EP1687523B1 - Systeme d'injection et procede d'injection pour un moteur a combustion interne - Google Patents

Systeme d'injection et procede d'injection pour un moteur a combustion interne Download PDF

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Publication number
EP1687523B1
EP1687523B1 EP04819234A EP04819234A EP1687523B1 EP 1687523 B1 EP1687523 B1 EP 1687523B1 EP 04819234 A EP04819234 A EP 04819234A EP 04819234 A EP04819234 A EP 04819234A EP 1687523 B1 EP1687523 B1 EP 1687523B1
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EP
European Patent Office
Prior art keywords
injection
fuel
pressure
valve
servo
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Not-in-force
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EP04819234A
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German (de)
English (en)
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EP1687523A1 (fr
Inventor
Richard Lang
Gerald Plank
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Continental Automotive GmbH
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Continental Automotive GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/0052—Details on the fuel return circuit; Arrangement of pressure regulators
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/002—Arrangement of leakage or drain conduits in or from injectors
    • 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
    • F02M61/167—Means for compensating clearance or thermal expansion
    • 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
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • 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
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators

Definitions

  • the present invention relates to an injection system and a method for operating an injection system for an internal combustion engine according to the preamble of claim 1 or of claim 7.
  • an injector assembly includes at least one servo-injector operable by a piezoelectric actuator to cause movement of a servo-valve nozzle body (nozzle needle) toward an opening of an injection passageway between a nozzle space to initiate an injection process by depressurizing a control space the servo injection valve and a combustion chamber of the respective internal combustion engine is provided.
  • An essential advantage of using a servo-injection valve actuated by means of a piezoelectric actuator is that with a comparatively small stroke of the piezoelectric actuator, it is possible to achieve a stroke of the nozzle body that is independent of it, generally many times greater (stroke translation).
  • the Injector therefore satisfies a piezoelectric actuator with a comparatively small stroke and comparatively low actuator force.
  • a piezoelectric actuator has a stack of piezo elements lying on top of one another, which rapidly changes its length when an electrical voltage is applied, to an extent dependent on the voltage, among other things.
  • Piezoelectric ceramics suitable for this purpose are known in great variety, for example as lead zirconate titanate ceramics, and are of particular interest for use in injection valves, above all because of their high rate of change and their high piezoelectric forces.
  • the length of the piezoelectric actuator does not depend exclusively on the applied voltage, but is also subject to manufacturing tolerances and a dependence on the temperature of the actuator, in the construction of a actuated by a piezoelectric actuator servo injection valve, a more or less large gap in the path of effect Actuator provided to a control valve body, which serves as a tolerance range for unwanted deviations and / or changes in the actuator length.
  • this so-called tolerance gap in the piezo-actuated injection valve should be as small as possible in order to maximize the usable stroke of the actuator and, on the other hand, should be as large as possible in order to avoid, in all possible operating states, a change in the length of the piezoelectric actuator caused by the operation exceeds the tolerance gap and so, without the actuator is driven, already actuated the control valve.
  • a particularly important thermally driven expansion of the piezoelectric ceramic at elevated actuator temperature as may occur in particular during operation of the internal combustion engine under certain circumstances. Accordingly, the tolerance gap can hardly be dimensioned in practice "optimal".
  • a method and an arrangement for presetting and dynamic tracking piezoelectric actuators is known in which for this purpose the piezoelectric actuator, a DC voltage is supplied, which is optionally superimposed on a pulsed drive voltage.
  • This DC component determines a new rest position of the actuator and can thus be used to set the idle and for tracking the idle stroke during operation.
  • a piezo control valve which consists of a piezo actuator arranged in a housing and a valve.
  • a hydraulic clearance compensation element within the control valve possible changes in length of the reference system are automatically compensated, so that with the same working stroke of the piezo actuator member always a same stroke is ensured on the valve.
  • the leakage line is provided with a controllable valve which inhibits the fuel flow in the leakage line in a controlled state or that in the injection method, an optional inhibition of the fuel flow is provided in the leakage line.
  • actuator overhang When exceeding the tolerance gap by one of the actual piezo control independent length change of the actuator, hereinafter also referred to as "actuator overhang" for short, can be mitigated by the fuel flow inhibition, the negative effects of this situation in a relatively simple manner or even eliminated. If there is an actuator protrusion and the flow of fuel in the leakage line is inhibited, this results in a pressure increase in the leakage line between the location of the escapement and the leakage output of the servo injection valve.
  • Another advantage of the solution according to the invention is that it can be easily realized in the context of retrofitting, as this essentially only a modification of the leakage line arrangement, for. B. by installing another, controllable valve, and a comparatively simple modification or addition of the engine control electronics is required in which in practice often already existing sensor devices for detecting operating conditions of the internal combustion engine and / or the injection system can be advantageously shared.
  • said hydraulic solution can be used not only in the starting phase of the internal combustion engine but also during operation to "catch" about an operational change in length of the actuator.
  • the measures according to the invention can be used in combination with the measures already implemented so far, such. B. with the above-mentioned active electrical adjustment or tracking of the actuator idle stroke ("active piezo contraction") or a cooling of the internal combustion engine.
  • the injector arrangement comprises a plurality of servo-injection valves, which are connected via the pressure line arrangement to the pressure accumulator shared for this plurality of servo injection valves.
  • Such injection systems per se are known as so-called storage injection systems, in which work is generally carried out with very high injection pressures (for example in the range of a few 100 bar to about 1,600 bar).
  • Such systems are known as common-rail systems (for diesel engines) and HPDI injection systems (for gasoline engines).
  • each of the plurality of leak lines could be provided with its own controllable fuel-flow-blocking valve.
  • fuel flow inhibition in the leakage line hardly affects the proper operation of a servo injection valve connected thereto in which there is no actuator overflow, it is possible to have a Simplification thereby achieve that the leakage lines of these plurality of servo-injection valves are merged and the fuel flow inhibition is provided in the merged leakage line part, so z.
  • the controllable valve is arranged only in this merged leakage line part.
  • a simple operation of the control valve results when the piezoelectric actuator acts via a plunger on a valve body of the control valve, wherein the tolerance gap between the actuator and plunger or between the plunger and the valve body can be provided.
  • the effect of the fuel flow inhibition in the leakage line can be made particularly large by blocking the flow of fuel in the controlled state of the controllable valve, d. H. is completely inhibited.
  • the injection system further comprises an electronic injection control unit for operating the injector assembly and for driving the controllable valve.
  • an electronic injection control unit for operating the injector assembly and for driving the controllable valve.
  • controllable valve is controlled depending on predetermined, in particular measured operating parameters of the internal combustion engine and / or the injection system.
  • operating parameters can in particular the fuel pressure in the accumulator, the fuel pressure in the leakage line, the temperature in a region of the internal combustion engine or the injector, the speed of the internal combustion engine and their load or their control ("accelerator pedal position"), etc. include.
  • Operating parameters which are representative of the state of individual or all piezoelectric actuators can also be used with particular advantage. The latter parameters can be obtained indirectly, for example, from an electronic device for controlling the piezoelectric actuators (engine control unit), z. B. by detecting the electrical capacity of the actuators.
  • suitable parameters can also be derived from the characteristic of the movement of the nozzle body which is often already detected (eg for injection quantity control) in response to a piezo control during operation of the injection system.
  • known servo injection valves of the type of interest here are often equipped with a sensor system sensitive to the position of the nozzle body.
  • a plurality of operating parameters are combined in an electronic evaluation and are generated from a pre-stored map drive signals for the one or more controllable valves for fuel flow inhibition in the leakage line and supplied for electronic control of these valves.
  • controllable valve for fuel flow inhibition is controlled in the presence of a certain operating parameter state for the fuel flow inhibition and after a fixed predetermined (or alternatively according to one of the time course certain operating parameters dependent) period is brought back into hibernation. This state of rest can then be forced, z. B. for a fixed predetermined additional period of time (dead time) are maintained.
  • the fuel flow inhibition can be greatly limited in terms of time, so that in particular a retrofitted according to the invention system is not significantly affected in its normal function.
  • the fuel flow inhibition is designed such that a predetermined maximum pressure in the leakage line can not be exceeded. This could be realized, for example, by measuring the leakage line pressure and forcibly shutting off the fuel flow inhibition based on it when the maximum pressure is reached.
  • the relevant fuel flow inhibitor valve
  • bypass or bypass line arranged in parallel, which automatically opens when the maximum pressure is reached and thus reliably prevents undesired overpressure in the leakage line.
  • the avoidance of overpressure in the leakage line serves, in particular, for the protection of the relevant injection servo valves, the leakage path of which must not have too great a pressure to avoid damage (typically, for example, 3.5 bar).
  • Fig. 1 is a part of a high-pressure injection servo valve for an internal combustion engine in its closed state shown schematically.
  • This high-pressure valve has a low-pressure region L communicating with a leakage line (not shown) and a high-pressure region H connected to a pressure accumulator via a pressure line (not shown). These two acted upon with different pressure areas L, H are separated by a control valve, which is formed by a control valve seat S and a driven by the high pressure in the high pressure region H against the control valve seat S control valve body K.
  • the high-pressure region H forms a control chamber, not shown, or is connected to such a control chamber, in which the prevailing pressure on the rear (upper) end of an axially movably mounted and guided nozzle body (nozzle needle) acts to a front (lower) end of this nozzle body against an injector valve seat (not shown) to urge and so close to a combustion chamber of the engine leading injection passages.
  • the front end of the nozzle body is located in a nozzle space which is also under high pressure, so the nozzle body in the illustrated state of rest is still pushed down to close the injection passages, since the nozzle body downward urging force due to a relatively large sized cross-sectional area of the nozzle body at its upper end is greater than the force acting at the lower end of the nozzle body force.
  • the pressure in the control chamber or in the high-pressure region H is reduced in the manner described below in order to cause a movement of the nozzle body in the direction of an opening of the injection passage.
  • the pressure reduction in the high-pressure region H takes place by controlled opening of the control valve formed by the valve seat S and the valve body K by means of a piezoelectric actuator P, which is surrounded by a housing G in the low-pressure region L and is provided with electrical connections A for driving it.
  • a piezoelectric actuator P By applying a voltage to the terminals A of the actuator P, the actuator length can be extended in the direction of the arrow VR (preferential polarization of the piezoelectric ceramic) to act on the valve body K via a plunger T.
  • a tolerance gap d is provided which serves as a safety margin for thermal changes in length of the piezoceramic and typically z.
  • B. has a dimension between 3 and 5 microns.
  • this "actuator overhang” means an opening tendency for the servo injection valve, even if this is not actively driven electrically via the terminals A. In the case of a hot start of the internal combustion engine, this means that the pressure build-up in the accumulator can not or can not be built up quickly to an extent that is required for the beginning of the fuel injection.
  • Fig. 2 shows an injection system 10 for an internal combustion engine (not shown), comprising a pressure accumulator 12 for storing by means of a high pressure pump 14 from a fuel tank 16 in the pressure accumulator 12 funded fuel and via a pressure line assembly 18 connected to the pressure accumulator 12 injector 20 for injecting the fuel in the internal combustion engine.
  • the injector 20 consists of four servo injection valves, which are supplied via four separate pressure lines 18 from the pressure accumulator 12 provided together for this purpose with fuel.
  • Each of the servo-injectors is hereby referred to with reference to Fig. 1 explained design and has a control chamber and a nozzle chamber, both of which are supplied via the respective pressure line with fuel from the pressure accumulator 12, said fuel is under the provided by the high-pressure pump 14, high system pressure.
  • Servo injection valves of this type are well known to those skilled in the art, so that can be dispensed with a more detailed explanation here.
  • an injection process is initiated in each case by reducing the pressure in the control chamber of the respective servo injection valve, which is provided for this purpose with a piezoelectrically actuated control valve for releasing fuel from the control chamber into a leakage line 22.
  • Fig. 2 Further, one recognizes two fuel filters 24 and 26 for coarse and fine filtering of the fuel, which is conveyed via a prefeed pump 28 to an input of the high pressure pump 14, a high pressure line 30 for promoting the pressurized system pressure from the high pressure pump 14 into the accumulator 12, a High-pressure sensor 32 for measuring the pressure in the pressure accumulator 12, a fuel return line 34 from the high-pressure pump 14 for removing excess fuel from the pump 14 to the leakage line 22 and thus further back into the fuel tank 16, and an electronic engine control unit ECU with a number of input terminals 36 and a number of output terminals 38, by means of which in a known manner operating parameters of the internal combustion engine and the injection system via the input terminals 36 are detected and evaluated and signals are generated at the output terminals 38, with which the electrical and electroni components of the system are controlled, for.
  • the illustrated components 28, 14, 20th the illustrated components 28, 14, 20th
  • the engine control unit ECU controls a leakage control valve 40 arranged in the combined course of the leakage line 22, with which the fuel return flow from the individual injectors depends on the detected operating parameters and by means of a suitably designed map the injector 20 can be blocked via the leakage line 22 in the fuel tank 16.
  • the engine control unit ECU detects methods known per se by evaluating the measured operating parameters any occurring actuator overhang in one of the injectors and causes in this case a short-term driving the leakage control valve 40 for a short-term blocking of the fuel return, z. B. for a fixed predetermined period of a few seconds.

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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 (9)

  1. Installation d'injection pour un moteur à combustion interne, comprenant
    - un accumulateur de pression (12) destiné à accumuler du carburant refoulé d'un réservoir de carburant (16) dans l'accumulateur de pression au moyen d'une pompe à haute pression (14) et
    - un ensemble injecteur (20) relié à l'accumulateur de pression (12) par l'intermédiaire d'un ensemble conduite de pression (18) et destiné à injecter le carburant dans le moteur à combustion interne,
    l'ensemble injecteur (20) comprenant au moins une servosoupape d'injection, dans laquelle aussi bien une chambre de buse qu'une chambre de commande sont alimentées en carburant à partir de l'accumulateur de pression (12) par l'intermédiaire d'une conduite de pression et dans laquelle un corps de buse est guidé de façon à pouvoir se déplacer pour ouvrir et fermer un passage d'injection menant de la chambre de buse à une chambre de combustion et le corps de buse est exposé à la pression du carburant contenu dans la chambre de buse à son extrémité dirigée vers le passage d'injection, tandis qu'à son extrémité opposée, il est exposé à la pression du carburant contenu dans la chambre de commande,
    la servosoupape d'injection étant munie d'une soupape de commande destinée à laisser du carburant s'écouler de la chambre de commande dans une conduite de fuite (22) menant au réservoir de carburant (16) et qui peut être actionnée au moyen d'un actionneur piézo-électrique, pour provoquer un déplacement du corps de buse selon la direction d'une ouverture du passage d'injection par une réduction de la pression régnant dans la chambre de commande afin de déclencher une opération d'injection,
    caractérisée en ce que la conduite de fuite (22) est équipée d'une soupape pouvant être commandée (40) qui, dans un état activé, bloque l'écoulement de carburant dans la conduite de fuite (22), la soupape (40) étant activée en fonction de paramètres de fonctionnement prédéterminés du moteur à combustion interne et/ou de l'installation d'injection et n'étant ramenée à un état de repos qu'après écoulement d'un laps de temps pouvant être prédéterminé.
  2. Installation d'injection selon la revendication 1, dans laquelle l'ensemble injecteur (20) comprend une pluralité de servosoupapes d'injection qui sont reliées par l'intermédiaire de l'ensemble conduite de pression (18) à l'accumulateur de pression (12) utilisé en commun pour cette pluralité de servosoupapes d'injection.
  3. Installation d'injection selon la revendication 1 ou 2, dans laquelle l'ensemble injecteur (20) comprend une pluralité de servosoupapes d'injection dont les conduites de fuite (22) sont réunies, la partie réunie des conduites de fuite étant munie de la soupape pouvant être commandée (40).
  4. Installation d'injection selon la revendication 1, 2 ou 3, dans laquelle les paramètres de fonctionnement prédéterminés comprennent la présence ou l'absence d'une saillie d'actionneur au niveau de la servosoupape d'injection.
  5. Installation d'injection selon une des revendications 1 à 4, dans laquelle l'état de repos de la soupape (40) est maintenu par contrainte après une activation pendant un laps de temps supplémentaire prédéterminé de façon fixe.
  6. Installation d'injection selon une des revendications 1 à 5, comprenant en outre une unité de commande d'injection électronique (ECU) destinée à faire fonctionner l'ensemble injecteur (20) et à activer la soupape pouvant être commandée (40).
  7. Procédé pour faire fonctionner une installation d'injection (10) pour un moteur à combustion interne, l'installation d'injection comprenant
    - un accumulateur de pression (12) destiné à accumuler du carburant refoulé d'un réservoir de carburant dans l'accumulateur de pression au moyen d'une pompe à haute pression et
    - un ensemble injecteur (20) relié à l'accumulateur de pression (12) par l'intermédiaire d'un ensemble conduite de pression (18) et destiné à injecter le carburant dans le moteur à combustion interne,
    l'ensemble injecteur comprenant au moins une servosoupape d'injection, dans laquelle aussi bien une chambre de buse qu'une chambre de commande sont alimentées en carburant à partir de l'accumulateur de pression par l'intermédiaire d'une conduite de pression et dans laquelle un corps de buse est guidé et peut se déplacer pour ouvrir et fermer un passage d'injection menant de la chambre de buse à une chambre de combustion et le corps de buse est exposé à la pression du carburant contenu dans la chambre de buse à son extrémité dirigée vers le passage d'injection, tandis qu'à son extrémité opposée, il est exposé à la pression du carburant contenu dans la chambre de commande,
    la servosoupape d'injection étant munie d'une soupape de commande destinée à laisser du carburant s'écouler de la chambre de commande dans une conduite de fuite menant au réservoir de carburant,
    le procédé comprenant l'étape de l'actionnement de la soupape de commande au moyen d'un actionneur piézo-électrique, pour provoquer un déplacement du corps de buse selon la direction d'une ouverture du passage d'injection par une réduction de la pression régnant dans la chambre de commande afin de déclencher une opération d'injection,
    caractérisé par un blocage de l'écoulement de carburant dans la conduite de fuite (22) prévu en fonction de paramètres de fonctionnement prédéterminés du moteur à combustion interne et/ou de l'installation d'injection, qui n'est de nouveau supprimé qu'après écoulement d'un laps de temps pouvant être prédéterminé.
  8. Procédé selon la revendication 7, dans lequel les paramètres de fonctionnement prédéterminés comprennent la présence ou l'absence d'une saillie d'un actionneur au niveau de la servosoupape d'injection.
  9. Procédé selon la revendication 7 ou 8, dans lequel la suppression de l'arrêt est maintenue par contrainte pendant un laps de temps supplémentaire prédéterminé de façon fixe.
EP04819234A 2003-11-27 2004-11-03 Systeme d'injection et procede d'injection pour un moteur a combustion interne Not-in-force EP1687523B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10355411A DE10355411B3 (de) 2003-11-27 2003-11-27 Einspritzanlage und Einspritzverfahren für eine Brennkraftmaschine
PCT/EP2004/052775 WO2005052355A1 (fr) 2003-11-27 2004-11-03 Systeme d'injection et procede d'injection pour un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1687523A1 EP1687523A1 (fr) 2006-08-09
EP1687523B1 true EP1687523B1 (fr) 2009-01-21

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EP04819234A Not-in-force EP1687523B1 (fr) 2003-11-27 2004-11-03 Systeme d'injection et procede d'injection pour un moteur a combustion interne

Country Status (6)

Country Link
US (1) US7318417B2 (fr)
EP (1) EP1687523B1 (fr)
JP (1) JP4404906B2 (fr)
CN (1) CN100443713C (fr)
DE (2) DE10355411B3 (fr)
WO (1) WO2005052355A1 (fr)

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US8214007B2 (en) 2006-11-01 2012-07-03 Welch Allyn, Inc. Body worn physiological sensor device having a disposable electrode module
FR2921440A3 (fr) * 2007-09-20 2009-03-27 Renault Sas Dispositif d'injection de carburant
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US20070095329A1 (en) 2007-05-03
CN100443713C (zh) 2008-12-17
EP1687523A1 (fr) 2006-08-09
DE10355411B3 (de) 2005-07-14
CN1886589A (zh) 2006-12-27
JP2007512463A (ja) 2007-05-17
US7318417B2 (en) 2008-01-15
WO2005052355A1 (fr) 2005-06-09
JP4404906B2 (ja) 2010-01-27

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