WO2004094812A1 - Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur - Google Patents

Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur Download PDF

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Publication number
WO2004094812A1
WO2004094812A1 PCT/JP2003/005232 JP0305232W WO2004094812A1 WO 2004094812 A1 WO2004094812 A1 WO 2004094812A1 JP 0305232 W JP0305232 W JP 0305232W WO 2004094812 A1 WO2004094812 A1 WO 2004094812A1
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WO
WIPO (PCT)
Prior art keywords
fuel
flow control
pressure
control valves
injection device
Prior art date
Application number
PCT/JP2003/005232
Other languages
English (en)
Japanese (ja)
Inventor
Tsutomu Sugihara
Kazuya Kubota
Original Assignee
Bosch Corporation
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 Bosch Corporation filed Critical Bosch Corporation
Priority to DE60325276T priority Critical patent/DE60325276D1/de
Priority to CNB038263718A priority patent/CN100425816C/zh
Priority to EP03725655A priority patent/EP1617073B1/fr
Priority to PCT/JP2003/005232 priority patent/WO2004094812A1/fr
Publication of WO2004094812A1 publication Critical patent/WO2004094812A1/fr

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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
    • F02M59/10—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
    • 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
    • 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
    • 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

Definitions

  • the present invention relates to a so-called pressure-accumulation type fuel injection device, and more particularly to a device for improving control characteristics of a discharge amount.
  • a pressure accumulating fuel injection device as a measure for controlling the discharge amount, there is a method of adjusting the amount of fuel supplied to the plunger chamber of the high-pressure pump at the inlet side.
  • various types of valves such as a proportional control valve whose valve opening changes according to the magnitude of the supplied current and a so-called flow control valve such as a simple so-called on / off valve are provided.
  • a configuration has been proposed (see, for example, the above-mentioned Japanese Patent Application Laid-Open No. 8-284727).
  • Another object of the present invention is to provide a pressure-accumulating fuel injection device that can realize stable discharge amount control and has high reliability. Disclosure of the invention,
  • fuel in a fuel tank is supplied to a high-pressure pump via a flow control valve, high-pressure fuel is pressure-fed to a common rail by the high-pressure pump, and high-pressure fuel stored in the common rail is A method of controlling a discharge amount in a pressure-accumulation type fuel injection device configured to be capable of injecting by a fuel injection valve connected to the common rail,
  • a plurality of the flow rate control valves are provided in a parallel connection state, and fuel can be supplied from the fuel tank to the high-pressure pump through the plurality of flow rate control valves.
  • the plurality of flow control valves there is provided one configured such that a number of flow control valves corresponding to the discharge amount of the high-pressure pump are brought into an operating state.
  • fuel in a fuel tank is supplied to a high-pressure pump via a flow control valve, high-pressure fuel is pressure-fed to a common rail by the high-pressure pump, and high-pressure fuel stored in the common rail is An accumulator-type fuel injection device configured to be able to inject by a fuel injection valve connected to the common rail,
  • the high pressure pump is provided with a plurality of plunger chambers, and a fuel passage connecting the plurality of plunger chambers and the fuel tank is provided with a plurality of flow control valves.
  • FIG. 1 is a configuration diagram showing a first configuration example of a pressure accumulating fuel injection device according to an embodiment of the present invention.
  • FIG. 2 is an explanatory diagram illustrating the operation of the flow control valve according to the embodiment of the present invention.
  • FIG. 2 (A) illustrates a state in which two flow control valves are simultaneously operated.
  • FIG. 2 (B) is an explanatory diagram illustrating a state in which only one flow control valve is controlled.
  • FIG. 3 is a configuration diagram illustrating a second configuration example of the pressure accumulating fuel injection device according to the embodiment of the present invention.
  • FIG. 4 is a circuit diagram showing a connection state between the electromagnetic coils of the first and second flow rate control valves and the energizing drive circuit in the configuration example shown in FIG. BEST MODE FOR CARRYING OUT THE INVENTION
  • this device a pressure-accumulation fuel injection device (hereinafter, referred to as “this device”) according to an embodiment of the present invention will be described with reference to FIG.
  • This device is provided for each cylinder of a diesel engine (not shown) and is provided with a fuel injection valve (injector) 1 for injecting fuel into the cylinder and a common rail for storing high-pressure fuel supplied to the fuel injection valve 1 2, a high-pressure pump unit 3 for feeding high-pressure fuel to the common rail 2, a fuel tank 4, and an electronic control unit (indicated as “ECU” in FIG. 1) 5.
  • a fuel injection valve (injector) 1 for injecting fuel into the cylinder and a common rail for storing high-pressure fuel supplied to the fuel injection valve 1 2
  • a high-pressure pump unit 3 for feeding high-pressure fuel to the common rail 2
  • a fuel tank 4 for feeding high-pressure fuel to the common rail
  • ECU electronice control unit
  • the high-pressure pump section 3 includes a supply pump 6 as a high-pressure pump, a feed pump 7 using a so-called gear pump coaxially mounted on a cam shaft 6 a of the supply pump 6, and a fuel supply to the supply pump 6.
  • the first and second flow control valves 8a and 8b that control the supply amount and the pressure control valve 18 are configured as main components.
  • the supply pump 6 is a well-known and well-known so-called plunger type, and a schematic configuration thereof will be described here.
  • the supply pump 6 according to the embodiment of the present invention includes first and second cylinders 9a and 9b and first and second plungers 10a and 10b. And the second plunger chamber 11a, lib are formed I have.
  • the first and second plungers 10a and 10b are respectively provided with first and second plungers 10a and 10b attached to a camshaft 6a having an end (not shown) connected to a crankshaft (not shown) of the engine.
  • the cams 5a and 5b respectively contact the cams 5a and 5b, and reciprocate in the first and second cylinders 9a and 9b in accordance with the movement of the cam accompanying the rotation of the camshaft 6a.
  • the fuel pressure in the first and second plunger chambers 11a and 11b is increased by the movement.
  • the feed pump 7 uses a so-called gear pump, which is attached to the camshaft 6a, and the fuel of the fuel tank 4 is sucked up by its rotation, and the fuel is supplied to the supply pump via the flow control valve 8. It is provided to supply to the first and second plunger chambers 11a and 11b at the end of 6.
  • the suction side of the feed pump 7 is connected to the fuel tank 4 via the first fuel passage 13a, and the discharge side of the feed pump 7 is connected to the second fuel passage 13 And connected to the inlet side of the fuel filter 12 via the.
  • the outlet side of the fuel filler 12 and the inlet sides of the first and second flow control valves 8a and 8b are connected via a third fuel passage 13c. That is, one end of the third fuel passage 13 c is connected to the outlet side of the fuel filter 12, while the other end is branched into two, one of which is The first flow control valve 8a is connected to the inlet side of the first flow control valve 8a, and the other is connected to the second flow control valve 8b. Therefore, the fuel from which dust and the like have been removed by the fuel filter 12 flows into the first and second flow control valves 8a and 8b.
  • a pressure regulating valve 18 is provided at an appropriate position between the branched portion at one end and the fuel fill 12.
  • One end of a seventh fuel passage 13 g provided in the middle is connected, and the other end of the seventh connection passage 13 g is connected to a sixth fuel passage 13 f described later. It has become.
  • the fuel return passage 19 is constituted by the sixth fuel passage 13 f and the seventh fuel passage 13 g.
  • the pressure regulating valve 18 is, for example, a so-called mechanical valve that is opened when the pressure exceeds a predetermined pressure.
  • the pressure control valve 18 is opened and the feed pump 7 Of the fuel is returned to the fuel tank 4 through the pressure regulating valve 18, the seventh fuel passage 13 g and the sixth fuel passage 13 f, whereby the first and The accuracy of adjusting the discharge amount by the second flow control valves 8a and 8b can be made more reliable.
  • the first and second flow control valves 8a and 8b use a current-driven proportional solenoid valve, and the open state can be controlled by controlling the amount of current supplied thereto.
  • the amount of energization and the open state are almost proportional.
  • the amount of flow of the fuel increases with an increase in the amount of electricity.
  • the high-pressure fuel supplied to the common rail 2 by the amount of fuel supplied to the first and second plunger chambers 11a and lib via the first and second flow control valves 8a and 8b. Is determined. Therefore, the first and second flow control valves 8a and 8b function as solenoid valves for controlling the pressure of the common rail 2.
  • a common fuel passage 20 is provided on the outlet side of the first and second flow control valves 8a and 8b. That is, both ends of the common fuel passage 20 are branched into two, and one of the two branch passages 20a and 20b is connected to the first flow control valve 8a and the second Connected to outlet side of flow control valve 8b It has been done.
  • one branch passage 20 c is connected to the fourth fuel passage via the first suction valve 14 a.
  • One end of 13d is connected to the other branch passage 20d at one end of a fifth fuel passage 13e via a second suction valve 14b.
  • the other ends of the fifth and fifth fuel passages 13 d and 13 e are both connected to the common rail 2.
  • the first and second flow control valves 8a and 8b are connected in parallel between the fuel tank 4 and the first and second plunger chambers 11a and 11b. It can be said that the connection is made.
  • a first discharge valve 15a is provided at an appropriate position between the first suction valve 14a and the common rail 2
  • a fifth fuel passage is provided in the fourth fuel passage 13d.
  • a second discharge valve 15b is provided at an appropriate position between the second suction valve 14b and the common rail 2 in the path 13e.
  • an appropriate portion of the fourth fuel passage 13d between the first suction valve 14a and the first discharge valve 15a is provided with a first plunger chamber 11a communicating with the first plunger chamber 11a.
  • the first and second suction valves 14a and 14b are connected to the first and second flow rate control valves 8a and 8b from the first and second plunger chambers 11a and 11b, respectively.
  • the b side has a check valve structure to prevent fuel from flowing.
  • the first and second plungers 10a and 10b are in the suction stroke state, and the first and second flow rate adjustments are performed.
  • the valves 8a and 8b are opened, the fuel sucked up from the fuel tank 4 by the feed pump 7 is supplied to the first and second suction valves 14a and 14b, respectively.
  • the second plunger room 1 1 a lib It is designed to flow in.
  • first and second discharge valves 15a and 15b are connected to the common rail 2 from the side to which the first and second suction valves 14a and 14b are connected, respectively.
  • the first and second plungers 10a, 10b are located in the compression stroke state, and the first and second plunger chambers 11a, 11
  • high-pressure fuel is supplied from the first and second plunger chambers 11a and lib via the first and second discharge valves 15a and 15b. It flows into common rail 2.
  • a sixth fuel passage 13f and a relief valve 17 are provided between the fuel tank 4 and the common rail 2. When the fuel pressure becomes equal to or higher than a predetermined pressure, the fuel is returned to the fuel tank 4 via the relief valve 17.
  • the electronic control unit 5 is realized mainly by, for example, a microcomputer.
  • the electronic control unit 5 includes a detection signal of a pressure sensor 18 provided for detecting a pressure inside the common rail 2 and an engine signal.
  • Various signals required for engine control such as a rotation speed and an accelerator opening signal, are input (not shown).
  • the electronic control unit 5 controls the fuel pressure in the common rail 2 via the energization drive circuit (indicated as “DRV” in FIG. 1) 21 so that the fuel pressure in the common rail 2 becomes the target common rail pressure.
  • the operation control of the first and second flow control valves 8a and 8b that is, the control of the energizing current and the operation control of the fuel injection valve 1 are performed.
  • the electronic control unit 5 calculates a target injection fuel amount and a target common rail pressure based on various signals such as an engine speed and an accelerator opening signal. Further, the magnitude of the current flowing through the first and second flow control valves 8a and 8b is calculated by comparison with the actual pressure in the common rail 2 detected by the pressure sensor 18. Then, the DRV 21 is controlled so as to have the calculated current value, and the first and second flow control valves 8a and 8b are in a predetermined open state. The fuel pumped up from the fuel tank 4 by the feed pump 7 by opening the first and second flow control valves 8a and 8b passes through the first and second flow control valves 8a and 8b. It is supplied to the first and second plunger chambers lla and 11b.
  • the fuel in the first and second plunger chambers 11a and 11b is brought into a high-pressure state by the compression action of the first and second plungers 10a and 10b, and the pressure becomes higher than a predetermined pressure.
  • the first and second flow control valves 8a, 8b are supplied to the common rail 2 via the first and second discharge valves 15a, 15b in an amount adjusted by the open state of the first and second flow control valves 8a, 8b. High-pressure fuel is being supplied.
  • the fuel injection valve 1 is driven by the electronic control unit 5 at an appropriate timing, so that the fuel injection valve 1 injects high-pressure fuel to an internal combustion engine (not shown).
  • the discharge capacity of the feed pump 7 is designed so that a sufficient amount can be secured without inferior to that at the time of high speed even in a low speed state such as at the time of starting. (Not shown), when the rotation speed is high, and when the discharge amount of the high-pressure pump unit 3 is to be set to zero as in the case of deceleration, most of the fuel from the feed pump 7 The fuel is returned to the fuel tank 4 via the regulating valve 18 and the fuel return passage 19.
  • both the first and second flow control valves 8a and 8b are used, but the required discharge amount is relatively small, and the first and second flow control valves 8a and 8b are used. If the fuel is not supplied through both of the flow control valves 8a and 8b, only one of the first and second flow control valves 8a and 8b is operated, and the other is operated. It may be in a non-operation state. .
  • FIG. 2 is an explanatory diagram illustrating the concept of operation of the flow control valve in such a case.
  • Fig. 2 (A) shows the case where two flow control valves are operated at the same time, and it is clear that adding two opening areas can provide an opening area commensurate with the maximum discharge of the high-pressure pump. It is shown.
  • the thick characteristic line with the symbol a indicates the opening area characteristic when two flow control valves are simultaneously operated, and the dotted line with the symbol b.
  • the characteristic line indicates the opening area characteristics per flow control valve.
  • the position of the thin line with reference symbol S1 indicates the required opening area at the maximum discharge amount.
  • the slope of the characteristic line a represented by reference numeral 01 indicates the aperture area sensitivity to a current change.
  • the required discharge amount of the high-pressure pump is very small. If the change in the opening area with respect to the current change is large, the pressure in the common rail is reduced. It may be difficult to control it stably.
  • Fig. 2 (B) shows an example in which, when the required discharge rate is small, one flow control valve is closed and the remaining flow control valves are used to control such a problem. Things.
  • the flow rate control valve 8b is closed, and the flow rate is controlled only by the flow rate control valve 8a.
  • the flow control valve 8a is fixed to the current value k (A) corresponding to the discharge amount K, and the flow rate is adjusted for the discharge amount larger than K.
  • the bold characteristic line with the symbol c indicates the opening area characteristics of the flow control valves 8a + 8b. , While the flow control valve 8b is closed.
  • the dotted characteristic line denoted by the symbol d represents the opening area characteristic of the flow control valve 8b.
  • the position of the thin line denoted by reference symbol S2 represents the required opening area at the maximum discharge amount.
  • the dotted line with the symbol e corresponds to the discharge amount K.
  • the slope of the characteristic line c represented by reference numeral 02 indicates the sensitivity of the opening area to a current change.
  • first and second flow control valves 8a and 8b had the same electrical and mechanical characteristics. It is also possible to use one having a different flow rate sensitivity (in other words, a different area of a portion through which a fluid passes).
  • the same configuration may be maintained. For example, when the discharge amount is relatively large and the required discharge amount sensitivity is large. In the meantime, while the first and second flow control valves 8a and 8b are both operated, when the discharge amount of the supply pump 6 is relatively small and the required discharge amount sensitivity is low, the first and second flow control valves 8a and 8b are operated. It is possible to use differently, such as operating only the one with smaller flow rate sensitivity among the flow rate control valves 8a and 8b in 2.
  • first and second flow control valves 8a and 8b are both connected to the first and second plunger chambers 1 la and 11b of the supply pump 6 via the common fuel passage 20.
  • first and second plunger chambers 11a and lib of the supply pump 6 are provided in separate fuel passages.
  • the fuel is supplied from the fuel tank 4 via the first and second flow control valves 8a, 8b provided, and the first and second flow control valves 8a, 8 are provided.
  • the electromagnetic coils 23a and 23b of b are configured to be connected in series. That is, the outlet side of the first flow control valve 8a and the first suction valve 14a are connected by the first control valve outlet side fuel passage 22a while the second flow control valve 8b The outlet side of the second control valve and the second suction valve 14 b are connected by a second control valve outlet side fuel passage 22 b.
  • the fuel that has passed through the first flow control valve 8a is supplied to the first control valve outlet side fuel passage 22a, the first suction valve 14a, and the first plunger chamber connection fuel passage 16a. Through the first plunger chamber 11a.
  • the fuel that has passed through the second flow control valve 8b is subjected to the second control.
  • the fuel passage 22b, the second suction valve 14b, and the second plunger chamber connection fuel passage 16 The fluid flows into the second plunger chamber 1 1b via b.
  • the electromagnetic coils 23a and 23b of the first and second flow control valves 8a and 8b are connected in series as shown in FIG. 4 and are energized by the energizing drive circuit 21. It is configured to be.
  • the first and second flow control valves 8 a and 8 b are simultaneously energized and driven by the electronic control unit 5 via the energization drive circuit 21.
  • These first and second flow control valves 8a and 8b are different from the conventional one because the electromagnetic coils 23a and 23b are connected in series. Under the assumption that the energizing current of b is the same and the electrical and mechanical characteristics of the first and second flow control valves 8a and 8b are the same, both are in the same control state It becomes. In other words, in other words, the amount of fuel passing through the first and second flow control valves 8a and 8b is precisely controlled identically.
  • the fuel that has passed through the first flow control valve 8a is supplied to the first control valve outlet side fuel passage 22a, the first suction valve 14a, and the first plunger chamber connection fuel passage 16a.
  • the fuel that has passed through the second flow control valve 8b flows into the first plunger chamber 11a through the second control valve outlet side fuel passage 22b, It flows into the second plunger chamber 11b via the suction valve 14b and the second plunger chamber connection fuel passage 16b.
  • the fuel is compressed in the first and second plunger chambers 11 a and 1 lb and supplied to the common rail 2 as high-pressure fuel, as in the first configuration example. .
  • the current value can be made exactly the same even if the electrical resistance in the manufacture of the electromagnetic coil varies or the electrical resistance becomes unbalanced due to the temperature difference during operation. For example, by accurately controlling the number of turns of the coil, it becomes possible to control the characteristics of the two electromagnetic coils in a more equal state.
  • Another advantage is that the drive circuit and current detection circuit can be integrated into one.
  • two flow control valves 8a and 8b are connected.
  • the number of flow control valves need not be limited to two, and it is a matter of course that a configuration in which three or more flow control valves are provided may be provided.
  • the present invention since a plurality of flow control valves are provided and these are selectively operated as needed, even if the discharge amount of the high-pressure pump is different, the configuration of the apparatus is different.
  • the effect is that it is possible to provide a pressure-accumulation type fuel injection device that can respond without changing the elements, has high flexibility in changing the specifications of the device, and can realize stable control.
  • the accumulator-type fuel injection device can selectively operate a plurality of flow control valves as needed, so that even if the discharge amount of the high-pressure pump is different, it is possible to cope with the specification change. It is suitable for what is possible.

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

Abstract

L'invention concerne un injecteur de carburant dans un accumulateur disposé de manière que le carburant dans un réservoir (4) alimente par le biais d'une première et d'une seconde soupapes (8a, 8b) de régulation de débit une pompe d'alimentation (6), par exemple une pompe haute pression, ladite pompe d'alimentation (6) fournit sous pression du carburant haute pression à une rampe commune (2), et le carburant haute pression stocké dans la rampe commune (2) peut être injecté par le biais d'une soupape d'injection (1) de carburant. Plus précisément, lesdites première et seconde soupapes (8a, 8b) ont différentes quantités de carburant praticable, une section de commande électronique (5) ne pouvant mettre en exploitation qu'une seule d'entre elles, il est alors possible de traiter de pompes d'alimentation (6) de différents volumes.
PCT/JP2003/005232 2003-04-24 2003-04-24 Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur WO2004094812A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE60325276T DE60325276D1 (de) 2003-04-24 2003-04-24 Förderratensteuerverfahren in speicherkraftstoffeinspritzventil und speicherkraftstoffeinspritzventil
CNB038263718A CN100425816C (zh) 2003-04-24 2003-04-24 蓄压式燃料喷射装置的吐出流量控制方法和蓄压式燃料喷射装置
EP03725655A EP1617073B1 (fr) 2003-04-24 2003-04-24 Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur
PCT/JP2003/005232 WO2004094812A1 (fr) 2003-04-24 2003-04-24 Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2003/005232 WO2004094812A1 (fr) 2003-04-24 2003-04-24 Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur

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WO2004094812A1 true WO2004094812A1 (fr) 2004-11-04

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EP (1) EP1617073B1 (fr)
CN (1) CN100425816C (fr)
DE (1) DE60325276D1 (fr)
WO (1) WO2004094812A1 (fr)

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JP6070442B2 (ja) * 2013-06-28 2017-02-01 いすゞ自動車株式会社 コモンレール式燃料噴射装置の制御装置

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Also Published As

Publication number Publication date
DE60325276D1 (de) 2009-01-22
EP1617073A1 (fr) 2006-01-18
EP1617073B1 (fr) 2008-12-10
CN100425816C (zh) 2008-10-15
CN1771388A (zh) 2006-05-10
EP1617073A4 (fr) 2007-09-26

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