EP1896713B1 - Kraftstoffeinspritzsystem für eine brennkraftmaschine - Google Patents

Kraftstoffeinspritzsystem für eine brennkraftmaschine Download PDF

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Publication number
EP1896713B1
EP1896713B1 EP06763095A EP06763095A EP1896713B1 EP 1896713 B1 EP1896713 B1 EP 1896713B1 EP 06763095 A EP06763095 A EP 06763095A EP 06763095 A EP06763095 A EP 06763095A EP 1896713 B1 EP1896713 B1 EP 1896713B1
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EP
European Patent Office
Prior art keywords
fuel
pump
pressure
bearing
pressure fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP06763095A
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German (de)
English (en)
French (fr)
Other versions
EP1896713A1 (de
Inventor
Marcus Kristen
Achim Koehler
Sascha Ambrock
Walter Fuchs
Dietmar Ottenbacher
Bertram Schweitzer
Christian Langenbach
Joerg Wuerz
Saban Akmese
Marco Lamm
Karl-Heinz Traub
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP1896713A1 publication Critical patent/EP1896713A1/de
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Classifications

    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
    • F04B1/04—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinders in star- or fan-arrangement
    • F04B1/0404—Details or component 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
    • 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
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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
    • 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
    • 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
    • F02M63/0001—Fuel-injection apparatus with specially arranged lubricating system, e.g. by fuel oil
    • 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
    • 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
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B53/00—Component parts, details or accessories not provided for in, or of interest apart from, groups F04B1/00 - F04B23/00 or F04B39/00 - F04B47/00
    • F04B53/18—Lubricating
    • 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
    • F02M2200/04—Fuel-injection apparatus having means for avoiding effect of cavitation, e.g. erosion

Definitions

  • the invention relates to a high-pressure fuel pump for a fuel injection system of an internal combustion engine, with a pump housing in which a drive shaft is supported by a first bearing and a second bearing, with at least one with respect to the drive shaft radially arranged pump element, with a fuel inlet, wherein a prefeed pump fuel in promotes the fuel supply, with a fuel return, with a metering unit for controlling the flow rate of the pump or elements and with a pressure control valve.
  • the pressure regulating valve serves to regulate the pressure in the low-pressure circuit of the high-pressure fuel pump.
  • the delivery rate of the prefeed pump is usually divided into three partial streams.
  • a first partial flow flows through the metering unit to the suction side of the pump element (s).
  • the second partial flow usually flows through a lubricant throttle through the pump housing and serves there for cooling and lubrication of the pump. From the pump housing this second partial flow enters the fuel return of the fuel injection system.
  • a third partial flow flows through the pressure control valve, which may also be designed as a relief valve and also passes into the fuel return.
  • the invention has for its object to provide a high-pressure fuel pump for a fuel injection system, which manages with the same space as conventional high-pressure fuel pumps and yet superior in terms of thermal and mechanical load capacity known from the prior art high-pressure fuel pump.
  • the high-pressure fuel pump according to the invention should be simple in construction and inexpensive to produce.
  • a high-pressure fuel pump for a fuel injection system of an internal combustion engine with a pump housing, with a drive shaft, wherein the drive shaft is mounted in the pump housing by a first bearing and a second bearing, with at least one with respect to the drive shaft radially arranged pump element, with a fuel inlet , wherein a prefeed pump promotes fuel in fuel supply, with a fuel return, with a metering unit for controlling the delivery of the one or more pump elements and with a pressure control valve achieved in that the pressure control valve is arranged in the fuel return.
  • the inventive arrangement of the pressure control valve in the fuel return is achieved, inter alia, that the majority of funded by the feed pump fuel flows through the pump housing, thereby contributing to improved cooling of the pump housing and the drive shaft.
  • the pressure in the pump housing is raised compared to conventional constructions, which reduces the Kavitationsneist inside the pump housing.
  • the formation of vapor bubbles and local overheating is effectively prevented.
  • the high-pressure fuel pump according to the invention can be dispensed with a lubricating throttle between the prefeed pump and the pump housing, so that the high-pressure fuel pump according to the invention is constructed even easier than conventional high-pressure fuel pumps despite the advantages mentioned.
  • the first bearing is lubricated by pressurized fuel, and that the first bearing is hydraulically in communication both with the fuel inlet, and with the fuel return. This means that on one side of the first bearing about the same pressure prevails as on the pressure side of the prefeed pump, while the other side of the first bearing is in pressure equilibrium with the almost non-pressurized fuel return. As a result, the first bearing is forcibly traversed by fuel and thus ensures adequate lubrication and cooling of the first bearing in all operating points.
  • a first flow-limiting device is provided, which is connected in series with the first bearing.
  • the first flow restricting device serves to keep the fuel flow flowing through the first bearing within predetermined limits.
  • the first flow restricting device serves to keep the fuel flow flowing through the first bearing within predetermined limits.
  • the manufacturing tolerances and the wear in the first bearing due to the manufacturing tolerances and the wear in the first bearing, the thickness of the lubricating gap and thus the fuel flow through the bearing and its load capacity within very wide limits. This means that in unfavorable tolerance position, the carrying capacity of the first bearing and its cooling and lubrication by the fuel is not sufficient in all operating points.
  • the first flow restricting device according to the invention is connected in series with the first bearing, because of the very small manufacturing tolerance with which the first flow restricting device can be produced, the fuel flow through the first bearing can be adjusted.
  • the abovementioned manufacturing tolerances have only a slight effect on the carrying capacity, so that the load capacity of the first bearing is ensured even in the case of an unfavorable tolerance position in all operating points of the high-pressure fuel pump.
  • the flow restrictor limits the flow of fuel through the bearing. As a result, the requirements for the pre-supply pump are reduced in unfavorable tolerance situations of the bearing.
  • the metering unit can alternatively be arranged between the prefeed pump and the high-pressure fuel pump in the fuel inlet, or be arranged between the pressure regulating valve and the high-pressure fuel pump in the fuel return. Both arrangements have specific advantages that are to be weighed against each other in each individual case.
  • the advantage of the arrangement of the metering unit in the fuel return is that the entire amount of fuel delivered by the prefeed pump is available at every operating point for cooling and lubricating the pump housing or the drive shaft of the high-pressure fuel pump and the associated bearings. As a result, the load capacity of the low-pressure region of the high-pressure fuel pump according to the invention is further increased.
  • first flow-limiting device in the flow direction before or after the first bearing. Which arrangement is preferred in an individual case depends on the circumstances and boundary conditions of the individual case.
  • the second bearing is lubricated by pressurized fuel and that the second bearing is hydraulically in communication both with the fuel inlet and with the fuel return.
  • a second flow-limiting device can be provided, which is arranged in the flow direction before or after the second bearing.
  • the benefits of forced lubrication of the second bearing and the second flow restricting device essentially correspond to the aforementioned advantages which would be mentioned in connection with the first bearing and the first flow-limiting device.
  • the first flow-limiting device and / or the second flow-limiting device can be designed as a throttle, diaphragm or as a flow control valve. Which of these alternatives is preferred in each individual case depends on the tolerance fields of the various components, the loads and of course economic reasons and must be decided on a case-by-case basis.
  • a particularly advantageous embodiment of the invention provides that the second bearing is supplied by a leakage line of the prefeed pump with pressurized fuel.
  • the prefeed pump z. B. is designed as a vane pump, external gear pump or internal gear pump.
  • vane pumps or gear pumps leakage occurs at the interface with the drive shaft in the gap between the impeller or toothed wheel and the housing, which leakage must be dissipated through a leakage line.
  • this leakage line is used in the lubrication and cooling of the second bearing, first, the lubrication and cooling of the second bearing can be ensured under all operating conditions and, secondly, the leakage quantity of the prefeed pump is reduced because of the back pressure. This leads to an improved hydraulic efficiency of the prefeed pump.
  • first bearing and / or the second bearing are designed as plain bearings. Then can formed by the inventive supply of the bearing with pressurized fuel, a stable hydrostatic lubricating film, which ensures a very high load capacity of the bearing in different speed ranges.
  • the fuel connection opens into an interior of the pump housing, wherein the drive shaft is arranged in the interior of the pump housing.
  • the prefeed pump can be driven by the internal combustion engine or by an electric motor.
  • FIG. 1 shows a first embodiment of a high-pressure fuel pump 1 according to the invention in a block diagram representation.
  • the high-pressure fuel pump 1 is part of a fuel injection system, which consists essentially of a tank 3, a prefeed pump 5, a filter 7, a rail 9 and a pressure relief valve 11.
  • the injectors, which are connected to the rail 9, are in FIG. 1 not shown.
  • the pressure limiting valve 11 opens into a return line 13, in which the leakage quantities of the injectors, not shown, are discharged.
  • the return line 13 opens in this first embodiment in the tank 3 and drives there a jet pump (without reference numerals).
  • the high-pressure fuel pump 1 is hydraulically connected to the tank 3 via a fuel inlet 15, the filter 7 and the prefeed pump 5.
  • the high-pressure fuel pump 1 branches off from the fuel inlet 15 from a first branch line 17, in which a metering unit 19 is arranged.
  • the metering unit 19 serves to sucked by pump elements 21 of the high-pressure fuel pump fuel quantity and Suction sides of the pump elements 21 via a distribution line 23 to the output of the metering unit 19 hydraulically connected.
  • the pump elements 21 consist essentially of suction valves 25, high-pressure side check valves 27 and a piston 29 which oscillates in a cylinder bore (without reference numeral).
  • the pistons 29 of the pump elements 21 are driven by roller tappets 31 of cams 33 of a drive shaft 35.
  • the pump elements 21 convey fuel under high pressure via a high-pressure line 27 into the rail 9.
  • the cams 33 are part of a drive shaft 35, which is rotatably mounted on both sides of the cam 33 in a first bearing and in a second bearing in a pump housing (not shown).
  • the drive shaft 35 is arranged in an inner space 39 of the pump housing.
  • the bearings of the drive shaft 35 are in the block diagram according to FIG. 1 shown as throttle point.
  • the first camp has in FIG. 1 the reference numeral 39, while the second bearing has been provided with the reference numeral 41.
  • a fuel return 43 establishes a hydraulic connection between the interior 38 of the pump housing and the return line 13.
  • a pressure regulating valve 45 is arranged in the fuel return 43.
  • different throttles may be integrated in the pressure control valve 45.
  • the pressure control valve 45 is disposed downstream of the interior 38 of the high-pressure fuel pump 1. This means that in the interior 38 almost the same pressure as on the Pressure side of the feed pump 5 prevails. In general, the pressure on the pressure side of the prefeed pump 5 and thus of the inner space 38 is about 3 bar to about 6 bar.
  • first bearing 39 and the second bearing 41 are usually formed as a sliding bearing, formed by the forced flow through the bearings 39 and 41 in the bearings 39 and / or 41, a hydrostatic lubricating wedge. As a result, the load capacity of the first bearing 39 and the second bearing 41 increases considerably and at the same time the heat dissipation from the first bearing 39 and the second bearing 42 is improved.
  • a first optional flow-limiting device 47 is arranged in series with the first bearing 39.
  • This first flow restriction device can, as in FIG. 1 indicated to be designed as a throttle. Alternatively, you can they also be designed as a diaphragm, or as a flow control valve.
  • the fuel quantity flowing through the first bearing 39 can be kept within a predetermined range for all tolerance positions which occur during series production.
  • a suitable second flow-limiting device (not shown) can also be provided for the second bearing 41.
  • a filter is provided which also assumes the function of a damping device 49. This can dampen any pressure fluctuations occurring in the low pressure range.
  • the damping device 49 may be formed as a damper with a gas cushion or omitted.
  • both the first bearing 39 and the second bearing 41 are forcibly traversed by fuel, which significantly increases their capacity, both with respect to mechanical and thermal stresses.
  • the amount of fuel flowing through the pump housing and bearings 39 and 41 for lubrication and cooling purposes is greatly increased.
  • a lubricating throttle for setting a defined amount of lubricant can be omitted. Due to the large quantities of lubricants, any particles that may be present are quickly washed out of the interior.
  • the delivery of the feed pump can often be reduced, which improves the efficiency of the injection system.
  • inventive high-pressure fuel pumps and inventive fuel injection systems are also shown as a block diagram. Only the essential differences are explained. The same components are provided with the same reference numerals and it is the case with respect to the previous embodiments said accordingly.
  • Figures 2 to 7 are not all components with the reference numerals according to for clarity FIG. 1 provided and with respect to these components referred to in connection with the first embodiment.
  • the essential difference between the first embodiment according to FIG. 1 and the second embodiment according to FIG. 2 is that the first branch line 17 branches off in the second embodiment of the fuel return 43. This means that the entire funded by the feed pump 5 fuel passes through the fuel inlet 15 first into the interior 38 of the high-pressure fuel pump and branches only there. As a result, an even better flow and cooling of the high-pressure fuel pump 1 is achieved.
  • a damping device 49 is provided in the fuel return 43.
  • the damping device 49 is arranged upstream of the pressure regulating valve 45 and the metering unit 19 as seen in the flow direction.
  • the damping device 49 is in the FIG. 2 as a filter with, if necessary, increased flow resistance (not shown) is formed.
  • the damping device 49 may be formed as a damper with a gas cushion. is arranged.
  • the third embodiment according to FIG. 3 corresponds in many parts to the second embodiment according to FIG. 2 , An essential difference is that the prefeed pump 5, unlike the previous embodiments, not by an electric motor (not shown), but is driven directly from the internal combustion engine. The details of this drive are in FIG. 3 not shown.
  • a suction throttle 51 is provided, which limits the flow rate of the prefeed pump 5, especially at high speeds.
  • the prefeed pump 5 can be designed as a vane cell pump, as an external gear pump or as an internal gear pump, in particular as a gerotor pump. These pumps have a gap between the rotating components and the pump housing that causes leakage losses. This gap is in FIG. 3 represented by the symbol of a throttle (see reference numeral 53). The leakage amount flowing through the gap is passed through a leakage line 55 dissipated. The leakage line 55 supplies in this embodiment, the first bearing 39 with fuel.
  • a Abgrestechnisch 56 is provided which goes off from the pressure control valve 45 and upstream of the suction throttle 51 opens into the fuel inlet 15. About the diversion line 56, the excess amount of fuel from the pressure control is discharged into the inlet 15.
  • the first bearing 39 is supplied from the interior 38 with fuel. From the leakage line 55 goes from a second branch line 57, which opens into the fuel return 43. By the second branch line 57 and the lubricating amount of the first bearing 39 is discharged. In the second branch line 57, a bypass throttle 59 may be provided.
  • FIG. 4 a further embodiment of a high-pressure fuel pump 1 according to the invention is shown, the many parallels to the third embodiment according to FIG. 3 having. Also in this embodiment, a leakage line 55 is arranged on the prefeed pump 5.
  • the first bearing 39 is also supplied in this embodiment, from the interior 38 with fuel. From the leakage line 55 goes from a second branch line 57, which opens into the fuel return 43. By the second branch line 57 and the lubricating amount of the first bearing 39 is discharged. In the second branch line 57, a bypass throttle 59 may be provided. In this embodiment, the metering unit 19 is arranged in the fuel inlet 15, as in the first embodiment according to FIG. 1 the case is.
  • the fuel return 43 is not returned to the tank 3, as in the embodiments 1 and 2, but as in the third embodiment in the fuel return 15 and that upstream of the suction throttle 51.
  • the essential difference of the fifth embodiment according to FIG. 5 to the fourth embodiment according to FIG. 4 is that in the fifth embodiment, the metering unit 19 and the optional damping device 49 is disposed in the fuel return 43.
  • the pressure relief for the movement of the piston of the pressure regulating valve 45 can be selectively connected to the fuel inlet 15 or the fuel return 43.
  • the pressure regulating valve 45 has a separate diversion line 56, which, similar to the third embodiment, opens in front of the suction throttle 51 in the fuel inlet 15.
  • the fuel return 43 is returned via the return line 13 into the tank 3.
  • a third branch line 63 which connects the interior 38 of the high-pressure fuel pump 1 with the fuel return 43.
  • a second bypass throttle 61 is arranged in series with the second bypass throttle 61.
  • a pressure limiting valve 65 is provided in the third branch line 63. The pressure relief valve 65 ensures that when exceeding a predetermined pressure difference between the pressure in the interior 38 of the high-pressure fuel pump 1 and the fuel return 43, the third branch line 63 is opened and thus the Excess fuel from the interior 38 can flow.
  • the leakage line 55 opens into the interior 38 of the pump housing.
  • the first bearing 39 is supplied with pressurized fuel from the interior 38 of the pump housing, which then flows through the first flow restrictor 47 and then enters the fuel return 63.
  • the fuel metering unit 19 is disposed on the side of the fuel return 43 with the advantages already mentioned several times; However, it can also be arranged on the side of the fuel inlet 15.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Details And Applications Of Rotary Liquid Pumps (AREA)
EP06763095A 2005-06-16 2006-05-08 Kraftstoffeinspritzsystem für eine brennkraftmaschine Active EP1896713B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005027851A DE102005027851A1 (de) 2005-06-16 2005-06-16 Kraftstoffeinspritzsystem für eine Brennkraftmaschine
PCT/EP2006/062119 WO2006134002A1 (de) 2005-06-16 2006-05-08 Kraftstoffeinspritzsystem für eine brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1896713A1 EP1896713A1 (de) 2008-03-12
EP1896713B1 true EP1896713B1 (de) 2010-10-27

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP06763095A Active EP1896713B1 (de) 2005-06-16 2006-05-08 Kraftstoffeinspritzsystem für eine brennkraftmaschine

Country Status (8)

Country Link
US (1) US8371267B2 (ja)
EP (1) EP1896713B1 (ja)
JP (1) JP4567787B2 (ja)
KR (1) KR101046851B1 (ja)
CN (1) CN101198784B (ja)
AT (1) ATE486206T1 (ja)
DE (2) DE102005027851A1 (ja)
WO (1) WO2006134002A1 (ja)

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DE102007037084A1 (de) 2007-08-06 2009-02-12 Robert Bosch Gmbh Kraftstoffhochdruckpumpe
DE102007038426A1 (de) 2007-08-14 2009-02-19 Robert Bosch Gmbh Kraftstoffeinspritzsystem
ITMI20072066A1 (it) * 2007-10-26 2009-04-27 Bosch Gmbh Robert Impianto di iniezione di combustibile con una pompa ad alta pressione lubrificata con il combustibile, e relativo gruppo pompe
DE102008043643A1 (de) * 2007-11-29 2009-06-04 Robert Bosch Gmbh Kraftstoffeinspritzsystem für eine Brennkraftmaschine mit HC-Injektor
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DE102008055935A1 (de) * 2008-11-05 2010-05-12 Continental Automotive Gmbh Einspritzanlage für eine Brennkraftmaschine
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DE102009026717A1 (de) 2009-06-04 2010-12-09 Robert Bosch Gmbh Kraftstoffhochdruckpumpe
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US8371267B2 (en) 2013-02-12
WO2006134002A1 (de) 2006-12-21
CN101198784B (zh) 2010-05-19
EP1896713A1 (de) 2008-03-12
CN101198784A (zh) 2008-06-11
JP2008544139A (ja) 2008-12-04
KR20080016638A (ko) 2008-02-21
ATE486206T1 (de) 2010-11-15
DE102005027851A1 (de) 2006-12-21
KR101046851B1 (ko) 2011-07-06
DE502006008185D1 (de) 2010-12-09
US20120132177A1 (en) 2012-05-31
JP4567787B2 (ja) 2010-10-20

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