WO2008058952A1 - Système de carburant haute pression avec compensation de volume, en particulier pour la phase de refroidissement du système haute pression - Google Patents

Système de carburant haute pression avec compensation de volume, en particulier pour la phase de refroidissement du système haute pression Download PDF

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Publication number
WO2008058952A1
WO2008058952A1 PCT/EP2007/062258 EP2007062258W WO2008058952A1 WO 2008058952 A1 WO2008058952 A1 WO 2008058952A1 EP 2007062258 W EP2007062258 W EP 2007062258W WO 2008058952 A1 WO2008058952 A1 WO 2008058952A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
valve
fuel
compensation
pressure compensation
Prior art date
Application number
PCT/EP2007/062258
Other languages
German (de)
English (en)
Inventor
Matthias Bleeck
Marius Cornea
Dietmar Schulze
Original Assignee
Hydraulik-Ring Gmbh
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hydraulik-Ring Gmbh, Robert Bosch Gmbh filed Critical Hydraulik-Ring Gmbh
Publication of WO2008058952A1 publication Critical patent/WO2008058952A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0049—Combined valve units, e.g. for controlling pumping chamber and injection valve
    • 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
    • F02M55/007—Venting means
    • 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
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0036—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat with spherical or partly spherical shaped valve member ends
    • 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
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0054—Check valves
    • 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
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail

Definitions

  • the present invention relates to a high pressure fuel system.
  • a pressure compensation system is described.
  • Pressure compensation systems in fuel injection systems are known in numerous embodiments.
  • So z. B. from DE 103 34 771 Al a very long-built injector known that works with differential pressures and pressure equalization on different sides of the piston.
  • a check valve with ball seat valve is constructed between different stages, so that the pressure can remain at a higher level until new fuel can be replenished to this next pressure stage.
  • a schematic representation of a typical high-pressure diesel injection system can be found in DE 199 37 673 A1, which shows that a pressure accumulator, so to speak the rail, can be protected against pressure peaks with a high-pressure regulating valve.
  • the high-pressure control valve thus sets the pressure in the rail, which can be supplied from a pump.
  • the lowest pressure is found in the region of the tank.
  • the tank pressure can be up to 5 bar in a first embodiment.
  • the tank pressure may lie in a further embodiment in the same area as the environment s pressure.
  • Undesirable phenomena in the fuel system occur in particular in the cooling phase, for example after the engine has been switched off. After switching off, the high-pressure pump stops working. A pressure generating source is no longer in operation. The undesirable phenomena should be avoided or reduced.
  • the object is achieved by a pressure equalization according to the main claim or a pressure compensation valve according to the independent claim 2.
  • Advantageous developments can be found in the dependent claims, which can be used and installed in a high-pressure valve, such as a high-pressure diesel control valve.
  • volume compensation is required.
  • the functionality can be made possible by a volume compensation between the low pressure and the high pressure range.
  • the volume compensation shall be located at a suitable location in the fuel system.
  • the volume compensation must not increase the leakage during engine operation, ie at high pressures, such as 1600 bar, 1800 bar, 2000 bar or 2200 bar.
  • a pressure limiting valve that stik with very low opening, that is, a relative pressure near 0 bar, can open in the direction of the low pressure region of the fuel system.
  • the pressure relief valve is designed as an integrable pressure relief sventil.
  • the pressure relief sventil is in the direction of the high pressure area in
  • Volume compensation compensates for the pressure drop associated with cooling.
  • the pressure compensation element which may be a ball seat valve, for example, operates completely passively.
  • the valve, in which the pressure compensation valve is integrated, is usually de-energized after switching off the motor vehicle. If a certain set pressure level, which may be adjustable, for example, via a return spring or via the insertion depth of a spring plate, is undershot, opens only in one direction or flow direction of the fuel to open valve.
  • the pressure compensation elements or pressure compensation elements comprise a sealing element.
  • a suitable sealing element may be a ball or a sealing plate. This sealing element seals against a bore heel. In normal operation, when there is a high pressure on the high pressure side, the sealing element is in abutment with a communication bore. According to one embodiment, the sealing element may be spring-biased.
  • the pressure which can be, for example, around 2000 bar, abruptly collapses, but it does not drop below a set level due to the existing pressure compensation.
  • the pressure equalizing member may also be installed in the fuel injection system at other suitable locations.
  • the pressure compensation element as antiparallel, opening in the return direction, in particular passively operated valve in the main valve, the pressure control valve, a pressure equalization in individual or all injectors or or in addition in the high pressure pump between the high pressure area and tank line, which also Tank connection of the pressure control valve leads are arranged.
  • the pressure equalizing member intervenes when a drop in the line with the working port, the rail threatens, for example, below the tank pressure, in another embodiment below the ambient pressure.
  • FIG. 1 shows the integration of the pressure compensation element in a pressure regulating valve
  • FIG. 2 shows a first embodiment of a pressure compensation valve
  • Figures 3 and 4 show a second embodiment of a pressure compensating valve
  • Figure 6 discloses a further embodiment of a double integration valve according to the invention.
  • a pressure control valve for a rail of a high-pressure diesel injection system is usually, as shown in Figure 1, screwed at one end of the rail. From the valve 1, a tank connection leads back into the fuel tank. In the top of the pressure control valve is a location that is particularly suitable to serve as a pressure equalization point.
  • a pressure compensation 100 in the vicinity of the area of the terminal A, integrate. The pressure compensation 100 provides
  • the pressure compensation 100 according to FIG. 1 can be realized, for example, by means of a pressure compensation valve 102 according to FIG.
  • the pressure compensation valve 102 shuts off the high-pressure region in which a high-pressure p 2 prevails under operating conditions, from the low-pressure region in which a
  • Tank pressure another pressure compared to the high pressure only less than 10%, or the ambient pressure prevails, against each other for normal operation, after the
  • Cooling of the fuel system can then by the higher pressure on the pl side pressure equalization by lifting the ball 20 from the ball seat against the spring 40, located on the
  • Spring plate 30 is supported, carried out.
  • a check valve 104 can also be constructed without a spring.
  • a stop 50 may be provided, which may be provided for compactness and integration reasons with channels and bushings through which the under very high pressure medium, the diesel fuel, in the movement space the ball 20 can flow in and out.
  • FIG. 4 shows a corresponding cross section through the arrangement according to FIG. 3.
  • FIG. 5 shows somewhat simplified the pressures which build up and dissipate in the rail of the fuel injection system.
  • the pressure level in the rail changes during operation in many areas.
  • the pressure level of the operating pressure P collapses and drops below the high pressure p2 due to the lack of operation of the pressure source in a relatively short time.
  • the pressure on the high pressure side, where the pressure p2 prevails under normal conditions would be below a permissible pressure level pl, in particular due to the cooling of the fuel, fall.
  • the pressure remains within the range of the ambient pressure.
  • the system pressure can be plotted or read from the ordinate, which is marked P for pressure.
  • the maximum pressure p 2 is in a range between 1600 and
  • VE 06014 WO 13 11 2007 2200 bar Of course, it can also be above or below.
  • the time course is indicated with t.
  • the pressure P in the fuel injection system that is, the portion of the fuel supply of the cylinders starting after the high-pressure pump and reaching to the injectors, is in the range of the operating pressure and varies therebetween, depending on the injection frequency, the pressure build-up capability High pressure pump and the amount of fuel to be metered.
  • t B The phase of normal operation of the internal combustion engine is indicated by t B.
  • injection times ti and shutter speeds ts which can be marked, for example, by the switching time.
  • the system pressure P of the fuel injection system fluctuates up to its maximum permissible overpressure p2.
  • this phase blocks the pressure equalization of the pressure compensation valve 102, 104 (see Figure 2, 3)
  • the overpressure p2 then breaks down after the operation, after the time t ß again.
  • the volume of the printed fuel after switch-off time t 0 is reduced to such an extent that without pressure compensation 100 according to the invention (see FIG. 1), the system pressure P drops below the reference pressure p 1, which is the result of temperature influences, thermal compensation processes and cooling processes low normal pressure is threatening.
  • the pressure drop would occur creeping during the turn-off time t A and then approach at a value P R ⁇ .
  • a pressure compensation element 100 stabilizes the system resting pressure P RI from the beginning, ie from the switch-off time to, to the desired low-pressure pl.
  • the system pressure P decreases to near the ambient pressure. Near the ambient pressure is a bandwidth of about 10 bar.
  • the two characteristic curves P RI and P R ⁇ show that with pressure compensation P RI the system pressure P in the range of ambient pressure, in particular in the range of pl remains, while without pressure equalization, a drop over time under the ambient pressure (characteristic p R ⁇ ) takes place. This is due to the fact that the individual components of the diesel injection system must be as tight as possible, not least because of the high pressures.
  • VE 06014 WO 13 11 2007 choose where a good, short compensation path for the pressure between tank or tank return and high-pressure rail can be found.
  • the pressure valves which are already present in the fuel system anyway, z. B. the pressure control valve.
  • the injectors each individually or one for all, or the high-pressure pump can be taken.
  • the pressure compensator 100 may also be arranged separately from all other fuel system components, such as the pressure control valve and the pressure flow control valve.
  • the pressure compensation element 100 can be arranged directly on the rail.
  • the pressure compensation valve 102, 104 may be indirectly or directly in communication with the rail as part of another component.
  • the valve 1, which performs the pressure equalization is installed in a further hydraulic component, such as pressure control valve, high-pressure pump or injector.
  • FIG. 6 is similar to Figure 1 shows the arrangement in a valve 1, which may be a Hochdruckdieselregelventil in more detail.
  • the pressure curves can be seen in FIG 5 here.
  • the valve 1 has the pressure compensating member 100.
  • the valve 1 has an electric part 91 and a hydraulic part 93.
  • the electric part 91 which is also called an electromagnetic part
  • the electromagnetic conversion of the switching pulses finds a biasing force for the hydraulic part 93 instead. For this reason, a valve plug 89 connects to the electrical part 91.
  • the pressure compensation element 100 is located in a region of the valve 1 which is averted from the plug 89, ie on the plug-side 97.
  • the hydraulic part 93 of the valve 1 is at least partially in a receiving housing 106, which may be, for example, a high-pressure pump.
  • a receiving housing 106 In the receiving housing 106, there is a high pressure area I, which is closed by means of valve 1 with respect to a low pressure region III.
  • the valve 1 can be designed such that between the high-pressure region I and the low-pressure region III, an intermediate pressure region II is still provided.
  • the intermediate pressure region II can form in a pressure-regulating chamber 9.
  • the pressure control chamber 9 is located in the region of the valve end 17 and starts from the valve seat 3.
  • the valve 1 has a fuel supply line 5 and a fuel discharge line 7.
  • the fuel supply line 5 leads to the working port A.
  • the fuel discharge line 7 leads to the tank connection T.
  • the system pressure P is
  • VE 06014 WO 13 11 2007 the pressure prevailing in front of the fuel supply line 5 in the region of the high-pressure region I.
  • the piston 11 is composed of its piston tip 15 and an adjoining baffle plate 13 together.
  • the baffle plate 13 with the piston tip 15 moves in the region of the valve end 17.
  • the valve seat 3 is formed from the piston tip 15 and a piston seat plate 19.
  • the piston seat plate 19 may be configured as a small, flat, over the hydraulic width extending plate.
  • a pressure compensating member 100 is integrated.
  • the pressure compensating member 100 which may be configured as a pressure compensating valve 102 or as a pressure compensating valve 104, extends parallel to the axis line 99 of the valve 1.
  • the axis line 99 of the valve 1 is the elongated extent of the valve 1.
  • the axis line 99 can through the center along the height of the valve 1 are performed.
  • the axis line 99 extends from the piston seat plate 19 into the region of the valve 1, in which the valve plug 89 can be found.
  • the valve 1 is provided with a screw thread 95. By screwing in the valve 1, the high-pressure region I can be sealed off from the low-pressure region III, which may be the tank connection T, for example.
  • the pressure compensation element 100 represents a depending on the pressure conditions between the pressure control chamber and working port A optional opening hydraulic connection.
  • the pressure compensating member 100 with its ball 20 extends in the same orientation as the piston 11 moves along. Thus, it can be said that the pressure compensating member 100 is disposed in anti-parallel to the valve seat 3.
  • the pressure compensation element is located in the region of the valve end 17.
  • the pressure compensation element 100 is part of the piston seat plate 19.
  • the valve seat 3 is retracted in the valve 1 as compared to the compensation element 100.
  • the pressure equalizing member 100 connects the pressure regulating chamber 9 with the working port A, which may be the rail.
  • the system pressure T in the area of the high pressure I presses against the ball 20 of the pressure compensation element 100 and thus hydraulically keeps the pressure regulating chamber 9 closed with respect to the working connection A. If the pressure in the high-pressure region I drops below the pressure which prevails in the intermediate pressure region II of the pressure-regulating chamber 9, the ball 20 opens and previously returned fuel at the tank port T can flow back into the region of the working port A until a corresponding pressure equalization has been created.
  • the valve 1 keeps its piston 11 under normal operating conditions below the maximum allowable high pressure p2 in a closed position, the valve 1 is thus an opener.
  • the pressure compensation element 100 remains in the closed position until such a large pressure reversal has occurred between the high pressure region I and the intermediate pressure region II and / or the low pressure region III.
  • the flow diameter of the pressure compensation element 100 is smaller than the flow diameter of the valve 1 at its valve seat third
  • the pressure compensation valve 102, 104 is inserted in a valve end 17 of the valve 1 enclosing it.
  • the pressure balance valve 102, 104 is seated in a fin
  • Piston seat plate 19 The pressure compensating valve 102, 104 serves a
  • Valve 1 is enough. In normal operation, the pressure compensation valve blocks 102, 104 and at negative pressure p 1 it connects both areas I, II with each other, provided that the pressure in
  • the pressure compensation valve 102, 104 has a valve seat 3 of the valve 1 parallel and in the reverse direction to the working direction of the pressure compensating valve 102, 104 extending
  • the pressure compensation valve 102, 104 is also elongated, but with a much shorter length than the actual valve 1.
  • Pressure compensation valve 102, 104 are arranged on a side facing away from the plug 97, which belongs to a hydraulic part 93 of the valve 1, in an orientation identical to the axis line 99 of the valve 1.
  • the pressure compensator 100 engages on its own, as a passively operated pressure compensator 100 when, for example, the system temperature, which may be at 90 0 C in normal operation, depending on environmental conditions, eg. B. in winter, can fall to negative temperatures. Due to the almost absolutely high pressure area of the fuel injection system, the pressure in the system drops below the regular static pressure. Thus, the pressure behavior is interpreted as meaning that a temperature difference due to a
  • the invention also encompasses a differently configured pressure compensation valve which, depending on an undesired negative pressure, allows fuel to flow again into the section of the fuel injection system previously used as the high-pressure region.
  • An advantage is given when the pressure compensating valve reacts as a passively operating valve by itself at introductory negative pressure.
  • the pressure balance valve is located near the site to be treated. It creates short connection paths. Pressure equalization is possible so quickly and reliably. Cooling of the fuel in the high-pressure region does not cause any negative pressure in the area of the fuel injection system that was formerly used as the high-pressure region.
  • a valve according to the invention can be installed easily in a high-pressure diesel pump.
  • valve in particular high-pressure control valve
  • valve end in particular hydraulic valve end
  • P pressure in the fuel injection system pi negative pressure or low pressure (eg 1 bar or 50 bar)

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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

Des phénomènes non souhaités dans le système de carburant, en particulier d'un système d'injection diesel, apparaissent en particulier pendant la phase de refroidissement, par exemple suite à l'arrêt du moteur. À l'arrêt du moteur, la pompe haute pression est désactivée. Une source génératrice de pression ne fonctionne plus. Etant donné que des études plus précises montrent que la pression dans le système de carburant ne doit pas être inférieure à la pression ambiante, une compensation de volume est nécessaire. La présente invention indique comment réaliser une telle compensation de volume.
PCT/EP2007/062258 2006-11-14 2007-11-13 Système de carburant haute pression avec compensation de volume, en particulier pour la phase de refroidissement du système haute pression WO2008058952A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006053847.1 2006-11-14
DE200610053847 DE102006053847A1 (de) 2006-11-14 2006-11-14 Hochdruckkraftstoffsystem mit Volumenkompensation, insbesondere für die Abkühlphase des Hochdrucksystems

Publications (1)

Publication Number Publication Date
WO2008058952A1 true WO2008058952A1 (fr) 2008-05-22

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PCT/EP2007/062258 WO2008058952A1 (fr) 2006-11-14 2007-11-13 Système de carburant haute pression avec compensation de volume, en particulier pour la phase de refroidissement du système haute pression

Country Status (2)

Country Link
DE (1) DE102006053847A1 (fr)
WO (1) WO2008058952A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107387281A (zh) * 2017-07-31 2017-11-24 成都威特电喷有限责任公司 柴油共轨油泵进出油单向阀

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008084112A1 (fr) 2007-01-11 2008-07-17 Hydraulik-Ring Gmbh Soupape pour carburant diesel à haute pression, et aimant approprié
DE102007002465A1 (de) 2007-01-11 2008-07-17 Hydraulik-Ring Gmbh Hochdruckdieselventil und geeigneter Magnet
DE102007013878B4 (de) 2007-03-20 2013-02-21 Hydraulik-Ring Gmbh Elektrohydraulisches Ventil mit platzsparender Dichtung

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5918578A (en) * 1996-02-29 1999-07-06 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Fuel feeding system for internal combustion engine
WO2001092709A2 (fr) * 2000-05-30 2001-12-06 Breeden Robert H Ensemble pompe et procede
EP1231380A2 (fr) * 2001-02-13 2002-08-14 Toyota Jidosha Kabushiki Kaisha Dispositif de pompage avec des moyens pour restreindre les mouvements d'un élément de pompage
WO2002063158A1 (fr) * 2001-02-08 2002-08-15 Robert Bosch Gmbh Systeme d'alimentation en carburant, procede pour le faire fonctionner, programme informatique ainsi qu'appareil de commande et/ou de regulation pour le piloter
DE10236314A1 (de) * 2001-09-08 2003-04-03 Bosch Gmbh Robert Einspritzanlage für Brennkraftmaschinen mit verbesserten Starteigenschaften
EP1557597A1 (fr) * 2004-01-21 2005-07-27 Robert Bosch Gmbh Soupape de régulation de pression d'une rampe commune d'un moteur à combustion interne

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5918578A (en) * 1996-02-29 1999-07-06 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Fuel feeding system for internal combustion engine
WO2001092709A2 (fr) * 2000-05-30 2001-12-06 Breeden Robert H Ensemble pompe et procede
WO2002063158A1 (fr) * 2001-02-08 2002-08-15 Robert Bosch Gmbh Systeme d'alimentation en carburant, procede pour le faire fonctionner, programme informatique ainsi qu'appareil de commande et/ou de regulation pour le piloter
EP1231380A2 (fr) * 2001-02-13 2002-08-14 Toyota Jidosha Kabushiki Kaisha Dispositif de pompage avec des moyens pour restreindre les mouvements d'un élément de pompage
DE10236314A1 (de) * 2001-09-08 2003-04-03 Bosch Gmbh Robert Einspritzanlage für Brennkraftmaschinen mit verbesserten Starteigenschaften
EP1557597A1 (fr) * 2004-01-21 2005-07-27 Robert Bosch Gmbh Soupape de régulation de pression d'une rampe commune d'un moteur à combustion interne

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107387281A (zh) * 2017-07-31 2017-11-24 成都威特电喷有限责任公司 柴油共轨油泵进出油单向阀

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