EP1318293B1 - Système d'injection de carburant pour moteur à combustion interne - Google Patents

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

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Publication number
EP1318293B1
EP1318293B1 EP02023348A EP02023348A EP1318293B1 EP 1318293 B1 EP1318293 B1 EP 1318293B1 EP 02023348 A EP02023348 A EP 02023348A EP 02023348 A EP02023348 A EP 02023348A EP 1318293 B1 EP1318293 B1 EP 1318293B1
Authority
EP
European Patent Office
Prior art keywords
pump
control
fuel injection
fuel
pressure
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
EP02023348A
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German (de)
English (en)
Other versions
EP1318293A2 (fr
EP1318293A3 (fr
Inventor
Friedrich Boecking
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 EP1318293A2 publication Critical patent/EP1318293A2/fr
Publication of EP1318293A3 publication Critical patent/EP1318293A3/fr
Application granted granted Critical
Publication of EP1318293B1 publication Critical patent/EP1318293B1/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
    • 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
    • F02M45/02—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
    • 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
    • F02M45/06—Pumps peculiar thereto
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift

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 characterized by the EP 0 987 431 A2 known.
  • 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 port is controlled and which is acted upon by the pressure prevailing in the pressure chamber against a closing force in the opening direction to release the at least one injection port.
  • 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 control pressure chamber By a control piston, a control pressure chamber is limited, wherein the control piston acts from the pressure prevailing in the control pressure chamber pressure in the closing direction acts on the injection valve member.
  • the Control pressure chamber has a controlled by a second electrically operated control valve connection 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 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.
  • 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 pumped by the pump piston fuel quantity is reduced and also the pressure available for the injection pressure is reduced.
  • the fuel injection device has the advantage that due to the connection of the control pressure chamber with the limited by the second pump piston working space at the fuel injection open second control valve and thus opened fuel injection valve no fuel flows out of the pump working space and thus the entire through the pump fuel delivered and the pressure generated by the first pump piston in the pump working chamber is available for the fuel injection unabated.
  • the embodiment according to claim 2 allows a space-saving arrangement of the second pump piston.
  • the embodiment according to claim 3 allows easy entrainment of the second pump piston after the initial stroke of the first pump piston.
  • FIG. 1 shows a fuel injection device for an internal combustion engine in a longitudinal section in a simplified representation with pump piston in a first stroke position
  • Figure 2 shows a detail II of the fuel injection device with pump piston in a second stroke position
  • Figure 3 shows the pressure profile at injection ports of a fuel injection valve of the fuel injection device during an injection cycle.
  • 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 in each case a high-pressure fuel pump 10 and a fuel injection valve 12 connected thereto, 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 first pump piston 18 is tightly guided, which is at least indirectly driven by a cam 20 of a camshaft of the engine against the force of a return spring 19 in a reciprocating motion.
  • the first 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 connected to the pump body 14 valve body 26 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 toward the valve seat 36, which merges in its end region remote from the valve seat 36 by a radial widening of the bore 30 into a pressure chamber 40 surrounding the injection valve member 28.
  • 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 28th is pressed toward 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.
  • a control pressure chamber 52 is limited by the control piston 50 as a movable wall on the spring chamber 46 side facing away.
  • the closing spring 44 is supported at least indirectly, for example via a spring plate, on the control piston 50. It may alternatively be provided that the closing spring 44 is fixedly supported in the spring chamber 46 and that the control piston 50 is at least indirectly supported on the injection valve member 28, for example via a projecting into the spring chamber 46 piston rod.
  • the bore 48 faces away from the spring chamber 46 has a portion 49 with a smaller diameter, wherein the control piston 50 is pressed by the force of the closing spring 44 against an annular shoulder 51 formed at the transition of the bore 48 to the section 49, if in the control pressure chamber 52, a low pressure prevails.
  • the control pressure chamber 52 has a connection 54 to a low pressure region, as used for example the fuel tank 24. In the connection 54, a check valve 56 opening toward the control pressure chamber 52 is arranged.
  • the high-pressure fuel pump 10 has a second pump piston 60 which is hollow-cylindrical in shape and through which the first pump piston 18 passes.
  • the second pump piston 60 is in a pump working chamber 22 facing away from, in the outer diameter relative to the region of the cylinder bore 16 in which the first pump piston 18 is tightly guided, enlarged portion 116 of the cylinder bore 16 in its outer jacket facing out.
  • the first Pump piston 18 passes through the second pump piston 60 with little play and is displaceable relative to the second pump piston 60.
  • the pump working space 22 faces away from a reduced diameter section 216 of the cylinder bore 16.
  • a return spring 64 is clamped by the second pump piston 60 away from the pump working chamber 22 to an annular shoulder formed at the transition from section 116 to section 216 of the cylinder bore 16 is pressed down.
  • the return spring 64 is arranged in the working space 66.
  • the working space 66 has a connection 67 with the control pressure chamber 52.
  • the first pump piston 18 is stepped in diameter and has a passing through the second pump piston 60 and in the cylinder bore 16 tightly guided area 118 with a smaller diameter and a cam 20 arranged towards the area 218 of larger diameter. At the transition between the regions 118 and 218, an annular shoulder 68 facing the second pump piston 60 is formed on the first pump piston 18.
  • the cam 20 facing the end portion 316 of the cylinder bore 16 is increased according to the diameter of the portion 218 of the first pump piston 18 in diameter relative to the portion 216 of the cylinder bore 16 so that the first pump piston 18 is guided with its portion 218 in the end portion 316 of the cylinder bore 16 ,
  • the between the first pump piston 18 with its annular shoulder 68 and the second pump piston 60 in the portion 216 of the cylinder bore sixteenth limited space 70 has a connection 71 with a low pressure region, as the example, at least indirectly, the fuel tank 24 may serve.
  • the first pump piston 18 is driven by the cam 20 in a lifting movement, wherein the pump piston 18, starting from an outer dead center, in which it protrudes furthest out of the cylinder bore 16 against the force of the return spring 19 to an inner dead center, in which this on farthest immersed in the cylinder bore 16 is moved.
  • this is arranged with its annular shoulder 68 at a distance a from the second pump piston 60, so that over a Wegsshub a starting from the outer dead center, only the first pump piston 18 is moved.
  • the second pump piston 60 remains effected by the return spring 64 in contact with the annular shoulder 65 in the section 116 of the cylinder bore 16.
  • a channel 74 leads to the pressure chamber 40 of the fuel injection valve 12. From the pump working chamber 22 or from the channel 74 performs a connection 76 to a discharge space, as at least indirectly the fuel tank 24 or another low pressure area can serve.
  • the connection 76 is controlled by a first electrically operated control valve 78.
  • the control valve 78 may be formed as shown in Figure 1 as a 2/2-way valve.
  • the control pressure chamber 52 has a connection 80 with a discharge chamber, which in turn can serve the fuel tank 24 or another low-pressure region, which is controlled by a second electrically operated control valve 82, which may be formed as a 2/2-way valve.
  • a throttle point 69 In the connection 67 of the control pressure chamber 52 to the working space 66 is preferably a throttle point 69 and in the connection 80 of the control pressure chamber 52 to the discharge chamber 24 is preferably a throttle point 81 is provided.
  • the throttle points 69,81 By the throttle points 69,81, the inflow of fuel into the control pressure chamber 52 and the outflow of fuel from the control pressure chamber 52 can be adjusted.
  • the control valves 78, 82 may have an electromagnetic actuator or a piezoactuator and are actuated by an electronic control device 84.
  • the control valves 78, 82 may each have their own actuator or a common actuator 86, which actuates both control valves 78, 82 via a bridge 87 in each case against the force of a restoring spring.
  • a first stroke of the actuator 86 only the first control valve 78 is switched from an open to a closed position.
  • the second control valve 82 is switched from a closed to an open position, while the first control valve 78 remains in its closed position.
  • a spring can be arranged between the bridge 87 and the first control valve 78, which spring is suppressed during the further stroke of the actuator 86.
  • the first control valve 78 is preferably pressure compensated.
  • the injection valve member 28 moves in the opening direction 29th and releases the at least one injection port 32.
  • the first pump piston 18 has passed through the initial stroke a
  • the second pump piston 60 is also moved through this and an increase in pressure takes place in the working chamber 66 and in the control pressure chamber 52
  • the control piston 50 is moved into the spring chamber 46, whereby the bias of the closing spring 44 and thus the force acting on the injection valve member 28 closing force is increased.
  • the fuel injection valve 12 closes due to the increased closing force on the injection valve member 28.
  • the first control valve 78 is opened to complete the pilot injection, so that the pump working chamber 22 and the pressure chamber 40 are relieved.
  • FIG. 3 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.
  • the first injection phase corresponds to a pre-injection of a small amount of fuel designated by I in FIG.
  • the second control valve 82 is opened by the control device 84 in that the actuator 86 effects a further stroke.
  • the first control valve 78 remains closed, so that in the pump working chamber 22 there is high pressure.
  • the second control valve 82 is open, the control pressure chamber 52 is relieved, so that the control piston 50 moves back into its outer stroke position in contact with the annular shoulder 51 and the bias of the closing spring 44 is reduced.
  • the pressure prevailing in the pressure chamber 40 then opens the injection valve member 28 and there is a fuel injection. From the second pump piston 60 from the working space 66 displaced fuel flows through the opened second control valve 82 into the discharge chamber 24 from.
  • the second control valve 82 is brought by the controller 84 in its closed switching position by the actuator 86 executes a lower stroke.
  • the control pressure chamber 52 is then separated from the discharge chamber 24 and in this high pressure builds up as in the working space 66, by which the control piston 50 is displaced and the bias of the closing spring 44 is increased, so that the fuel injection valve closes.
  • the second control valve 82 is opened again by the control device 84 so that the fuel injection valve 12 opens as a result of the relief of the control pressure chamber 52.
  • the second control valve 82 is closed and / or the first control valve 78 is opened.

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

Claims (6)

  1. Installation d'injection de carburant d'un moteur à combustion interne comportant
    une pompe à haute pression de carburant (10) et un injecteur de carburant (12) relié à cette pompe, pour chaque cylindre du moteur à combustion interne,
    la pompe à haute pression de carburant (10) ayant un premier piston de pompe (18) entraîné dans son mouvement de translation par le moteur à combustion interne et délimitant une chambre de travail de pompe (22) recevant le carburant d'un réservoir de carburant (24),
    l'injecteur (12) ayant une chambre de pression (40) reliée à la chambre de travail de pompe (22) et un organe d'injecteur (28) qui commande au moins un orifice d'injection (32), cet organe étant sollicité par la pression régnant dans la chambre de pression (40) contre la force de fermeture, dans la direction d'ouverture (29) pour libérer au moins un orifice d'injection (32),
    une première soupape de commande (78) électrique, commandant une liaison (76) de la chambre de travail de pompe (22) à une chambre de décharge (24), et
    une seconde soupape de commande (82), électrique, commandant une liaison (80) de la chambre de pression de commande (52) à la chambre de décharge (24),
    la chambre de pression de commande (52) étant délimitée par un piston de commande (50) sollicité par la pression régnant dans la chambre de pression de commande (52) pour agir au moins indirectement sur l'organe d'injecteur (28) dans le sens de sa fermeture,
    caractérisée en ce que
    la pompe à haute pression de carburant (10) comporte un second piston de pompe (60) contre lequel s'appuie le premier piston de pompe (18) après une course de début de refoulement (a) de façon que le second piston de pompe (60) effectue également une course de refoulement, et le second piston de pompe (60) délimite une chambre de travail (66) reliée à la chambre de pression de commande (52).
  2. Installation d'injection de carburant selon la revendication 1,
    caractérisée en ce que
    le second piston de pompe (60) est un cylindre creux et le premier piston de pompe (18) traverse le second piston de pompe (60).
  3. Installation d'injection de carburant selon la revendication 2,
    caractérisée en ce que
    le premier piston de pompe (18) à diamètre étagé arrive en appui par un épaulement annulaire (68) formé à la transition des diamètres, après le début de course de refoulement (a) pour venir en appui contre le second piston de pompe (60).
  4. Installation d'injection de carburant selon l'une des revendications 1 à 3,
    caractérisée en ce que
    la force de fermeture appliquée à l'organe d'injecteur (28) est exercée par un ressort de fermeture (44) qui s'appuie au moins indirectement contre le piston de commande (50).
  5. Installation d'injection de carburant selon l'une des revendications précédentes,
    caractérisée en ce que
    les deux soupapes de commande (78, 82) sont actionnées par un actionneur commun (86).
  6. Installation d'injection de carburant selon l'une des revendications précédentes,
    caractérisée en ce que
    pour une course de refoulement des deux pistons de pompe (18, 60) pour une injection de carburant, la première soupape de commande (78) étant fermée, la seconde soupape de commande (82) s'ouvre pour décharger la chambre de pression de commande (52), et
    pour une interruption ou une terminaison de l'injection de carburant, on ferme la seconde soupape de commande (82) lorsque la première soupape de commande (78) est fermée de façon à faire régner dans la chambre de commande de pression (52) en la reliant à la chambre de travail (66) une haute pression qui ferme l'injecteur de carburant (12) par le piston de commande (50).
EP02023348A 2001-12-07 2002-10-18 Système d'injection de carburant pour moteur à combustion interne Expired - Lifetime EP1318293B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10160258A DE10160258A1 (de) 2001-12-07 2001-12-07 Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10160258 2001-12-07

Publications (3)

Publication Number Publication Date
EP1318293A2 EP1318293A2 (fr) 2003-06-11
EP1318293A3 EP1318293A3 (fr) 2006-03-22
EP1318293B1 true EP1318293B1 (fr) 2007-08-29

Family

ID=7708447

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02023348A Expired - Lifetime EP1318293B1 (fr) 2001-12-07 2002-10-18 Système d'injection de carburant pour moteur à combustion interne

Country Status (3)

Country Link
US (1) US6688541B2 (fr)
EP (1) EP1318293B1 (fr)
DE (2) DE10160258A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10233101A1 (de) * 2002-07-20 2004-01-29 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
US20070007363A1 (en) * 2005-07-04 2007-01-11 Hitachi, Ltd. Fuel injection valve
DE102006026644A1 (de) * 2006-06-08 2007-12-13 Robert Bosch Gmbh Piezoelektrischer Aktor
FI122557B (fi) * 2009-04-02 2012-03-30 Waertsilae Finland Oy Mäntämoottorin polttoaineenruiskutusjärjestely
FI124743B (fi) * 2012-10-18 2015-01-15 Wärtsilä Finland Oy Polttoaineen ruiskutusjärjestely

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4004610A1 (de) * 1989-04-21 1990-10-25 Bosch Gmbh Robert Kraftstoffeinspritzanlage, insbesondere pumpeduese, fuer brennkraftmaschinen
GB9614822D0 (en) * 1996-07-13 1996-09-04 Lucas Ind Plc Injector
DE29712502U1 (de) * 1997-07-15 1997-09-18 FEV Motorentechnik GmbH & Co. KG, 52078 Aachen Elektromagnetischer Aktuator mit Gehäuse
GB9812901D0 (en) * 1998-06-15 1998-08-12 Lucas Ind Plc Fuel injector
GB9820237D0 (en) 1998-09-18 1998-11-11 Lucas Ind Plc Fuel injector
DE19940294A1 (de) * 1999-08-25 2001-03-01 Bosch Gmbh Robert Kraftstoffeinspritzventil
DE10042309B4 (de) * 2000-08-29 2005-04-21 Robert Bosch Gmbh Zumessventil
DE10055269B4 (de) * 2000-11-08 2005-10-27 Robert Bosch Gmbh Druckgesteuerter Injektor mit Druckübersetzung
DE10154802A1 (de) * 2001-11-08 2003-05-22 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10155406A1 (de) * 2001-11-10 2003-05-22 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine

Also Published As

Publication number Publication date
DE50210802D1 (de) 2007-10-11
EP1318293A2 (fr) 2003-06-11
EP1318293A3 (fr) 2006-03-22
US20030106948A1 (en) 2003-06-12
DE10160258A1 (de) 2003-06-18
US6688541B2 (en) 2004-02-10

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