EP1146224 B1 EP 1146224B1
Authority
EP
European Patent Office
Prior art keywords
pump
pressure
diaphragm
fuel
internal combustion
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
EP20010106998
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German (de)
English (en)
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EP1146224A1 (fr
Inventor
Hans-Peter Mayer
Robert Reitsam
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
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1146224A1 publication Critical patent/EP1146224A1/fr
Application granted granted Critical
Publication of EP1146224B1 publication Critical patent/EP1146224B1/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
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/107—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive pneumatic drive, e.g. crankcase pressure drive
    • 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
    • F02M59/12—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps having other positive-displacement pumping elements, e.g. rotary
    • F02M59/14—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps having other positive-displacement pumping elements, e.g. rotary of elastic-wall type
    • 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
    • F02M59/38—Pumps characterised by adaptations to special uses or conditions
    • F02M59/42—Pumps characterised by adaptations to special uses or conditions for starting of engines
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/34—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines with an auxiliary fuel circuit supplying fuel to the engine, e.g. with the fuel pump outlet being directly connected to injection nozzles

Definitions

  • the invention relates to a fuel supply device of an internal combustion engine according to the preamble of claim 1.
  • a fuel supply device is known from the literature, Diesel Engine Management, Verlag Vieweg, 2nd edition 1998, pages 262 and 263.
  • This fuel supply device has a feed pump, is conveyed by the fuel from a reservoir to a high-pressure pump. Due to the high-pressure pump, fuel is conveyed under high pressure at least indirectly to injection points on the internal combustion engine.
  • the internal combustion engine also has, as usual, an intake pipe for each cylinder, through which the air required for the combustion is sucked. It has been found that, in particular when starting the internal combustion engine, the amount of fuel delivered by the delivery pump may be too low, so that in turn the amount of fuel delivered by the high-pressure pump is too low to ensure starting of the internal combustion engine.
  • the delivery pump could be designed in such a way that it is sufficient to start the engine under all circumstances, but this requires an increased drive power for the feed pump and would do so lead, that during normal operation of the internal combustion engine after its start, the amount of fuel pumped by the pump is greater than the required amount of fuel, so that they would have to be additionally controlled.
  • a generic fuel supply device for an internal combustion engine in which a feed pump is provided, is funded by the fuel from a reservoir to a high-pressure pump.
  • the high-pressure pump delivers fuel under high pressure at least indirectly to an injection point on at least one cylinder of the internal combustion engine.
  • a further feed pump is provided, is conveyed by the parallel to the feed pump fuel from the reservoir to the high pressure pump.
  • the one feed pump is mechanically driven by the internal combustion engine and thus constantly promotes fuel during operation of the internal combustion engine, while the further feed pump has an electric drive and is operated only in case of need. Due to the electric drive, the further feed pump requires increased production costs and thus increased costs for the fuel supply device.
  • a fuel supply device for an internal combustion engine in which a delivery pump is provided, is conveyed by the fuel from a reservoir to a high-pressure pump.
  • the high-pressure pump delivers fuel under high pressure at least indirectly to an injection point on at least one cylinder of the internal combustion engine.
  • a further high pressure pump is provided, which promotes fuel in parallel to the first high-pressure pump under high pressure at least indirectly to the injection point and which is designed as a diaphragm pump.
  • the additional high-pressure pump is driven by a separate air pump.
  • the two high-pressure pumps supplied fuel from the reservoir only by a single pump, so that they must be very large dimensions.
  • the fuel supply device with the features of claim 1 has the advantage that is increased by the diaphragm pump, the pumped to the high-pressure pump amount of fuel, the diaphragm pump, however, requires no additional drive power.
  • FIG. 1 shows a fuel supply device of an internal combustion engine in a schematic representation
  • Figure 2 is a diaphragm pump of the fuel supply device in an enlarged view a longitudinal section
  • Figure 3 shows a section of the diaphragm pump with check valves
  • Figure 4 is a section through the check valves along line IV-IV in Figure 3.
  • the fuel supply device has a feed pump 12, is conveyed by the fuel from a reservoir 14.
  • the feed pump 12 may be formed, for example, as a gear pump or as a roller-cell pump and having an electric motor as drive or mechanically driven by the internal combustion engine 10 or a high-pressure pump 16.
  • the feed pump 12 may be arranged in the reservoir 14 or outside of this. Downstream of the feed pump 12, a high-pressure pump 16 is arranged, the suction side of which is supplied to the funded by the feed pump 12 fuel.
  • a high-pressure accumulator 18 Downstream of the high-pressure pump 16, a high-pressure accumulator 18 is arranged, from which lines 20 to injection points 22 on the cylinders 24 of the internal combustion engine 10 dissipate. At the injection points 22 injectors are arranged, which inject fuel into the combustion chambers of the cylinder 24 of the internal combustion engine 10.
  • Each cylinder 24 of the internal combustion engine 10 also has an intake device in the form of an intake pipe 26, through which the combustion of the fuel in the combustion chamber required air is sucked.
  • the inlet valves of the cylinder 24 are opened and the piston moves downwardly, air is drawn in through the intake pipe 26 and a negative pressure is created in the intake pipe 26.
  • the intake valves of the cylinder 24 are closed, the air pressure in the intake pipe 26 rises again. According to the speed of the internal combustion engine 10 thus arises in the intake manifold 26 of each cylinder 24, a pulsating negative pressure and thus cyclic pressure fluctuations.
  • a further feed pump 30 is provided which promotes parallel to the feed pump 12 fuel from the reservoir 14 to the high-pressure pump 16.
  • the further feed pump 30 is designed as a diaphragm pump and connected to the intake pipe 26 of a cylinder 24 of the internal combustion engine 10 via a line 32.
  • the diaphragm pump 30 is operated by the pulsating negative pressure in the intake pipe 26.
  • the diaphragm pump 30 may be arranged, for example, near the intake pipe 26, at the reservoir 14, at the feed pump 12 or at another location favorable from the point of view.
  • the diaphragm pump 30 can suck fuel directly from the reservoir 14 via its own suction line or as shown in Figure 1 via a branched off from a suction line 13 of the feed pump 12 suction line 34.
  • the funded by the diaphragm pump 30 fuel is injected into the from the pressure side of the Feed pump 12 to the high pressure pump 16 leading line 15 discharging pressure line 36 of the high-pressure pump 16 is supplied.
  • the diaphragm pump 30 has a housing which has a lower pot-shaped housing part 38 and an upper pot-shaped housing part 40, which are connected to each other and which between them Limit cavity.
  • the connecting line 32 opens to the intake pipe 26, wherein on the housing part 40, a nozzle 44 may be arranged or integrally formed, on which the line 32 is plugged.
  • a diaphragm 46 is arranged, which is clamped at its edge tightly between the two housing parts 38,40.
  • the membrane 46 is made of an elastically deformable material, for example of rubber or rubber-like material.
  • a rod 48 is connected to the other end of which a further membrane 50 is connected, which, like the membrane 46, consists of elastic material.
  • the further membrane 50 is tightly clamped at its edge between the housing part 38 and a further pot-shaped housing part 52, which is connected to the housing part 38.
  • the membrane 46 is referred to as a drive diaphragm and the further membrane 50 is referred to as a delivery membrane.
  • a space 42 is limited in the housing of the diaphragm pump 30.
  • a pumping chamber 54 is bounded by the conveyor diaphragm 50 as a movable wall into which the suction line 34 and the pressure line 36 open.
  • a check valve 60 is disposed in the mouth of the suction line 34, which opens into the pumping chamber 54 and in the mouth of the pressure line 36, a check valve 62 is arranged, which opens out of the pumping chamber 54 to the high-pressure pump 16 out.
  • the check valves 60, 62 are preferably designed as diaphragm valves and each have a diaphragm 64, 66 which cooperates with a valve seat 68, 70 surrounding a valve seat. As is shown in FIGS. 3 and 4, the diaphragms 64, 66 are preferably in one piece on a pane 72 formed, which consists of elastically deformable material.
  • the diaphragms 64,66 are cut out of the disc 72 such that they are still connected to the disc 72 only at a small peripheral area and are separated from the disc 72 over most of their circumference and thus are movable with respect to the disc 72.
  • the disk 72 is clamped tightly between two components, for example between the housing part 52 and a cover part 74 connected thereto.
  • the cover part 74 has a connecting piece 56 onto which the suction line 34 is plugged and a connecting piece 58 onto which the pressure line 36 is slipped is.
  • the housing part 52 has approximately coaxially with the connecting piece 56,58 arranged piece 57,59, which open into the pumping chamber 54.
  • the membrane 64, 66 are arranged in the region of the sockets 56, 58 of the cover part 74 and the sockets 57, 59 of the housing part 52.
  • the opening 68 is formed and the surrounding edge of the cover member 74 forms the valve seat for the diaphragm 64.
  • the diaphragm 64 of the check valve 60 is movable away from the cover member 74 to the pumping chamber 54, which is the opening direction of the check valve 60 in the pumping chamber 54 determined.
  • the membrane 64 In the closed position of the check valve 60, the membrane 64 abuts the cover part 74 and covers the opening 68.
  • the opening 70 of the check valve 62 is formed and the surrounding edge of the housing part 52 forms the valve seat for the membrane 66.
  • the membrane 66 the check valve 62 is movable away from the housing part 52 and from the pumping chamber 54, which determines the opening direction of the check valve 62 from the pumping chamber 54 and to the high-pressure pump 16.
  • the diaphragm 66 rests against the housing part 52 and covers the opening 70.
  • the openings 68, 70 are smaller in cross-section than the diaphragms 64, 66 so that they are closed to close the check valves 60, 62 Cover yourself.
  • the check valves 60,62 may also be arranged separately from the diaphragm pump 30 in the suction line 34 and the pressure line 36.
  • the function of the diaphragm pump 30 will be explained below. As already stated above occurs in the intake manifold 26 of a cylinder 24 of the internal combustion engine 10, a pulsating negative pressure acting on the line 32 to the drive diaphragm 46 of the diaphragm pump 30.
  • the space 42 between the drive diaphragm 46 and the delivery diaphragm 50 is at least partially evacuated so that the air pressure in the space 42 is less than the maximum air pressure in the intake pipe 26 and greater than the minimum air pressure in the intake pipe 26.
  • the air pressure in the intake pipe 26 is lower is as the air pressure in the space 42 so the drive diaphragm 46 is moved by the air pressure in the space 42 against the air pressure in the intake pipe 26 in Figure 2 upwards.
  • the delivery membrane 50 is also moved by the coupling with the drive diaphragm 46 via the rod 48 also upwards, so that the volume of the pumping chamber 54 increases.
  • the check valve 60 opening into the pumping chamber 54 is opened and fuel is sucked into the pumping chamber 54 through the suction line 34.
  • the air pressure in the intake pipe 26 increases, so that it is greater than the air pressure in the space 42 and the drive diaphragm 46 is moved against the air pressure in the space 42 down.
  • the delivery membrane 50 is also moved down and reduces the volume of the pumping chamber 54, so that in this increases the pressure.
  • the check valve 60 is closed by the pressure in the pumping chamber 54 and that the check valve 62 is opened, so that fuel from the pumping chamber 54 through the open check valve 62 and the pressure line 36 to the high-pressure pump 16 is promoted.
  • the present in the intake manifold 26 pressure difference between maximum and minimum air pressure is determined by the amplified different sizes of the drive diaphragm 46 and the delivery diaphragm 50.
  • the pressure amplification is proprotional the ratio of the surfaces of the drive diaphragm 46 and the delivery membrane 50. If the surface of the drive diaphragm 46 is greater by a factor of 10 than the surface of the delivery membrane 50, then a delivery pressure is generated by the delivery membrane 50 in the pumping chamber 54, which is greater by a factor of 10 than the pressure difference in the intake manifold 26.
  • the pressure difference in the intake manifold 26 may be for example about 50 to 100 mbar.
  • the delivery pressure generated by the diaphragm pump 30 can thus be determined in a simple manner by the size of the surfaces of the drive diaphragm 46 and the delivery diaphragm 50.
  • the pressure boosting factor may preferably be between 15 and 30, with the ratio of the areas of the drive diaphragm 46 and the delivery diaphragm 50 being the same.
  • the drive diaphragm 46 and the delivery diaphragm 50 are shown in FIG. 2 with dashed lines in these two end positions.
  • the diaphragm pump 30 for example, a pressure build-up of about 1.5 to 2 bar is generated.
  • the delivery rate of the diaphragm pump 30 may be about 5 to 20 l / h, preferably about 10 l / h.
  • the speed of the internal combustion engine 10 during starting can be, for example, about 180 to 250 rpm, preferably about 200 to 220 rpm.
  • the feed pump 12 After starting the internal combustion engine 10, the feed pump 12 is driven at a higher speed and the amount of fuel delivered by this is sufficient for the operation of the internal combustion engine 10.
  • a pressure in the conduit 15 is generated by the feed pump 12, the larger is as the producible by the diaphragm pump 30 pressure.
  • the pressure acting in the pressure line 36 pressure is greater than the pressure generated in the pumping chamber 54, so that the check valve 62 is closed and from the pressure line 36 no fuel can flow into the pumping chamber 54 of the diaphragm pump 30.
  • the diaphragm pump 30 thus switches itself off when the pressure generated by the feed pump 12 after starting the internal combustion engine 10 is sufficiently large.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Reciprocating Pumps (AREA)

Claims (6)

  1. Dispositif d'alimentation en carburant d'un moteur à combustion interne muni d'au moins une pompe d'alimentation (12) qui fournit du carburant d'un réservoir de stockage (14) vers une pompe à haute pression (16) qui alimente en carburant haute pression au moins indirectement un point d'injection (22) d'au moins un cylindre (24) du moteur à combustion interne (10), le moteur à combustion interne (10) présentant un dispositif d'aspiration (26) pour le cylindre (24) dans lequel l'air requis pour la combustion est aspiré, une autre pompe d'alimentation (30) étant prévue parallèlement à la pompe d'alimentation (12), pour amener du carburant du réservoir de stockage (14) vers la pompe haute pression (16)
    caractérisé en ce que
    l'autre pompe d'alimentation est une pompe à membrane (30) reliée au dispositif d'aspiration (26) et actionnée dans le dispositif d'aspiration (26) par la dépression pulsée lors du fonctionnement du moteur à combustion interne (10).
  2. Dispositif d'alimentation en carburant selon la revendication 1,
    caractérisé en ce que
    la pompe à membrane (30) présente une membrane (46) sollicitée par la pression d'air dans le dispositif d'aspiration (26), serrée à sa périphérie et reliée via un élément d'accouplement (48) à une paroi (50) mobile, présentant une section transversale plus petite et limitant une chambre de pompe (54).
  3. Dispositif d'alimentation en carburant selon la revendication 2,
    caractérisé en ce que
    la paroi mobile (50) est également conçue en tant que membrane serrée à sa périphérie.
  4. Dispositif d'alimentation en carburant selon la revendication 2 ou 3,
    caractérisé en ce qu'
    venant du réservoir de stockage (14) une entrée (34) débouche dans la chambre de pompe (54) avec un clapet anti-retour (60) s'ouvrant dans la chambre de pompe (54), et une sortie (36) vers la pompe haute pression (16) y débouche avec un clapet anti-retour (62) s'ouvrant vers la pompe haute pression (16).
  5. Dispositif d'alimentation en carburant selon la revendication 4,
    caractérisé en ce qu'
    au moins un des clapets anti-retour (60, 62) est une soupape à membrane présentant une membrane (64, 66) mobile coopérant avec un siège de soupape (68, 70).
  6. Dispositif d'alimentation en carburant selon la revendication 5,
    caractérisé en ce que
    les membranes (64, 66) des deux clapets anti-retour (60, 62) sont formées d'une seule pièce par découpes partielles sur un disque (72).
EP20010106998 2000-04-15 2001-03-21 Dispositif d'alimentation en carburant d'un moteur à combustion interne Expired - Lifetime EP1146224B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2000118793 DE10018793A1 (de) 2000-04-15 2000-04-15 Kraftstoffversorgungseinrichtung für eine Brennkraftmaschine
DE10018793 2000-04-15

Publications (2)

Publication Number Publication Date
EP1146224A1 EP1146224A1 (fr) 2001-10-17
EP1146224B1 true EP1146224B1 (fr) 2006-02-22

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20010106998 Expired - Lifetime EP1146224B1 (fr) 2000-04-15 2001-03-21 Dispositif d'alimentation en carburant d'un moteur à combustion interne

Country Status (2)

Country Link
EP (1) EP1146224B1 (fr)
DE (2) DE10018793A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008042324A1 (de) 2008-09-24 2010-04-01 Robert Bosch Gmbh Kraftstoffversorgungseinrichtung
CN105653799B (zh) * 2015-12-31 2018-08-17 西安航天动力研究所 金属隔膜贮箱一体化设计方法
US11619198B1 (en) 2022-05-13 2023-04-04 Kohler Co. Fuel supply system and related method for engines

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0115481A3 (fr) * 1983-01-31 1984-08-22 Friedmann & Maier Aktiengesellschaft Système de commande électro-hydraulique pour l'ajustement du début de refoulement des pompes d'injection des moteurs à combustion interne
US4667638A (en) * 1984-04-17 1987-05-26 Nippon Soken, Inc. Fuel injection apparatus for internal combustion engine
DE3817766A1 (de) * 1987-06-06 1988-12-15 Volkswagen Ag Einspritzeinrichtung
DE4223757C2 (de) * 1992-07-18 1995-03-09 Stihl Maschf Andreas Kraftstoffeinspritzvorrichtung für einen Verbrennungsmotor
DE19753155A1 (de) * 1997-11-29 1999-06-02 Mannesmann Rexroth Ag Kraftstoffversorgungssystem für eine Brennkraftmaschine und darin verwendete Hochdruckpumpe

Also Published As

Publication number Publication date
EP1146224A1 (fr) 2001-10-17
DE50108968D1 (de) 2006-04-27
DE10018793A1 (de) 2001-10-25

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