EP1370764A1 - Procede pour injecter du carburant dans les chambres de combustion d'un moteur a combustion interne et systeme d'injection de carburant destine a un tel moteur - Google Patents

Procede pour injecter du carburant dans les chambres de combustion d'un moteur a combustion interne et systeme d'injection de carburant destine a un tel moteur

Info

Publication number
EP1370764A1
EP1370764A1 EP02727441A EP02727441A EP1370764A1 EP 1370764 A1 EP1370764 A1 EP 1370764A1 EP 02727441 A EP02727441 A EP 02727441A EP 02727441 A EP02727441 A EP 02727441A EP 1370764 A1 EP1370764 A1 EP 1370764A1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
injection
injector
accumulators
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.)
Granted
Application number
EP02727441A
Other languages
German (de)
English (en)
Other versions
EP1370764B1 (fr
Inventor
Günther Schmidt
Albert Kloos
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen 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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP1370764A1 publication Critical patent/EP1370764A1/fr
Application granted granted Critical
Publication of EP1370764B1 publication Critical patent/EP1370764B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00Other 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
    • F02M63/02Fuel-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
    • F02M63/0205Fuel-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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/0215Fuel-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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by draining or closing fuel conduits
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025Common rails
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00Other 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
    • F02M63/02Fuel-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
    • F02M63/0225Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/31Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations

Definitions

  • the invention relates to a method for injecting fuel into the combustion chambers of an internal combustion engine according to the preamble of claim 1. Furthermore, the invention relates to a fuel injection system for an internal combustion engine according to the preamble of claim 8.
  • a type of fuel injection has increasingly been used in which a common supply and storage line (common rail) is pressurized with fuel by means of a high-pressure pump under high pressure and from this the fuel under high pressure via a respective high-pressure line of a number each comprising an injection valve
  • Fuel injectors is supplied. The beginning and end of the injection of the fuel into the combustion chambers of the internal combustion engine are controlled by opening and closing the injection valves provided in the fuel injectors.
  • a high-pressure accumulator having a specific fuel storage volume can be provided in each of the high-pressure lines leading to the fuel injectors.
  • Such a type of fuel injection is known for example from DE 197 12 135 C1.
  • the increasingly stringent requirements with regard to limiting pollutant emissions from internal combustion engines tend to necessitate ever higher injection pressures.
  • the maximum permissible pressure in a fuel injection system of the type mentioned with regard to the material load is given by the peak pressures occurring in the system.
  • the highest pressure peaks occur in the fuel injector at the end of the injection.
  • the reason for this is the so-called stagnation or surf pressure, which occurs when the injection valve is closed and can be up to 400 bar above the system pressure.
  • the system pressure of the fuel injection system has to be designed up to the aforementioned 400 bar lower than the maximum pressure that can be tolerated with regard to the material load.
  • the object of the invention is to provide an improved method for injecting fuel into the combustion chambers of an internal combustion engine, and an improved fuel injection system for an internal combustion engine.
  • the object is achieved by the fuel injection method specified in claim 1 or by the fuel injection system specified in claim 8.
  • the invention provides a method for injecting fuel into the combustion chambers of an internal combustion engine, in particular a diesel engine, by means of a fuel injector comprising a number of in each case an injection valve and a fuel supplying the individual fuel injectors via high pressure lines with fuel under high pressure and in turn via a high pressure pump created under high pressure fueled common supply and storage line containing fuel injection system in which the beginning and end of the injection of the fuel into the combustion chambers is controlled by opening and closing the injection valves of the fuel injectors.
  • a defined reduction in the fuel pressure prevailing in the fuel injector takes place during the injection, so that the pressure rising in the fuel injector at the end of the injection due to the dynamic pressure when the injection valve closes does not exceed a predetermined value.
  • the defined lowering of the fuel pressure in the fuel injector is preferably carried out to such a value that the pressure rising in the fuel injector at the end of the injection due to the dynamic pressure when the injection valve closes at the end of the injection does not exceed the fuel pressure prevailing at the start of the injection in the fuel injector, in particular the system pressure PO.
  • the supply of the fuel from the common inlet and storage line to the Fuel injectors take place via one or more, in particular two, high-pressure accumulators provided in the high-pressure lines leading to the fuel injectors and having a specific fuel storage volume, and that the defined lowering of the fuel pressure prevailing in the fuel injector by limiting the inflow of fuel into the from the common inlet and storage line high-pressure lines carrying the high-pressure accumulators.
  • the high-pressure accumulator closer to the injector is preferably designed with a smaller volume than the one located further upstream.
  • At least one high-pressure accumulator, preferably the larger one, is assigned a quantity limiting valve, which is preferably located downstream of the respective high-pressure accumulator.
  • the afterflow of the fuel is limited by in the common inlet and
  • the afterflow of the fuel is limited by dimensioning the diameter D2 of the high-pressure lines leading from the common inlet and storage line to the high-pressure accumulators.
  • An advantage of the injection method according to the invention is that it is possible to work with a high injection pressure at the start of the injection without causing an inadmissible material overload in the fuel injector.
  • the invention provides a fuel injection system for an internal combustion engine, in particular a diesel engine, which has a number of fuel injectors each comprising an injection valve and a common inlet supplying the individual fuel injectors with fuel under high pressure and in turn being pressurized with fuel via a high pressure pump - and storage line, as well as one or more, in particular two, provided in the high pressure lines leading to the fuel injectors contains certain high-pressure accumulators having fuel storage volume, the start and end of the injection of the fuel into the combustion chambers being controlled by opening and closing the injection valves of the fuel injectors.
  • the fuel storage volume of the high-pressure accumulator and the flow resistance of the high-pressure lines leading from the common inlet and storage line to the individual high-pressure accumulators are dimensioned taking into account the maximum injection quantity and duration so that at the end due to the dynamic pressure when the injection valve closes the injection pressure in the fuel injector does not exceed a predetermined value.
  • the fuel storage volume of the high-pressure accumulators and the flow resistance of the high-pressure lines leading to the high-pressure accumulators are preferably dimensioned such that the pressure rising in the fuel injector at the end of the injection when the injection valve closes at the end of the injection does not affect the fuel pressure prevailing in the fuel injector at the start of the injection, in particular the system pressure PO exceeds.
  • the flow resistance of the high-pressure lines leading from the common inlet and storage line to the high-pressure accumulators is determined by throttling points.
  • the flow resistance of the high-pressure lines leading from the common inlet and storage line to the high-pressure accumulators is determined by their diameter D2.
  • Figure 1 is a schematic block diagram of part of a fuel injection system according to an embodiment of the invention.
  • Figure 2 is a schematic cross-sectional view showing the part of a fuel injector comprising the injector
  • FIG. 3 is a diagram illustrating the pressure conditions prevailing in the fuel injector during an injection process for a conventional fuel injection
  • Figure 4 is a diagram showing the pressure conditions prevailing in the fuel injector during the injection process according to an embodiment of the invention.
  • reference numeral 5 denotes one of typically a plurality of fuel injectors for injecting fuel into the combustion chambers of an internal combustion engine, in particular one
  • the fuel injectors 5 are controlled by means of a control unit (not shown in FIG. 1) in such a way that an amount of fuel optimally matched to the speed and load condition of the internal combustion engine is injected.
  • a control unit not shown in FIG. 1
  • the fuel is first supplied to a common inlet and storage line 1 by means of one or more high-pressure pumps 6, from which branch high-pressure lines 2, 4a, 4b serving to supply the individual fuel injectors 5 branch off.
  • One or more high-pressure accumulators 3a, 3b are provided in the high-pressure lines 2, 4a, 4b leading to the fuel injectors 5.
  • the part of the high-pressure line leading from the common inlet and storage line 1 to the high-pressure accumulator 3a is identified by the reference symbol 2, whereas the sections of the high-pressure line leading from the high-pressure accumulators 3a, 3b to the fuel injector 5 bear the reference symbols 4a and 4b.
  • the high-pressure accumulators 3a and 3b are assigned quantity limiting valves 14a and 14b, which are preferably downstream of the high-pressure accumulators 3a, 3b, but can also be upstream.
  • the high-pressure accumulators 3a, 3b act as oil-elastic accumulators
  • Fuel storage volume under the high pressure supplied by the common supply and storage line 6 fuel is supplied for supply to the fuel injectors 5.
  • the common inlet and storage line 1 also typically has the function of an oil-elastic store, in which the fuel acted upon under the high pressure supplied by the high-pressure pump 6 is kept available for further distribution to the high-pressure stores 3a, 3b via the high-pressure lines 2, 4a, 4b.
  • FIG. 2 shows a part of the injector housing 7 of the fuel injector 5, which projects into the combustion chamber of the internal combustion engine and contains an injection nozzle 13, via which the fuel is injected into the combustion chamber.
  • an injection valve is formed, which is formed by the tip 9 of a nozzle needle 8, which is longitudinally displaceably mounted in the fuel injector 5 in a known manner, and a nozzle needle seat 10 which interacts with the nozzle needle tip 9.
  • the injection valve 9, 10 is opened, fuel which is located in a vestibule 11 and is supplied to the fuel injector 5 under high pressure via the high-pressure line 4a, 4b is released for injection via the injection nozzle 13.
  • the curve labeled A shows the fuel pressure prevailing in the antechamber 1 1 before the injection valve 9, 10, which is the same as the system pressure PO when the injection valve is closed;
  • the curve labeled B shows the pressure in the blind hole 12 during the injection process.
  • the beginning of the injection process, at which the injection valve 9, 10 begins to open, is designated by TV
  • the end of the injection process, at which the injection valve 9, 10 begins to close is designated by T2.
  • curve B shows, the pressure in the blind hole 12 rises relatively quickly from the pressure 0 at the time TV to the pressure P1 at the time T1, which is almost the same as the system pressure prevailing in the antechamber 11.
  • the fuel pressure prevailing in the vestibule 11 dropped slightly against the system pressure PO at time T1 due to the fuel withdrawal.
  • the pressure in the blind hole 12 essentially corresponds to the pressure in the antechamber 11.
  • the pressure in the blind hole 12 falls from the time T2 where the pressure still essentially corresponds to the pressure in the antechamber 1 1, to the pressure 0 at the time T2 ′, at which time the injection valve 9, 10 is completely closed, that is to say the nozzle needle tip 9 rests in the nozzle needle seat 10.
  • FIG. 4 shows a corresponding diagram in which the pressure conditions prevailing in the fuel injector 5 are shown as a function of time, as in the case of occur in the fuel injection method according to the invention or in the fuel injection system according to the invention.
  • the pressure prevailing in the blind hole 12 of the fuel injector 5 is again shown by curve B
  • curve A shows the pressure prevailing in the vestibule 11.
  • the system pressure which is practically completely present in the antechamber 1 1 when the injection valve 9, 10 is closed is denoted by PO.
  • a defined reduction of the prevailing fuel pressure in the antechamber 1 1 of the fuel injector 5 from the initial pressure P1 at time T1 to the fuel pressure P2 at time T2 takes place during the injection, if that
  • the injection valve 9, 10 begins to close.
  • the fuel pressure P2 at the time T2 has such a reduced value that the pressure rising due to the dynamic pressure when the injection valve 9, 10 closes at the end of the injection does not exceed a predetermined value.
  • said defined lowering of the fuel pressure takes place to such a value that the pressure rising due to the dynamic pressure when the injection valve 9, 10 closes does not exceed the fuel pressure prevailing at the start of the injection in the fuel injector 5, in particular the system pressure PO ,
  • the fuel storage volumes of the high pressure accumulators 3a, 3b and the flow resistance of the high pressure line 2 leading from the common inlet and storage line 1 to this are dimensioned taking into account the maximum injection quantity and duration the pressure drop shown in FIG. 4 results.
  • the pressure drop is caused by the fact that the fuel can flow through the high-pressure line 2 less quickly to the high-pressure accumulators 3a, 3b and to the fuel injector 5 than it can via the injection nozzle, see FIG. 2, into the combustion chamber of the internal combustion engine is injected.
  • This limitation of the afterflow of the fuel can take place through a throttle point which is provided in the high-pressure line 2 leading from the common inlet and storage line 1 to the high-pressure accumulator 3a, or, which is preferred, by dimensioning the diameter D2 (inside diameter) of the common inlet and storage line 1 to the high pressure accumulator 3a leading high pressure line 2 and its length.
  • Throttle point or line cross-section and the high-pressure storage volumes are of course matched to the highest load, namely when the internal combustion engine is running at full load.
  • the rail pressure (system pressure) must then be selected to be the highest so that the required injection quantity can be injected within the time available.
  • the fuel pressure in the inlet and storage line 1 is reduced. Due to the limited fuel flow, a drop in the pressure in the antechamber 1 1 according to curve A according to FIG. 4 can also be observed at partial load.
  • the high-pressure accumulator 3b which is closer to the injector and, if possible, integrated in the injector, is preferably designed with a smaller volume than the high-pressure accumulator 3a located further upstream for reasons of space.
  • the smaller second high-pressure accumulator 3b mainly has a damping function due to the short distance to the nozzle holes. Due to the short connection, a rapid pressure equalization can be brought about by rapid inflow of fuel from the high-pressure accumulator 3b in front of the nozzle holes 13, which reduces the amplitude of the surf pressure.
  • the lines 4a and 4b are large
  • Cross-section designed to ensure unimpeded fuel flow.
  • the quantity limiting valves 14a, 14b serve primarily to prevent the afterflow of fuel and continuous injection in the case of needle clamps. In addition, they also have a damping function, which is brought about by the displaceable piston and the flow channels formed in the valve. The quantity limit valves have a favorable effect on the decay behavior of the pressure oscillation at the injection end.
  • the flow control valves should be installed optimally downstream, preferably at the outlet of at least the larger high-pressure accumulator 3a.

Landscapes

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

Abstract

La présente invention concerne un procédé et un système pour injecter du carburant dans les chambres de combustion d'un moteur à combustion interne. Le système d'injection comprend un certain nombre d'injecteurs de carburant (5), qui présentent chacun une soupape d'injection (9, 10), ainsi qu'une conduite d'alimentation et de stockage commune (1), qui alimente les injecteurs de carburant (5) individuels en carburant sous haute pression. Le début et la fin de l'injection de carburant dans la chambre de combustion sont commandés par l'ouverture et la fermeture de la soupape d'injection (9, 10). Selon cette invention, la pression de carburant qui règne dans l'injecteur de carburant (5) est soumise à une réduction définie au cours de l'injection, de façon que la pression qui monte dans l'injecteur de carburant (5), en raison de la pression dynamique, à la fin de l'injection, lors de la fermeture de la soupape d'injection (9, 10), ne dépasse pas une valeur prédéfinie, de préférence la pression de système d'injection de carburant.
EP02727441A 2001-03-22 2002-03-20 Procede pour injecter du carburant dans les chambres de combustion d'un moteur a combustion interne et systeme d'injection de carburant destine a un tel moteur Expired - Fee Related EP1370764B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10114252A DE10114252C2 (de) 2001-03-22 2001-03-22 Verfahren zum Einspritzen von Kraftstoff in die Brennräume einer Brennkraftmaschine, sowie Kraftstoffeinspritzsystem für eine solche
DE10114252 2001-03-22
PCT/EP2002/003053 WO2002077441A1 (fr) 2001-03-22 2002-03-20 Procede pour injecter du carburant dans les chambres de combustion d'un moteur a combustion interne et systeme d'injection de carburant destine a un tel moteur

Publications (2)

Publication Number Publication Date
EP1370764A1 true EP1370764A1 (fr) 2003-12-17
EP1370764B1 EP1370764B1 (fr) 2007-03-14

Family

ID=7678697

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02727441A Expired - Fee Related EP1370764B1 (fr) 2001-03-22 2002-03-20 Procede pour injecter du carburant dans les chambres de combustion d'un moteur a combustion interne et systeme d'injection de carburant destine a un tel moteur

Country Status (5)

Country Link
US (1) US6805102B2 (fr)
EP (1) EP1370764B1 (fr)
JP (1) JP4133340B2 (fr)
DE (2) DE10114252C2 (fr)
WO (1) WO2002077441A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FI116158B (fi) * 2002-04-08 2005-09-30 Waertsilae Finland Oy Mäntämoottorin polttoaineen syöttöjärjestelmä
EP1612405B1 (fr) * 2004-06-30 2008-11-05 C.R.F. Società Consortile per Azioni Système d'injection de carburant pour moteur à combustion interne
JP2007303314A (ja) * 2006-05-09 2007-11-22 Yanmar Co Ltd コモンレール式燃料噴射装置
US7527038B2 (en) * 2007-04-02 2009-05-05 Hitachi, Ltd Method and apparatus for attenuating fuel pump noise in a direct injection internal combustion chamber
JP5499552B2 (ja) * 2009-07-22 2014-05-21 いすゞ自動車株式会社 排気管内燃料直接噴射システム、内燃機関および排気管内燃料直接噴射システムの制御方法
EP2423498B1 (fr) * 2010-08-26 2013-09-11 Wärtsilä Schweiz AG Soupape de limitation de débit passive
DE102011005096A1 (de) * 2011-03-04 2012-09-06 Man Diesel & Turbo Se Verbrennungsmotor
WO2016055293A1 (fr) * 2014-10-06 2016-04-14 Ganser Crs Ag Système d'injection d'accumulateur pour moteurs a combustion interne
CH712276B1 (de) 2016-03-18 2020-03-13 Ganser Hydromag Speichereinspritzsystem für Verbrennungskraftmaschinen.

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Publication number Priority date Publication date Assignee Title
FR2449795B1 (fr) * 1979-02-24 1986-11-28 Huber Motorenbau Inst Systeme d'injection pour moteur a combustion interne
DE4341543A1 (de) * 1993-12-07 1995-06-08 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE4344190A1 (de) * 1993-12-23 1995-06-29 Orange Gmbh Kraftstoffeinspritzvorrichtung mit Hochdruck-Kraftstoffspeicher
DE69619949T2 (de) * 1995-12-19 2002-11-14 Nippon Soken Speicherkraftstoffeinspritzvorrichtung
DE19712135C1 (de) * 1997-03-22 1998-08-13 Mtu Friedrichshafen Gmbh Kraftstoffeinspritzsystem für eine Brennkraftmaschine
FR2786225B1 (fr) * 1998-11-24 2000-12-22 Inst Francais Du Petrole Systeme d'injection de carburant sous haute pression dans un moteur a combustion interne a injection directe
DE19938169A1 (de) * 1999-08-16 2001-03-01 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE19939418A1 (de) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE19939420B4 (de) * 1999-08-20 2004-12-09 Robert Bosch Gmbh Kraftstoffeinspritzverfahren und -system für eine Brennkraftmaschine

Non-Patent Citations (1)

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Title
See references of WO02077441A1 *

Also Published As

Publication number Publication date
DE50209716D1 (de) 2007-04-26
WO2002077441A1 (fr) 2002-10-03
US20040112337A1 (en) 2004-06-17
JP2004532369A (ja) 2004-10-21
JP4133340B2 (ja) 2008-08-13
DE10114252A1 (de) 2002-09-26
US6805102B2 (en) 2004-10-19
EP1370764B1 (fr) 2007-03-14
DE10114252C2 (de) 2003-01-30

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