EP0095026A1 - Pompe à injection combinée ayant un piston libre commandé par un tiroir tubulaire pour moteurs à combustion interne - Google Patents

Pompe à injection combinée ayant un piston libre commandé par un tiroir tubulaire pour moteurs à combustion interne Download PDF

Info

Publication number
EP0095026A1
EP0095026A1 EP83102732A EP83102732A EP0095026A1 EP 0095026 A1 EP0095026 A1 EP 0095026A1 EP 83102732 A EP83102732 A EP 83102732A EP 83102732 A EP83102732 A EP 83102732A EP 0095026 A1 EP0095026 A1 EP 0095026A1
Authority
EP
European Patent Office
Prior art keywords
sleeve
injection nozzle
fuel
sleeve valve
piston
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
Application number
EP83102732A
Other languages
German (de)
English (en)
Other versions
EP0095026B1 (fr
Inventor
Bernard Brandt Poore
Charles William May
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.)
Deere and Co
Original Assignee
Deere and Co
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
Priority claimed from US06/361,680 external-priority patent/US4393847A/en
Priority claimed from US06/361,681 external-priority patent/US4399793A/en
Application filed by Deere and Co filed Critical Deere and Co
Priority to AT83102732T priority Critical patent/ATE14037T1/de
Publication of EP0095026A1 publication Critical patent/EP0095026A1/fr
Application granted granted Critical
Publication of EP0095026B1 publication Critical patent/EP0095026B1/fr
Expired legal-status Critical Current

Links

Images

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
    • F02M59/32—Varying fuel delivery in quantity or timing fuel delivery being controlled by means of fuel-displaced auxiliary pistons, which effect injection

Definitions

  • the invention relates to an injection nozzle for the combustion chamber of an internal combustion engine with a nozzle body receiving a cylinder liner with an inner bore, a hollow annular space being provided between the nozzle body and the cylinder liner, a displaceable tappet in the inner bore of the cylinder liner and a piston spaced apart therefrom.
  • a control chamber is formed between the plunger and the piston
  • a metering chamber is formed between the piston and the end of the injection nozzle remote from the plunger
  • the control chamber is connected to a lockable fuel channel and the metering chamber can be filled with fuel.
  • the injection timing and the injection quantity can now be determined, whereas previously the injection timing was dependent on a specific position of the crankshaft or the camshaft and thus solely on the speed of the internal combustion engine.
  • other parameters such as temperature, line pressure, load, height, air-fuel ratio, etc. are used to select the injection time, which are determined by sensors and are usually forwarded to an electronic control unit, whereupon a signal from this electronic control unit in Control room of the injector the injection process is initiated.
  • Such injection systems are described in U.S. Patents 4,281,792 and 4,235,374.
  • the object to be achieved with the invention is seen in providing options for sealing the control space in the nozzle body itself, but the rapid back and forth movements of the plunger and a new filling of the control space should not be impeded.
  • This object has been achieved according to the invention in that a remotely controllable sleeve valve which can be moved on the cylinder liner is provided in the annular space and via which the fuel channel can be locked.
  • the sleeve valve can have a sealing effect on the control chamber directly in the nozzle body at times of extremely high pressure and, due to its displaceability, can assume a position again in a fraction of a second in which the control chamber can be refilled with fuel.
  • the control room can also be filled with other pressure media, just as the intended seal can be used in other systems in which similarly high pressures can be absorbed.
  • the ring Room exposed to a variable fuel pressure and the sleeve valve is adjustable depending on the fuel pressure.
  • the sleeve valve is thus exposed to a pilot pressure which is expediently variable at one end of the sleeve valve, that is to say can generally be set between zero and maximum pressure, in order to adjust the sleeve valve at the desired speed.
  • at least one end of the sleeve valve is exposed to the fuel pressure and the sleeve valve is adjustable against the action of a spring depending on the fuel pressure.
  • the sleeve valve is displaceable by a spring from its closed position closing the fuel channel into its open position connecting the fuel channel to the control chamber through at least one bore provided in the sleeve valve ensures a relatively short displacement path for the sleeve valve.
  • the annular space receiving the sleeve valve is connected at one end to a channel which can be connected to the pump or to the collection container, and on connected at the other end to the collecting container.
  • the annular space can be pressurized with the maximum pressure at one end or connected to the collecting container without pressure, so that when - as in one embodiment variant - the other end of the annular space is depressurized with is connected to the collecting container, the sleeve valve is adjusted in a flash between its two end positions, provided that - as already proposed - a spring is provided opposite the variable pressure chamber.
  • the switching of the channel can be done by a control valve, which is mentioned above electronic control unit is operated.
  • a low pressure seal can be achieved according to the invention if the sleeve valve is surrounded by a further sleeve, as a result of which the pressure prevailing in the control chamber acts radially on the sleeve valve and presses it against the further sleeve.
  • a further seal within the nozzle body can be achieved in that one end of the annulus is exposed to a variable fuel pressure and the other end to a constant fuel pressure which presses the further sleeve sealingly against a shoulder in the annulus.
  • the further sleeve can be displaced into its sealing position after it has been idle - that is to say can be acted upon by the fuel pressure - the further sleeve is provided with several grooves at one end.
  • the further sleeve at its end remote from the grooves should be provided with an annular groove for receiving a gasket according to the invention.
  • the sleeve valve should be able to be displaced via the constant fuel pressure against the variable fuel pressure and the force of a spring, no separate bore also having to be provided for the inlet to the control room, since the inlet can take place via an end face, but precautions should be taken Take off are to be taken.
  • a stop plate with several openings can expediently be provided at one end of the annular space, so that the fuel pressure acts against the lower end of the sleeve valve.
  • the tappet in one end position of the sleeve valve, is connected to the piston by a pressure column.
  • FIG. 1 and 2 show an injection nozzle 10 with its nozzle body 12, in which there is an axial bore 14.
  • a cylinder liner 16 with an inner bore 18 is inserted.
  • the axial bore 14 in the nozzle body 12 forms an inner surface 20 which interacts with an outer surface 22 of the cylinder liner 16 such that they enclose a hollow annular space 23 between them, the function of which will be discussed later.
  • a plunger 24 and a piston 26 are longitudinally displaceable and spaced apart.
  • the tappet is pressed upwards by a spring 28 and by a mechanical linkage, not shown, which has a rocker arm, a cam and a cam can have tappets, controlled.
  • a nozzle tip 30 is provided at the end of the nozzle body 12, which regulates the injection of fuel into the combustion chamber of an internal combustion engine. In particular, this is done by a spindle valve 32 with differential surfaces, which is held in its closed position - as can be seen in FIG. 2 - by a spring 34.
  • the space between the plunger 24 and the piston 26 is designated as the control space 36 and the space below the piston 26 or between the piston 26 and the top of the nozzle tip 30 as the metering space 38, as shown in FIG.
  • Both spaces can be filled with fuel, which is drawn in from a collecting container 40 by a pump 42 and pumped by the latter into the lower region of the metering space 38 through a first channel 44.
  • a check valve 46 is installed, which prevents backflow from the metering chamber.
  • a relief bore 47 is machined into the wall of the cylinder liner 16, through which fuel located in the control chamber can flow out when the piston 26 is in its lowest stroke position, shown in FIG. 2.
  • this relief bore 47 is selected to be very small in order to ensure that the fuel can only flow out of the control space into the collecting container 40. It should also be mentioned that the relief bore is arranged in the cylinder liner 16 in such a way that it never gives access to the metering space 38, even when the piston is in its uppermost stroke position.
  • a second channel 48 which connects the pump 42 to the control chamber 36, is guided through the nozzle body 12 into the cylinder liner 16. Ideally, it ends in one Indentation 49 in the inner surface 20 of the axial bore 14. This indentation 49 is opposite to an indentation in the cylinder liner 16, in which radial bores belonging to the second channel are incorporated, so that the fuel can reach the control chamber 36 at several points.
  • a third channel 50 connects the pump 47 to the upper region 52 of the hollow annulus 23 and has a control valve 54 which can be moved between two positions by a control mechanism 53, in the first position the connection from the pump 42 to the upper region 52 of the hollow region Annular space 23 is released and prevented in the second position, but in which the upper region is connected to the collecting container 40. This arrangement ensures that a pressure can be built up in the upper region of the hollow annular space 23 or that there is an unpressurized state.
  • a relief valve 55 is provided in the second channel 48 or at another suitable location behind the pump 42, connected to the reservoir 40 and designed so that it responds to a certain pressure in the system, that is to the reservoir opens to prevent damage to the system.
  • the second channel 48 is also guided through the cylinder liner 16, that is to say also extends through the hollow annular space 23.
  • the connection of the channel pieces can be interrupted in the area of the hollow annular space 23 by a cylindrical sleeve valve 56.
  • This is shown in detail in FIG. 3 and is provided with at least one channel bore 58. If several channel bores 58 are machined, they must lie in the same radial plane.
  • the sleeve valve 56 is above the pressure prevailing in the upper region 52 of the hollow annular space 23 from its position in FIG. 1 set position against the action of a spring 60 in the position shown in Figure 2 in the annular space 23 displaceable. The position shown in FIG.
  • the space between the sleeve valve 56 and the inner surface 20 of the nozzle body 12 can be sealed off by seals 62 and 63, which can be inserted into annular grooves 64 and 65 machined into the inner surface 20. As a result, the seals maintain their position regardless of the position of the sleeve valve 56.
  • the injection nozzle 10 is also equipped with a return channel 66 which passes through the wall of the nozzle body 12 and connects the lower region of the hollow annular space 23 to the collecting container 40. This avoids the inclusion of fuel in the lower region of the hollow annular space 23 and enables the sleeve valve to be displaced over its entire stroke range.
  • the function of the injection nozzle 10 explained above is briefly discussed below.
  • the piston 26 is in its position shown in FIG. 2, in which the fuel located in the metering chamber has just been injected through the nozzle tip 30 into the combustion chamber of the internal combustion engine and in which the sleeve valve 56 is still in its lower or closed position sen, the inflow of fuel in the control chamber 36 is located position, then the plunger 24 can begin its upward movement under the action of the spring 28. This creates a pressure drop across the piston 26 so that the piston 26 can also move in the same direction.
  • the channel 44 is cleared again and fuel under pressure pushes the piston 26 further up.
  • the piston 26 will follow the upward movement of the tappet 24 until there is sufficient fuel in the metering space 38.
  • the control valve 54 is then adjusted by a signal from the control mechanism 53 into its second position, shown in the figure, in which the connection to the pump 42 is interrupted and instead the upper region 52 of the hollow annular space 23 is connected to the collecting container 40 .
  • the pressure in the upper region of the hollow annular space abruptly decreases and the spring 60 can push the sleeve valve upwards into its position shown in FIG can flow. This continues until the plunger 24 has reached its uppermost position.
  • an identical pressure will also prevail on both sides of the piston 26 and the piston will remain in its position, unless this is achieved by other means.
  • the tappet 24 is moved downward again by a movement triggered by the camshaft. During this process, some of the fuel may be pushed back into the second channel 48, so that the pressure in the system rises above the set, permissible pressure and the relief valve 55 opens.
  • control mechanism 53 adjusts the control valve 54 at times that allow the fuel to be injected at the correct time.
  • the control valve 54 is moved into its first position, in which the fuel can pass through the channel 50 into the upper region 52 of the hollow annular space 23, so that a pressure builds up here and the sleeve valve 56 with compression of the spring 60 into it lower or closed position is moved.
  • the connection between the control chamber 36 and the pump is interrupted and between the tappet 24 and the piston 26 there is a pressure column or hydraulic connection, via which the piston 26 is adjusted downward.
  • the piston 26 is adjusted downward, the fuel is injected through the nozzle tip 30 into the combustion chamber of the internal combustion engine.
  • the plunger 24 and piston 26 will reach their lowest stroke position.
  • the injection process has ended.
  • the piston 26 releases the relief bore 47 and the pressure in the control chamber 36 can be reduced.
  • the tappet can be adjusted further downward without damage to the injection nozzle occurring.
  • the injection cycle is usually repeated in fractions of a second and the pressure in the control room 36 and in the metering room is very high.
  • the injection nozzle in FIG. 4 is denoted by 110 and its nozzle body by 112, into which a cylinder liner 114 is inserted. Because the inner surface 116 of the nozzle body 112 is at a certain distance from the outer surface 118 of the cylinder liner 114 in a certain area, a hollow annular space 120 is created, the function of which will be explained later.
  • the inner bore of the cylinder liner 114 is designated 122. It is connected to a nozzle tip 124, which is screwed into one end of the nozzle body 112 and receives a spindle valve 126. The latter is held in its closed position by a spring 128, in which no fuel can get from the injection nozzle 110 into the combustion chamber of an internal combustion engine, not shown for the sake of simplicity.
  • a plunger 130 and at a distance from it a piston 132 are arranged displaceably, the plunger 130 mechanically against the action of a spring 134 into the inner bore 122 depending on the position of a camshaft, not shown, via rocker arms, cams and cam tappets is adjustable.
  • a control space 136 is created by the distance between the lower end of the plunger 130 and the upper end of the piston 132.
  • Another space located on the underside of the piston 132 is referred to as the metering space 138.
  • the amount of fuel to be injected into the combustion chamber can be specified in it, while the control room is largely responsible for the time of the injection.
  • the fuel to be injected into the combustion chamber via the injection nozzle 110 is located in a collecting container 140, generally in the fuel tank, and is sucked out of this by a pump 142 and conveyed to the injection nozzle 110 via channels 144 and 146.
  • the first channel 144 is guided through the walls of the nozzle body 112 and the cylinder sleeve 114 into the control space 136 and thereby through the hollow annular space 120, specifically at its lower end.
  • the second channel 146 branches off from the first channel 144 behind the pump 142 and is guided to the upper end of the hollow annular space 120 in the nozzle body 112.
  • fuel can only get to the upper end of the hollow annulus 120 via the second channel 146 when a control valve 148 disposed therein is in its first of two positions. In the second position, fuel flow from the pump through passage 146 to injector 110 is prevented. Instead is a connection of the upper end of the hollow annulus 120 made with the reservoir 140, so that fuel located in this area can flow off without pressure.
  • the control valve 148 is adjusted between its two positions by a control mechanism 149.
  • a pressure-actuated sleeve valve 150 is arranged in the hollow annular space 120. This is under the action of a spring 152, which tends to move the sleeve valve down into a closed position, as shown in Figure 5.
  • the pressure-actuated sleeve valve 150 is substantially cylindrical and may be between the closed and an open position - are reciprocated and 'to the fuel supply in the control room to prevent or to allow.
  • the sleeve valve 150 rests on a stop plate 154 which, as can be seen in FIG. 6, is designed in a ring shape with a shoulder, so that a web surface 156 and a cover surface 158 are present.
  • Several semicircular openings 159 are machined into the top surface 156, which enable fuel in the channel 144 to act on the underside of the sleeve valve 150, which in its closed position shown in FIG. 5 rests on the top surface 158.
  • a cylindrical sleeve 160 Concentric to the pressure-actuated sleeve valve 150, a cylindrical sleeve 160 is arranged in the hollow annular space 120, the inner surface 162 of which surrounds the outer surface 164 of the sleeve valve 150, resulting in a first seal, and the lower end of which is assembled and depressurized rests on the web surface 156 of the stop plate 154.
  • a plurality of grooves 166 are incorporated in the lower region of the sleeve 160, so that in their regions there are free spaces through which fuel under pressure can pass and into the semicircular openings 159 and against them Underside of the cylindrical sleeve 160 can reach.
  • the cylindrical sleeve 160 has a shoulder 168 for receiving an O-ring seal 170, which can come to bear against a radial wall 172 of the hollow annular space 120, so that a second low-pressure seal is created.
  • the cylindrically shaped sleeve 160 is pushed upward by the pressure of the fuel from the channel 144, so that the seal 170 is pressed firmly against the radial wall 172.
  • a spring could still be inserted between the underside of the sleeve 160 and the web surface 156 of the stop plate 154.
  • three further channels 174, 176 and 178 are incorporated into the cylinder sleeve 114, the channel 174 having a very small diameter and allowing the backflow from the control chamber 136 when the piston 132 is in its lower one Stroke position.
  • the outer diameter of the cylinder liner is selected so that a gap of channel width remains between the cylinder liner and the inner diameter of the nozzle body in order to ensure a connection between the channels 174, 176 and 178 and the channel 144.
  • the channel 176 is arranged below the channel 174 and serves as an inlet for fuel under pressure into the control chamber 136.
  • the piston is provided with a recess extending over a certain length, in the area of which a transverse bore 180 is machined in the piston 132, the central bore extending in the piston in the axial direction and leading to the metering chamber 138 tion 182 opens.
  • a check ball 184 is provided, which is under the action of a spring 186 such that fuel can only flow into the metering space 138 through the channel 176.
  • the third channel 178 is in turn equipped with a small diameter like that of the channel 174 and serves to allow the fuel to escape from the central bore 182 in the piston 132 when the piston 132 reaches its lowest stroke position. For this purpose, it then comes to coincide with an annular groove 190, in which a transverse bore 188 leading to the central bore 182 is incorporated, so that fuel trapped between the spindle valve 126 and the underside of the piston 132 can flow back. As can be seen from FIG. 4, the transverse bore 188 is located below the transverse bore 180. Furthermore, a relief valve 192 can be provided in the channel 144, which opens as soon as the fuel pressure rises above a predeterminable value.
  • the control valve 148 still assumes its first position in which the pump 142 delivers pressurized fuel through the second channel 146 into the upper region of the hollow annular space 120.
  • the same fuel pressure will also prevail in the lower region of the hollow annular space 120, since the pump 142 acts on this space via the channel 144. It follows that the pressure at the top of the pressure actuated sleeve valve 150.
  • the piston 132 At the moment when the plunger 130 moves upwards in the inner bore 122 due to the force of the spring 134, the piston 132.s will also move upwards and increase the volume of the metering space 138. This allows new fuel to flow into the metering space 138. However, if there is a certain amount of fuel in the metering chamber 138, the control valve 148 is shifted to its second position at a predetermined point by a signal triggered by the control mechanism, in which the connection of the pump 142 to the upper region of the hollow annulus 120 is interrupted and instead a connection of the hollow annular space 120 to the collecting container 140 is given.
  • the pressure at the upper end of the pressure actuated sleeve valve 150 is released and the pressure at its lower end is able to move against the action of the spring 152 to its open position in which the channels 144 in the nozzle body and the cylinder liner no longer separate from each other are separated and fuel under pressure can flow into the control chamber 136.
  • the pressure from the channel 144 then acts on both sides of the piston 132, balances itself and thus brings the movement of the piston to a standstill.
  • the plunger 130 will then still move upward, so that pressurized fuel can continue to flow into the control chamber 136 until the downward movement of the plunger 130 is initiated and carried out by the position of the camshaft, the force the spring 134 is overcome.
  • the control valve 148 is returned to its first position at the control mechanism 149, where fuel can flow under pressure from the pump 142 to the top of the hollow annulus 120.
  • the upper end of the pressure-actuated valve 150 is pressurized again and the valve returns to its lower or closed position.
  • the connection of the control room 136 to the pump 142 is interrupted again, the fuel is enclosed in the control room and the plunger 130 is connected to the piston 132 by a pressure column, so that . both must continue to move down together.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP19830102732 1982-03-25 1983-03-19 Pompe à injection combinée ayant un piston libre commandé par un tiroir tubulaire pour moteurs à combustion interne Expired EP0095026B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT83102732T ATE14037T1 (de) 1982-03-25 1983-03-19 Pumpen-duesen-einheit mit durch huelsenventil gesteuertem freikolben fuer brennkraftmaschinen.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US361681 1982-03-25
US06/361,680 US4393847A (en) 1982-03-25 1982-03-25 Low pressure sealing arrangement for a fuel injector
US06/361,681 US4399793A (en) 1982-03-25 1982-03-25 Fuel injector
US361680 1982-03-25

Publications (2)

Publication Number Publication Date
EP0095026A1 true EP0095026A1 (fr) 1983-11-30
EP0095026B1 EP0095026B1 (fr) 1985-06-26

Family

ID=27001385

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19830102732 Expired EP0095026B1 (fr) 1982-03-25 1983-03-19 Pompe à injection combinée ayant un piston libre commandé par un tiroir tubulaire pour moteurs à combustion interne

Country Status (3)

Country Link
EP (1) EP0095026B1 (fr)
DE (1) DE3360320D1 (fr)
ES (1) ES520919A0 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2140099A (en) * 1983-05-18 1984-11-21 Bosch Gmbh Robert Injection system for an internal combustion engine
GB2152153A (en) * 1983-12-30 1985-07-31 Cummins Engine Co Inc Positive displacement fuel injection system
EP0610641A1 (fr) * 1993-02-08 1994-08-17 New Sulzer Diesel AG Pompe à injection de combustible pour un moteur à combustion interne

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1266566B (de) * 1964-02-25 1968-04-18 Honda Gijutsu Kenkyusho Kk Einspritzpumpe fuer Brennkraftmaschinen
EP0014142A1 (fr) * 1979-01-25 1980-08-06 AlliedSignal Inc. Injecteur de combustible avec contrôle éléctronique

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1266566B (de) * 1964-02-25 1968-04-18 Honda Gijutsu Kenkyusho Kk Einspritzpumpe fuer Brennkraftmaschinen
EP0014142A1 (fr) * 1979-01-25 1980-08-06 AlliedSignal Inc. Injecteur de combustible avec contrôle éléctronique

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2140099A (en) * 1983-05-18 1984-11-21 Bosch Gmbh Robert Injection system for an internal combustion engine
GB2152153A (en) * 1983-12-30 1985-07-31 Cummins Engine Co Inc Positive displacement fuel injection system
EP0610641A1 (fr) * 1993-02-08 1994-08-17 New Sulzer Diesel AG Pompe à injection de combustible pour un moteur à combustion interne

Also Published As

Publication number Publication date
ES8403572A1 (es) 1984-03-16
DE3360320D1 (en) 1985-08-01
EP0095026B1 (fr) 1985-06-26
ES520919A0 (es) 1984-03-16

Similar Documents

Publication Publication Date Title
DE69918902T2 (de) Brennstoffinjektor
DE3836725C1 (fr)
DE19523574A1 (de) Ratenformungssteuerventil für Treibstoffeinspritzdüse
WO2007098621A1 (fr) Soupape d'injection de carburant pour moteurs A combustion interne
EP1379775B1 (fr) Soupape pour commander le passage de fluides
DE10222196A1 (de) Kraftstoffeinspritzventil für Brennkraftmaschinen
DE2601401A1 (de) Einspritzpumpe fuer dieselmotoren
DE2809055A1 (de) Hydraulische ventilspiel-nachstellvorrichtung
DE4445980C2 (de) Einspritzsystem
DE69923899T2 (de) Brennstoffeinspritzventil
WO1991008382A1 (fr) Dispositif de commande hydraulique de soupape pour moteurs a combustion interne
EP0281580B1 (fr) Dispositif d'injection de carburant pour un moteur diesel
EP0282508B1 (fr) Dispositif d'injection de carburant dans un moteur diesel avec preinjection
DE2758458A1 (de) Vorrichtung zur veraenderung des einspritzmoments eines kraftstoffeinspritzers fuer eine verbrennungskraftmaschine
DE102015215241A1 (de) Hydraulisch betätigtes Schaltventil
EP0095026B1 (fr) Pompe à injection combinée ayant un piston libre commandé par un tiroir tubulaire pour moteurs à combustion interne
EP0090296B1 (fr) Buse d'injection à aiguille
DE3125224C2 (fr)
EP0610585B1 (fr) Dispositif d'injection de combustible à pré-injection et injection principale
DE2615761A1 (de) Kolbenbrennkraftmaschine fuer den betrieb mit staubfoermigem brennstoff
DE69923499T2 (de) Brennstoffeinspritzventil
DE69923256T2 (de) Verbesserte Einspritzvorrichtung für Dieselmotoren mit Common-Rail
DE10205888A1 (de) Hydraulische Ventilbetätigungsvorrichtung
WO2006079425A1 (fr) Système d'injection de carburant
EP0396127A1 (fr) Appareil d'injection de combustible

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19830719

AK Designated contracting states

Designated state(s): AT BE CH DE FR GB IT LI SE

ITCL It: translation for ep claims filed

Representative=s name: LENZI & C.

EL Fr: translation of claims filed
ITF It: translation for a ep patent filed

Owner name: LENZI & C.

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Designated state(s): AT BE CH DE FR GB IT LI SE

REF Corresponds to:

Ref document number: 14037

Country of ref document: AT

Date of ref document: 19850715

Kind code of ref document: T

REF Corresponds to:

Ref document number: 3360320

Country of ref document: DE

Date of ref document: 19850801

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 19870325

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Effective date: 19880319

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Effective date: 19880320

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Effective date: 19880331

Ref country code: CH

Effective date: 19880331

BERE Be: lapsed

Owner name: DEERE & CY

Effective date: 19880331

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Effective date: 19890319

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Effective date: 19890331

GBPC Gb: european patent ceased through non-payment of renewal fee
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19891130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Effective date: 19891201

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

EUG Se: european patent has lapsed

Ref document number: 83102732.1

Effective date: 19881206