EP3179092A1 - Kraftstoffpumpe für ein direkteinspritzsystem und zugehöriges montageverfahren - Google Patents

Kraftstoffpumpe für ein direkteinspritzsystem und zugehöriges montageverfahren Download PDF

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Publication number
EP3179092A1
EP3179092A1 EP16203320.3A EP16203320A EP3179092A1 EP 3179092 A1 EP3179092 A1 EP 3179092A1 EP 16203320 A EP16203320 A EP 16203320A EP 3179092 A1 EP3179092 A1 EP 3179092A1
Authority
EP
European Patent Office
Prior art keywords
support body
main body
fuel pump
armature
electromagnetic actuator
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
EP16203320.3A
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English (en)
French (fr)
Other versions
EP3179092B1 (de
Inventor
Luca Mancini
Paolo Pasquali
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.)
Marelli Europe SpA
Original Assignee
Magneti Marelli SpA
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 Magneti Marelli SpA filed Critical Magneti Marelli SpA
Publication of EP3179092A1 publication Critical patent/EP3179092A1/de
Application granted granted Critical
Publication of EP3179092B1 publication Critical patent/EP3179092B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/04—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps
    • F02M59/06—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps with cylinders arranged radially to driving shaft, e.g. in V or star arrangement
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • 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
    • F02M59/367—Pump inlet valves of the check valve type being open when actuated
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/464—Inlet valves of the check valve type
    • 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
    • F02M63/0265—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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/80—Fuel injection apparatus manufacture, repair or assembly
    • F02M2200/8076—Fuel injection apparatus manufacture, repair or assembly involving threaded members
    • 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
    • F02M2200/80—Fuel injection apparatus manufacture, repair or assembly
    • F02M2200/8084—Fuel injection apparatus manufacture, repair or assembly involving welding or soldering
    • 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
    • F02M2200/90—Selection of particular materials
    • F02M2200/9053—Metals

Definitions

  • the present invention relates to a fuel pump for a direct injection system and a relative assembling method.
  • the direct injection system is used in an internal combustion engine with spark ignition and then fed with gasoline or similar fuels.
  • a direct injection system comprises a plurality of injectors, a common rail, which feeds the pressurized fuel to the injectors, a high-pressure fuel pump, which feeds the fuel to the common rail by means of a high-pressure supply duct and is provided with a flow rate adjusting device, and a control unit, which controls the flow rate adjusting device to maintain the fuel pressure in the common rail equal to a desired value, generally changing over time based on the engine operating conditions.
  • the high-pressure fuel pump described in the patent application EP2236809A1 or in the patent application EP2508744A1 comprises a main body defining a cylindrical pumping chamber in which a piston slides with a reciprocating motion; it is provided an intake channel, regulated by an intake valve for supplying the low-pressure fuel into the pumping chamber, and a delivery duct regulated by a delivery valve for supplying the high-pressure fuel out of the pumping chamber and toward the common rail through the supply duct.
  • the pressure of the intake valve is normally controlled, and in the absence of any external intervention, the intake valve is closed when the fuel pressure in the pumping chamber is higher than the fuel pressure in the intake channel and is open when the fuel pressure in the pumping chamber is lower than the fuel pressure in the intake channel.
  • the flow rate adjusting device is mechanically coupled to the intake valve to keep, when necessary, the intake valve open during the pumping phase of the piston and therefore to allow a flow of fuel out of the pumping chamber through the intake channel.
  • the flow rate adjusting device comprises a control rod, which is coupled to the intake valve and is movable between a passive position, where it allows closing the intake valve, and an active position, where it does not allow closing the intake valve.
  • the flow rate adjusting device further comprises an electromagnetic actuator, which is coupled to the control rod to move the control rod between the active position and the passive position.
  • the electromagnetic actuator comprises a spring holding the control rod in the active position and an electromagnet that can move the control rod into the passive position by magnetically attracting a ferromagnetic armature integral with the control rod toward a fixed magnetic armature.
  • the main body (housing the pumping chamber) is made of steel, which has excellent mechanical characteristics but is relatively heavy; motor sport competitions require the use of particularly lightweight components, and therefore it has been proposed that the main body is made of materials lighter than steel, e.g. titanium.
  • the titanium does not have good ferromagnetic characteristics and a main body of titanium would therefore impair the efficiency of the electromagnetic actuator controlling the flow rate adjusting device.
  • the patent application DE102013220768A1 discloses an intake valve for a fuel pump of a direct injection system, wherein a support body of the intake valve is provided with an externally threaded fastening ring, which is screwed into a corresponding threaded hole made in a main body of the pump.
  • the object of the present invention is to provide a fuel pump for a direct injection system and a relating assembling method, said fuel pump having a low weight and at the same time being inexpensive and easy to produce. According to the present invention, it is provided a fuel pump for a direct injection system and a relative assembling method as claimed in the appended claims.
  • the number 1 indicates as a whole a fuel direct injection system of the common rail type for an internal combustion engine.
  • the direct injection system 1 comprises a plurality of injectors 2, a common rail 3 which supplies the pressurized fuel to the injectors 2, a high-pressure pump 4, which supplies the fuel to the common rail 3 through a supply duct 5 and is provided with a flow rate adjusting device 6, a control unit 7 which maintains the fuel pressure in the common rail 3 equal to a desired value, generally changing over time based on the engine operating conditions, and a low-pressure pump 8, which supplies the fuel from a tank 9 to the high-pressure pump 4 through a supply duct 10.
  • the control unit 7 is coupled to the flow rate adjusting device 6 to continuously control the flow rate of the high-pressure pump 4 supplying to the common rail 3 the required fuel amount to obtain the desired pressure value in the common rail 3; in particular, the control unit 7 regulates the flow rate of the high-pressure pump 4 by means of a feedback control, using as a feedback variable the fuel pressure value in the common rail 3, which is a pressure value detected in real time by a pressure sensor 11.
  • the high-pressure pump 4 comprises a main body 12 having a longitudinal axis 13 and housing a cylindrical pumping chamber 14.
  • a piston 15 is slidably mounted in the pumping chamber 14. By reciprocatingly moving along the longitudinal axis 13, the piston determines a cyclic variation of the volume of the pumping chamber 14.
  • a lower portion of the piston 15 is, on the one side, coupled to an implementing spring 16 pushing the piston 15 toward a maximum volume position of the pumping chamber 14 and, on the other side, coupled to a cam (not shown), which is brought into rotation by an engine drive shaft to move cyclically the piston 15 upward, thus compressing the implementing spring 16.
  • the pressure of the intake valve 18 is normally controlled, and in the absence of any external intervention, the intake valve 18 is closed when the fuel pressure in the pumping chamber 14 is higher than the fuel pressure in the intake channel 17, and is open when the fuel pressure in the pumping chamber 14 is lower than the fuel pressure in the intake channel 17.
  • the pressure of the delivery valve 20 is controlled, and the valve is open when the fuel pressure in the pumping chamber 14 is higher than the fuel pressure in the delivery channel 19, and is closed when the fuel pressure in the pumping chamber 14 is lower than the fuel pressure in the delivery channel 19.
  • the flow rate adjusting device 6 is mechanically coupled to the intake valve 18 to allow the control unit 7 to keep, when necessary, the intake valve 18 open during a pumping phase of the piston 15 and therefore to allow a fuel flow exiting the pumping chamber 14 through the intake channel 17.
  • the flow rate adjusting device 6 comprises a control rod 21, which is coupled to the intake valve 18 and is movable between a passive position, where it allows closing the intake valve 18, and an active position, where it does not allow closing the intake valve 18.
  • the flow rate adjusting device 6 is coupled to the intake valve 18 to allow the control unit 7 to keep the intake valve 18 open during a pumping phase of the piston 15 and therefore to allow a fuel flow exiting the pumping chamber 14 through the intake channel 17.
  • the flow rate adjusting device 6 further comprises an electromagnetic actuator 22, which is coupled to the control rod 21 to move the control rod 21 between the active position and the passive position.
  • an exhaust channel 23 originating from a side wall of the pumping chamber 14 connects the pumping chamber 14 with the delivery channel 19 and is regulated by a unidirectional maximum pressure valve 24 allowing only a fuel flow entering the pumping chamber 14.
  • the function of the maximum pressure valve 24 is to allow a venting of the fuel in the case where the fuel pressure in the common rail 3 exceeds a maximum value set in the design phase (typically, in case of any control error made by the control unit 7); in other words, the maximum pressure valve 24 is designed to open automatically when the pressure difference at its ends is higher than a threshold value set in the design phase and therefore to prevent the fuel pressure in the common rail 3 from exceeding a maximum value set in the design phase.
  • the electromagnetic actuator 22 comprises a spring 25, which keeps the control rod 21 in the active position, and an electromagnet 26 controlled by the control unit 7 and adapted to move the control rod 21 in the passive position by magnetically attracting a ferromagnetic armature 27 integral with the control rod 21 toward a fixed magnetic armature 28 (the control rod 21 on the one side is integral with the armature 27 and on the other side is coupled to the intake valve 18).
  • the control rod 21 on the one side is integral with the armature 27 and on the other side is coupled to the intake valve 18.
  • the electromagnet 26 comprises the magnetic armature 28 which is fixed, the armature 27 which is movable and close to the magnetic armature 28, and a coil 29, which is fixed and can generate a magnetic field which passes through the armature 27 and the magnetic armature 28 and hence tends to magnetically attract the armature 27 toward the magnetic armature 28.
  • a support body 30 housing the electromagnetic actuator 22 (i.e. housing the armature 27, the magnetic armature 28, the coil 29 and the spring 25) and integral with the main body 12.
  • the main body 12 comprises a threaded coupling hole 31 arranged at the intake channel 17, and the support body 30 has a threaded assembling portion 32 which is screwed inside the coupling hole 31.
  • the support body 30 internally comprises a tubular housing cavity 33 (having a cylindrical section) fixedly housing the magnetic armature 28 and slidingly housing the armature 27; the housing cavity 33 is open toward the main body 12 (i.e. toward the intake channel 17 formed in the main body 12) and is sealed on the opposite side, toward the outside (i.e.
  • the magnetic armature 28 is fixed inside the housing cavity 33 and is integral with the support body 30, whereas the armature 27 is movable inside the housing cavity 33 and close to the magnetic armature 28 and can slide with respect to the magnetic armature 28 and therefore with respect to the support body 30.
  • the spring 25 is arranged inside the housing cavity 33 and is interposed (compressed) between the magnetic armature 28 and the armature 27 to apply an elastic thrust to the armature 27.
  • the coil 29 is arranged out of the housing cavity 33; in this way, the coil 29 is not in contact with the fuel (which is confined inside the housing cavity 33) and therefore is not subjected to the chemical aggression of the fuel (in other words, the coil 29 is mounted according to the "dry-coil" mounting pattern).
  • the support body 30 is coupled to a bearing element 34, which houses the coil 29, is initially independent of the support body 30, and is integral with the support body 30 by means of an annular weld 35.
  • the bearing element 34 housing the coil 29 is made integral with the support body 30 by screwing, and not by means of the annular weld 35; in other words, the annular weld 35 is replaced by threaded portions that are mutually screwed (i.e. the bearing element 34 has a threaded portion which is screwed into a corresponding threaded portion of the support body 30).
  • the thickness of the spacer ring 36 determines the length of the stroke of the control rod 21: the thicker the spacer ring 36, the longer the stroke of the control rod 21.
  • the main body 12 is made of a first metal material having a reduced density (i.e. having a reduced weight), such as e.g. titanium (having a density of about 1,9 g/cm 3 ) or aluminium (having a density of about 2,7 g/cm 3 ); inevitably, the first metal material (low weight) is a non-ferromagnetic material (i.e. is nonmagnetic), because low-weight metal materials have poor magnetic characteristics.
  • the support body 30 is made of a second metal material that is different from the first metal material and is a ferromagnetic material, such as e.g. magnetic steel (having a density of about 7.5-8.0 g/cm 3 ).
  • a spacer ring 36 with an adjusted thickness having a standard thickness i.e. a thickness determined by the theoretical design size
  • a standard thickness i.e. a thickness determined by the theoretical design size
  • the spacer ring 36 is replaced by unscrewing and then re-screwing the support body 30 in the threaded coupling hole 31 of the main body 12 with another spacer ring 36 having a different thickness; obviously, the thickness of the spacer ring 36 is increased if the actual stroke of the armature 27 is too short with respect to the required specifications, while the thickness of the spacer ring 36 is decreased if the actual stroke of the armature 27 is too long with respect to the required specifications.
  • the actual stroke of the armature 27 may be different from the required specifications due to the inevitable manufacturing tolerances that, in some cases, compensate each other (so that, however, the actual stroke of the armature 27 meets the required specifications) and in other cases add up, thus making the actual stroke of the armature 27 different from the required specifications.
  • the actual stroke of the movable armature 27 can be measured directly or indirectly; in this latter case, the actual stroke of the movable armature 27 is estimated (then indirectly measured) based on another measurement (e.g. based on the current absorbed by the coil 29 when a given voltage is applied to the ends of the coil 28).
  • the support body 30 is initially screwed into the threaded coupling hole 31 of the main body 12 (by interposing the spacer ring 36 according to the aforesaid modalities). Subsequently, the bearing element 34 housing the coil 29 of the electromagnetic actuator 22 is arranged around the support body 30. Finally, the bearing element 34 is welded to the support body 30 (by means of the annular weld 35) only after having definitively screwed the support body 30 into the threaded coupling hole 31 of the main body 12, and obviously only after having arranged the support body 30 in the desired angular position.
  • the support body 30 has a cylindrical symmetry, except for the connector of the coil 29 (not shown in the accompanying figures), and then the support body 30 is arranged in the desired angular position to place the connector of the coil 29 in the desired position with respect to the rest of the high-pressure pump 4.
  • the bearing element 34 had been integral with the support body 30 from the beginning, by screwing the support body 30 into the threaded coupling hole 31 of the main body 12 there would have been a certain dispersion by positioning the connector of the coil 29; however, by welding the bearing element 34 to the support body 30 only after having definitively screwed the support body 30 into the threaded coupling hole 31 of the main body 12, the connector of the coil 29 can be always arranged in the desired position.
  • the aforesaid high-pressure pump 4 has several advantages.
  • the aforesaid high-pressure pump 4 allows using for the main body 12 a first light and nonmagnetic metal material without compromising the operation of the electromagnet 26: in fact, the support body 30 housing the electromagnet 26 can be made of a second ferromagnetic metal material.
  • the support body 30 housing the electromagnet 26 can be made of a second ferromagnetic metal material.
  • the aforesaid high-pressure pump 4 allows an effective compensation of any possible error due to the manufacturing tolerances on the stroke of the armature 27 (and therefore on the correct operation of the electromagnetic actuator 22 of the flow rate adjusting device 6).
  • the aforesaid high-pressure pump 4 always allows arranging the connector of the coil 29 in the desired position, regardless of the inevitable manufacturing dispersions (i.e. by effectively compensating any possible error due to the manufacturing tolerances in positioning the connector of the coil 29)
  • the aforesaid high-pressure pump 4 is inexpensive and easy to implement, since the modifications with respect to a similar known fuel pump are limited to some simple mechanical machining.
EP16203320.3A 2015-12-09 2016-12-09 Kraftstoffpumpe für ein direkteinspritzsystem und zugehöriges montageverfahren Not-in-force EP3179092B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ITUB2015A006824A ITUB20156824A1 (it) 2015-12-09 2015-12-09 Pompa carburante alleggerita per un sistema di iniezione diretta e relativo metodo di montaggio

Publications (2)

Publication Number Publication Date
EP3179092A1 true EP3179092A1 (de) 2017-06-14
EP3179092B1 EP3179092B1 (de) 2019-07-03

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP16203320.3A Not-in-force EP3179092B1 (de) 2015-12-09 2016-12-09 Kraftstoffpumpe für ein direkteinspritzsystem und zugehöriges montageverfahren

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EP (1) EP3179092B1 (de)
IT (1) ITUB20156824A1 (de)

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10322603A1 (de) * 2003-05-20 2004-12-09 Robert Bosch Gmbh Kolbenpumpe, insbesondere Hochdruck-Kolbenpumpe für Brennkraftmaschinen mit Direkteinspritzung
EP2236809A2 (de) 2009-03-30 2010-10-06 Magneti Marelli S.p.A. Hochdruchkraftstoffpumpe mit verbesserten Maximaldruckventil
WO2011098320A1 (de) * 2010-02-12 2011-08-18 Robert Bosch Gmbh Zylinderkopf für eine kraftstoffhochdruckpumpe
EP2508744A1 (de) 2011-04-07 2012-10-10 Magneti Marelli S.p.A. Schallgedämpfte Kraftstoffpumpe für ein Direkteinspritzsystem
EP2687712A1 (de) * 2012-07-19 2014-01-22 Delphi Technologies Holding S.à.r.l. Ventilanordnung
WO2014186512A1 (en) * 2013-05-17 2014-11-20 Vp Sales & Company Positive displacement pump
DE102013212261A1 (de) * 2013-06-26 2014-12-31 Robert Bosch Gmbh Hochdruckpumpe
DE102013220768A1 (de) 2013-10-15 2015-04-16 Continental Automotive Gmbh Ventilanordnung
DE102014200339A1 (de) * 2014-01-10 2015-07-16 Robert Bosch Gmbh Elektromagnetisch ansteuerbares Saugventil

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10322603A1 (de) * 2003-05-20 2004-12-09 Robert Bosch Gmbh Kolbenpumpe, insbesondere Hochdruck-Kolbenpumpe für Brennkraftmaschinen mit Direkteinspritzung
EP2236809A2 (de) 2009-03-30 2010-10-06 Magneti Marelli S.p.A. Hochdruchkraftstoffpumpe mit verbesserten Maximaldruckventil
WO2011098320A1 (de) * 2010-02-12 2011-08-18 Robert Bosch Gmbh Zylinderkopf für eine kraftstoffhochdruckpumpe
EP2508744A1 (de) 2011-04-07 2012-10-10 Magneti Marelli S.p.A. Schallgedämpfte Kraftstoffpumpe für ein Direkteinspritzsystem
EP2687712A1 (de) * 2012-07-19 2014-01-22 Delphi Technologies Holding S.à.r.l. Ventilanordnung
WO2014186512A1 (en) * 2013-05-17 2014-11-20 Vp Sales & Company Positive displacement pump
DE102013212261A1 (de) * 2013-06-26 2014-12-31 Robert Bosch Gmbh Hochdruckpumpe
DE102013220768A1 (de) 2013-10-15 2015-04-16 Continental Automotive Gmbh Ventilanordnung
DE102014200339A1 (de) * 2014-01-10 2015-07-16 Robert Bosch Gmbh Elektromagnetisch ansteuerbares Saugventil

Also Published As

Publication number Publication date
ITUB20156824A1 (it) 2017-06-09
EP3179092B1 (de) 2019-07-03

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