EP1306548B1 - Dispositif d'injection de carburant dont le réglage du débit est amélioré - Google Patents

Dispositif d'injection de carburant dont le réglage du débit est amélioré Download PDF

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Publication number
EP1306548B1
EP1306548B1 EP02015909A EP02015909A EP1306548B1 EP 1306548 B1 EP1306548 B1 EP 1306548B1 EP 02015909 A EP02015909 A EP 02015909A EP 02015909 A EP02015909 A EP 02015909A EP 1306548 B1 EP1306548 B1 EP 1306548B1
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EP
European Patent Office
Prior art keywords
pump
directional control
control valve
fuel
fuel injection
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
EP02015909A
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German (de)
English (en)
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EP1306548A3 (fr
EP1306548A2 (fr
Inventor
Peter Schueler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1306548A2 publication Critical patent/EP1306548A2/fr
Publication of EP1306548A3 publication Critical patent/EP1306548A3/fr
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Publication of EP1306548B1 publication Critical patent/EP1306548B1/fr
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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
    • 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
    • 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
    • F02M59/04—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 special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps
    • F02M59/06—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 special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps with cylinders arranged radially to driving shaft, e.g. in V or star arrangement
    • 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
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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
    • F02M63/0001—Fuel-injection apparatus with specially arranged lubricating system, e.g. by fuel oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
    • F04B1/04—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinders in star- or fan-arrangement
    • F04B1/0404—Details or component parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/22—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves
    • F04B49/225—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves with throttling valves or valves varying the pump inlet opening or the outlet opening

Definitions

  • the invention relates to a fuel injection system for an internal combustion engine with a control unit, with a high-pressure fuel pump, with at least one pump element and with a prefeed pump, wherein the prefeed pump delivers fuel from a tank to the suction side of the pump or elements and wherein the funded by the prefeed pump amount of fuel through a directional control valve to the one or more pump elements or in addition to a low pressure region of the high-pressure fuel pump is passed.
  • This known from DE 196 53 339 A1 high-pressure fuel pump has a directional control valve which distributes depending on the pressure on the suction side of the high-pressure fuel pump funded by the prefeed pump fuel to the low pressure region of the high-pressure fuel pump or the suction side of the pump elements. With this directional valve consequential damage to the high-pressure fuel pump should be avoided if, for example. By a clogged fuel filter, the flow rate of the feed pump is not sufficient. Through a throttle bore in the directional control valve, the low-pressure region of the high-pressure fuel pump is permanently connected to the suction side of the High-pressure fuel pump connected. Therefore, the flow rate of the electrical feed pump must be sized relatively large. A zero-feed throttle is not provided in this high-pressure fuel pump. The pressure control is rather on the high pressure side of the high-pressure fuel pump by a pressure relief valve, resulting in a poor overall efficiency of the fuel injection system.
  • the invention has for its object to provide a Kraftstoffeinspritzanalge whose performance is improved in most operating conditions, whose structure has been simplified and which is easily adaptable to different internal combustion engines and Vor meetingpumpen.
  • This object is achieved according to the invention for a fuel injection system of an internal combustion engine with a control unit, with a high-pressure fuel pump, with at least one pump element and with a prefeed pump, wherein the prefeed pump fuel from a tank to the suction side or the pump elements promotes, solved that funded by the prefeed pump Amount of fuel is passed through a continuously variable directional control valve to the one or more pump elements or in addition to a low pressure region of the high-pressure fuel pump, and that the directional control valve is controlled by the control unit in dependence on the operating condition of the internal combustion engine and the fuel injection system.
  • the flow control of the high-pressure fuel pump can be made more efficient, since the fuel quantity sucked in by the high-pressure fuel pump is regulated and not the high-pressure fuel on the pressure side of the high-pressure fuel pump throttled for pressure control.
  • a venting of the high-pressure fuel pump can be made by a suitable control of the continuously adjustable directional control valve, if this should be necessary.
  • the cooling as well as the lubrication of the high-pressure fuel pump by a suitable control of the continuously adjustable directional control valve according to the operating conditions of the high-pressure fuel pump and / or the internal combustion engine, so that is always taken care of sufficient lubrication and cooling of the high-pressure fuel pump.
  • the directional control valve is designed as a single-stage three-way valve with an input and a first output and a second output that the input of the directional control valve is in communication with the delivery side of the prefeed that the first output of Directional valve is in communication with the suction side of the pump or elements, and that the second output of the directional control valve is in communication with the low pressure region of the high-pressure fuel pump.
  • the advantages according to the invention can be realized in a simple manner.
  • the entire delivery of the feed pump can be directed to the pump elements, it can be the low pressure range of the high-pressure fuel pump enllibraryet and cooling and lubrication of the fuel high-pressure pump can meet demand be measured.
  • the feed pump must promote only against the necessary minimum pressure, so that the energy consumption of the pre-supply pump minimized and their life is maximized.
  • the directional control valve has a slider guided in a valve housing, wherein in a further embodiment of the invention it can be provided that the valve housing has a recess, that the input of the directional control valve opens into the recess, and that the slider in dependence Position in the valve housing, the first output and the second output of the directional control valve more or less releases.
  • the directional control valve releases the first output and shuts off the second output when no input signal is applied to the directional control valve, and / or that with increasing input signal, the slider releases the second output to an increasing extent and the first output increasingly blocked, so that in a simple manner the desired distribution of the funded by the feed pump fuel flow can be done on the pump elements and / or the low pressure area.
  • a cooperating with the slide valve seat is formed in the valve housing, which is closed at fully controlled directional control valve by the slide and thus separates the first output from the input, so that no fuel reaches the pump elements.
  • This valve position is especially in the push mode of the internal combustion engine advantage. Because of the low pressures that act on the directional control valve according to the invention, this valve seat can reliably and without leakage seal the first output, so that the pump elements suck no fuel and Thus, a zero delivery throttle in the high pressure region of the high-pressure fuel pump can be dispensed with. As a result, the energy consumption of the prefeed pump is further reduced and also further improves the starting behavior of the internal combustion engine.
  • a throttle is present between the first output and the second output.
  • Alternative embodiments of the invention provide that the throttle is designed as a bore in the slide or in the valve housing or by the clearance between the slide and the valve housing.
  • a pressure relief valve is provided between the first output and a suction side of the prefeed pump.
  • This pressure relief valve is especially advantageous when the prefeed pump is driven by the internal combustion engine or the high-pressure fuel pump and thus increases the delivery capacity with increasing speed of the internal combustion engine approximately linearly.
  • the pressure relief valve prevents the power requirement of the feed pump increases proportionally with the speed of the internal combustion engine.
  • the aforementioned object is also achieved by a method for generating and supplying high-pressure fuel in a fuel injection system, with a control unit, with at least one pump element, with a prefeed pump, wherein the prefeed pump fuel from a tank to the suction side or the pump elements promotes and wherein the funded by the prefeed pump fuel through a Directional valve is passed to the one or more pump elements or in addition to a low pressure region of the high-pressure fuel pump, achieved in that the delivery rate of the feed pump is distributed depending on the operating condition of the internal combustion engine or the fuel injection system on the suction side of the pump or elements and the low pressure region of the high-pressure fuel pump.
  • a prefeed pump 1 sucks fuel from a tank 5, not shown, via a feed line 3.
  • the fuel is filtered in a pre-filter 7 and a filter with water 9.
  • the prefeed pump 1 is designed as a gear pump and has a first pressure relief valve 11. Suction side becomes the feed pump 1 throttled by a first throttle 13. A pressure side 15 of the prefeed pump 1 supplies a high-pressure fuel pump 17 with fuel.
  • the high-pressure fuel pump 17 is designed as a radial piston pump with three pump elements 19 and drives the prefeed pump 1 at. On the suction side of the pump elements 19 a suction valve 21 is ever provided. On the pressure side of the pump elements 19, a non-return valve 23 is provided which prevents the fuel under high pressure, which was pumped by the pump elements 19 into a common rail 25, from flowing back into the pump elements 19.
  • the high pressure lines of the fuel injection system are shown in FIGS. 1 and 2 with thick lines, while the low pressure areas of the fuel injection system are shown with thin lines.
  • the common rail 25 supplies one or more injectors, not shown in FIG. 1, with fuel via a respective high-pressure line 27.
  • the high-pressure fuel pump 17 is supplied by the feed pump 1 on the one hand with fuel for the pump elements 19 and on the other hand with fuel for lubrication.
  • the distribution of the funded by the feed pump 1 fuel is carried out by means of a continuously adjustable directional control valve 33. Construction and function of the directional control valve 33 will be described below with reference to FIGS. 3 and 4 in detail described.
  • the directional control valve 33 has an input 35 which communicates with the pressure side 15 of the feed pump 1, a first output 37 and a second output 39.
  • a slide 41 of the directional control valve 33 distributes the amount of fuel delivered by the prefeed pump 1 to the first outlet 37 and the second output 39.
  • the amount of fuel which serves to lubricate the high-pressure fuel pump 17 is supplied via the second output 39 and a line 43 of the high-pressure fuel pump 17. Via a distribution line 45, the pump elements 19 are supplied with fuel from the first output 37 of the directional control valve 33.
  • a second throttle 49 may be provided, which is also referred to below as the zero-feed throttle.
  • the zero flow throttle 49 By the zero flow throttle 49, the fuel from the distribution line 45 can flow into the low pressure region of the fuel injection system. Due to the outflow of fuel through the zero flow throttle 49 of the above-mentioned pressure build-up in the Distribution line 45 during coasting due to the leakage of the directional control valve 33 in the first output 37 prevented.
  • FIG. 2 shows a second embodiment is shown schematically.
  • the Vör malpumpe is disposed in the tank 5 and is driven by electrical energy.
  • the same components have been provided with the same reference numerals as in FIG. 1 and the same applies with regard to FIG. 1.
  • no zero-feed throttle is provided.
  • FIG. 3 shows a first exemplary embodiment of a continuously adjustable directional control valve 33 according to the invention.
  • the slider 41 In a valve housing 51, the slider 41 is guided. In the valve housing 51, a recess 53 is provided in which the inlet 35 opens. The input 35 communicates with the pressure side 15 of the prefeed pump 1 (not shown in FIG. 3).
  • the slider 41 has a first control edge (55) and a second control edge (57), which cooperate with the recess 53.
  • the slider 41 is adjusted by a compression spring 59 and an electromagnet 61.
  • the first control edge 55 blocks the hydraulic connection between the recess 53, or inlet 35, and the second outlet 39 of the directional control valve. This means that the entire amount of fuel delivered by the prefeed pump, not shown, flows via the inlet 35 and the recess 53 to the first outlet 37 and thus to the pump elements 19 (not shown).
  • the slider 41 moves upward against the spring force of the compression spring 59 in FIG. Once the first control edge 55 releases the recess 53, a partial flow of the not shown prefeed pump funded fuel flow into the second output 39. Depending on the position of the slide 41 relative to the recess 53, the ratio of the amount of fuel flowing into the first output 37 and the second output 39 changes. As soon as the second control edge 57 has reached the upper end of the recess 53 in FIG. 3, the slider 41 blocks the connection between the input 35 and the first output 37.
  • an optimal distribution of the amount of fuel delivered by the prefeed pump to the pump elements or the low pressure region of the high-pressure fuel pump 17 can be made. If, for example, value is placed on the best possible starting behavior of the internal combustion engine, during commissioning of the internal combustion engine, the entire amount of fuel delivered by the prefeed pump can be directed to the pump elements 19 (not shown). This results in a very fast pressure build-up on the high pressure side of the high-pressure fuel pump.
  • the first output 37 can be blocked by the slide 41, so that the funded by the feed pump, not shown fuel quantity flows exclusively in the low pressure region of the high-pressure fuel pump and there High-pressure fuel pump cools, removes vapor bubbles and lubricates the high-pressure fuel pump.
  • the prefeed pump automatically opposes only the pressure at the first outlet 37 on the suction side of the pump elements 19 (not shown), then that the energy requirement of the pre-feed pump is only as great as absolutely necessary. Excess fuel is discharged via the second output 39. This also significantly increases the service life of the pre-feed pump. There is no additional overflow valve required to control the element inlet pressure.
  • a throttle 63 is provided in the form of a bore in the slider 41.
  • the throttle 63 can assume the function of a zero-feed throttle 49 (see above FIG. 1). Through the throttle bore, it is also possible to vent the low-pressure circuit when the solenoid 61 is de-energized. When the solenoid 61 is fully energized, i. the connection of input 35 and first output 37 is blocked, the throttle 63 acts as a zero feed throttle. In all other operating conditions, the throttle 63 ensures that always a minimum amount of cooling and lubricating via the second output 39 in the low pressure region of the high-pressure fuel pump 17, not shown, can flow.
  • the throttle 63 can also be realized by the clearance between the slide 41 and the valve housing 51. Alternatively, it is also conceivable to provide a bore (not shown) in housing 51, which connects first output 37 and second output 39 to one another.
  • FIG. 4 shows a second embodiment of a directional control valve 33 according to the invention.
  • the throttle 63 is in a bypass 65, which branches off from the input 35 and in the part of the valve housing 51 opens from which the second output 39 goes off, arranged.
  • this interconnection of the throttle 63 ensures that the necessary minimum cooling and lubricating amount of fuel can flow off via the second output 39, regardless of the position of the slide 41.
  • a sealing seat 67 is provided in the upper part of the valve housing 51 in FIG.
  • the second control edge 57 of the slider 41 rests on the sealing seat 67 and seals the inlet 35 from the first outlet 37 without leakage.

Claims (17)

  1. Dispositif d'injection de carburant pour un moteur à combustion interne, comprenant un appareil de commande, une pompe de carburant à haute pression avec au moins un élément de pompe (19) et une pompe amont (1) qui refoule du carburant provenant d'un réservoir (5) vers le côté aspiration du ou des éléments de pompe (19), le débit de carburant refoulé par la pompe amont (1) étant dirigé par un distributeur (33) vers le ou les éléments de pompe (19) ou en plus, vers une zone à basse pression de la pompe de carburant à haute pression (17),
    caractérisé en ce que
    le distributeur (33) est un distributeur réglable en permanence et commandé par l'appareil de commande en fonction de l'état de fonctionnement du moteur et/ou du système d'injection de carburant.
  2. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    le distributeur (33) est un distributeur à un seul étage et à trois voies comportant une entrée (35), une première sortie (37) et une seconde sortie (39), l'entrée (35) étant reliée au côté refoulement (15) de la pompe amont (1), et la première sortie (37) du distributeur (33) au côté aspiration du ou des éléments de pompe (19), tandis que la seconde sortie (39) est reliée à la zone à basse pression de la pompe de carburant à haute pression (17).
  3. Dispositif d'injection de carburant selon la revendication 1 ou 2,
    caractérisé en ce que
    le distributeur (33) comporte un tiroir (41) guidé dans un boîtier de distributeur (51).
  4. Dispositif d'injection de carburant selon la revendication 3,
    caractérisé en ce que
    le boîtier de distributeur (51) présente un évidement (53) dans lequel débouche l'entrée (35) du distributeur (33), et le tiroir (41), en fonction de sa position dans le boîtier de distributeur (51), libère plus ou moins la première sortie (37) et la seconde sortie (39) du distributeur (33).
  5. Dispositif d'injection de carburant selon une des revendications 2 à 4,
    caractérisé en ce que
    le distributeur (33) libère la première sortie (37) et ferme la seconde sortie (39) quand il n'y a aucun signal d'entrée sur le distributeur (33).
  6. Dispositif d'injection de carburant selon une des revendications 2 à 5,
    caractérisé en ce que
    quand le signal d'entrée augmente, le tiroir (41) libère de manière croissante la seconde sortie (39) et ferme de manière croissante la première sortie (37).
  7. Dispositif d'injection de carburant selon une des revendications 3 à 6,
    caractérisé en ce que
    dans le boîtier de distributeur (51) est réalisé un siège d'étanchéité (67) coopérant avec le tiroir (41) et sur lequel, quand le distributeur est commandé à plein, le tiroir (41) vient s'appliquer en séparant la première sortie (37) de l'entrée (35).
  8. Dispositif d'injection de carburant selon une des revendications 3 à 7,
    caractérisé en ce qu'
    entre la première sortie (37) et la seconde sortie (39) se trouve un étranglement (63).
  9. Dispositif d'injection de carburant selon la revendication 8,
    caractérisé en ce que
    l'étranglement (63) est constitué par un alésage dans le tiroir (41).
  10. Dispositif d'injection de carburant selon la revendication 8,
    caractérisé en ce que
    l'étranglement (63) est constitué par un alésage dans le boîtier de distributeur (51).
  11. Dispositif d'injection de carburant selon la revendication 8,
    caractérisé en ce que
    l'étranglement (63) est réglé par le jeu existant entre le tiroir (41) et le boîtier de distributeur (51).
  12. Dispositif d'injection de carburant selon une des revendications 2 à 11,
    caractérisé en ce que
    une soupape de limitation de pression (11) est prévue entre l'entrée (35) et le côté d'aspiration de la pompe amont (1).
  13. Dispositif d'injection de carburant selon une des revendications 2 à 11,
    caractérisé en ce que
    un étranglement (63) est prévu entre le côté de refoulement (15) de la pompe amont et la deuxième sortie (39) du distributeur (33).
  14. Dispositif d'injection de carburant selon une des revendications précédentes,
    caractérisé en ce que
    la pompe amont (1) est entraînée électriquement, ou par le moteur ou par la pompe de carburant à haute pression (17).
  15. Procédé pour produire et amener du carburant sous haute pression dans un dispositif d'injection de carburant selon une des revendications précédentes, comprenant un appareil de commande, une pompe de carburant à haute pression avec au moins un élément de pompe (19) et une pompe amont (1) qui refoule du carburant provenant d'un réservoir (5) vers le côté aspiration du ou des éléments de pompe (19), le débit de carburant refoulé par la pompe amont (1) étant dirigé par un distributeur (33) vers le ou les éléments de pompe (19) ou en plus, vers une zone à basse pression de la pompe de carburant à haute pression (17),
    caractérisé en ce que
    le distributeur (33) est un distributeur réglable en permanence et commandé par l'appareil de commande en fonction de l'état de fonctionnement du moteur et/ou du système d'injection de carburant, et le débit refoulé par la pompe amont (1) est réparti en fonction de l'état de fonctionnement du moteur et/ou du système d'injection de carburant sur le côté aspiration du ou des éléments de pompe (19) et sur la zone à basse pression de la pompe de carburant à haute pression.
  16. Programme d'ordinateur qui peut être utilisé dans un calculateur, en particulier un appareil de commande d'un moteur,
    caractérisé en ce que
    ce programme est prévu pour assurer l'exécution d'un procédé selon la revendication 15 quand ce programme se déroule dans le calculateur.
  17. Programme d'ordinateur selon la revendication 16,
    caractérisé en ce que
    ce programme est enregistré sur un élément de mémoire, en particulier un élément de mémoire associé au calculateur, cet élément étant une mémoire vive (RAM), une mémoire morte (ROM), une mémoire flash, un moyen de mémorisation optique ou un moyen de mémorisation magnétique.
EP02015909A 2001-10-27 2002-07-17 Dispositif d'injection de carburant dont le réglage du débit est amélioré Expired - Lifetime EP1306548B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10153185 2001-10-27
DE10153185A DE10153185A1 (de) 2001-10-27 2001-10-27 Kraftstoffeinspritzanlage mit verbesserter Fördermengenregelung

Publications (3)

Publication Number Publication Date
EP1306548A2 EP1306548A2 (fr) 2003-05-02
EP1306548A3 EP1306548A3 (fr) 2005-11-09
EP1306548B1 true EP1306548B1 (fr) 2007-03-14

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP02015909A Expired - Lifetime EP1306548B1 (fr) 2001-10-27 2002-07-17 Dispositif d'injection de carburant dont le réglage du débit est amélioré

Country Status (4)

Country Link
US (1) US6823845B2 (fr)
EP (1) EP1306548B1 (fr)
JP (1) JP4138444B2 (fr)
DE (2) DE10153185A1 (fr)

Families Citing this family (27)

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Publication number Priority date Publication date Assignee Title
JP2005299683A (ja) * 2001-11-27 2005-10-27 Bosch Corp 液体の流量制御弁および可動子のためのアンカー
JP3915718B2 (ja) * 2003-03-11 2007-05-16 株式会社デンソー 燃料供給ポンプ
DE10315318A1 (de) * 2003-04-04 2004-10-14 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
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DE50209708D1 (de) 2007-04-26
US6823845B2 (en) 2004-11-30
US20030089339A1 (en) 2003-05-15
EP1306548A3 (fr) 2005-11-09
JP2003184681A (ja) 2003-07-03
DE10153185A1 (de) 2003-05-15
EP1306548A2 (fr) 2003-05-02

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