EP1399660A1 - Procede, programme informatique et organe de commande et/ou de reglage pour le fonctionnement d'un moteur a combustion interne et systeme de carburant pour un moteur a combustion interne - Google Patents

Procede, programme informatique et organe de commande et/ou de reglage pour le fonctionnement d'un moteur a combustion interne et systeme de carburant pour un moteur a combustion interne

Info

Publication number
EP1399660A1
EP1399660A1 EP02742696A EP02742696A EP1399660A1 EP 1399660 A1 EP1399660 A1 EP 1399660A1 EP 02742696 A EP02742696 A EP 02742696A EP 02742696 A EP02742696 A EP 02742696A EP 1399660 A1 EP1399660 A1 EP 1399660A1
Authority
EP
European Patent Office
Prior art keywords
fuel
fuel pump
internal combustion
combustion engine
pump
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP02742696A
Other languages
German (de)
English (en)
Inventor
Fevzi Yildirim
Thomas Ludwig
Gottlob Haag
Michael HÜBEL
Jürgen Stein
Stefan Elser
Bernd Schröder
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 EP1399660A1 publication Critical patent/EP1399660A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3082—Control of electrical fuel 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/18—Feeding by means of driven pumps characterised by provision of main and auxiliary 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
    • F02M39/00—Arrangements of fuel-injection apparatus with respect to engines; Pump drives adapted to such arrangements
    • F02M39/02—Arrangements of fuel-injection apparatus to facilitate the driving of pumps; Arrangements of fuel-injection pumps; Pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M59/38—Pumps characterised by adaptations to special uses or conditions
    • F02M59/42—Pumps characterised by adaptations to special uses or conditions for starting of engines
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/60—Fuel-injection apparatus having means for facilitating the starting of engines, e.g. with valves or fuel passages for keeping residual pressure in common rails

Definitions

  • the invention first relates to a method for operating an internal combustion engine, with a fuel system with a fuel tank, with at least one fuel pump which is driven by the internal combustion engine, with a fuel collecting line which is connected to an outlet of the fuel pump driven by the internal combustion engine, and with at least one fuel injection device which is connected to the fuel manifold.
  • Such a method is known from DE 198 18 421 AI.
  • a fuel system which has fuel elements that inject directly into the combustion chamber of an internal combustion engine.
  • a first electric fuel pump is provided which conveys the fuel from a fuel reservoir to a motor-driven high-pressure fuel pump. From there, the fuel reaches the injection valves. From DE 198 18 421 AI the problem is known that.
  • the electric fuel pump deliver an increased delivery rate for starting the internal combustion engine. For example, by increasing the speed of the electric fuel pump, the delivery rate and the delivery pressure can be increased, which causes the condensation of the vapor bubble.
  • the present invention is therefore to further develop the object, a method of the "type mentioned above so that the engine can be securely started with it and at the same time the internal combustion engine even when Start shows good exhaust behavior.
  • This object is achieved in that a starting request of the internal combustion engine is recognized in a method of the type mentioned at the beginning and, in the event of such a starting request, an additional, electrically driven fuel pump is switched on at least for the duration of the starting process, which Conveys manifold and provides an increased delivery pressure.
  • the method according to the invention initially has the advantage that pressure losses are minimized by the direct connection between the additional fuel pump and the fuel manifold.
  • the term "direct” is to be understood to mean that the delivery into the fuel collecting line does not take place via the detour of more or less stationary pumps.
  • the additional fuel pump can be designed specifically for the increased delivery pressure to be provided by it. It therefore works with optimal efficiency for this purpose.
  • the additional fuel pump can be relatively small and inexpensive since it is only switched on for the duration of the starting process, that is to say a few seconds each. Since it only has to deliver the fuel that is required to start the internal combustion engine, the delivery volume to be provided by it is very small.
  • the increase in the flow rate for example, associated with an increase in speed, is deliberately avoided. If necessary, the speed and thereby the delivery rate of the electrically driven fuel pump may even decrease compared to its normal speed and delivery rate, since only a small delivery rate is required to start the internal combustion engine.
  • the fuel lines between the electric and the fuel pump driven by the internal combustion engine must be designed for the correspondingly increased pressures, the method can otherwise be carried out with an unchanged fuel system.
  • the advantages according to the invention can be felt from a delivery pressure of approximately 20 bar.
  • the invention further relates to a computer program which is suitable for carrying out the above method when it is executed on a computer. It is particularly preferred that the computer program is stored on a memory, in particular on a flash memory.
  • Part of the invention is also a fuel system for an internal combustion engine with a fuel tank, with at least one fuel pump, which is driven by the internal combustion engine, with a fuel manifold, which is connected to an outlet of the motor-driven fuel pump, and with at least one fuel -Injection device, which is connected to the fuel rail.
  • an additional, electrically driven fuel pump be present, the outlet of which is connected directly to the fuel collecting line and which provides an increased delivery pressure compared to the electrically driven fuel pump.
  • Fuel systems is referred to the above explanations.
  • An advantageous embodiment of such a fuel system is characterized in that the inlet of the additional fuel pump is connected to the fuel tank.
  • the additional fuel pump delivers directly from the
  • Fuel tank which offers the possibility to accommodate them in the area of the fuel tank.
  • the additional fuel pump does not have to do all the compression work to compress the fuel from the ambient pressure to the required injection pressure, but only that pressure difference between the outlet of the first serial fuel pump and the desired injection pressure.
  • the additional fuel pump can be built somewhat smaller and can be constructed more cheaply.
  • the additional fuel pump has the advantage that the existing first serial fuel pump can remain unchanged and the fuel lines on the output side of this fuel pump do not have to be changed. '
  • the additional fuel pump can be designed for a short service life, since it is only used very briefly for the starting phase of the internal combustion engine. Furthermore, it only needs a small amount of it Fuel quantity can be promoted so that it can be built relatively small and simple.
  • first serial fuel pump and the additional fuel pump are part of a modular tank installation unit. This can reduce the cost of installing the two fuel pumps.
  • the atomization of the fuel by the fuel injection device is already improved from an increased delivery pressure of 20 bar, but achieves essentially optimal quality at an increased delivery pressure between 40 and 60 bar, preferably between 45 and 55 bar.
  • Fuel system is guaranteed when there is one
  • Control and / or regulating device of the above type includes.
  • FIG. 1 shows a schematic block diagram of a first exemplary embodiment of a fuel system of an internal combustion engine
  • Fig. 2 is a flowchart showing the method by which the fuel system of Fig. 1 is operated;
  • FIG. 3 a representation similar to FIG. 1 of a second exemplary embodiment of a fuel system of an internal combustion engine
  • FIG. 4 shows a representation similar to FIG. 1 of a third exemplary embodiment of a fuel system of an internal combustion engine
  • Fig. 5 is a flow chart showing the method by which the fuel system of Fig. 4 is operated; 6: a representation similar to FIG. 1 of a fourth exemplary embodiment of a fuel system of an internal combustion engine; and
  • Fig. Fig. 7 a flow chart showing the method by which the fuel system of Fig. 6 is operated.
  • a fuel system bears the reference number 10 overall. It comprises a fuel tank 12 which is connected to an inlet 14 of an electric fuel pump 16. An outlet 18 of the electric fuel pump 16 is connected to the inlet 22 of a high-pressure fuel pump 24 via a fuel line 20. This is mechanically driven by an internal combustion engine in a manner not shown.
  • An outlet 26 of the high-pressure fuel pump 24 is connected to a fuel collecting line 30 via a check valve 28. This is commonly referred to as "rail".
  • a total of four fuel injection devices 32 are connected to the fuel collecting line 30.
  • these are high-pressure injection valves or injectors. These are attached to an engine block, not shown in FIG. 1, and inject the fuel directly into a combustion chamber, also not shown.
  • the outlet 18 of the electric fuel pump 16 is connected to the inlet 14 of the electric fuel pump 16 via a fuel line 34.
  • a pressure relief valve 36 is arranged in this. From outlet 26 of the High-pressure fuel pump 24 likewise leads a fuel line 38 back to inlet 22 of high-pressure fuel pump 24.
  • a quantity control valve 40 is arranged in fuel line 38.
  • a fuel line 42 leads back from the fuel collecting line 30 to the inlet 22 of the high-pressure fuel pump 24.
  • a pressure relief valve 43 is arranged in this fuel line 42. This limits the pressure in the fuel rail 30 to 120 bar.
  • An inlet 44 of an additional electric fuel pump 46 is connected to this fuel line 42.
  • the outlet 48 in turn leads directly to the fuel collecting line 30 via a check valve 50
  • the pressure in the fuel rail 30 is detected by a sensor 52.
  • This supplies signals to a control and regulating device 54.
  • the latter also receives signals from a position transmitter 56 of an ignition lock (not shown) and from a speed sensor 58 which taps the speed of the crankshaft of the internal combustion engine.
  • the control and regulating device 54 controls the two electric fuel pumps 16 and 46 as well as the quantity control valve 40.
  • the electric fuel pump 16, the fuel line 34 and the pressure relief valve 36 are integrated overall into a so-called tank installation unit 60.
  • the high-pressure fuel pump 24, the additional electric fuel pump 46 and the quantity control valve 40 are integrated in an engine compartment unit 62.
  • the fuel is drawn in from the fuel tank 12 by the electric fuel pump 16 and pre-compressed to approximately 4 bar. This pressure is caused by the
  • the sequence of the start sequence is initiated in block 72, i.e. for example, the starter is actuated, the ignition is switched on, etc.
  • the pressure in the fuel collecting line 30 continues to be monitored by the pressure sensor 52. If the pressure in the fuel collecting line 30 exceeds a limit value of 60 bar, this means that the internal combustion engine has started and the high pressure fuel pump 24 driven by it can now provide the required fuel pressure in the fuel collecting line 30. This is recorded in block 74. In this case, the additional electric fuel pump 46 is switched off again in block 76.
  • the program ends in an end block 78.
  • a second exemplary embodiment of a fuel system 10 will now be explained with reference to FIG. 3. Parts, elements and areas which have functions equivalent to the exemplary embodiment described above bear the same reference symbols therein. They are not explained in detail again.
  • the inlet 44 of the additional electric fuel pump 46 is not connected to the outlet of the electric fuel pump 16, but is connected directly to the fuel tank 12.
  • a correspondingly longer line between the additional electric fuel pump 46 and the fuel 'manifold 30 is required, which fuel pump to the electrical of the additional Kraf 46 producible high pressure of up to 50 bar is designed. That in Fig. 3 Fuel system 10 shown is operated according to the method shown in Fig. 2 '.
  • the fuel system 10 shown in FIG. 4 is operated as follows (see FIG. 5, here too only the differences from the method shown in FIG. 2 are explained in detail):
  • the switching valve (which is also referred to as a start valve) becomes block 82 )
  • the drive current which is the electric fuel pump 16 is fed, increased so that their drive motor generates an increased torque. Since the injectors 32 are still closed, the electric fuel pump 16 now delivers to a substantially closed volume.
  • FIG. 6 Another exemplary embodiment of a fuel system 10 is shown in FIG. 6. The same applies here with regard to functionally equivalent parts, areas and elements.
  • the high-pressure fuel pump 24 is connected to a switchable clutch 86.
  • This has two inputs, one of which is connected to a crankshaft 88 of the internal combustion engine and the other to the drive shaft of an electric motor 46.
  • the switching valve in the fuel line 34 between the electric fuel pump 16 and the pressure limiting valve 36 is also missing.

Landscapes

  • 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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un système de carburant (10) d'un moteur à combustion interne, comprenant un réservoir de carburant (12) ainsi qu'au moins une pompe à carburant (24). Un collecteur de carburant (30) est relié à l'échappement (26) de la pompe à carburant (24) et au moins un dispositif d'injection de carburant (32) est relié à ce collecteur. L'objectif de cette invention est d'améliorer le comportement au démarrage du moteur à combustion interne. A cet effet, une pompe à carburant supplémentaire (46) à commande électrique est installée, laquelle pompe présente un échappement (48) directement relié au collecteur de carburant (30) et fournit une pression de refoulement accrue.
EP02742696A 2001-06-06 2002-04-26 Procede, programme informatique et organe de commande et/ou de reglage pour le fonctionnement d'un moteur a combustion interne et systeme de carburant pour un moteur a combustion interne Withdrawn EP1399660A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10127516 2001-06-06
DE10127516A DE10127516A1 (de) 2001-06-06 2001-06-06 Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine sowie Kraftstoffsystem für eine Brennkraftmaschine
PCT/DE2002/001540 WO2002099264A1 (fr) 2001-06-06 2002-04-26 Procede, programme informatique et organe de commande et/ou de reglage pour le fonctionnement d'un moteur a combustion interne et systeme de carburant pour un moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1399660A1 true EP1399660A1 (fr) 2004-03-24

Family

ID=7687415

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02742696A Withdrawn EP1399660A1 (fr) 2001-06-06 2002-04-26 Procede, programme informatique et organe de commande et/ou de reglage pour le fonctionnement d'un moteur a combustion interne et systeme de carburant pour un moteur a combustion interne

Country Status (4)

Country Link
EP (1) EP1399660A1 (fr)
KR (1) KR20030020442A (fr)
DE (1) DE10127516A1 (fr)
WO (1) WO2002099264A1 (fr)

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Publication number Priority date Publication date Assignee Title
EP1382835A3 (fr) * 2002-07-18 2005-06-08 Robert Bosch Gmbh Système de carburant pour un moteur à combustion interne ainsi qu'un véhicule
DE10254735A1 (de) * 2002-11-23 2004-06-03 Robert Bosch Gmbh Brennkraftmaschine, sowie Verfahren zum Betreiben einer Brennkraftmaschine
JP4090382B2 (ja) 2003-04-21 2008-05-28 株式会社日立製作所 筒内噴射式内燃機関の燃料供給装置
DE102004009792B3 (de) 2004-02-28 2005-09-22 Daimlerchrysler Ag Kraftstoffzuführeinrichtung zur Versorgung der Injektoren an Brennräumen einer Brennkraftmaschine mit Kraftstoff
JP4225240B2 (ja) * 2004-04-28 2009-02-18 トヨタ自動車株式会社 内燃機関の燃料供給装置
DE102006048050A1 (de) * 2006-10-11 2008-04-17 Bayerische Motoren Werke Ag Pumpenanordnung und Verfahren zum Betreiben derselben
US8042522B2 (en) * 2008-10-24 2011-10-25 Federal Mogul Corporation Fuel rail vent system
DE102010062126A1 (de) 2010-11-29 2012-05-31 Robert Bosch Gmbh Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE102010064165A1 (de) * 2010-12-27 2012-06-28 Robert Bosch Gmbh Kraftstoffversorgungssystem einer Brennkraftmaschine mit Kraftstoffdirekteinspritzung
DE102012218525B4 (de) 2012-10-11 2015-06-03 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102013210178A1 (de) * 2013-05-31 2014-12-04 Robert Bosch Gmbh Verfahren zum Ansteuern einer Nockenwelle
DE102016206429A1 (de) * 2016-04-15 2017-10-19 Robert Bosch Gmbh Verfahren zur Steuerung einer Fördereinheit eines Hochdruckeinspritzsystems einer Brennkraftmaschine
CN108087136B (zh) * 2017-12-27 2020-08-21 潍柴动力股份有限公司 一种泵油控制方法及装置

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DE3422829A1 (de) * 1984-06-20 1986-01-02 Robert Bosch Gmbh, 7000 Stuttgart Schaltungsanordnung zur ansteuerung von elektrischen kraftstoffpumpen
DE3520660A1 (de) * 1985-06-08 1986-12-11 Bosch Gmbh Robert Verfahren und vorrichtung zum sicheren betrieb einer brennkraftmaschine
JPH07332188A (ja) * 1994-06-06 1995-12-22 Isuzu Motors Ltd 内燃機関の燃料噴射装置
DE19539885A1 (de) * 1995-05-26 1996-11-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
JPH1030512A (ja) * 1996-07-11 1998-02-03 Fuji Heavy Ind Ltd 筒内噴射エンジンの燃料圧力制御装置
DE19709737B4 (de) * 1997-03-10 2005-12-22 Robert Bosch Gmbh Kraftstofförderanlage für eine Brennkraftmaschine, insbesondere in einem Kraftfahrzeug
DE19818421B4 (de) 1998-04-24 2017-04-06 Robert Bosch Gmbh Kraftstoffversorgungsanlage einer Brennkraftmaschine
DE19939051A1 (de) * 1999-08-18 2001-02-22 Volkswagen Ag Vorrichtung und Verfahren zur Erzeugung eines Kraftstoffhochdrucks
DE10005589A1 (de) * 2000-02-09 2001-08-16 Bayerische Motoren Werke Ag Kraftstoffversorgungsanlage für eine Brennkraftmaschine

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Title
See references of WO02099264A1 *

Also Published As

Publication number Publication date
DE10127516A1 (de) 2002-12-12
WO2002099264A1 (fr) 2002-12-12
KR20030020442A (ko) 2003-03-08

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