EP0913575A1 - Method of operating a self-ignition air compression engine and fuel injection device therefor - Google Patents
Method of operating a self-ignition air compression engine and fuel injection device therefor Download PDFInfo
- Publication number
- EP0913575A1 EP0913575A1 EP98111326A EP98111326A EP0913575A1 EP 0913575 A1 EP0913575 A1 EP 0913575A1 EP 98111326 A EP98111326 A EP 98111326A EP 98111326 A EP98111326 A EP 98111326A EP 0913575 A1 EP0913575 A1 EP 0913575A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- pressure
- pressure fuel
- control device
- internal combustion
- 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
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
-
- 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 invention relates to a method according to the genus Claim 1 from. Such a procedure is used at Subject of DE-A1-195 34 050 applied. There the Fact taken into account that high pressure accumulator leaks can be and the escaping fuel at the leaks can cause high damage. Around the damage should be limited if the leak occurs Appropriate protective measures are proposed there.
- the memory pressure in High-pressure fuel storage can be increased without significant loss of drive power and Reinstate an operation with higher Performance requirement on the internal combustion engine this pressure can be reduced to a lower limit without that a subsequent delivery of high pressure fuel in the Fuel in the high-pressure fuel storage on the part of High pressure fuel pump is required.
- the method is used in a fuel injection system such as it is shown in the figure is executed.
- There is one Fuel tank 1 is provided, from which a Suction line 2 a high pressure fuel pump 3 fuel sucked in and via a pressure line 4 under high pressure in promotes a high-pressure fuel reservoir 6.
- a Pressure control device 10 driven, e.g. such that about an adjustable valve which in a relief line 11 of the high-pressure fuel reservoir 6 is arranged excess fuel is returned to the tank becomes.
- it can also affect the output the high pressure pump 3 can be intervened in which at a Design as a piston pump the effective delivery stroke of this Piston pump is adjusted or by the fuel supply to this high pressure pump from the control device 9 is controlled.
- Control device 9 electrically controlled.
- Control solenoid valves or piezo valves provided according to the requirements, for example from speed and load can be controlled.
- the control device detects thereby operating parameters of the internal combustion engine and the Requirements for this internal combustion engine in relation to the torque to be output. These are, for example Parameter speed, an angular position transmitter, which the Torque request or load requirement of an actuated Control element detects the intake manifold pressure or boost pressure or the measurement result of an air flow meter, which the Air volume supplied to combustion chambers recorded.
- you can other parameters such as cooling water temperature and Air temperature can be recorded and additional input signals according to the phase position of the crankshafts or Camshaft can be entered to exactly start injection and control the injection quantity.
- the fuel high pressure accumulator in this Fuel injection system is on in normal operation Pressure levels kept> 500 bar. For security reasons however, the maximum allowable pressure in the High-pressure fuel storage much higher, for example at 1600 bar. If the internal combustion engine, e.g. a Motor vehicle drives, operated in overrun, so that High-pressure fuel accumulator little or no Fuel quantity removed for injection, if this push operation is defined so that due to Torques acting on the outside of the internal combustion engine in the sense of a speed increase on the injection quantity related speed is exceeded. The special case is given if e.g. one entered via an accelerator pedal Torque request to the default value of idling is withdrawn and the internal combustion engine due to the external forces continue to be above Idle engine speed remains.
- the internal combustion engine e.g. a Motor vehicle drives
- crankshaft of the internal combustion engine serve or from the on-board hassle of the internal combustion engine powered motor 26 of an electrically switchable Coupling 27 is coupled to the high-pressure fuel pump.
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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)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
Die Erfindung geht von einem Verfahren nach der Gattung des Patentanspruchs 1 aus. Ein solches Verfahren wird beim Gegenstand der DE-A1-195 34 050 angewendet. Dort wird der Tatsache Rechnung getragen, daß Hochdruckspeicher undicht werden können und der austretende Kraftstoff an der undichten Stelle einen hohen Schaden verursachen können. Um die Schäden bei Auftreten der Undichtheit zu begrenzen, sind dort entsprechende Schutzmaßnahmen vorgeschlagen.The invention relates to a method according to the genus Claim 1 from. Such a procedure is used at Subject of DE-A1-195 34 050 applied. There the Fact taken into account that high pressure accumulator leaks can be and the escaping fuel at the leaks can cause high damage. Around the damage should be limited if the leak occurs Appropriate protective measures are proposed there.
Kraftstoffeinspritzsysteme dieser bekannten Art dienen vorteilhaft der Kraftstoffeinspritzung unter hohem Druck, wobei sich der einzuspritzende Kraftstoff sehr exakt bemessen läßt und die Einspritzung aufgrund der verwendeten elektrisch gesteuerten Kraftstoffeinspritzventile sehr flexibel gestaltet werden kann.Serve fuel injection systems of this known type advantageous fuel injection under high pressure, whereby the fuel to be injected is very precise dimensioned and the injection due to the used electrically controlled fuel injectors very much can be designed flexibly.
Durch die kennzeichnenden Merkmale des Patentanspruchs wird der wesentliche Vorteil erreicht, daß in Betriebsbereichen der Brennkraftmaschine, in denen dieser nur eine geringe Leistung abverlangt wird, derart, wie z.B. beim Schubbetrieb eines von dieser Brennkraftmaschine angetriebenen Kraftfahrzeugs, der Speicherdruck im Kraftstoffhochdruckspeicher erhöht werden kann ohne wesentlichen Antriebsleistungsverlust und beim Wiedereinsetzen eines Betriebs mit höherer Leistungsanforderung an die Brennkraftmaschine dieser Druck bis auf einen unteren Grenzwert abgebaut werden kann ohne daß dabei eine Nachförderung von Hochdruckkraftstoff in den Kraftstoff in den Kraftstoffhochdruckspeicher seitens der Kraftstoffhochdruckpumpe erforderlich ist. Somit entfällt bei der Wiederlastaufnahme bei der Brennkraftmaschine die Antriebsleistung der Kraftstoffhochdruckpumpe, so daß der Brennkraftmaschine zum Antrieb eines nachgeschalteten Kraftfahrzeugs eine gegenüber dem übrigen Normalbetrieb erhöhte Leistung zum Beschleunigen zur Verfügung steht Diese kurzzeitig bis zum Abbau des Kraftstoffdrucks im Kraftstoffhochdruckspeicher zu Verfügung stehende Leistungserhöhung verbessert die Fahrleistung der Einheit Brennkraftmaschine und Kraftfahrzeug. In vorteilhafter Weise wird dabei die Kraftstoffhochdruckpumpe durch die Steuereinrichtung gemäß Patentanspruch 3 beim Übergang zwischen Schubbereich und Antriebsbereich der Brennkraftmaschine von dem Antrieb der Kraftstoffhochdruckpumpe getrennt, wobei gemäß Patentanspruch 4 z.B. eine elektrisch steuerbare Kupplung zum Einsatz kommt. Eine solche elektrisch steuerbare Kupplung ist zwar in dem eingangs genannten Dokument offenbart, doch dient das Schalten dieser Kupplung lediglich dazu, im Gefahrenfalle wie Kraftstoffhochdruckförderung insgesamt zu unterbrechen.Due to the characterizing features of the claim the main advantage achieved in operational areas the internal combustion engine, in which this is only a small one Performance is required, such as e.g. in overrun operation one driven by this internal combustion engine Motor vehicle, the memory pressure in High-pressure fuel storage can be increased without significant loss of drive power and Reinstate an operation with higher Performance requirement on the internal combustion engine this pressure can be reduced to a lower limit without that a subsequent delivery of high pressure fuel in the Fuel in the high-pressure fuel storage on the part of High pressure fuel pump is required. It is therefore no longer necessary when reloading the internal combustion engine Drive power of the high pressure fuel pump, so that the Internal combustion engine for driving a downstream Motor vehicle one compared to the rest of normal operation increased power to accelerate is available This briefly until the fuel pressure in the High-pressure fuel storage available Performance increase improves the driving performance of the unit Internal combustion engine and motor vehicle. Advantageously is the high-pressure fuel pump by the Control device according to claim 3 at the transition between the thrust area and the drive area of the Internal combustion engine from the drive of the High pressure fuel pump separately, according to Claim 4 e.g. an electrically controllable clutch is used. Such an electrically controllable Coupling is in the document mentioned at the beginning disclosed, but the switching of this clutch only serves in addition, in the event of danger such as high-pressure fuel delivery interrupt altogether.
Das Verfahren wird bei einem Kraftstoffeinspritzsystem, wie
es in der Figur dargestellt ist ausgeführt. Dabei ist ein
Kraftstoffvorratsbehälter 1 vorgesehen, aus dem über eine
Saugleitung 2 eine Kraftstoffhochdruckpumpe 3 Kraftstoff
ansaugt und über eine Druckleitung 4 unter Hochdruck in
einen Kraftstoffhochdruckspeicher 6 fördert. Der
Kraftstoffdruck in diesem Kraftstoffhochdruckspeicher wird
durch einen Drucksensor 7 überwacht und der von ihm
abgegebene Wert in einer Steuereinrichtung 9 mit einem
Sollwert verglichen. Bei Abweichung wird eine
Drucksteuereinrichtung 10 angesteuert, z.B. derart, daß über
ein verstellbares Ventil, das in einer Entlastungsleitung 11
des Kraftstoffhochdruckspeichers 6 angeordnet ist
überschüssiger Kraftstoff wieder in den Tank zurückgefördert
wird. Es kann andererseits aber auch in die Förderleistung
der Hochdruckpumpe 3 eingegriffen werden, in dem bei einer
Ausführung als Kolbenpumpe der effektive Förderhub dieser
Kolbenpumpe verstellt wird oder indem die Kraftstoffzufuhr
zu dieser Hochdruckpumpe von der Steuereinrichtung 9
gesteuert wird.The method is used in a fuel injection system such as
it is shown in the figure is executed. There is one
Fuel tank 1 is provided, from which a
Suction line 2 a high pressure fuel pump 3 fuel
sucked in and via a pressure line 4 under high pressure in
promotes a high-
Bestimmungsgemäß werden vom Kraftstoffhochdruckspeicher
mehrere Kraftstoffeinspritzventile 12 über Druckleitungen 14
mit Kraftstoff versorgt. Der Einspritzzeitpunkt von
Kraftstoff und die Einspritzdauer bei diesen
Kraftstoffeinspritzventilen wird dabei von der
Steuereinrichtung 9 elektrisch gesteuert. Dazu sind z.B.
Steuermagnetventile oder Piezoventile vorgesehen, die
entsprechend den Anforderungen, beispielsweise aus Drehzahl
und Last angesteuert werden. Die Steuereinrichtung erfaßt
dabei Betriebsparameter der Brennkraftmaschine und die
Anforderungen an diese Brennkraftmaschine im Bezug auf das
abzugebende Drehmoment. Dies sind beispielsweise die
Parameter Drehzahl, ein Winkelstellungsgeber, der den
Drehmomentwunsch oder Lastbedarf eines betätigten
Steuerorgans erfaßt, der Saugrohrdruck oder Aufladedruck
bzw. das Meßergebnis eines Luftmengenmessers, der die den
Brennräumen zugeführte Luftmenge erfaßt. Zusätzlich können
noch andere Parameter wie Kühlwassertemperatur und
Lufttemperatur erfaßt werden und zusätzlich Eingangssignale
gemäß der Phasenstellung der Kurbelwellen bzw. der
Nockenwelle eingegeben werden, um exakt den Einspritzbeginn
und die Einspritzmenge zu steuern.Are intended by the high-pressure fuel storage
a plurality of
Der Kraftstoffhochdruckspeicher bei diesem Kraftstoffeinspritzsystem wird im Normalbetrieb auf Druckhöhen > 500 bar gehalten. Aus Sicherheitsgründen liegt jedoch der maximal zulässige Druck im Kraftstoffhochdruckspeicher wesentlich höher, beispielsweise bei 1600 bar. Wird die Brennkraftmaschine, die z.B. ein Kraftfahrzeug antreibt, im Schub betrieben, so wird dem Kraftstoffhochdruckspeicher keine oder nur eine sehr geringe Kraftstoffmenge mehr zur Einspritzung entnommen, sofern dieser Schubbetrieb so definiert ist, daß aufgrund von von außen auf die Brennkraftmaschine einwirkenden Drehmomenten im Sinne einer Drehzahlerhöhung die auf die Einspritzmenge bezogene Drehzahl überschritten wird. Der spezielle Fall ist gegeben, wenn z.B. ein über ein Gaspedal eingegebener Drehmomentenwunsch auf den Vorgabewert des Leerlaufes zurückgenommen wird und die Brennkraftmaschine aufgrund der von außen einwirkenden Kräften weiterhin auf oberhalb der Leerlaufdrehzahl liegenden Drehzahlen verbleibt. In diesen Bereichen kann die Zufuhr von Kraftstoff zu der Brennkraftmaschine ganz unterbrochen werden. Grundsätzlich aber bleibt innerhalb dieses Betriebsbereiches der Druck im Kraftstoffhochdruckspeicher auf hohem Niveau, ohne daß Kraftstoff nachgefördert werden müßte. In diesen Bereichen, in denen der Brennkraftmaschine keine wesentliche Antriebsleistung abverlangt wird, kann jedoch der Druck im Kraftstoffhochdruckspeicher erhöht werden bis zu einem oberen Schubbetriebs-Sollwert, der oberhalb des Normalbetriebs-Sollwert für den Druck liegt und z.B. 1200 bar betragen kann, gegenüber sonstigen 700 bar. Die Druckerhöhung zusammen mit der Kompressibilität des Kraftstoffs im Kraftstoffhochdruckspeicher erhöht das zur Verfügung stehende Kraftstoffvolumen, das für einen wiedereinsetzenden Normalbetrieb außerhalb der Schubphase zunächst einmal einen zusätzlichen Kraftstoffvorrat darstellt. Dieser Vorrat kann durch Einspritzung in der nachfolgenden Lastaufnahmephase verbraucht werden, ohne daß es erforderlich ist Hochdruckkraftstoff nachzufördern. Es ist deshalb vorteilhaft, in dem Zeitraum, in dem Kraftstoff vorgespeichert zur Versorgung der Brennkraftmaschine zur Verfügung steht, den Antrieb der Kraftstoffhochdruckpumpe auszuschalten und diesen erst dann wieder zuzuschalten, wenn ein unterer Grenzwert des Druckes im Kraftstoffhochdruckspeicher erreicht ist. Dies stellt der Brennkraftmaschine im Augenblick der Lastaufnahme eine gegenüber dem Normalbetrieb erhöhte Leistung zur Verfügung, was die Beschleunigungsfähigkeit der Brennkraftmaschine steigert. Nach dem Abbau des unter erhöhtem Speicherdruck gespeicherten Kraftstoffs ist dann oft schon die am meisten Energie zehrende erste Phase der Wiederlastaufnahme vollzogen.The fuel high pressure accumulator in this Fuel injection system is on in normal operation Pressure levels kept> 500 bar. For security reasons however, the maximum allowable pressure in the High-pressure fuel storage much higher, for example at 1600 bar. If the internal combustion engine, e.g. a Motor vehicle drives, operated in overrun, so that High-pressure fuel accumulator little or no Fuel quantity removed for injection, if this push operation is defined so that due to Torques acting on the outside of the internal combustion engine in the sense of a speed increase on the injection quantity related speed is exceeded. The special case is given if e.g. one entered via an accelerator pedal Torque request to the default value of idling is withdrawn and the internal combustion engine due to the external forces continue to be above Idle engine speed remains. In these The supply of fuel to the areas can Internal combustion engine are completely interrupted. Basically but the pressure remains within this operating range High-pressure fuel storage at a high level without Fuel would have to be replenished. In these areas, in which the engine is not essential Drive power is required, however, the pressure in the High-pressure fuel stores can be increased up to one upper overrun setpoint which is above the Normal operating setpoint for the pressure is e.g. 1200 bar can be compared to other 700 bar. The Pressure increase along with the compressibility of the Fuel in the high-pressure fuel reservoir increases this Available fuel volume for one resuming normal operation outside of the overrun phase first of all an additional fuel supply represents. This stock can be injected into the subsequent load absorption phase are consumed without it is necessary to add high-pressure fuel. It is therefore advantageous in the period in which fuel pre-stored for supplying the internal combustion engine Is available, the drive of the high pressure fuel pump switch off and only switch on again when a lower limit of the pressure in the High-pressure fuel reservoir is reached. This is the Internal combustion engine at the moment of load acceptance increased power available compared to normal operation, what the acceleration ability of the internal combustion engine increases. After dismantling the under increased storage pressure stored fuel is often the most Energy-consuming first phase of reloading accomplished.
Als Antrieb kann z.B. die Kurbelwelle der Brennkraftmaschine
dienen oder ein vom Bordhetz der Brennkraftmaschine
gespeister Motor 26 der über eine elektrisch schaltbare
Kupplung 27 mit der Kraftstoffhochdruckpumpe gekoppelt ist.As a drive e.g. the crankshaft of the internal combustion engine
serve or from the on-board hassle of the internal combustion engine
powered
Claims (5)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19748420A DE19748420A1 (en) | 1997-11-03 | 1997-11-03 | Method for operating a self-igniting, air-compressing internal combustion engine |
DE19748420 | 1997-11-03 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0913575A1 true EP0913575A1 (en) | 1999-05-06 |
EP0913575B1 EP0913575B1 (en) | 2006-07-26 |
Family
ID=7847391
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP98111326A Expired - Lifetime EP0913575B1 (en) | 1997-11-03 | 1998-06-19 | Method of operating a self-ignition air compression engine |
Country Status (4)
Country | Link |
---|---|
US (1) | US6085728A (en) |
EP (1) | EP0913575B1 (en) |
JP (1) | JPH11210534A (en) |
DE (2) | DE19748420A1 (en) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0961021B1 (en) * | 1998-05-29 | 2004-04-14 | Toyota Jidosha Kabushiki Kaisha | Fuel supply for internal combustion engine |
FI107830B (en) * | 1998-06-08 | 2001-10-15 | Waertsilae Tech Oy Ab | Control and safety valve device in a fuel supply system |
DE19927804A1 (en) * | 1999-06-18 | 2000-12-28 | Bosch Gmbh Robert | Fuel supply system for internal combustion engine has relief device that is connected to pressure line and contains mechanically or hydraulically switchable artificial load |
US7610143B1 (en) * | 2008-06-09 | 2009-10-27 | Ford Global Technologies, Llc | Engine autostop and autorestart control |
US8281768B2 (en) * | 2009-03-04 | 2012-10-09 | GM Global Technology Operations LLC | Method and apparatus for controlling fuel rail pressure using fuel pressure sensor error |
US8439016B2 (en) * | 2009-12-15 | 2013-05-14 | GM Global Technology Operations LLC | Liquefied petroleum gas engine assembly with flow control |
DE102011101861A1 (en) * | 2011-05-18 | 2012-11-22 | Audi Ag | Method for supplying gas into combustion engine of motor car, involves filling accumulator fuel by high pressure pump, and supplying same amount of fuel to combustion engine during subsequent operations of combustion engine |
US10174704B2 (en) * | 2016-10-21 | 2019-01-08 | Ford Global Technologies, Llc | Systems and methods for controlling a fuel pump in start/stop and hybrid electric vehicles |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19520300A1 (en) * | 1995-06-02 | 1996-12-05 | Bosch Gmbh Robert | Device for detecting a leak in a fuel supply system |
DE19534050A1 (en) * | 1995-09-14 | 1997-03-20 | Bosch Gmbh Robert | Fuel injection system for internal combustion engines |
DE19640826A1 (en) * | 1995-10-03 | 1997-04-10 | Nippon Soken | Common rail fuel injection system for motor vehicle |
DE19604552A1 (en) * | 1996-02-08 | 1997-08-14 | Bosch Gmbh Robert | IC engine common-rail fuel injection system |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4313852B4 (en) * | 1993-04-28 | 2004-11-25 | Robert Bosch Gmbh | Fuel injection device for internal combustion engines |
DE4335171C1 (en) * | 1993-10-15 | 1995-05-04 | Daimler Benz Ag | Fuel injection system for a multi-cylinder diesel internal combustion engine |
US5507266A (en) * | 1994-04-11 | 1996-04-16 | Siemens Automotive L.P. | Fuel pressure control using hysteresis pump drive |
US5572974A (en) * | 1995-02-21 | 1996-11-12 | Siemens Automotive Corporation | Combined start bypass and safety pressure relief valve for a fuel system |
JP3939779B2 (en) * | 1995-05-26 | 2007-07-04 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | Fuel supply device for fuel supply of an internal combustion engine |
JPH0988755A (en) * | 1995-09-27 | 1997-03-31 | Denso Corp | Fuel supply device of internal combustion engine |
DE19613184C2 (en) * | 1996-04-02 | 1998-01-22 | Daimler Benz Ag | Method for detecting malfunctions in a fuel injection system |
US5937826A (en) * | 1998-03-02 | 1999-08-17 | Cummins Engine Company, Inc. | Apparatus for controlling a fuel system of an internal combustion engine |
-
1997
- 1997-11-03 DE DE19748420A patent/DE19748420A1/en not_active Withdrawn
-
1998
- 1998-06-19 DE DE59813662T patent/DE59813662D1/en not_active Expired - Fee Related
- 1998-06-19 EP EP98111326A patent/EP0913575B1/en not_active Expired - Lifetime
- 1998-10-19 US US09/174,422 patent/US6085728A/en not_active Expired - Fee Related
- 1998-11-02 JP JP10312536A patent/JPH11210534A/en active Pending
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19520300A1 (en) * | 1995-06-02 | 1996-12-05 | Bosch Gmbh Robert | Device for detecting a leak in a fuel supply system |
DE19534050A1 (en) * | 1995-09-14 | 1997-03-20 | Bosch Gmbh Robert | Fuel injection system for internal combustion engines |
DE19640826A1 (en) * | 1995-10-03 | 1997-04-10 | Nippon Soken | Common rail fuel injection system for motor vehicle |
DE19604552A1 (en) * | 1996-02-08 | 1997-08-14 | Bosch Gmbh Robert | IC engine common-rail fuel injection system |
Also Published As
Publication number | Publication date |
---|---|
DE59813662D1 (en) | 2006-09-07 |
JPH11210534A (en) | 1999-08-03 |
EP0913575B1 (en) | 2006-07-26 |
US6085728A (en) | 2000-07-11 |
DE19748420A1 (en) | 1999-05-06 |
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