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EP0309501B1 - Pompe d'Injection à Combustible pour des Moteurs à Combustion Interne - Google Patents

Pompe d'Injection à Combustible pour des Moteurs à Combustion Interne Download PDF

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Publication number
EP0309501B1
EP0309501B1 EP88902423A EP88902423A EP0309501B1 EP 0309501 B1 EP0309501 B1 EP 0309501B1 EP 88902423 A EP88902423 A EP 88902423A EP 88902423 A EP88902423 A EP 88902423A EP 0309501 B1 EP0309501 B1 EP 0309501B1
Authority
EP
European Patent Office
Prior art keywords
valve
pump
fuel
fuel injection
time
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.)
Expired - Lifetime
Application number
EP88902423A
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German (de)
English (en)
Other versions
EP0309501A1 (fr
Inventor
Helmut Laufer
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0309501A1 publication Critical patent/EP0309501A1/fr
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Publication of EP0309501B1 publication Critical patent/EP0309501B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02M59/20—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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/125—Variably-timed valves controlling fuel 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention is based on a fuel injection pump according to the preamble of claim 1.
  • a fuel injection pump of this type is known from FR-A-2 299 523.
  • the relief duct leads away from the pump cylinder in the effective area of the pump piston and is distributed by one of several filling grooves, which are distributed around the circumference of the pump piston, which is driven back and forth and rotates at the same time, and also serve to supply the pump work space with fuel. steered on.
  • the control takes place in the known fuel injection pump shortly after the pressure stroke or delivery stroke of the pump piston has begun.
  • the solenoid valve that controls the relief channel is opened during idling and in the low speed range, in each case over the entire pump piston delivery stroke.
  • This fuel injection pump has the disadvantage that a fixed throttle is provided to reduce the fuel injection delivery rate, which is either always open or always closed, depending on the operating range of the internal combustion engine. In transitions, there is a sudden change in the fuel injection rate or the fuel injection duration, which is to be extended by the outflow via the throttle in idle mode and in part-load mode.
  • the advantageous effect in this area consists in a lower combustion noise of the internal combustion engine, although the effect cannot be optimally adapted to the various load conditions of the internal combustion engine.
  • a fuel injection pump of this type known from DE-OS 35 07 853
  • an electric valve is used which is in the de-energized state State that the bypass is fully open and which closes the bypass with increasing electrical excitation.
  • the valve for fixing the injection phase In a first operating state, the valve for fixing the injection phase is completely closed and in a second operating state, in idle mode, is only partially closed over the entire duration of the injection with the result that the fuel injection rate is reduced.
  • the duration of the partially closed state compared to an injection with a high injection rate must be extended accordingly in order to bring the same amount of fuel to the injection.
  • the start and end of delivery are determined solely by the closing or opening movement of the valve, which requires precise coordination between the delivery movement of the pump piston and the electrical control of the valve. Even slight irregularities in the mutual coordination of these movements can lead to major changes in the fuel quantities reaching the injection valves and thus to irregularities in the fuel metering of the internal combustion engine.
  • the device according to the invention with the characterizing features of the independent claim has the advantage that precise coordination between the delivery movement of the pump piston and the electrical control of the valve for determining the start of delivery can be eliminated and thus a possible source of error can be eliminated.
  • an initial signal is generated, which forms the basis for the further control of the electric valve.
  • the course of the injection can be designed in such a way that the one reaching the injection valves Fuel quantity towards the end of delivery is injected with a high injection rate, but at the beginning of injection with a reduced injection rate that takes into account the still low combustion rate. This increases the combustion efficiency and reduces the combustion noise, these advantages also being achieved above the idling speed and idling quantity.
  • FIG. 1 shows a fuel injection pump in a simplified representation with a ring slide valve for controlling the fuel quantity
  • FIG. 2 shows a diagram that shows the course of the pump piston stroke over time
  • FIG. 3 shows a diagram that shows the course of the stroke of the valve closing member over time
  • FIG 4 shows a further diagram which shows the course of the element pressure in the pump working chamber over time.
  • Figure 5 shows a fuel injection pump with an additional solenoid valve instead of the ring slide to control the total duration of injection per pump piston stroke.
  • a socket 2 is arranged in a housing 1, in which a pump piston 3 executes a reciprocating and simultaneously rotating movement.
  • the pump piston 3 is driven in a manner known per se by a cam drive via a shaft which rotates synchronously with the speed of the internal combustion engine supplied with fuel by the injection pump.
  • the pump piston 3 is mounted in a pump cylinder 4 within the bushing 2.
  • the pump piston 3 encloses the pump cylinder 4 with a pump working space 5 which Via a filling groove 6 in the outer surface of the pump piston 3 during the suction stroke thereof, it is connected to a fuel supply line 8 which opens laterally on the pump piston 3 into the pump cylinder 4. This branches off from a suction chamber 9 which is filled with fuel-controlled pressure levels by means not shown.
  • a relief channel 10 runs axially in the pump piston 3, from which a radial bore 11 leads and opens into a distributor groove 12. This is connected in the course of the pump piston working movement during each pressure stroke of the pump piston 3 to one of a plurality of fuel delivery lines 14 which, in an axial plane corresponding to the number and distribution of the cylinders of the associated internal combustion engine to be supplied by the fuel injection pump, around the pump piston 3 from the pump cylinder 4 branch.
  • Each of the fuel delivery lines 14 leads to a pressure-actuated injection nozzle known per se.
  • the relief channel 10 merges in a part of the pump piston 3 projecting into the suction chamber 9 into a transverse bore 15, the mouth of which is controlled on the outer surface of the pump piston 3 by a ring slide 16 which can be moved tightly on the pump piston 3.
  • a controller of which only one eccentric 18 is shown in the drawing, the ring slide 16 is adjusted in a known manner in its axial position in order to change that lifting point of the pump piston 3 at which the delivery of fuel to the injection nozzles by opening the Relief channel 10 is ended.
  • a mechanical or hydraulic as well as an electrical signal box can be used to adjust the ring slide 16.
  • a removal duct 20 branches off from the pump work chamber 5, which is followed by a constriction designed as a throttle 22.
  • the extraction channel 20 merges into a valve seat 23, which cooperates with an axially movable valve closing member 25 of an electrically controllable valve 26, so that when the valve closing member 25 rests on the valve seat 23, the removal channel 20 is blocked off.
  • the valve closing member 25 is lifted from the valve seat 23, part of the pressurized fuel passes from the pump working chamber 5 via the extraction channel 20 into a collecting chamber 27 partially surrounding the valve closing member 25, which is connected via a relief channel 29 either to the suction chamber 9 or to a fuel storage container .
  • the valve 26 thus controls a bypass for the fuel.
  • the valve closing member 25 is guided axially by a soft magnetic core 31 arranged inside a valve housing 30.
  • the core 31 forms the inner part of a soft magnetic pole housing 35 which almost completely surrounds a magnetic coil 34 and which is embedded in the valve housing 30.
  • the valve closing member 25 is fixedly connected to an armature 37 at its end facing away from the valve seat 23, with a first magnetic gap between the armature 37 and an end face of the core 31 and a second magnetic gap between the armature 37 and an outer end face of the pole housing 35.
  • a spring 38 acts on pressure, which on the other hand is supported on the bottom of a pot-shaped adjusting sleeve 40.
  • the adjusting sleeve 40 can slide axially in a shoulder 41 of reduced diameter of the valve housing 30.
  • the adjusting sleeve 40 is supported on an adjusting screw 43, which means its thread within the valve housing 30 is axially adjustable.
  • the sensors can be designed, for example, as position, speed or acceleration sensors or as switches 50a and arranged in the valve 26 in such a way that the latter generates a signal at the same time that the valve closing member 25 lifts off the valve seat 23.
  • This signal is assigned to an electronic control unit 52.
  • An indirectly working method for generating an opening signal to be assigned to the electronic control unit 52 consists in attaching a pressure sensor 50b, which detects the pressure in the pump workspace 5 and which generates a measurement signal as soon as the pressure in the pump workspace 5 at which the valve 26 opens is reached.
  • Another method for generating an opening signal consists in detecting the axial movement of the pump piston 3 by means of a displacement sensor 50c. This is also an indirect method for detecting the opening time of the valve 26.
  • the electronic control unit 52 is also assigned further electrical signals which, above all, describe the position of an accelerator pedal 58, determined, for example, via a further travel sensor 59 and the speed 62 of the internal combustion engine.
  • the pump piston 3 is moved axially in the direction of the pump working chamber 5 by the cam drive, as is described in FIG. 2.
  • the element pressure p EL in the pump work chamber 5 increases, as shown in FIG. 4.
  • the element pressure p EL in the pump work chamber 5 is equal to the pressure in the extraction channel 20 immediately before the valve seat 23. If this element pressure increases with increasing compression, the counter pressure of the spring 38 rises, the valve closing member 25 lifts off the valve seat 23, fuel can thus be throttled by the Throttle 22 via the collecting space 27 in the relief channel 29 and flow from there into the suction space 9 or in the fuel tank.
  • the valve 26 After opening the valve 26, only part of the fuel delivered by the pump piston 3 reaches the injection valves, while the other part can flow out at least temporarily via the opened valve 26.
  • the reference time at which the valve closing member is detected by one of the transmitters 50a, b, c and assigned to the electronic control unit 52 is 25 lifts off the valve seat 23, designated t0.
  • the valve 26, which is still completely currentless, opens like a check valve only due to the force of the element pressure p EL .
  • the valve 26 At the time t 1, the valve 26 is fully open, fuel can reach the respective injection valve via the relief duct 10 and the fuel delivery line 14 as well as flow out via the throttle 22 and the relief duct 29.
  • a time difference .DELTA.t (see FIG. 4) is determined within the electronic control unit 52, after the end of which the magnetic coil 34 is acted upon by the electronic control unit 52 with electrical current.
  • the element pressure in the pump work space is only subject to the back pressure of the injection nozzles, a pressure reduction via the extraction channel 20, the throttle 22 and the relief channel 29 is no longer possible, as a result of which the element pressure p EL and thus the fuel injection rate suddenly increases. This increase after the time t s is shown in FIG. 4 by the dash-dotted line. If the axial movement of the pump piston 3 leads into the area of the opening de: transverse bore 15 through the ring slide 16, the element pressure p EL drops sharply, the fuel delivery to the injection valves has ended.
  • the opening time of the valve 26 is designated, that is the time difference t1 - t0, which the valve closing member 25 needs to open completely due to the element pressure.
  • ⁇ t s is the pull-in delay time of the armature 37 and thus denotes the closing time of the valve 26, that is to say that period of time between the electrical closing signal of the electronic control unit 52 and the actual contact of the valve closing member 25 on the valve seat 23.
  • the simply dashed line in FIGS. 3 and 4 represents the axial movement of the valve closing member 25 (h V ) or the element pressure (p EL ) for a higher load state of the internal combustion engine.
  • the time difference .DELTA.t 'when it expires electronic control unit 52 causes valve 26 to close. Due to the early closing of the bypass, a higher element pressure is built up earlier in the pump work chamber 5 than in the previous example, as a result of which the fuel quantity emitted by the injection valve increases.
  • the smaller the time difference formed within the electronic control unit 52 ⁇ t t s - t0 is, the smaller the amount of fuel flowing out through the throttle 22 and the greater the amount of fuel sprayed off by the injection valves.
  • the other limit case is formed by the lowest idling mode of the internal combustion engine. In Figures 3 and 4, this load case is shown with a solid line. If the internal combustion engine is idling, which is transmitted to the electronic control unit 52 via the speed sensor 62 and the further travel sensor 59, the energization of the solenoid 34 can be completely omitted.
  • the valve 26 therefore opens due to the increasing element pressure p EL at the start of delivery of the pump piston 3, remains in this open position and closes due to pressure when the pump working chamber 5 is relieved by opening the relief channel 10 by means of the ring slide 16. In certain cases, For example, when the engine is cold, in order to achieve a larger injection quantity, it may also be necessary to prematurely close the valve 26 by energizing the solenoid 34 even when idling.
  • the necessary extension of the delivery duration and injection duration due to the temporary opening of the bypass results in a particularly soft combustion.
  • the combustion noise of a diesel engine operated with the aid of this method is less than would be the case with only a short injection duration. This advantage is particularly noticeable in idle operation, but the combustion noise can also be reduced in partial load operation by controlled gradation of the injection rate combined with a lengthening of delivery and injection duration. It is particularly advantageous in the method described that the greatest fuel delivery rate is only reached after the time interval ⁇ t has elapsed and thus towards the end of the injection. This is beneficial for a quiet engine.
  • the relief duct 10 is located in the housing 1. It opens into the pump working chamber 5 on the one hand, and into the suction chamber 9 on the other hand and can be closed by means of a further solenoid valve 72.
  • the solenoid valve 72 which, in contrast to the valve 26, has no upstream throttle, replaces the ring slide 16 of the first exemplary embodiment and, like this, determines the start and end of delivery. The start of delivery is determined by the closing and the end of delivery by opening the solenoid valve 72. After opening the solenoid valve 72, the fuel delivered by the pump piston 3 no longer reaches the injection valves, but flows out via the relief channel 10 into the suction chamber 9 or into the fuel storage container.
  • the solenoid valve 72 can also be used instead of the transmitters 50a, b, c to determine the reference point in time, in that the point in time at which the solenoid valve 72 closes (for example by electromagnetic actuation) and thus the fuel delivery to the injection valves begins in the electronic control unit 52 is stored as the initial time t0, from which the time difference ⁇ t for closing the valve 26 is then calculated.
  • Valve 26 and solenoid valve 72 are therefore components of a common control concept, which is defined within the electronic control unit 52. The start and end of delivery is determined by solenoid valve 72, and the delivery rate by valve 26.

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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)
  • High-Pressure Fuel Injection Pump Control (AREA)

Abstract

Sont décrits un procédé et un dispositif pour réguler la quantité d'injection de carburant au moyen d'une pompe d'injection de carburant. Ce procédé et ce dispositif permettent de réduire le bruit d'un moteur diesel pendant le ralenti et en charge partielle. La pompe d'injection de carburant comprend au moins un piston (3) produisant la pression nécessaire à l'injection et délimitant une chambre de travail (5) dans la pompe, ainsi qu'une soupape (26) qui s'ouvre par la pression de l'élément dans la chambre de travail (5) et se ferme au moyen d'un dispositif électromagnétique (34, 37). Lorsque la soupape (26) est ouverte, une partie du carburant refoulé dans la chambre de travail de la pompe (5) est évacuée par l'intermédiaire d'un canal de décharge (29) sans être injecté. La quantité de carburant parvenant à l'injection par unité de temps étant réduite, il faut allonger la durée globale de refoulement. L'allongement de la durée de l'injection permet une diminution du bruit de combustion. Lors de la charge partielle du moteur, la soupape (26) est fermée au moyen d'un dispositif électromagnétique(34, 37) après écoulement, depuis l'ouverture de la soupape, d'un intervalle de temps (DELTAt). Le carburant encore refoulé par la suite parvient pleinement à l'injection. L'ordre de grandeur de l'intervalle de temps (DELTAt) entre l'ouverture et la fermeture de la soupape est déterminé dans une unité de commande électronique (52) en fonction des paramètres de charge (59, 62) du moteur. Pendant la pleine charge du moteur, la soupape (26) reste fermée.

Claims (6)

  1. Pompe d'injection de carburant pour moteurs à combustion interne avec un piston de pompe (3) entraîné en un mouvement de va et vient dans un cylindre de pompe (4) pour une course d'aspiration et de refoulement, et qui délimite dans le cylindre de pompe (4) une chambre de travail de la pompe (5), qui, lors de la course d'aspiration de la pompe, est reliée à une réserve de carburant (9) par l'intermédiaire d'une canalisation (8) d'alimentation en carburant commandée par le piston de la pompe et qui, lors de la course de refoulement, est susceptible d'être reliée à une soupape d'injection de carburant par l'intermédiaire d'une canalisation (10, 14) de refoulement de carburant et simultanément, par l'intermédiaire d'un canal de décharge (29), qui comprend une soupape électrique (26) commandée en fonction de la charge, et un étranglement de dérivation (22), à une chambre de décharge (9), et qui, à la fin de la course de refoulement assurant l'injection, est susceptible d'être déchargée par l'intermédiaire d'une soupape (15, 16, 72) commandée en fonction de la charge, tandis que la soupape commandée électriquement comporte un organe de fermeture de soupape (25) actionné par un ressort (38) dans la direction de fermeture, et qui est susceptible d'être actionné par un électro-aimant (31, 34, 35, 37) et est sollicité dans la direction d'ouverture, contre l'action du ressort (38), par la pression dans la chambre de travail de la pompe, pompe d'injection de carburant caractérisée en ce que l'organe (25) de fermeture de la soupape est susceptible d'être amené par l'électro-aimant dans la position de fermeture, tandis que le canal de décharge (29) est constamment en communication avec la chambre de travail (5) de la pompe et que la soupape commandée électriquement par un dispositif de commande (52) est ouverte, au ralenti et dans la zone de charge partielle du moteur à combustion interne, lors de chaque course de refoulement du piston de la pompe, par la pression dans la chambre de travail de la pompe, quand l'électro-aimant (31, 34, 35, 37) n'est pas excité, et est fermée plus tôt par l'excitation commandée de l'électro-aimant avec charge croissante au cours de la course de refoulement du piston de la pompe, tandis que le temps d'ouverture (t₀) de la soupape (26) commandée électriquement, est capté en tant que signal de commande par un dispositif (50a, 50b, 50c) détectant le déplacement de l'organe de fermeture (25) de la soupape, ce signal étant amené au dispositif de commande (52) pour commander l'instant de fermeture, modifiable en fonction de la charge, de la soupape (26) commandée électriquement.
  2. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que la soupape commandée électriquement est constamment fermée par l'électro-aimant (31, 34, 35, 37) lors de l'exploitation en pleine charge du moteur à combustion interne.
  3. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que le signal de début représentant l'instant (t₀) de l'ouverture de la soupape (26) est produit par un capteur de trajet, de vitesse ou d'accélération ou commutateur (50a) détectant la position ou le déplacement de l'organe de fermeture (25) de la soupape.
  4. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que le signal de début représentant l'instant (t₀) de l'ouverture de la soupape (26) est produit par un capteur de pression (50b) captant la pression de base dans la chambre de travail (5) de la pompe.
  5. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que le signal de début représentant l'instant (t₀) de l'ouverture de la soupape (26) est produit par un indicateur de trajet (50c) détectant la position du piston (3) de la pompe.
  6. Pompe d'injection de carburant selon une des précédentes revendications, caractérisée en ce que la précontrainte du ressort (38) est susceptible d'être modifiée au moyen d'un dispositif de réglage (40, 43).
EP88902423A 1987-04-07 1988-03-26 Pompe d'Injection à Combustible pour des Moteurs à Combustion Interne Expired - Lifetime EP0309501B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3711744 1987-04-07
DE19873711744 DE3711744A1 (de) 1987-04-07 1987-04-07 Verfahren und vorrichtung zur steuerung der kraftstoffeinspritzmenge

Publications (2)

Publication Number Publication Date
EP0309501A1 EP0309501A1 (fr) 1989-04-05
EP0309501B1 true EP0309501B1 (fr) 1993-01-07

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Application Number Title Priority Date Filing Date
EP88902423A Expired - Lifetime EP0309501B1 (fr) 1987-04-07 1988-03-26 Pompe d'Injection à Combustible pour des Moteurs à Combustion Interne

Country Status (6)

Country Link
US (1) US4974564A (fr)
EP (1) EP0309501B1 (fr)
JP (1) JP2818175B2 (fr)
KR (1) KR960013108B1 (fr)
DE (2) DE3711744A1 (fr)
WO (1) WO1988008080A1 (fr)

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EP2282043B1 (fr) 2009-07-02 2013-04-17 Continental Automotive GmbH Injecteur de fluide et procédé et appareil pour faire fonctionner l'injecteur de fluide
KR101144504B1 (ko) * 2010-10-20 2012-05-11 현대중공업 주식회사 가변 압력실을 가지는 연료분사펌프
DE102016200016B4 (de) * 2016-01-05 2017-12-21 Continental Automotive Gmbh Schaltventil für ein Kraftstoffeinspritzsystem, Kraftstoffhochdruckpumpe für ein Kraftstoffeinspritzsystem sowie Ansteuerverfahren zum Ansteuern eines Schaltventils in einer Kraftstoffhochdruckpumpe

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JPS5918243A (ja) * 1982-07-23 1984-01-30 Nissan Motor Co Ltd 燃料噴射ポンプ
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JPS59203876A (ja) * 1983-05-07 1984-11-19 Toyota Motor Corp デイ−ゼル機関の着火時期検出装置
US4562810A (en) * 1983-06-23 1986-01-07 Nippondenso Co., Ltd. Fuel injection pump
US4497298A (en) * 1984-03-08 1985-02-05 General Motors Corporation Diesel fuel injection pump with solenoid controlled low-bounce valve
JPS60162238U (ja) * 1984-04-05 1985-10-28 株式会社ボッシュオートモーティブ　システム 燃料噴射装置
DE3524590A1 (de) * 1984-07-13 1986-02-13 Volkswagen AG, 3180 Wolfsburg Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3633107A1 (de) * 1986-04-10 1987-10-15 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung fuer brennkraftmaschinen

Also Published As

Publication number Publication date
KR890700752A (ko) 1989-04-27
US4974564A (en) 1990-12-04
JPH01502768A (ja) 1989-09-21
KR960013108B1 (ko) 1996-09-30
DE3711744A1 (de) 1988-10-27
DE3877302D1 (de) 1993-02-18
WO1988008080A1 (fr) 1988-10-20
JP2818175B2 (ja) 1998-10-30
EP0309501A1 (fr) 1989-04-05

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