EP0050710B1 - Installation d'injection de carburant - Google Patents

Installation d'injection de carburant Download PDF

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Publication number
EP0050710B1
EP0050710B1 EP81105545A EP81105545A EP0050710B1 EP 0050710 B1 EP0050710 B1 EP 0050710B1 EP 81105545 A EP81105545 A EP 81105545A EP 81105545 A EP81105545 A EP 81105545A EP 0050710 B1 EP0050710 B1 EP 0050710B1
Authority
EP
European Patent Office
Prior art keywords
valve
pressure
fuel injection
valve member
fuel
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
Application number
EP81105545A
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German (de)
English (en)
Other versions
EP0050710A1 (fr
Inventor
Rudolf Babitzka
Walter Beck
Walter Schlagmüller
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
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
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Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0050710A1 publication Critical patent/EP0050710A1/fr
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Expired 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
    • 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
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the invention relates to a fuel injection system for an internal combustion engine according to the preamble of the main claim.
  • electrically controllable valve devices for. B. according to DE-A-1 917927, switching times of 10- 3 seconds are achieved. It has been shown that the switching edges achieved here are not yet steep enough. In particular, the shortening of the spraying time has a lower limit.
  • the fuel injection system according to the invention for internal combustion engines with the characterizing features of the independent claim has the advantage that it can achieve response times in the microsecond range.
  • FIG. 1 of the drawing a first exemplary embodiment of a fuel injection system for an internal combustion engine is shown in a semi-schematic representation.
  • This fuel injection system essentially consists of five main parts: a fuel tank 1, a fuel delivery pump 2 designed approximately as a piston pump, an injection nozzle 3, a valve device consisting of two valves 4, 5 and an electronic control unit 6.
  • the pump 2 sucks the fuel from the tank 1 and delivers it through a feed line 7 to the inlet bore 8 of the injection nozzle 3.
  • An overflow line 49 is connected to the feed line 7 and leads to the inlets 9 and 10 of the valves 4 and 5.
  • the injection nozzle 3 distributes and atomizes the fuel in the combustion chamber of the internal combustion engine.
  • the injection nozzle is a liquid-controlled needle valve, the valve needle 11 of which is pressed onto the valve seat 13 by a spring 12. Above the nozzle opening 14 there is an annular space 15 into which the inlet bore 8 opens. The valve needle is lifted from its seat by the pressure prevailing in the annular space 15 as soon as the pressure forces exceed the forces of the spring 12.
  • the electrically controllable valve 4 is shown as a detail in FIG. 2. It has a housing 16 which has a valve bore 17. In the valve bore 17, a piston-like valve member 18 is tightly and slidably guided.
  • the inlet 10 is formed by a bore which has a larger diameter than the valve bore 17 running coaxially therewith. At the transition from the inlet 10 to the valve bore 17 a hollow conical seat 19 is formed. A conical sealing surface 20 cooperates with this seat surface and is arranged on a mushroom-shaped extension of the valve member 18. A compression spring 21, which is arranged in the valve bore 17 and is supported on the one hand on the end face of the valve member facing away from the sealing surface 20 and on the other hand on a stopper 22 closing the mouth of the valve bore 17, holds the valve 4 in the open position shown in FIG.
  • An annular chamber 23, into which an outlet 24 opens, is arranged coaxially to the valve bore 17 at the inside of the end of the seat surface 19 facing away from the inlet 10.
  • a guide bore 25 opens at right angles to the direction of movement of the valve member 18, in which a clamping punch 26 is arranged so as to be movable.
  • the clamping stamp 26 is part of an electrically controllable actuator 27.
  • the actuator 27 consists of several, one Column 28 layered piezoelectric disks 29, which are arranged in an insulating housing 30.
  • the piezoelectric disks 29 are electrically connected in parallel and can be connected to DC voltage via supply lines 31, 32.
  • the column 28 is attached to a cover 33 which closes a material bore 34 in the housing 16.
  • the guide bore 25, in which the clamping punch 26 is located, opens into the bottom of the blind bore 34.
  • the distance between the outer surface of the valve member 18 and the slightly concave end face of the clamping plunger 26 is only a few thousandths of a millimeter. If a direct current is now applied to the feed line 31, 32, the piezoelectric disks 29 expand under the influence of the applied electric field and at the same time their diameters contract in the direction of the column axis such that the clamping plunger 26 is displaced in the direction of the valve member 18.
  • the clamp 26 comes to rest on the outer surface of the valve member 18 and holds the valve member 18 against the opposite wall of the valve bore 17. Due to the high clamping force, the valve member 18 is held in frictional contact with the opposite wall of the valve bore such that a movement of the Valve member is excluded.
  • a direct voltage is applied to the supply lines 31, 32, as a result of which the clamping plunger clamps the valve member in the position raised from the seat surface 19.
  • a fuel flow flowing from the inlet 10 to the outlet 24 builds up a pressure at the throttle point formed by the sealing surface 20 with the seat surface 19, which pressure can close the valve in the non-locked position.
  • the direct surface 20 of the valve member 18 can only move onto the seat surface 19 when the DC voltage applied to the actuator 27 is switched off.
  • the control voltage is only switched off when the full, achievable throttle pressure P4 is applied to the valve element.
  • Valve 5 is also electrically controllable. It in turn has a housing 36 which has a valve bore 37.
  • a piston-like valve member 38 which has a conical sealing surface 40, is in turn guided in the valve bore 37 in a sealed and sliding manner.
  • the sealing surface works together with a corresponding, hollow-conical seat 39.
  • the seat is arranged at the transition of the inlet 9 into the coaxially arranged valve bore 37, which has a larger diameter than the inlet 9.
  • annular chamber 43 is arranged coaxially with the valve bore 37, into which an outlet 44 of the valve 5 opens.
  • a compression spring 41 is supported, the other end of which rests on a stopper 42.
  • a guide bore 45 opens out again at right angles to the direction of movement of the valve member, in which a clamping plunger 46 is movably arranged.
  • the clamping plunger 46 is again part of an electrically controllable actuator 47, which corresponds completely to the electrical actuator 27 of the valve according to FIG. 2.
  • a control voltage can also be applied to this steeper 47 via supply lines 51, 52.
  • the outputs 24, 44 of the valves 4, 5 forming the valve device of the fuel injection system shown in FIG. 1 are connected to a return line 55 which leads back to the tank 1
  • the feed lines 31, 32 to the electrical actuator 27 of the valve 4 and the feed lines 51, 52 to the actuator 47 of the valve 5 are connected to the already mentioned electronic control unit 6.
  • the electronic control unit supplies control voltages which, for. B. depend on the intake manifold pressure, the engine speed and other correction variables.
  • the influencing factors are detected on the engine by mechanical-electrical transducers and input to the control unit in a manner known per se as electrical quantities.
  • the transducers are, for example, injection triggers in the distributor, pressure sensors, temperature sensors, etc.
  • the function of the fuel injection system shown in FIG. 1 of the drawing is as follows: If the pump 2 is a piston pump, for example, used in injection systems for diesel engines, the volume flow indicated in FIG. 4 will result over time. At time t, the delivery volume flow of the pump 2 begins to increase. At this time, the valve members 18, 38 of the valves 4, 5 are in the position shown in FIG. 1, in which - as can be seen in FIG. 5 - a control voltage is present at the points 27 and 47. At the same time, the valve member 18 of the valve 4 is in its maximum stroke position (curve S4 in FIG. 6). The valve member 38 of the valve 5 is located on its seat 39, ie in the closed position, which corresponds to a zero stroke position (curve s 5 in FIG.
  • the pump 2 it is of course also possible to design the pump 2 as a continuously delivering pump; operation from a memory would also be conceivable.
  • the second exemplary embodiment of a fuel injection system for an internal combustion engine shown in FIG. 9 of the drawing is equipped with a continuously delivering pump 62.
  • This fuel injection system also consists again of a fuel tank 61, the pump 62, an injection nozzle 63. a valve device consisting of two valves 64, 65 and an electronic control unit 66.
  • the pump 62 conveys the fuel drawn from the tank 61 into a reservoir 60
  • the reservoir 60 is in turn connected via a feed line 67 on the one hand to the inlet bore 68 of the injection nozzle 63 and on the other hand to the inlet 69 of the valve 65.
  • the injection nozzle 63 is also a liquid-controlled needle valve, the valve needle 71 of which is held on the valve seat 73 by aen aut aie the rear side of a control pressure 72 which is connected to the needle 71.
  • An annular space 75, into which the inlet bore 68 opens, is again located above the nozzle opening 74.
  • the valve needle 71 is lifted from its seat due to the essentially constant pressure prevailing in the annular space 75 because of the storage volume 60 as soon as the forces exerted by the control pressure on the control piston 72 fall below the forces exerted on the valve needle 11 in the annular space 75 by the storage pressure resulting forces fall.
  • the electrically controllable valve 64 corresponds completely to the valve shown in FIG. 3.
  • the electrically controllable valve 65 also corresponds to the valve shown in FIG. 3 except for a modification which is explained in more detail below.
  • the reference numbers used in FIG. 3 are therefore used in the following description, insofar as there is agreement.
  • the inlet bore 69 of the valve 65 is connected to the accumulator 60.
  • the inlet bore 69 could be connected to another pressure source that is independent of the reservoir 60.
  • the outlet 84 of the valve 65 is connected to a control line 89 which opens into the space of the injection nozzle 63 in which the piston 72 is located.
  • the back of the valve member 38 'of the valve 65 is pressure balanced via an adjustable throttle 85. (For the purpose of the valve shown in FIG. 3, only the plug 42 has to have a coaxial bore, via which the valve bore 37 can be connected to the outlet 84 via the throttle 85).
  • the actuator 47 ' which has a clamp 46', is connected to the electronic control device 66 via supply lines 51 ', 52'.
  • the control line 89 is in turn connected to the input 70 of the valve 64.
  • the valve 64 corresponds completely to the embodiment described in FIG. 3.
  • the outlet 94 of the valve 64 is connected to the tank via a return line 95.
  • the valve 64 also has an electrically controllable actuator 47 "with a clamping plunger 46" which, like the valve 65, can clamp the valve member 38 "in its closed position.
  • the electrical actuator 47" is also connected to the via supply lines 51 ", 52" electronic control unit 66 connected.
  • the function of the fuel injection system shown in FIG. 9 is as follows: It is assumed that in the operating position shown in FIG. 9 there is zero p s in the control line 89 at the time (FIG. 12). The pressure p s is, for example, approximately 200 bar.
  • the valve members 38 '; of the valve 65 and 38 "of the valve 64 are - since at the actuators 47 ', 47".
  • a control voltage U 65 and U e4 (FIG. 10) is present - clamped in its closed position (curves s 64 and s 65 in FIG. 11). Because the effective area of the control piston 72 is larger than the hydraulically effective area of the valve needle 71 in the annular space 75, the valve needle 71 is held on the seat 73.
  • valve member 38 is very quickly lifted off its seat under the effect of pressure p s prevailing in control line 89 . Since the pressure force is already fully built up when the clamping force exerted by the actuator 47 "is released, a very steep switching edge of approximately 100 microseconds is also achieved with this valve. Since the control line 89 is now connected to the tank 61 via the return line 95, The pressure in the control line 89 drops to the value p o . Since the closing force acting on the control piston 72 is no longer present, the valve needle 71 is lifted from the pressure prevailing in the annular space 75 and the fuel can flow through the open nozzle opening 74 into the combustion chamber of the Coming to the internal combustion engine.
  • the electronic control unit 66 now switches off the control voltage present at the actuator 47 'of the valve 65.
  • the valve member 38 ' is now lifted from its seat against the force of the spring 41'.
  • the control pressure Ps (FIG. 12) now builds up again in the control line 89.
  • the valve needle 71 is now pressed back onto its seat 73. The end of the period in which the fuel was able to get into the combustion chamber from the injection nozzle 63 has thus reached the injection duration t 3 -t l -.

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

Claims (12)

1. Installation d'injection de carburant pour un moteur à combustion, de préférence un moteur Diesel, avec une pompe d'injection de carburant, ou bien un accumulateur de pression, pour refouler du carburant vers une buse d'injection et avec deux soupapes commandées électriquement, fonctionnant de façon symétrique, et qui commandent respectivement un orifice aboutissant à une canalisation basse pression, en commandant ainsi le début et la fin de l'injection, installation caractérisée en ce que les soupapes fonctionnant de façon symétrique (4, 5, 64, 65) dont la première (4, 64) détermine le début de l'injection tandis que la seconde (5, 65) détermine la fin de l'injection, et qui comportent chacune un organe de soupape sollicité par un ressort et susceptible d'être actionné par la pression du carburant à commander, chacun de ces organes de soupape étant empêché de se déplacer du fait que lors de l'établissement ou de la coupure d'une tension de commande, il est serré respectivement par un dispositif électrique de réglage (27, 47, 47', 47") dont le mouvement de réglage présente au moins une composante perpendiculaire à la direction de déplacement de l'organe de soupape.
2. Installation d'injection de carburant selon la revendication 1, caractérisée en ce que le dispositif de réglage (27, 47, 47', 47") est une colonne (28) constituée par un empilage de disques piézo- électriques, l'axe de cette colonne étant au moins approximativement perpendiculaire à l'axe de déplacement de l'organe de soupape (18, 38, 38', 38") susceptible d'être actionné par la pression du carburant.
3. Installation d'injection de carburant selon la revendication 1 ou 2, caractérisée en ce qu'une canalisation de trop-plein (49) qui est raccordée à la canalisation d'alimentation (7) allant de la pompe (2), revêtant notamment la forme d'une pompe à piston, à la buse d'injection (3), est susceptible d'être reliée alternativement par les soupapes (4, 5) à une canalisation de retour (55) vers le réservoir (1).
4. Installation d'injection de carburant selon la revendication 3, caractérisée en ce que l'organe de soupape de la seconde soupape (5) est susceptible d'être soulevé par la pression du carburant de son siège (39) et contre l'action du ressort (41), à partir de sa position de fermeture dans laquelle il est susceptible d'être fixé par serrage par le dispositif de réglage (47).
5. Installation d'injection de carburant selon la revendication 3, caractérisée en ce que l'organe de soupape (18) de la première soupape (4) est susceptible d'être amené sur son siège (19) par la pression du carburant et contre l'action du ressort (21), à partir de sa position d'ouverture dans laquelle il est susceptible d'être fixé par serrage par le dispositif de réglage (27).
6. Installation d'injection de carburant selon la revendication 3 ou 5, caractérisée en ce que l'organe de soupape (18) comporte une surface d'étanchement conique (20) disposée sur un appendice en forme de parasol et allant en se rétrécissant dans le sens de déplacement de fermeture de l'organe de soupape (18), cette surface d'étanchement étant soulevée par le ressort (21) de sa surface de siège (19) et l'organe de soupape (18) étant susceptible d'être fixé par serrage dans cette position.
7. Installation d'injection de carburant selon la revendication 6, caractérisée en ce que dans la position d'ouverture de la soupape (4), la surface d'étanchement (20) de l'organe de soupape (18) constitue avec sa surface de siège (19) un emplacement d'étranglement et que la pression qui s'établit à cet emplacement d'étranglement tend à fermer la soupape (4).
8. Installation d'injection de carburant selon la revendication 1 ou 2, caractérisée en ce que par l'intermédiaire des soupapes (64, 65) de l'installation de soupape, une canalisation de commande (89) aboutissant à la face arrière d'un pointeau de soupape (71) de la buse d'injection (63) est susceptible d'être reliée à une canalisation de retour (95) vers le réservoir (61) ou bien à une canalisation de pression de commande (77).
9. Installation d'injection de carburant selon la revendication 8, caractérisée en ce que la canalisation de pression de commande (77) est raccordée à la pompe (62) revêtant de préférence la forme d'une pompe d'injection répartitrice, reliée notamment à un accumulateur de pression (60).
10. Installation d'injection de carburant selon la revendication 8, caractérisée en ce que l'organe de soupape (38', 38") de chacune des soupapes (64, 65) est susceptible d'être soulevé de son siège par la pression du carburant et contre l'action du ressort (41' ou 41"), à partir de sa position de fermeture dans laquelle il est susceptible d'être fermement serré par le disposi- . tif de réglage (47' ou 47").
11. Installation d'injection de carburant selon la revendication 10, caractérisée en ce que la seconde soupape (65) est équilibrée en pression par sollicitation de la face arrière de l'organe de soupape (38') par l'intermédiaire d'un étranglement (85), qui est notamment réglable.
12. Installation d'injection de carburant selon la revendication 3 ou 8, caractérisée en ce que le pointeau de soupape (71) de la buse d'injection (63) est susceptible d'être actionné, notamment contre l'action d'un ressort, par la pression régnant dans une canalisation d'alimentation (67).
EP81105545A 1980-10-23 1981-07-15 Installation d'injection de carburant Expired EP0050710B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19803039967 DE3039967A1 (de) 1980-10-23 1980-10-23 Kraftstoffeinspritzanlage
DE3039967 1980-10-23

Publications (2)

Publication Number Publication Date
EP0050710A1 EP0050710A1 (fr) 1982-05-05
EP0050710B1 true EP0050710B1 (fr) 1984-04-11

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ID=6114997

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81105545A Expired EP0050710B1 (fr) 1980-10-23 1981-07-15 Installation d'injection de carburant

Country Status (4)

Country Link
US (1) US4388908A (fr)
EP (1) EP0050710B1 (fr)
JP (1) JPS5799266A (fr)
DE (2) DE3039967A1 (fr)

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DE3148671A1 (de) * 1981-12-09 1983-07-21 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzvorrichtung fuer brennkraftmaschinen, insbesondere fuer dieselmotoren
DE3237258C1 (de) * 1982-10-08 1983-12-22 Daimler-Benz Ag, 7000 Stuttgart Elektrisch vorgesteuerte Ventilanordnung
US4550744A (en) * 1982-11-16 1985-11-05 Nippon Soken, Inc. Piezoelectric hydraulic control valve
DE3302293A1 (de) * 1983-01-25 1984-07-26 Klöckner-Humboldt-Deutz AG, 5000 Köln Kraftstoffeinspritzvorrichtung fuer brennkraftmaschinen
FR2541379B1 (fr) * 1983-02-21 1987-06-12 Renault Perfectionnement aux systemes d'injection a commande electromagnetique pour moteur diesel de type pression-temps ou l'aiguille de l'injecteur est pilotee par la decharge puis la charge d'une capacite
US4667638A (en) * 1984-04-17 1987-05-26 Nippon Soken, Inc. Fuel injection apparatus for internal combustion engine
US4643155A (en) * 1984-10-05 1987-02-17 Olin Corporation Variable stroke, electronically controlled fuel injection control system
US4748949A (en) * 1985-02-05 1988-06-07 Sulzer Brothers Limited Method and system for injecting a pilot fuel into a combustion chamber
DE3504265A1 (de) * 1985-02-08 1986-08-14 M.A.N.-B & W Diesel GmbH, 8900 Augsburg Kraftstoffhochdruck-einspritzvorrichtung an brennkraftmaschinen
JPH0286953A (ja) * 1988-09-21 1990-03-27 Kanesaka Gijutsu Kenkyusho:Kk 燃料噴射弁
DE19836902A1 (de) * 1998-08-14 2000-02-17 Bosch Gmbh Robert Verbrennungskraftmaschine
DE19950762A1 (de) * 1999-10-21 2001-04-26 Bosch Gmbh Robert Brennstoffeinspritzventil
US6836056B2 (en) 2000-02-04 2004-12-28 Viking Technologies, L.C. Linear motor having piezo actuators
AU2001243481A1 (en) 2000-03-07 2001-09-17 Viking Technologies, Inc. Method and system for automatically tuning a stringed instrument
US6548938B2 (en) 2000-04-18 2003-04-15 Viking Technologies, L.C. Apparatus having a pair of opposing surfaces driven by a piezoelectric actuator
US6717332B2 (en) 2000-04-18 2004-04-06 Viking Technologies, L.C. Apparatus having a support structure and actuator
US6879087B2 (en) * 2002-02-06 2005-04-12 Viking Technologies, L.C. Apparatus for moving a pair of opposing surfaces in response to an electrical activation
US6759790B1 (en) 2001-01-29 2004-07-06 Viking Technologies, L.C. Apparatus for moving folded-back arms having a pair of opposing surfaces in response to an electrical activation
CA2488481C (fr) * 2002-06-21 2011-09-06 Viking Technologies, L.C. Moteur piezo-electrique monobloc
US7368856B2 (en) * 2003-04-04 2008-05-06 Parker-Hannifin Corporation Apparatus and process for optimizing work from a smart material actuator product
JP4847564B2 (ja) 2009-07-22 2011-12-28 日本航空電子工業株式会社 コネクタ組立体

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US1644769A (en) * 1920-11-02 1927-10-11 Falk Corp Fuel-injection system for oil engines
US2287702A (en) * 1941-05-15 1942-06-23 American Locomotive Co Fuel injection device
DE1917927A1 (de) * 1969-04-09 1970-10-29 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer Brennkraftmaschinen
US3851635A (en) * 1969-05-14 1974-12-03 F Murtin Electronically controlled fuel-supply system for compression-ignition engine
DD103691A1 (fr) * 1973-04-06 1974-02-05
GB1543714A (en) * 1975-03-07 1979-04-04 Lucas Cav Ltd Fuel injection pumping apparatus
DE2551463A1 (de) * 1975-11-15 1977-05-18 Maschf Augsburg Nuernberg Ag Brennstoffeinspritzvorrichtung fuer brennkraftmaschinen
JPS5918547B2 (ja) * 1977-12-03 1984-04-27 三菱重工業株式会社 蓄圧式燃料噴射装置
WO1981000283A1 (fr) * 1979-07-16 1981-02-05 Caterpillar Tractor Co Appareil d'injection de combustible commande electriquement

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Publication number Publication date
US4388908A (en) 1983-06-21
JPS5799266A (en) 1982-06-19
EP0050710A1 (fr) 1982-05-05
DE3163073D1 (en) 1984-05-17
DE3039967A1 (de) 1982-06-03

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