EP1503073B1 - Unité pompe-buse - Google Patents

Unité pompe-buse Download PDF

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Publication number
EP1503073B1
EP1503073B1 EP04017275A EP04017275A EP1503073B1 EP 1503073 B1 EP1503073 B1 EP 1503073B1 EP 04017275 A EP04017275 A EP 04017275A EP 04017275 A EP04017275 A EP 04017275A EP 1503073 B1 EP1503073 B1 EP 1503073B1
Authority
EP
European Patent Office
Prior art keywords
pump
inlet channel
pressure
valve
throttle element
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.)
Not-in-force
Application number
EP04017275A
Other languages
German (de)
English (en)
Other versions
EP1503073A1 (fr
Inventor
Ralf Marohn
Peter Dr. Voigt
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.)
Continental Automotive GmbH
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Publication of EP1503073A1 publication Critical patent/EP1503073A1/fr
Application granted granted Critical
Publication of EP1503073B1 publication Critical patent/EP1503073B1/fr
Anticipated expiration legal-status Critical
Not-in-force 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
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/001—Pumps with means for preventing erosion on fuel discharge
    • 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
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/04—Fuel-injection apparatus having means for avoiding effect of cavitation, e.g. erosion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations
    • 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
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators

Definitions

  • the invention relates to a pump-nozzle device with a pump, a valve and a nozzle unit.
  • Such pump-nozzle devices are used in particular for supplying fuel into a combustion chamber of a direct-injection internal combustion engine, in particular a diesel internal combustion engine.
  • the pump, a control unit which also includes an actuator in addition to the valve, which is preferably formed from a piezo stack, and the nozzle unit form a structural unit.
  • the drive of a piston of the pump is preferably via a camshaft of an internal combustion engine by means of a rocker arm.
  • the pump can be hydraulically coupled via the valve to a low-pressure fuel supply device. It is hydraulically coupled on the output side with the nozzle unit. Start of injection and injection quantity are determined by the valve and its actuator.
  • a pump-nozzle device comprising a pump and a valve having a valve member which controls the hydraulic coupling of a spill space to a drain passage.
  • the drainage channel is hydraulically coupled to the pump and a nozzle unit.
  • An inlet channel is provided which is hydraulically coupled to the Abberichtraum.
  • the valve member is associated with a piezoelectric actuator, via which the valve member between two end positions can be adjusted. In a first end position of the valve member of the flow channel is hydraulically coupled to a Ab tenuraum and this in turn with the inlet channel. In a second end position of the valve member of the flow channel is hydraulically decoupled from the Ab tenuraum.
  • the end of injection is determined by controlling the valve member to its first end position by means of the actuator and thus allowing fluid to flow back into the discharge chamber and the inlet channel via the discharge channel, with the result that the pressure in the pump and thus also in the nozzle unit decreases, which in turn leads to a closing of the nozzle unit.
  • Ab tenuvorgang high noise emissions are generated. Such noise emissions are perceived as unpleasant by the driver of a motor vehicle, in which the pump-nozzle device can be installed and must be largely avoided on the one hand in terms of the highest possible ride comfort and on the other due to increasingly stringent statutory provisions regarding noise emissions from vehicles ,
  • the US 2002/0113140 A1 discloses a pump-nozzle device with a piezoelectric actuated control valve via a hydraulic translator, which is used to control a pre-injection is formed with a throttle portion. Through the throttle section, a control of a valve member of the control valve can be made less accurate, while still a pre-injection can be controlled reliably.
  • the object of the invention is to provide a pump-nozzle device which ensures low noise emissions during operation.
  • the invention is based on the recognition that the noise emissions caused during the operation of the prior art pump-nozzle device are essentially caused by cavitation after establishing the hydraulic coupling between the high-pressure fluid drainage channel and the discharge chamber and the drain channel.
  • the resulting Abêtimpuls leads to high-amplitude pressure waves in the fluid in the region of the Abêtraums and the feed channel, which are transmitted in the form of sound waves from the pump-nozzle device to the outside.
  • the invention is characterized in that a throttle element is provided in the inlet channel.
  • the throttle element causes a rapid increase in pressure in the Abberichtraum and slows the outflow of fluid into the inlet channel. This greatly reduces the amount of time that cavitation occurs, thereby greatly attenuating the generation of sound emissions in a simple manner.
  • the throttle element in particular high-frequency noise components during the Ab horrvorgangs be significantly reduced. By reducing the cavitation time and the so-called. Cavitation erosion is significantly reduced at the valve member and on the walls of the Ab horrraums. Cavitation erosion is caused by the imploding of gas bubbles, which in cavitation by evaporation of the fluid be formed.
  • the throttle element is arranged near the Ab horrraums.
  • the noise emissions are particularly effectively reduced.
  • the Abgresraum and the throttle element are designed so that the pump can be filled via the inlet channel even at a predetermined low pressure value in the inlet channel completely with fluid through the inlet channel within a predetermined period of time.
  • the Abgresraum and the throttle element are formed so that an end of the injection of fluid through the nozzle unit by means of the valve member is controllable, regardless of the throttle element.
  • the throttle element is formed in the form of a stepped bore of the inlet channel. This has the advantage that it is easy to manufacture.
  • At least two throttle elements are arranged in the inlet channel. This results in a further improved reduction of noise emissions.
  • the at least two throttle elements are arranged so spaced that they dampen predetermined frequencies of the pressure oscillations of the fluid in the inlet channel or transform into predetermined other frequency ranges. This results in a very effective reduction of z. B. audible to humans sound emissions.
  • a pump-nozzle device ( Figure 1) comprises a pump unit 1, a control unit 2 and a nozzle unit 5.
  • the pump-nozzle device is preferably used for supplying fuel into the combustion chamber of a cylinder of an internal combustion engine.
  • the internal combustion engine is preferably designed as a diesel internal combustion engine.
  • the internal combustion engine has an intake tract, which can be coupled by means of gas inlet valves with cylinders and is sucked in via the air.
  • the internal combustion engine further includes an exhaust tract controlled by the exhaust valve which discharges gases discharged from the cylinders.
  • the cylinders are each assigned pistons, which are each coupled via a connecting rod with a crankshaft.
  • the crankshaft is coupled to a camshaft.
  • the pump unit comprises a piston 11, a pump body 12, a pumping space 13 and a pump return means 14, which is preferably designed as a spring.
  • the piston 11 is coupled in the installed state in an internal combustion engine with a camshaft, preferably by means of a rocker arm, and is driven by this.
  • the piston 11 is guided in a recess of the pump body 12 and determined depending on its position, the volume of the pump chamber 13.
  • the pump return means 14 is formed and arranged so that the limited volume of the pump chamber 13 by the piston 13 has a maximum value no external forces on the pistons, d. H. Forces transmitted via the coupling with the camshaft act.
  • the nozzle unit 5 comprises a nozzle body 51, in which a nozzle return means 52, which is designed as a spring and possibly additionally as a damping unit, and a needle 53 are arranged.
  • the needle 53 is arranged in a recess of the nozzle body 51 and is guided in the region of a needle guide 55. In a first state, the needle 53 abuts a needle seat 54 and thus closes a nozzle 56, which for supplying the fuel into the combustion chamber of the cylinder Internal combustion engine is provided.
  • the nozzle unit 5 is preferably provided, as shown, as an inwardly opening nozzle unit.
  • the needle 53 is slightly spaced from the needle seat 54 toward the nozzle return means 52, thus releasing the nozzle 56.
  • fuel is metered into the combustion chamber of the cylinder of the internal combustion engine.
  • the first or second state is assumed depending on a force balance from the force acting on the needle 53 by the nozzle return means 52 and the counteracting force caused by the hydraulic pressure in the region of the needle heel 57.
  • the control unit comprises an inlet channel 21 and an outlet channel 22.
  • the inlet channel 21 and the outlet channel 22 can be hydraulically coupled by means of a valve.
  • the inlet channel 21 is guided from a low-pressure side connection of the pump-nozzle device to the valve.
  • the drain channel 22 is hydraulically coupled to the pumping chamber 13 and is guided to the needle hub 57 and is hydraulically coupled to the nozzle 56 depending on the condition assumed by the needle 53.
  • the valve comprises a valve member 231, which is preferably designed as a so-called.
  • a valve d. H. it opens outward against the flow direction of the fluid.
  • the valve further comprises a Abberichtraum 232 which is hydraulically coupled to the inlet channel 21 and by means of the valve member 231 with a high-pressure chamber 233 is hydraulically coupled.
  • the high pressure space 233 is hydraulically coupled to the drain passage 22.
  • valve return means 235 is provided, which is arranged and adapted to urge the valve member 231 into an open position, ie, spaced from the valve seat 234, when the forces acting on the valve member by an actuator 24 are less than the forces applied to the valve member 231 by the valve return means 235 Act.
  • the actuator 24 is preferably formed as a piezo stack. However, it can also be another actuator known to a person skilled in the art and suitable for such an application, such as an electromagnetic actuator.
  • the actuator 24 is preferably coupled to the valve member 231 by means of a transformer which preferably amplifies the stroke of the actuator 24.
  • a plug 26 for receiving electrical contacts for controlling the actuator 24 is preferably also provided.
  • valve member 231 In the open position of the valve member 231 is at a movement of the piston 11, the upward d. H. directed in the direction away from the nozzle 56, fuel sucked in via the inlet channel 21 to the pump chamber 13. As long as the valve member 231 during a subsequent downward movement of the piston 11, d. H. in a directed towards the nozzle 56 movement, is still in its open position, the fuel in the pump chamber 13 is pushed back through the valve back into the Abêtraum 232 and possibly into the inlet channel 21.
  • the needle 53 moves away from the needle seat 54 and thus outputs the nozzle 56 for the fuel supply to the cylinder of the internal combustion engine free.
  • the needle 53 then moves back into the needle seat 54 and thus closes the nozzle 56 when the hydraulic pressure in the drain passage 22 falls below the value at which the force caused by the hydraulic pressure at the needle heel 57 is less than that caused by the nozzle return means 52 Force.
  • the time at which this value is exceeded and at which thus the fuel metering is terminated, can be influenced by the control of the valve member 231 from its closed position to an open position.
  • the hydraulic coupling between the high pressure chamber 233 and the Abêtraum 232 and the inlet channel 21 is made. Due to the high pressure difference prevailing during opening between the fluid in the high-pressure chamber 233 and the fluid in the discharge chamber 232 and the inlet channel 21, the fuel then flows from the high-pressure space 233 at a very high speed, as a rule with the current speed of sound of the fluid to be injected As a result, the pressure in the high-pressure chamber 233, in the pump chamber 13 and the outlet channel 22 is rapidly reduced so much that the forces acting on the needle 53 by the nozzle return means 52 lead to the needle 53 moves into the needle seat 54 and thus then closes the nozzle 56.
  • a throttle element 27 is arranged in the inlet channel 21 ( Figure 2).
  • the throttle element 27 causes a rapid increase in pressure in the Abgresraum 232 and slows the flow of fuel into the inlet channel 21.
  • the throttle element in particular high-frequency noise components during the Abêtvorgangs be significantly reduced.
  • the cavitation time i. H. the time during which the fuel flows from the high-pressure chamber 233 to the Abgresraum 232 at the speed of sound and at the vapor bubbles form, which then implode again in a region of lower flow velocity and thereby generate sound and cause damage to the valve body, greatly reduced.
  • the generation of sound emissions is easily attenuated in a simple manner.
  • the throttle element 27 in particular higher-frequency noise components during the Ab horrvorgangs be significantly reduced.
  • the throttle element 27 is preferably arranged very close to the diversion chamber 232, as shown in FIG. The closer the throttle element 27 is arranged to the diversion chamber, the more effectively the noise emissions are reduced.
  • a sealing connection between the inlet channel 21 and a fuel supply device associated therewith, which usually takes place by means of an O-ring, is also spared and thus increases its service life.
  • the throttle element is particularly easily produced by a stepped bore. For this purpose, preferably first a pilot hole and the holes can then be rounded hydroerosive. In the hydroerosive rounding particles present in a fluid cause the rounding of the given Areas.
  • the throttle element 27 may also be used as an insert in the inlet channel 21.
  • At least two throttle elements 60, 61, 62, 63 are arranged in the inlet channel 21.
  • predetermined frequencies of the pressure oscillations of the fuel in the inlet channel 21 can be specifically damped or transformed into predetermined other, preferably not audible to humans, frequency ranges.
  • the throttle elements 60 to 63 interact with the inlet channel 21 as resonators and each reflect pressure waves having a predetermined wavelength, so that the corresponding wave dissipates.
  • the throttle element or elements 27, 60 to 63 and the diversion chamber are designed so that the pump chamber 13 can be filled via the inlet channel 21 even at a predetermined low pressure value, preferably 3 to 10 bar in the inlet channel 21 within a predetermined period of time is.
  • the predetermined time is chosen depending on the speed of the crankshaft. This then ensures that the operation of the pump-nozzle device, d. H. the earliest possible start of injection and the maximum possible injection quantity by the throttle element (s) 27; 60 to 63 are not affected.
  • the solid line in Figure 4 shows an exemplary pressure curve in a pump-nozzle device according to Figure 2 in the drain passage 22.
  • the threshold value pthr of the pressure is exceeded and thus the fuel metering begins in the cylinder, as in Figure 5 is plotted over the time t, based on the metered amount of fuel Qinj.
  • the threshold value pthr of the pressure is then fallen below again and thus the fuel metering is ended.
  • the throttle element 27 is formed and arranged, and also the Abschraum 27 is formed so that compared to a pump-nozzle device without the throttle element 27, the pressure drop at pressures above the threshold value p thr is identical (see dashed line of pressure).
  • the pressure curve is shown for the case in which the throttle element 27 is dimensioned so that at the predetermined low pressure value no complete filling of the pump chamber 13 is ensured.
  • the pressure build-up in the pump chamber 13 takes place only delayed and the threshold value pthr is reached only at the time t2.
  • the throttle element 27 is dimensioned in this case so that after a Abêtn of the valve by the throttle effect of the throttle element 27, the pressure already above the threshold value p thr slower than in the unthrottled case. This In addition to the consequence that also the end of the fuel metering occurs only delayed at time t5.
  • the dot-dashed line continues the course of the dotted line in the event that the throttle element 27 is dimensioned so that its throttling action leads to a change in the pressure drop only below the threshold value p thr compared to the unthrottled case.

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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)

Claims (7)

  1. Dispositif pompe-buse avec une pompe et une soupape avec un élément de soupape (231), qui commande l'accouplement hydraulique d'un espace de commande (232) avec un canal d'évacuation (22), qui est couplé au plan hydraulique avec la pompe et une unité de buse (5), un canal d'arrivée (21) étant prévu, lequel est guidé depuis un raccordement côté basse pression du dispositif pompe-buse vers la soupape et qui est couplé au plan hydraulique avec l'espace de commande (232), caractérisé en ce que
    le canal d'arrivée (21) pour l'élément de soupape (231) présente un élément d'étranglement (27 ; 60 à 63).
  2. Dispositif pompe-buse selon la revendication 1, caractérisé en ce que l'élément d'étranglement (27 ; 60 à 63) est disposé à proximité de l'espace de commande (232).
  3. Dispositif pompe-buse selon l'une quelconque des revendications précédentes, caractérisé en ce que l'espace de commande (232) et l'élément d'étranglement (27 ; 60 à 63) sont réalisés de telle sorte que la pompe peut être remplie au moyen du canal d'arrivée (21), même dans le cas d'une valeur de basse pression prédéfinie dans le canal d'arrivée (21), complètement avec du fluide au moyen du canal d'arrivée (21) pendant une durée prédéfinie.
  4. Dispositif pompe-buse selon l'une quelconque des revendications précédentes, caractérisé en ce que l'espace de commande (232) et l'élément d'étranglement (27 ; 60 à 63) sont réalisés de telle sorte qu'une fin de l'injection de fluide par l'unité de buse (5) peut être commandée au moyen de l'élément de soupape (231), indépendamment de l'élément d'étranglement (27 ; 60 à 63).
  5. Dispositif pompe-buse selon l'une quelconque des revendications précédentes, caractérisé en ce que l'élément d'étranglement (27 ; 60 à 63) est formé sous la forme d'un perçage étagé du canal d'arrivée (21).
  6. Dispositif pompe-buse selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au moins deux éléments d'étranglement (60 à 63) sont disposés dans le canal d' arrivée (21).
  7. Dispositif pompe-buse selon la revendication 6, caractérisé en ce que les éléments d'étranglement (60 à 63) sont disposés et espacés de telle sorte qu'ils amortissent des fréquences prédéfinies des vibrations de pression du fluide dans le canal d'arrivée (21) ou les transforment en d'autres plages de fréquence prédéfinies.
EP04017275A 2003-07-24 2004-07-22 Unité pompe-buse Not-in-force EP1503073B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10333787 2003-07-24
DE2003133787 DE10333787A1 (de) 2003-07-24 2003-07-24 Pumpe-Düse-Vorrichtung

Publications (2)

Publication Number Publication Date
EP1503073A1 EP1503073A1 (fr) 2005-02-02
EP1503073B1 true EP1503073B1 (fr) 2007-09-05

Family

ID=33521414

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04017275A Not-in-force EP1503073B1 (fr) 2003-07-24 2004-07-22 Unité pompe-buse

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Country Link
EP (1) EP1503073B1 (fr)
DE (2) DE10333787A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010001170A1 (de) * 2010-01-25 2011-07-28 Robert Bosch GmbH, 70469 Einspritzvorrichtung mit reduzierten Druckschwingungen

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9616521D0 (en) * 1996-08-06 1996-09-25 Lucas Ind Plc Injector
GB9720003D0 (en) * 1997-09-20 1997-11-19 Lucas Ind Plc Drive circuit
DE19835494C2 (de) * 1998-08-06 2000-06-21 Bosch Gmbh Robert Pumpe-Düse-Einheit
DE10023960A1 (de) * 2000-05-16 2001-11-22 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für eine Brennkraftmaschine
DE10123914B4 (de) * 2001-05-17 2005-10-20 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung mit Druckübersetzungseinrichtung und Druckübersetzungseinrichtung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
DE10333787A1 (de) 2005-02-24
EP1503073A1 (fr) 2005-02-02
DE502004004853D1 (de) 2007-10-18

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