EP1310667B1 - Système d'injection de carburant pour un moteur à combustion - Google Patents

Système d'injection de carburant pour un moteur à combustion Download PDF

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Publication number
EP1310667B1
EP1310667B1 EP02022360A EP02022360A EP1310667B1 EP 1310667 B1 EP1310667 B1 EP 1310667B1 EP 02022360 A EP02022360 A EP 02022360A EP 02022360 A EP02022360 A EP 02022360A EP 1310667 B1 EP1310667 B1 EP 1310667B1
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EP
European Patent Office
Prior art keywords
injection
control
valve
pressure
fuel
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
EP02022360A
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German (de)
English (en)
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EP1310667A2 (fr
EP1310667A3 (fr
Inventor
Peter Boehland
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 EP1310667A2 publication Critical patent/EP1310667A2/fr
Publication of EP1310667A3 publication Critical patent/EP1310667A3/fr
Application granted granted Critical
Publication of EP1310667B1 publication Critical patent/EP1310667B1/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
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable 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
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
    • 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

Definitions

  • the invention relates to a fuel injection device for an internal combustion engine according to the preamble of claim 1.
  • Such a fuel injection device is known from EP 0 987 431 A2.
  • This fuel injection device has a high-pressure fuel pump and a fuel injection valve connected thereto for each cylinder of the internal combustion engine.
  • the high-pressure fuel pump has a driven by the internal combustion engine in a lifting pump piston, which limits a pump working space.
  • the fuel injection valve has a pressure chamber connected to the pump working chamber and an injection valve member, by which at least one injection opening is controlled and which is movable by the pressure prevailing in the pressure chamber against a closing force in the opening direction for releasing the at least one injection opening.
  • There is provided a first electrically operated control valve by which a connection of the pump working space is controlled with a discharge space.
  • a second electrically operated control valve by which a connection of a control pressure chamber is controlled with a discharge space.
  • the injection valve member is by the im Control pressure prevailing pressure applied at least indirectly in a closing direction and the control pressure chamber is connected to the pump working space.
  • the first control valve is closed and the second control valve is opened, so that no high pressure can build up in the control pressure chamber and can open the fuel injection valve.
  • the second control valve With the second control valve open, however, fuel flows out of the pump chamber via the control pressure chamber, so that the amount of fuel available for injection of the amount of fuel pumped by the pump piston is reduced and, in addition, the pressure available for injection is reduced. It follows that the efficiency of the fuel injector is not optimal.
  • the fuel injection device with the features of claim 1 has the advantage that the second control valve for fuel injection can be closed at maximum lift open injection valve member, so that no fuel quantity and fuel pressure loss occurs during injection and thus the efficiency of the fuel injector is improved.
  • the embodiment according to claim 2 allows in a simple manner that on the sealing surface of the injection valve member, if this is opened only with a partial stroke, due to the small flow area and the throttling effect caused thereby only a smaller force in the opening direction acts as when opened with maximum stroke injection valve member when the throttle effect is lower because of the larger flow area and thus the pressure and the force acting in the opening direction is greater.
  • the embodiment according to claim 3 allows the control of a pilot injection by the second control valve.
  • the embodiment according to claim 4 enables the control of a main injection by the second control valve.
  • the embodiment according to claim 5 allows the control of the pressure profile during a main injection through the second control valve.
  • FIG. 1 shows a fuel injection device for an internal combustion engine in a schematic representation
  • Figure 2 is a designated II section of the fuel injection device in an enlarged view
  • Figure 3 is a curve of a pressure at injection openings of a fuel injection valve of the fuel injection device.
  • FIGS. 1 and 2 show a fuel injection device for an internal combustion engine of a motor vehicle.
  • the internal combustion engine is preferably a self-igniting internal combustion engine.
  • the fuel injection device is preferably designed as a so-called pump-nozzle unit and has for each cylinder of the internal combustion engine each have a high-pressure fuel pump 10 and a connected thereto Fuel injection valve 12, which form a common structural unit.
  • the fuel injector may be formed as a so-called pump-line-nozzle system in which the high-pressure fuel pump and the fuel injection valve of each cylinder are arranged separately from each other and connected to each other via a line.
  • the high-pressure fuel pump 10 has a pump body 14 with a cylinder bore 16 in which a pump piston 18 is tightly guided, which is driven at least indirectly by a cam 20 of a camshaft of the internal combustion engine against the force of a return spring 19 in a lifting movement.
  • the pump piston 18 defines in the cylinder bore 16 a pump working chamber 22, in which the delivery stroke of the pump piston 18 compresses fuel under high pressure.
  • the pump working chamber 22 is supplied with fuel from a fuel tank 24 of the motor vehicle.
  • the fuel injection valve 12 has a valve body 26 connected to the valve body 14, which may be formed in several parts, and in which an injection valve member 28 is guided longitudinally displaceably in a bore 30.
  • the valve body 26 At its end region facing the combustion chamber of the cylinder of the internal combustion engine, the valve body 26 has at least one, preferably a plurality of injection openings 32.
  • the injection valve member 28 has, at its end region facing the combustion chamber, an approximately conical sealing surface 34, for example, which cooperates with a valve seat 36 formed in the valve body 26 in its end region facing the combustion chamber, from or after which the injection openings 32 are discharged.
  • annular space 38 is present between the injection valve member 28 and the bore 30 to the valve seat 36, which faces away in its valve seat 36 End region passes through a radial extension of the bore 30 in a surrounding the injection valve member 28 pressure chamber 40.
  • the injection valve member 28 has at the level of the pressure chamber 40 by a cross-sectional reduction on a pressure shoulder 42.
  • a prestressed closing spring 44 At the end remote from the combustion chamber of the injection valve member 28 engages a prestressed closing spring 44, through which the injection valve member 28 is pressed to the valve seat 36.
  • the closing spring 44 is arranged in a spring chamber 46 of the valve body 26, which adjoins the bore 30.
  • a further bore 48 in which a control piston 50 is guided tightly, which is connected to the injection valve member 28.
  • the bore 48 forms a control pressure chamber 52, which is limited by the control piston 50 as a movable wall.
  • the control piston 50 has a cross-sectional area which is smaller than the cross-sectional area of the injection valve member 28 in the area guided in the bore 30.
  • the control piston 50 is connected to the injection valve member 28 via a piston rod 51 of smaller diameter.
  • the control piston 50 may be formed integrally with the injection valve member 28, but is preferably connected to the injection valve member 28 as a separate part for reasons of assembly.
  • a channel 60 leads to the pressure chamber 40 of the fuel injection valve 12.
  • a channel 62 leads to the control pressure chamber 52.
  • a channel 64 which connects forms a discharge space, as the at least indirectly can serve the fuel tank 24 or another area in which a low pressure prevails.
  • a connection 66 leads to a relief space 24, which is controlled by a first electrically actuated control valve 68.
  • the control valve 68 may be formed as shown in Figure 1 as a 2/2-way valve.
  • connection 64 of the control pressure chamber 52 with the relief chamber 24 is controlled by a second electrically operated control valve 70, which may be formed as a 2/2-way valve.
  • a throttle point 63 may be provided and in the connection of the control pressure chamber 52 with the discharge chamber 24, a throttle point 71 may be provided.
  • the control valves 68,70 may comprise an electromagnetic actuator or a piezoelectric actuator and are controlled by an electronic control device 72.
  • the pressure prevailing in the control pressure chamber 52 pressure cross-sectional area of the control piston 50 is dimensioned such that when the second control valve 70 is closed when the control pressure chamber 52 is separated from the discharge chamber 24 and the delivery stroke of the pump piston 18 in the pump working chamber 22 and thus also in the control pressure chamber 52 high pressure in addition to the force of the closing spring 44, a force acting in the closing direction on the injection valve member 28 results, which is greater than the force acting on the injection valve member 28 in the opening direction 29 when the injection valve member 28th as explained above is lifted only with a partial stroke with its sealing surface 34 from the valve seat 36. In this case, the fuel injection valve 12 is closed.
  • the injection valve member 28 When the injection valve member 28 is lifted with its maximum stroke with its sealing surface 34 from the valve seat 36, the injection valve member 28 results in a force in the opening direction 29, which is greater than that by the closing spring 44 and by the on the cross-sectional area of the control piston 50th acting pressure in the control pressure chamber 52 on the injection valve member 28 acting force in the closing direction, so that the fuel injection valve 12 can not be closed even when the second control valve 70 is closed, provided that the first control valve 68 is closed and the pump working chamber 22 thus separated from the discharge chamber 24.
  • the cross-sectional area of the control piston 50 is preferably smaller than the cross-sectional area of the injection valve member 28, which is the sum of the area of its pressure shoulder 42 and the area of its end face.
  • FIG. 4 shows the course of the pressure p at the injection openings 32 of the fuel injection valve 12 over the time t during an injection cycle.
  • this fuel is supplied from the fuel tank 24.
  • the fuel injection begins with a pilot injection, wherein the first control valve 68 is closed by the control device 72, so that the pump working chamber 22 is separated from the discharge chamber 24.
  • the second control valve 70 is also opened, so that the control pressure chamber 52 is connected to the discharge chamber 24. In this case, no high pressure can build up in the control pressure chamber 52, as this to the relief space 24 out is relieved.
  • the injection valve member 28 opens only with a partial stroke, so that only a relatively low pressure in the opening direction 29 acts on the end face.
  • the second control valve 70 is closed by the control device, so that the control pressure chamber 52 is separated from the discharge chamber 24.
  • the first control valve 68 remains in its closed position. High pressure builds up in the control pressure chamber 52, as in the pump working chamber 22, so that a large pressure force in the closing direction acts on the control piston 50. Since due to the partial lift of the injection valve member 28 acts on this only a small force in the opening direction 29, which is less than the sum of the force of the closing spring 44 and the pressure force on the control piston 50 closes the fuel injection valve 12.
  • the pilot injection corresponds to one in Figure 3 with I. designated injection phase.
  • the second control valve 70 is opened by the control device 72.
  • the fuel injection valve 12 then opens due to the reduced pressure force on the control piston 50 and the injection valve member 28 moves over its maximum opening stroke.
  • the second control valve 70 can be closed by the control device 72, so that the control pressure chamber 52 is separated from the discharge chamber 24.
  • the time at which the second control valve 70 is closed by the control device 72 is preferably varied depending on operating parameters of the internal combustion engine, in particular depending on the rotational speed. It may be provided that at low speed, the second control valve 70 is closed by the controller 72 at an early stage and with increasing speed, the second control valve 70 is closed by the controller 72 at a later time. As a result, the maximum pressure in the fuel injection can be limited at high speeds.
  • the first control valve 68 is brought by the controller 72 in its open switching position, so that the pump chamber 22 is connected to the discharge chamber 24 and the injection valve member 28 in the opening direction 29 only a small pressure force acts and the fuel injection valve 12 conditionally the force of the closing spring 44 closes.

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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 (5)

  1. Installation d'injection de carburant pour un moteur à combustion comportant une pompe à carburant à haute pression (10) et un injecteur (12) relié à celle-ci, pour chaque cylindre du moteur,
    la pompe à haute pression de carburant (10) ayant un piston de pompe (18) entraîné en translation par le moteur à combustion, ce piston délimitant une chambre de travail de pompe (22) et recevant le carburant d'un réservoir (24),
    l'injecteur (12) ayant une chambre de pression (40) reliée à la chambre de travail (22) de la pompe et une aiguille d'injecteur (28) qui commande au moins un trou d'injection (32), cette aiguille ayant une surface de pression (42) sollicitée dans le sens de l'ouverture (29) par la pression régnant dans la chambre de pression (40) et étant déplacée contre la force de fermeture dans le sens de l'ouverture (29) pour libérer au moins un trou d'injection (32),
    une première vanne de commande (68) qui commande la liaison (66) entre la chambre de travail (22) de la pompe et une chambre de décharge (24), et une seconde vanne de commande (70) qui commande la liaison (64) entre la chambre de pression de commande (52) de l'injecteur et la chambre de décharge (24),
    l'aiguille d'injecteur (28) étant sollicitée au moins indirectement dans le sens de la fermeture par la pression régnant dans la chambre de commande (52), alors que la chambre de pression de commande (52) est reliée à la chambre de travail (22) de la pompe,
    caractérisée en ce que
    la chambre de pression de commande (52) comporte un piston de commande (50) agissant sur l'aiguille d'injecteur (28), ce piston ayant une surface soumise à la pression régnant dans la chambre de pression de commande (52), cette surface étant définie pour que lorsque la seconde vanne de commande (70) est fermée, lorsque la chambre de pression de commande (52) est coupée de la chambre de décharge (24), la force agissant sur le piston de commande (50) lorsque l'injecteur (5) est ouvert seulement pour une course partielle de l'aiguille d'injecteur (28), soit suffisante pour fermer l'injecteur (12), et lorsque l'injecteur (12) est ouvert pour la course maximale de l'aiguille d'injecteur (28), la force ne soit pas suffisante pour fermer l'injecteur (12).
  2. Installation d'injection de carburant selon la revendication 1,
    caractérisée en ce que
    l'aiguille d'injecteur (28) présente une surface d'étanchéité (34) coopérant avec un siège de soupape (36) pour commander au moins un trou d'injection (32), et lorsque l'injecteur (12) est ouvert, on a entre la surface d'étanchéité (34) et le siège de soupape (36), une section de passage (37) entre la chambre de pression (40) et au moins un trou d'injection (32), et
    lorsque l'injecteur (12) est ouvert, la surface frontale de l'aiguille d'injecteur (28) est sollicitée dans la direction d'ouverture (29) en plus de la surface de pression (42) et
    en fonction de la course de l'aiguille d'injecteur (28) il y a étranglement du carburant qui passe dans la section de passage (37).
  3. Installation d'injection de carburant selon les revendications 1 ou 2,
    caractérisée en ce que
    la première vanne de commande (68) est fermée pour une pré-injection de carburant par l'installation de commande (72) et la seconde vanne de commande (70) est ouverte de sorte que la chambre de travail (22) de la pompe est séparée de la chambre de décharge (24) et la chambre de pression de commande (52) est reliée à la chambre de décharge (24),
    lors de la pré-injection, l'injecteur n'est ouvert que pour une course partielle de l'aiguille d'injecteur (28), et
    la pré-injection se termine par la fermeture de la seconde vanne (70) par l'installation de commande (72) de sorte que la chambre de pression de commande (52) est séparée de la chambre de décharge (24), la première vanne de commande (68) restant fermée.
  4. Installation d'injection de carburant selon la revendication 3,
    caractérisée en ce que
    pour une injection principale de carburant faisant suite à la pré-injection, la seconde vanne de commande (70) est ouverte par l'installation de commande (72) pour que la chambre de pression de commande (52) soit reliée à la chambre de décharge (24), et
    après le début de l'injection principale, lorsque l'injecteur (12) est ouvert pour la course maximale de l'aiguille d'injecteur (28), la seconde vanne de commande (70) est fermée par l'installation de commande (72) pour que la chambre de pression de commande (52) soit coupée de la chambre de décharge (24).
  5. Installation d'injection de carburant selon la revendication 4,
    caractérisée en ce que
    l'instant auquel l'installation de commande (72) ferme la seconde vanne de commande (70) après le début de l'injection principale est commandé de manière variable suivant les paramètres de fonctionnement du moteur à combustion, notamment en fonction de sa vitesse de rotation.
EP02022360A 2001-11-08 2002-10-08 Système d'injection de carburant pour un moteur à combustion Expired - Lifetime EP1310667B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10154802A DE10154802A1 (de) 2001-11-08 2001-11-08 Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10154802 2001-11-08

Publications (3)

Publication Number Publication Date
EP1310667A2 EP1310667A2 (fr) 2003-05-14
EP1310667A3 EP1310667A3 (fr) 2004-12-15
EP1310667B1 true EP1310667B1 (fr) 2006-09-20

Family

ID=7704991

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02022360A Expired - Lifetime EP1310667B1 (fr) 2001-11-08 2002-10-08 Système d'injection de carburant pour un moteur à combustion

Country Status (3)

Country Link
US (1) US6644281B2 (fr)
EP (1) EP1310667B1 (fr)
DE (2) DE10154802A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10160258A1 (de) * 2001-12-07 2003-06-18 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
US7191762B2 (en) * 2002-03-26 2007-03-20 Volvo Lastvagnar Ab Fuel injection system
DE10323177A1 (de) * 2003-05-22 2004-12-09 Robert Bosch Gmbh Kraftstoffeinspritzsystem für Brennkraftmaschinen
DE102004053421A1 (de) * 2004-11-05 2006-05-11 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung
DE102012012420A1 (de) * 2012-06-25 2014-01-02 L'orange Gmbh Injektor und Kraftstoffeinspritzeinrichtung mit einem solchen
DE102013019361A1 (de) * 2013-11-19 2015-05-21 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine, insbesondere für einen Kraftwagen
GB2590365A (en) * 2019-12-09 2021-06-30 Rklab Ag Injector apparatus

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5230613A (en) * 1990-07-16 1993-07-27 Diesel Technology Company Common rail fuel injection system
JP3700981B2 (ja) * 1995-08-29 2005-09-28 いすゞ自動車株式会社 蓄圧式燃料噴射装置
JPH09209867A (ja) * 1996-02-07 1997-08-12 Mitsubishi Motors Corp 燃料噴射装置
GB9616521D0 (en) * 1996-08-06 1996-09-25 Lucas Ind Plc Injector
FI101739B (fi) * 1996-08-16 1998-08-14 Waertsilae Nsd Oy Ab Ruiskutusventtiilijärjestely
JP3653882B2 (ja) * 1996-08-31 2005-06-02 いすゞ自動車株式会社 エンジンの燃料噴射装置
JP2001510265A (ja) * 1997-07-16 2001-07-31 キュマン ワルツィラ ソシエテ アノニム ディーゼルエンジン用燃料噴射装置
DE19816316A1 (de) * 1998-04-11 1999-10-14 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
DE19826791A1 (de) * 1998-06-16 1999-12-23 Bosch Gmbh Robert Ventilsteuereinheit für ein Kraftstoffeinspritzventil
GB9820237D0 (en) 1998-09-18 1998-11-11 Lucas Ind Plc Fuel injector
DE19939421A1 (de) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Kombiniertes hub-/druckgesteuertes Kraftstoffeinspritzverfahren und -system für eine Brennkraftmaschine
DE19951964A1 (de) * 1999-10-28 2001-05-03 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
GB2367588B (en) * 2000-03-31 2004-11-10 Mitsubishi Motors Corp Accumulator fuel-injection apparatus

Also Published As

Publication number Publication date
US20030089340A1 (en) 2003-05-15
EP1310667A2 (fr) 2003-05-14
DE50208194D1 (de) 2006-11-02
DE10154802A1 (de) 2003-05-22
US6644281B2 (en) 2003-11-11
EP1310667A3 (fr) 2004-12-15

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