EP1192351A2 - Dispositif d'alimentation en carburant pour moteur a combustion interne - Google Patents

Dispositif d'alimentation en carburant pour moteur a combustion interne

Info

Publication number
EP1192351A2
EP1192351A2 EP00987192A EP00987192A EP1192351A2 EP 1192351 A2 EP1192351 A2 EP 1192351A2 EP 00987192 A EP00987192 A EP 00987192A EP 00987192 A EP00987192 A EP 00987192A EP 1192351 A2 EP1192351 A2 EP 1192351A2
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
pump
supply device
cooling
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.)
Withdrawn
Application number
EP00987192A
Other languages
German (de)
English (en)
Inventor
Klaus Joos
Jens Wolber
Thomas Frenz
Hansjoerg Bochum
Markus Amler
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 EP1192351A2 publication Critical patent/EP1192351A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P1/00—Air cooling
    • F01P1/06—Arrangements for cooling other engine or machine parts
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/20—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines characterised by means for preventing vapour lock
    • 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • 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
    • F02M55/007—Venting means

Definitions

  • the invention relates to a fuel supply device for an internal combustion engine according to the preamble of claim 1.
  • a fuel supply device for an internal combustion engine which has a fuel supply pump and a fuel high-pressure pump connected to it in order to supply high-pressure fuel from the high-pressure side of the high-pressure fuel pump via a pressure line, a storage space and valve lines to supply pressure valves, of which each fuel injects directly into one of the combustion chambers of the internal combustion engine.
  • the fuel delivery pump the output side of which is connected to the low-pressure side of the high-pressure fuel pump via a pressure line, supplies fuel under pressure to the high-pressure fuel pump.
  • a pressure relief valve is connected to the pressure line via a 2/2-way valve, which blocks or enables the connection between the pressure line and the pressure relief valve.
  • a passage device is provided in parallel to the high-pressure fuel pump. which connects the low pressure side and the high pressure side of the fuel high pressure pump with each other.
  • the 2/2-way valve can be closed so that no fuel can flow out of the pressure line.
  • the injection pressure in the storage space is generated by the high-pressure fuel pump and limited to a corresponding value by a controllable pressure control valve.
  • the pressure control valve is connected to the low pressure side via a return line.
  • the temperature of the high-pressure fuel pump is limited at most by a certain cooling by means of the fuel flow flowing through the high-pressure fuel pump, so that it cannot be reliably prevented that the high-pressure fuel pump heats up in such a way that that their temperature exceeds the critical operating temperature, i.e. the temperature at which fuel vapor bubbles begin to form at a given admission pressure.
  • a high-pressure fuel pump for supplying direct injection valves is supplied with fuel at a pre-pressure from a fuel feed pump
  • the pressure line connecting the delivery side of the fuel delivery pump to the low-pressure side of the high-pressure fuel pump via a variable throttle valve with a first pressure relief valve for a first, relatively low pressure, for example 3 bar, and directly with a second pressure relief valve for a relatively high pre-pressure of e.g. 9 bar is connected.
  • the variable throttle valve has a flow resistance that increases disproportionately with the increasing flow rate, so that the admission pressure in the pressure line can be adjusted by the delivery rate of the fuel delivery pump.
  • this fuel supply device In order to prevent vapor bubbles forming in the high-pressure fuel pump when the fuel temperature rises, it is possible with this fuel supply device to increase the delivery pressure by increasing the delivery capacity of the fuel delivery pump so that it becomes greater than the temperature-dependent vapor pressure of the fuel in the pressure line.
  • the fuel supply device with the features of claim 1 has the advantage that the fuel high-pressure pump can be kept at a temperature level that is below a critical operating temperature of the high-pressure fuel pump by means of the coolant flow.
  • one or more suitable cooling channels are to be provided, which deliver a corresponding coolant flow, which ensures sufficient heat dissipation, to the high-pressure fuel pump.
  • Air is expediently used as the coolant. If the fuel supply device according to the invention is used in a vehicle engine, it is possible to arrange the cooling channels in the engine compartment in such a way that the ambient air, which is led from the vehicle environment to the high-pressure fuel pump during driving, is sufficient for cooling.
  • a fan is assigned to the at least one cooling channel in order to generate the cooling air flow through the cooling channel, the fan preferably being controllable as a function of the temperature of the high-pressure fuel pump and the critical operating temperature.
  • the cooling air flow can be controlled independently of the area of application of the internal combustion engine in such a way that suitable cooling of the high-pressure fuel pump can always be achieved.
  • the critical operating temperature of the high-pressure fuel pump can be set by a correspondingly high pre-pressure be increased to such an extent that cooling of the high-pressure fuel pump with the aid of the cooling air flow which is routed specifically through the cooling duct or the cooling ducts, which is possibly generated with the aid of a preferably controllable air, is sufficient under all operating conditions of the internal combustion engine.
  • the cooling of the high-pressure fuel pump with a separate coolant prevents vapor bubbles in the high-pressure fuel pump, so that cooling of the high-pressure fuel pump by means of a fuel spooling stream, which always requires a return line to the fuel tank, is avoided can be.
  • the saving of such a fuel return line not only simplifies the overall structure of the fuel supply device but also increases safety in the event of a dangerous impact.
  • unnecessary heating of the fuel in the fuel tank by the fuel coil flow heated by the high-pressure fuel pump is avoided, so that reduced evaporation losses occur in the fuel tank, and thus the activated carbon filter and tank ventilation are relieved.
  • the fuel high-pressure pump for cooling cooling fluid can be supplied as cooling agent through the cooling channel.
  • any suitable cooling liquid e.g. B. in a vehicle with an air conditioning system to use the refrigerant from the air conditioning system for cooling the high-pressure fuel pump of the vehicle engine
  • cooling water in particular through the use of a cooling water partial flow which results from the flow of the cooling system of the internal combustion engine, ie behind the engine. cooler of the high-pressure fuel pump can be further improved.
  • a shut-off valve is provided to control the cooling water supply, which can be actuated by a control circuit as a function of the temperature of the cooling water and the temperature of the high-pressure fuel pump.
  • a pressure control device controllable by a control circuit is connected on the output side of the fuel delivery pump. in order to be able to set the fuel pressure supplied to the high-pressure fuel pump on the low-pressure side, that is to say the admission pressure as a function of the operating conditions of the high-pressure fuel pump.
  • the pressure regulating device is expediently controllable in such a way that the pressure supplied to the low-pressure side of the high-pressure fuel pump can be regulated to a first or a second value.
  • the regulated pressure supplied to the low-pressure side of the high-pressure fuel pump is variable.
  • At least two cooling channels are expediently provided, one of which supplies air and the other water as coolant to the high-pressure fuel pump.
  • FIG. 1 shows a schematic, simplified block diagram of a fuel supply device according to the invention with an air-cooled high-pressure fuel pump
  • FIG. 2 is a schematic simplified block diagram of a fuel supply device according to the invention with a with a liquid coolant, such as Water, cooled high pressure fuel pump, and
  • FIG. 3 shows a flow chart for the operation of a fuel supply device according to the invention, in which the admission pressure can be regulated and the high-pressure fuel pump can be cooled with a controllable coolant flow.
  • a fuel supply device has a fuel feed pump 10 and a high-pressure fuel pump 11 in order to deliver fuel from a fuel tank 12 via a pressure line system 13 to one or more fuel injection valves 14 of an internal combustion engine.
  • a fuel feed pump 10 and a high-pressure fuel pump 11 in order to deliver fuel from a fuel tank 12 via a pressure line system 13 to one or more fuel injection valves 14 of an internal combustion engine.
  • a four-cylinder internal combustion engine is assumed in which an injection valve is assigned to each combustion chamber and injects fuel either directly into the combustion chamber or into its intake area.
  • the fuel delivery pump 10 which is driven by an electric motor in a manner not shown, is connected with its pressure side via a pressure line 15 to a low pressure side of the high pressure pump 11.
  • the outlet or high pressure side of the high pressure pump 11 is connected via a tere pressure line 16 connected to the pressure line system 13, to which a pressure sensor 17 is assigned, the output signal corresponding to the fuel pressure in the pressure line system 13 is supplied to a control circuit 18, which monitors the operating conditions of the internal combustion engine in a manner not shown and, depending on this, the individual operating parameters of the internal combustion engine controls, such as ignition timing, injection timing, amount of fuel to be injected, and the like.
  • a pressure control device is assigned to the fuel delivery pump 10.
  • This pressure control device can, for. B. be formed by the fuel feed pump 10 itself, if the delivery rate is adjustable, in order to be able to control it as required.
  • a pressure regulator 19 is provided as the pressure control device and is connected to the pressure line 15 via a line 20.
  • the outlet side of the pressure regulator 19 delivers excess fuel back into the fuel tank 12.
  • the pressure regulator 19 can be designed so that it can be switched over so that it either maintains the admission pressure in the pressure line 15 at a first, relatively low value, e.g. about 3 bar, or to a second relatively high value, e.g. 8 to 10 bar, limited.
  • the pressure regulator 19 is designed such that the limiting pressure, that is to say the pressure to which the admission pressure in the pressure line 15 is set, can be set with the aid of the delivery rate of the fuel delivery pump 10.
  • one or more cooling channels 21 are provided, of which only one is shown, through which a coolant flow against a purely schematically indicated pump housing
  • the cooling channel or channels 21 are used to supply ambient air to the pump housing 22, which, in a manner not shown in detail, has heat dissipation surfaces, for example cooling ribs or the like, on which the cooling air flow led through the cooling channel or channels Absorbs heat from the pump housing and dissipates it.
  • the cooling channel or channels is an air fan
  • an air fan is expediently arranged in a common area of the cooling channels in such a way that it generates the cooling air flow in all cooling channels.
  • a temperature sensor 24 for monitoring the temperature of the high-pressure pump 11 is arranged in or on the pump housing 22, the output signal of which is supplied to the control circuit 18.
  • the fuel supply pump 10 delivers fuel under a relatively low admission pressure via the pressure line 15 to the high-pressure pump 11, which supplies the injection valves 14 with fuel under high pressure via the pressure line system 13.
  • the high-pressure pump 11 is cooled by the cooling air flow guided by the cooling channel or channels, so that the temperature of the high-pressure pump is kept below the critical operating temperature at which vapor bubbles form in the fuel.
  • the cooling is intensified in that the fan 23 is switched on by the control circuit 18 or is switched to a higher operating stage which causes a higher cooling air flow.
  • control circuit 18 initiates an increase in the admission pressure in the pressure line 15.
  • the control circuit 18 sets a higher delivery capacity of the fuel delivery pump 10 and switches the pressure regulator 19 in such a way that it limits the admission pressure in the pressure line 15 to a relatively high value.
  • a pressure regulator 19 in which the level of the limiting pressure depends on the flow rate, it is possible, by controlling the delivery rate of the fuel delivery pump 10 accordingly, to adjust the admission pressure in the pressure line 15 to practically any value between the lower, normal admission pressure and to set a maximum permissible upper form. This makes it possible to increase the admission pressure in the pressure line 15 only to such an extent that the pressure-dependent critical operating temperature of the high-pressure pump is kept just above the temperature of the high-pressure pump.
  • FIG. 2 shows another embodiment of a fuel supply device according to the invention, in which fuel is supplied from a tank 12 from a feed pump 10 via a pressure line 15 to a high-pressure pump 11 which supplies high-pressure fuel to a pressure line system 13 via a further pressure line 16 one or more injection valves 14 for injecting fuel into the combustion chambers of an internal combustion engine or into their intake area are connected.
  • a pressure regulator 19 is connected via a line 20 to the pressure line 15.
  • the pressure regulator 19 comprises a first pressure limiting valve 25, the inlet side of which is connected to the pressure line 15 via a valve device 26 and the line 20.
  • the first pressure relief valve 25 serves to limit the admission pressure to a first, low value during normal operation.
  • a second pressure relief valve 27 is connected in parallel with the first pressure relief valve 25 and limits the admission pressure in the pressure line 15 to a second, maximum value, for example 8 to 10 bar.
  • valve line 26 can be a shut-off valve, so that the pressure regulator 19 can be switched over so that it limits the admission pressure either to the normal value or to the maximum value.
  • valve device 26 it is also possible for the valve device 26 to be a throttle device which has a throttle valve which is designed in such a way that the flow resistance increases disproportionately as the fuel flowing through it, so that the limiting pressure m can be controlled as a function of the delivery capacity of the fuel delivery pump 10.
  • a cooling channel 31 is provided, via which a liquid coolant, for example cooling water from the engine cooling system or refrigerant from a refrigerant circuit of a cooling system, is fed to the high-pressure pump 11.
  • a liquid coolant for example cooling water from the engine cooling system or refrigerant from a refrigerant circuit of a cooling system
  • the outlet of the cooling channel provided in the pump housing 22 is via a return line 33 connected to the engine cooling system or the air conditioning system.
  • the cooling duct 31 is expediently connected to the Flow of the engine cooling system, that is connected to the outlet side of the engine cooler, while the return line 33 expediently opens before the engine cooler.
  • a temperature sensor 24 is arranged in or — as shown — on the pump housing 22.
  • a further temperature sensor 34 is attached in or on the cooling channel 31. The output signals of the temperature sensors 24 and 34 are fed to the control circuit 18.
  • step S12 it is determined whether the temperature T ⁇ s of the cooling water is higher than the temperature T HDp of the high-pressure pump 11. Since this is normally not the case, control proceeds to step S13, in which it is checked whether the cooling flow is open , that is, whether the shut-off valve 32 in the cooling channel 31 is open. If this is not the case, the shut-off valve 32 is opened. It is then determined in step S14 whether the temperature T HDp of the high-pressure pump 11 is higher than a first critical operating temperature T ] ⁇ . If this is not the case, the step
  • step 515 checks whether the low pressure in the pressure line 15 is set and, if not, set. In step
  • step S14 If it is determined in step S14 that the temperature T HDp of the high pressure pump 11 is higher than the critical operating temperature l ⁇ - i, the control proceeds to step S17 and increases the admission pressure in the pressure line 15 by a corresponding control of the pressure regulator 19 and / or the fuel feed pump 10. As soon as the admission pressure is increased, the temperature monitoring is continued in step S11.
  • step S12 If it is determined under extreme operating conditions that the temperature T ⁇ s of the cooling water flow is higher than the temperature THDP ⁇ er high pressure pump 11, the control branches in step S12 to step S18 and shuts off the cooling flow with the help of the shutoff valve 32. It is then checked in step S19 whether the temperature T HDp is higher than the critical operating temperature T kl . If this is not the case, the low admission pressure is set in step S15 'and the control continues with the temperature monitoring.
  • step S17 the control circuit 18 increases the admission pressure in the pressure line 15 by means of the pressure regulator 19 and / or the fuel delivery pump 10. The temperature monitoring is then continued again in step S11.
  • step S17 air cooling is provided with a fan 23 that can be controlled by the control circuit 18, as shown in FIG. 1, the operation of the fuel supply device after an admission pressure increase in step S17 or S17 'initially still checked whether the temperature T HDp of the high pressure pump 11 ß is greater than a second higher critical operating temperature T j ⁇ -2- If this is not the case, the fan is switched off or kept off in step S21, and the control returns to the temperature monitoring in step Sll. However, if it is determined in step S20 that the temperature T HD of the high-pressure pump 11 is higher than the second upper critical operating temperature T ⁇ , then the ventilator 23 is switched on in step S22 in order to then continue with the temperature monitoring in step S11.
  • the duration of the cooling flow shutoff, the pre-pressure increase and the duration of the air operation depend on the temperature conditions.
  • the fuel throughput dependent on the operation of the internal combustion engine through the high-pressure pump 11, which brings about additional cooling of the high-pressure pump 11, can also be taken into account.
  • the critical operating temperatures T ⁇ i and T ⁇ depend not only on the external pressure, but primarily on the vapor pressure of the fuel and in particular on the vapor pressure of the individual fuel components and thus also on the fuel composition, the critical ones for the operation of the high pressure pump 11 are determined Operating temperatures T ] - ] _ / T ⁇ 2, taking into account the respective current admission pressure and taking into account the fuel used with a corresponding safety reserve.
  • T ] - ] _ / T ⁇ 2 taking into account the respective current admission pressure and taking into account the fuel used with a corresponding safety reserve.
  • the high-pressure pump 11 Due to the cooling of the high-pressure pump 11 provided according to the invention, its temperature T HDp is kept below the first critical operating temperature ⁇ - ⁇ for most of the operating time of the internal combustion engine. Thus, a low admission pressure is sufficient for most of the engine operating time. A pressure switch must therefore only be carried out under extreme operating conditions. As a result, in particular the load on the fuel feed pump 10 working with an electric motor is considerably reduced, so that its service life is increased. In addition, the average power consumption of the fuel delivery pump 10, that is to say the electric motor driving the fuel delivery pump 10, is also significantly reduced, as a result of which the on-board electrical system load, fuel consumption and tank heating are reduced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention concerne un dispositif d'alimentation en carburant pour un moteur à combustion interne. Ce dispositif comprend une pompe d'alimentation en carburant (10) qui conduit du carburant sous pression d'admission à une pompe haute pression pour carburant (11), qui est connectée, côté haute pression, à au moins une soupape d'injection (14), afin de conduire du carburant sous haute pression à ladite soupape. L'objectif de cette invention est d'éviter la formation de bulles de vapeur qui nuisent au débit et à la production de pression dans la pompe haute pression pour carburant (11). Afin d'atteindre cet objectif, un courant de fluide de refroidissement peut être conduit à la pompe haute pression pour carburant (11), par l'intermédiaire d'au moins un canal de refroidissement (21), maintenant ainsi la température (THDP) de la pompe haute pression pour carburant (11) en-dessous d'une température de fonctionnement critique (TK1).
EP00987192A 1999-12-01 2000-11-30 Dispositif d'alimentation en carburant pour moteur a combustion interne Withdrawn EP1192351A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19957742A DE19957742A1 (de) 1999-12-01 1999-12-01 Kraftstoffzuführvorrichtung für einen Verbrennungsmotor
DE19957742 1999-12-01
PCT/DE2000/004256 WO2001040638A2 (fr) 1999-12-01 2000-11-30 Dispositif d'alimentation en carburant pour moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1192351A2 true EP1192351A2 (fr) 2002-04-03

Family

ID=7930946

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00987192A Withdrawn EP1192351A2 (fr) 1999-12-01 2000-11-30 Dispositif d'alimentation en carburant pour moteur a combustion interne

Country Status (5)

Country Link
US (1) US6840219B2 (fr)
EP (1) EP1192351A2 (fr)
JP (1) JP2003515695A (fr)
DE (1) DE19957742A1 (fr)
WO (1) WO2001040638A2 (fr)

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US6840219B2 (en) 2005-01-11
WO2001040638A2 (fr) 2001-06-07
DE19957742A1 (de) 2001-06-07
WO2001040638A3 (fr) 2002-01-17
US20020170508A1 (en) 2002-11-21

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