EP0281580B1 - Brennstoffeinspritzvorrichttung für eine dieselbrennkraftmaschine - Google Patents

Brennstoffeinspritzvorrichttung für eine dieselbrennkraftmaschine Download PDF

Info

Publication number
EP0281580B1
EP0281580B1 EP87905420A EP87905420A EP0281580B1 EP 0281580 B1 EP0281580 B1 EP 0281580B1 EP 87905420 A EP87905420 A EP 87905420A EP 87905420 A EP87905420 A EP 87905420A EP 0281580 B1 EP0281580 B1 EP 0281580B1
Authority
EP
European Patent Office
Prior art keywords
piston
pump
fuel
control
line
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP87905420A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0281580A1 (de
Inventor
Peter Fuchs
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.)
MAN B&W Diesel AS
Original Assignee
Nova Werke 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 Nova Werke AG filed Critical Nova Werke AG
Priority to AT87905420T priority Critical patent/ATE63614T1/de
Publication of EP0281580A1 publication Critical patent/EP0281580A1/de
Application granted granted Critical
Publication of EP0281580B1 publication Critical patent/EP0281580B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a fuel injection device for a diesel internal combustion engine, in each of which an injection nozzle is connected to a fuel pump via a pressure line, the fuel pump having a cylinder with at least one fuel line for the inflow and outflow of fuel and a pump chamber and a pump piston, and the Pump piston is connected to and driven by an axial piston unit acted on by a pressure medium, the pump piston has two control edges, one of which is formed by an annular space connected to the pump chamber and the pump piston is rotatable about its longitudinal axis, the axial piston unit via a hydraulic system on an independent of the fuel system Pressure source connected, and a control device with a control valve is arranged in this hydraulic system between the pressure source and the axial piston unit.
  • a large number of fuel injection devices for diesel internal combustion engines are known, and in most of these devices the pump piston is driven by a camshaft.
  • Swiss Patent No. 539 778 a fuel injection device is known in which the pump pistons are driven by means of an axial piston unit acted upon by a pressure medium.
  • This device comprises a feed pump for the fuel, which is part of a line system for supplying fuel to one or more Is fuel nozzles.
  • the feed pump is connected to a fuel accumulator and a pressure control valve, which regulates the feed pressure in the fuel line system.
  • the fuel is directed to an electromagnetically actuated hydraulic valve, then to a slide valve and then to a servo piston and the injection nozzle.
  • the solenoid valve is with a electrical control unit connected, which sends control signals for the start and end of the injection to the solenoid valve.
  • the slide valve connected to the solenoid valve has two control edges which control the inflow of fuel to the piston surface of the servo piston.
  • the slide of the slide valve is acted upon by fuel with the pressure of the feed pump on the one hand, and on the other hand loaded with a spring force which is less than the force generated by the feed pressure of the pump.
  • the servo piston is directly connected to the pump piston of the injection pump, the pump piston delivering fuel from a pump chamber to the injection nozzle. The amount of fuel flowing into the pump chamber is determined by the pressure prevailing at the feed pump and a throttle arranged in the line.
  • the solenoid valve is brought into a position by a control signal in which the slide valve is pressurized by the feed pump and thereby the slide of the slide valve opens a passage from the fuel line to the working surface of the servo piston.
  • the servo piston, and thus the pump piston is set in motion and the injection process started.
  • a second signal is fed to the solenoid valve via the electrical control device, as a result of which it assumes a different switching position and relieves the slide valve of the fuel pressure from the feed pump.
  • the slide of the slide valve is moved by the spring force and opens a passage that connects the working surface of the servo piston with a pressure-free return line of the fuel system.
  • the injection stroke is interrupted and the pump piston, and thus the servo piston, is pushed back by the delivery pressure in the fuel system.
  • the return path of the servo piston is determined by the amount of fuel flowing in, which in turn is determined by the throttle arranged in the inlet.
  • the servo piston remains suspended at the end of the filling cycle, ie its position is not fixed. In this inaccurate position of the servo piston, the fuel injector is ready for a new injection stroke.
  • Fuel injectors of the type described enable the use of relatively small solenoid valves by installing the slide valve.
  • They have the disadvantage that the exact metering of the injection quantity is difficult.
  • the electrical control and the entire fuel system must be coordinated very precisely in order to introduce the fuel in the right quantity and at the right time into the combustion chamber of the diesel internal combustion engine, especially in the case of fast-running diesel engines. This coordination is difficult and involves great technical effort.
  • the servo piston does not assume a stop in a large load range, the fuel metering is nevertheless very inaccurate.
  • the floating servo piston cannot be positioned precisely due to the leakage losses, and changes in the viscosity of the fuel result in a different degree of filling.
  • the electrical time control cannot detect and compensate for these deviations.
  • the known injection device also has no emergency running device, and the injection process cannot be carried out if the electrical control fails.
  • the hydraulic system has a different characteristic, and the functionality of the hydraulic elements may no longer be guaranteed.
  • a further fuel pump is known from document FR-A-2 496 170, in which the pump piston is driven by a drive piston which is pressurized with pressure medium.
  • a pressure medium for driving the drive piston proposed the use of a liquid or a gas.
  • the pressure medium of the drive piston forms a system that is separate from the fuel system.
  • the movements of the drive piston are controlled in a known manner via a multi-way valve in the pressure medium supply line.
  • a pressure medium reservoir is located upstream of the reusable valve.
  • An electrical control device processes measurement signals from the combustion chamber and from the crankshaft of the engine and generates control signals for the control valve in the pressure medium supply line.
  • the stroke of the pump piston is determined by the stroke of the drive piston, ie by means of the electrical control device.
  • the invention is based on the object of avoiding the disadvantages mentioned and of creating a fuel injection device with a pump piston driven by a pressure medium, which is both fast and slow running diesel engines and can be used for all types of fuels, in which the control of the axial piston drive unit takes place without delay, pump pistons and axial pistons do not perform any premature idle movements, energy is saved in the pressure medium system, and which has an emergency operation device even if the electrical part of the control fails.
  • control device has a main slide connected to a return piston and acted upon by pressure medium, this return piston is connected to the pump chamber via a connecting line and is acted upon by fuel, at least a second one in the fuel lines connected to the pump chamber Control device is arranged, and this second control device is formed from the control edges on the pump piston and a passage in the pump housing between the pump chamber and the connecting line.
  • the principle of the pump piston provided with control edges is connected to a drive unit which has a drive piston acted upon by a pressure medium.
  • the fuel system of the fuel pump and the pressure medium system of the axial piston unit are independent systems which are linked to one another via a control device.
  • the control device can be switched mechanically and / or electrically and also has a return piston which is connected to the pump chamber and is acted upon by fuel.
  • This connecting line from the pump chamber to the return piston of the control device, with the second control device formed by the control edges on the pump piston and the passage in the pump housing, has a direct, instantaneous influence on the pressure medium system by the fuel system.
  • the Control device is acted upon by fuel under high pressure at a desired point in time and the pressure medium system of the axial piston unit is controlled immediately.
  • This arrangement ensures the termination of the injection process and the movement of the drive piston as soon as the pump piston has traveled a desired distance, and thus a precisely determined volume of fuel has been expelled.
  • the main slide of the control device has control spaces and control edges for opening and closing the pressure medium lines to the axial piston, and this main slide interacts with a push rod at one end and with the return piston acted upon by fuel and connected to the pump chamber at the other end. At least part of the push rod forms the core of a magnet coil, and this magnet coil is connected to an electrical pulse generator. Furthermore, the push rod is part of a mechanical locking device, and this locking device fixes the push rod and the control edges of the main slide in a control position.
  • a preferred embodiment of the invention is characterized in that the control device in the hydraulic system is connected to a control camshaft and the cam disc acts on the push rod of the control device.
  • a low mass camshaft can be used because it only needs to move controls. This is in contrast to injection devices, in which the camshaft drives the pump pistons, and which require a heavy and complex construction.
  • the control camshaft acts directly on the push rod of the main spool and serves as an actuator for the main spool or as an emergency control if the solenoid fails.
  • the axial piston is double-acting and the pressure medium supply line to the working space with the fully loaded piston surface is over the control device to the pressure source and the pressure medium supply to the annular space with the annular surface of the piston led directly to the pressure source.
  • a further improvement of the fuel injection device can be achieved in that the second control device is formed in such a way that the upper end face of the pump piston forms a first control edge, in the direction of the longitudinal axis on the jacket of the pump piston a channel running obliquely to the longitudinal axis is arranged with a second control edge and above a channel is connected to the pump chamber, the passage extending from the pump cylinder via the fuel line into the connecting line to the control device of the hydraulic system, the passage being at the bottom dead center of the pump piston above the first control edge and at top dead center of the pump piston below the second control edge.
  • a further advantageous embodiment of the fuel injection device is characterized in that a third control device in the fuel line consists of an overflow / suction valve and a switching piston acting on the valve stem of the overflow / suction valve, the overflow / suction valve via a feed line to the upper end of the pump chamber and the piston chamber of the switching piston is connected via a line to the passage in the pump cylinder and thus to the second control device.
  • the passage in the pump cylinder can be dimensioned so that it is optimally matched to its control function.
  • the inflow and outflow of fuel into the pump chamber takes place via the feed line at the upper end of the pump chamber, the dimensions and dimensions of the overflow / suction valve also being optimally dimensioned for these inflow and outflow processes.
  • the pump piston When the fuel injection device according to the invention is operated, the pump piston is brought into a position dependent on the engine output by means of a control device known per se, in which the control edges effect the injection of the desired amount of fuel.
  • the start of the injection process is effected via the control device in the pressure medium system by means of an electrical pulse via the magnetic coil or by means of the control camshaft.
  • the control device releases the pressure medium flow to the axial piston unit and this moves the pump piston, the fuel in the pump chamber being pressurized.
  • the inflow valve to the injector opens and the fuel is introduced into the diesel engine.
  • the pump chamber is coupled to the control device via the connecting line, and the pressure surge causes the main slide to be reset via the reset piston, thereby blocking the supply of pressure medium to the fully loaded piston surface of the axial piston unit.
  • the ring surface remains pressurized and causes the axial piston to retract immediately and the pressure in the pump chamber to decrease immediately.
  • the connection of the bevel edge control on the pump piston with a drive unit pressurized with pressure medium results in a very high level of operational reliability and design independence.
  • the inventive device prevents unnecessary movements of the pump and drive piston, thereby kinetic energy and Energy is saved in the pressure medium system. Even with high-speed engines, the injection processes can be controlled precisely and without delays.
  • the heavy and complex drive camshafts are completely eliminated, which is particularly important for large and fast-running diesel engines. Nevertheless, the emergency control via the camshaft control with a light camshaft is guaranteed.
  • FIG. 1 shows a fuel injection device with an injection nozzle 1, a fuel pump 3, an axial piston unit 20 and a control device 31.
  • the fuel pump 3 consists of a pump cylinder 4 with a pump chamber 6, in which a pump piston 7 is guided.
  • the pump cylinder 4 is provided with a fuel line, which consists of a feed line 15, a fuel channel 5 and a discharge line 16. These fuel lines are part of a fuel system in which the fuel is conveyed by a feed pump at a relatively low pressure.
  • a check valve 17 is installed in the fuel feed line 15, which prevents fuel from flowing back into the feed line 15 and pressure surges occurring in the fuel channel 5 are transmitted to the fuel feed line 15.
  • a throttle 18 is installed in the fuel discharge line 16.
  • the pump piston 7 is connected at its lower end to the axial piston 22 of the axial piston unit 20.
  • the pump piston 7 is not only displaceable in the axial direction, but can also be rotated about the longitudinal axis 8 by means of an adjusting device 60.
  • the adjusting device 60 is a device known in fuel injection pumps with inclined edge controls.
  • the axial piston unit 20 consists of a cylinder 21, the axial piston 22, the working space 25 and the annular space 26.
  • the axial piston 22 is double-acting and has a piston surface 23 directed towards the working space 25, which is opposite an annular surface 24 assigned to the annular space 26.
  • the axial piston unit 20 is part of a pressure medium system in which any known pressure medium can be used. High pressure hydraulic oil is used in the present example.
  • the pressure medium is supplied to the axial piston unit 20 via the pressure medium lines 27, 28, which are fed by a pressure source 29.
  • a control device 31 is installed between the pressure source 29 and the pressure medium line 27.
  • the control device 31 comprises a main slide 32, a return piston 34, a magnetic coil 38 with an associated magnetic core 39, a mechanical locking device 41 and a camshaft control 61.
  • the hydraulic fluid system containing hydraulic oil is separated from the fuel system, and the working movements of the axial piston 22 are controlled by the main slide 32 .
  • This main slide 32 is shown in more detail in FIG. 3 and has two slide bodies 62, 63 with control edges 64, 65.
  • the slide body 62 is a Control room 66, and a control room 67 assigned to the slide body 63. In between there is a third control chamber 68.
  • Pressure relief chambers 69, 70 and sealing pistons 71, 72 are arranged behind each of the slide bodies 62 and 63, respectively, the pressure relief chambers 69, 70 being connected to a leak line 88.
  • the slide bodies 62, 63 and the sealing pistons 71, 72 are arranged at the correct distance from one another by means of a core 73 and are connected to one another.
  • At one end of the main slide 32 there is a push rod 37 which is connected to the slide body 63, part of the push rod 37 forming the core 39 of the solenoid 38.
  • the push rod 37 extends beyond the magnetic coil 38 and is enclosed by the mechanical locking device 41.
  • the camshaft control 61 is connected to this mechanical locking device 41.
  • the return piston 34 interacts with the slide body 62 via a pin 74.
  • a piston chamber 75 belonging to the return piston 34 is connected to the fuel system via a connecting line 33.
  • this connecting line 33 is introduced into a passage 14 in the pump cylinder 4, which leads into the pump chamber 6.
  • the passage 14 forms the second control device with the control edges 10 and 12 on the pump piston 7.
  • the pressure medium system is operated by means of the pressure source 29, a pressure control valve 30 being provided for controlling the pressure in this system.
  • a pressure line 35 leads from the pressure source 29 to the main slide 32 and a further pressure medium line 28 leads to the annular space 26 of the axial piston unit 20.
  • a return line 36 leads from the main slide 32 to a pressure medium container 76.
  • the slide body 62 releases the connection between the control chamber 66 and the control chamber 68, and on the other hand, the slide body 63 closes the connection between the control chamber 68 and the control chamber 67.
  • pressure medium flows under high pressure from the pressure line 35 to the pressure medium line 27 and thus into the working chamber 25 of the axial piston unit 20.
  • the axial piston 22 moves upward and pushes the pump piston 7 in the direction of the upper end of the pump chamber 6. This axial movement closes the passage 14 in the pump cylinder 4 and pressure is built up in the pump chamber 6.
  • the control valve 19 opens and fuel is injected into the combustion chamber of a diesel engine via the injection nozzle 1.
  • the pressure prevailing in the pump chamber 6 is supplied to a channel 11 with a control edge 12 via a channel 13 attached to the jacket of the pump piston 7.
  • a pressure surge develops in the fuel channel 5 and in the connecting line 33, which spreads at the speed of sound.
  • This pressure surge penetrates into the piston chamber 75 on the control device 31 and, via the return piston 34, causes the main slide 32 to be moved immediately in the direction of the solenoid 38.
  • the pressure line 35 and the control chamber 66 are blocked by the slide body 62, and the slide body 63 is also included the control edge 65 provides the connection between the control chamber 68 and the control chamber 67, and thus between the pressure medium line 27 and the return line 36 free.
  • the fuel injection device shown in FIG. 2 has a third control device 42 in addition to the second control device.
  • the pump piston 7, the axial piston unit 20 and the control device 31 are of the same design as in the example shown and described in FIG. 1.
  • a feed line 46 for fuel is arranged on the pump cylinder 4 and is introduced into the pump chamber 6 at the upper end thereof.
  • the third control device 42 comprises an overflow / suction valve 43 with an overflow space 53, a switching piston 44 and a compensating valve 54.
  • the overflow space 53 is connected on the one hand via the flow line 52 to the fuel channel 5 and on the other hand to the fuel discharge line 16.
  • a piston chamber 45 arranged below the switching piston 44 is connected to the passage 14 via the line 47.
  • the switching piston 44 rests on the valve stem 48, the overflow / suction valve 43 being held in the closed position by a spring 50.
  • a further spring 49 is arranged below the switching piston 44, which presses the switching piston 44 against the valve stem 48.
  • the compensating valve 54 is designed as a check valve and is connected to the piston chamber 45 via a bore 55. If there is a lower pressure in the piston chamber 45 than in the line 16, the valve 54 opens and releases the valve seat 56, whereby Fuel flows into the piston chamber 45 and the lines 47 and 33.
  • the control edge 10 closes the passage 14, and the valve 43 is pressed against the valve seat 51 by the pressure built up in the pump chamber 6.
  • the pressure surge spreads via the line 33 to the return piston 34 in the control device 31 and via the line 47 into the piston chamber 45, and thus onto the switching piston 44.
  • the movement of the axial piston is interrupted via the control device 31.
  • the pressure surge on the switching piston 44 causes the overflow / suction valve 43 to open immediately via the valve stem 48, as a result of which the pressure prevailing in the pump chamber 6 is relieved via the line 46 into the overflow chamber 53 and thus the fuel line 16.
  • This pressure drop in the pump chamber 6 has the result that the control valve 19 closes immediately and at a precisely determined point in time and prevents the fuel from flowing to the injection nozzle 1.
  • FIG. 3 shows the mechanical locking device 41 and the camshaft control 61.
  • the mechanical locking device 41 consists essentially of a locking body 78, pawls 79 and unlocking bolt 80.
  • the push rod 37 protrudes into the locking body 78 and has a shoulder 81 in its area. If the push rod 37 is moved to the left by means of the magnetic coil 38, the shoulder 81 takes the locking body 78 with it, and the spring-loaded pawls 79 snap into the cams 82. This can interrupt the power supply to the solenoid 38 and there is no risk of overloading or overheating.
  • the push rod 37 is reset at the end of the injection process by means of the return piston 34, which is acted upon by the injection pressure.
  • the push rod 37 acts against the force of the spring 83 pressed to the right, and the unlocking bolts 80 driven outwards. These unlocking bolts 80 raise the pawls 79 and thereby release the cams 82 on the locking body 78. The spring 77 now pushes the locking body 78 back into its starting position.
  • a camshaft control 61 is arranged in addition to the solenoid 38 of the injection control.
  • This consists of the cam disk 84 with the cam 85 and the run-off roller 86 attached to the blocking body 78.
  • the camshaft is driven by a drive, not shown, which is connected to the crank drive.
  • the cam 85 drives the blocking body 78 via the idler roller 86, and thus the push rod 37 to the left at the start of the injection process.
  • the movement of the locking body 78 and the push rod 37 requires only small forces, and the camshaft and its control 61 can therefore be built easily and without great kinematic effort.
  • the push rod 37 is reset at the end of the injection process in the same way as described above.
  • a second magnetic coil 87 is arranged in addition to the magnetic coil 38. Both receive electrical impulses from the electrical pulse generator 40 via the electrical line 89. By actuating this magnetic coil 87 with an electrical pulse, the push rod 37 can be shifted to the right, and the injection process can therefore be stopped prematurely. This enables an emergency stop of the injection device, since this action of the main slide 32 interrupts the action on the axial piston 22 of the axial piston unit 20 and the piston 22 is retracted.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
EP87905420A 1986-09-09 1987-09-04 Brennstoffeinspritzvorrichttung für eine dieselbrennkraftmaschine Expired - Lifetime EP0281580B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87905420T ATE63614T1 (de) 1986-09-09 1987-09-04 Brennstoffeinspritzvorrichttung fuer eine dieselbrennkraftmaschine.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH3616/86 1986-09-09
CH3616/86A CH671809A5 (zh) 1986-09-09 1986-09-09

Publications (2)

Publication Number Publication Date
EP0281580A1 EP0281580A1 (de) 1988-09-14
EP0281580B1 true EP0281580B1 (de) 1991-05-15

Family

ID=4259804

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87905420A Expired - Lifetime EP0281580B1 (de) 1986-09-09 1987-09-04 Brennstoffeinspritzvorrichttung für eine dieselbrennkraftmaschine

Country Status (9)

Country Link
US (1) US4907555A (zh)
EP (1) EP0281580B1 (zh)
JP (1) JPH0681937B2 (zh)
KR (1) KR940011345B1 (zh)
CN (1) CN1010336B (zh)
CH (1) CH671809A5 (zh)
FI (1) FI882144A0 (zh)
PL (1) PL152523B1 (zh)
WO (1) WO1988002068A1 (zh)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2227338B (en) * 1989-01-19 1993-09-08 Fuji Heavy Ind Ltd Air-fuel ratio control system for automotive engine
GB9011533D0 (en) * 1990-05-23 1990-07-11 Lucas Ind Plc Fuel pumping apparatus
US5230613A (en) * 1990-07-16 1993-07-27 Diesel Technology Company Common rail fuel injection system
GB9319283D0 (en) * 1993-09-17 1993-11-03 Lucas Ind Plc Fuel pumping apparatus
US5740782A (en) * 1996-05-20 1998-04-21 Lowi, Jr.; Alvin Positive-displacement-metering, electro-hydraulic fuel injection system
US5730104A (en) * 1997-02-19 1998-03-24 Caterpillar Inc. Injection rate shaping device for a fill metered hydraulically-actuated fuel injection system
US6085992A (en) * 1998-11-19 2000-07-11 Caterpillar Inc. Hydraulically-actuated fuel injector with rate shaping through restricted flow to intensifier piston
US6129072A (en) * 1999-04-02 2000-10-10 Caterpillar Inc. Hydraulically actuated device having a ball valve member
US6550453B1 (en) 2000-09-21 2003-04-22 Caterpillar Inc Hydraulically biased pumping element assembly and fuel injector using same
DE10248379A1 (de) * 2002-10-17 2004-04-29 Robert Bosch Gmbh Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine
GB2549141A (en) * 2016-04-08 2017-10-11 Delphi Int Operations Luxembourg Sarl Fuel pump
CN113494364B (zh) * 2021-07-27 2022-07-29 达魔重卡电动汽车制造(杭州)有限公司 一种用于涡轮发动机气体燃料供应系统的闭环控制模块

Family Cites Families (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH352531A (fr) * 1958-04-12 1961-02-28 Etienne Bessiere Pierre Pompe d'injection
GB1216837A (en) * 1967-05-26 1970-12-23 Bryce Berger Ltd Liquid fuel injection pumps
DE2126736A1 (de) * 1971-05-28 1972-12-07 Bosch Gmbh Robert Kraftstoffeinspntzanlage fur Brenn kraftmaschinen
DE2126777A1 (de) * 1971-05-28 1972-12-14 Bosch Gmbh Robert Pumpe Düse zur Kraftstoffeinspritzung fur Brennkraftmaschinen
JPS51101628A (zh) * 1975-01-24 1976-09-08 Diesel Kiki Co
US4182492A (en) * 1978-01-16 1980-01-08 Combustion Research & Technology, Inc. Hydraulically operated pressure amplification system for fuel injectors
JPS54155319A (en) * 1978-05-29 1979-12-07 Komatsu Ltd Fuel injection controller for internal combustion engine
US4219154A (en) * 1978-07-10 1980-08-26 The Bendix Corporation Electronically controlled, solenoid operated fuel injection system
US4273087A (en) * 1979-10-22 1981-06-16 Caterpillar Tractor Co. Dual fuel rotary controlled pilot and main injection
DE3001155A1 (de) * 1980-01-15 1981-07-16 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzanlage fuer selbstzuendende brennkraftmaschine
US4325340A (en) * 1980-07-21 1982-04-20 The United States Of America As Represented By The Secretary Of The Army Variable pressure fuel injection system
DE3100725A1 (de) * 1980-12-16 1982-07-01 Gebrüder Sulzer AG, 8401 Winterthur "einrichtung zur gesteuerten foerderung des brennstoffs in einer brennkraftmaschine"
US4425893A (en) * 1981-12-07 1984-01-17 The Garrett Corporation Fuel injection
JPS58214659A (ja) * 1982-06-07 1983-12-13 Toyota Motor Corp 油圧駆動式燃料噴射装置
JPS5939963A (ja) * 1982-08-27 1984-03-05 Nippon Denso Co Ltd 燃料噴射装置
JPS61226527A (ja) * 1985-03-30 1986-10-08 Nippon Denso Co Ltd 燃料噴射制御装置
US4674448A (en) * 1985-07-04 1987-06-23 Sulzer Brothers Limited Fuel injection system for a multi-cylinder reciprocating internal combustion engine

Also Published As

Publication number Publication date
FI882144A (fi) 1988-05-06
KR880701828A (ko) 1988-11-05
CH671809A5 (zh) 1989-09-29
CN87106777A (zh) 1988-07-13
PL267640A1 (en) 1988-06-09
FI882144A0 (fi) 1988-05-06
US4907555A (en) 1990-03-13
KR940011345B1 (ko) 1994-12-05
PL152523B1 (en) 1991-01-31
JPH0681937B2 (ja) 1994-10-19
WO1988002068A1 (en) 1988-03-24
CN1010336B (zh) 1990-11-07
EP0281580A1 (de) 1988-09-14
JPH01500843A (ja) 1989-03-23

Similar Documents

Publication Publication Date Title
DE19581047B4 (de) Hydraulisch betätigte elektronisch gesteuerte Brennstoffeinspritzvorrichtung
DE2503346C2 (de) Kraftstoffverteilereinspritzpumpe für Brennkraftmaschinen
DE2126736A1 (de) Kraftstoffeinspntzanlage fur Brenn kraftmaschinen
DE3235413A1 (de) Brennstoffeinspritzvorrichtung
DE2945484C2 (zh)
EP0281580B1 (de) Brennstoffeinspritzvorrichttung für eine dieselbrennkraftmaschine
DE2126787A1 (de) Kraftstoffeinspntzeinrichtung fur Brennkraftmaschinen
DE3714762C2 (zh)
DE19545162B4 (de) Brennstoffeinspritzvorrichtung mit federvorgespanntem Steuerventil
DE19716750A1 (de) Kraftstoffdruckangetriebenes Motorkompressionsbremssystem
EP0290797A2 (de) Kraftstoffeinspritzpumpe
EP0282508B1 (de) Brennstoffeinspritzvorrichtung für eine dieselbrennkraftmaschine mit voreinspritzung
DE3428174A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3211877A1 (de) Kraftstoffeinspritzpumpe
DE2645565A1 (de) Kraftstoffeinspritzpumpe
EP0273225B1 (de) Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE3612700C2 (zh)
DE10139055A1 (de) Verfahren, Computerprogramm, Steuer- und/oder Regelgerät sowie Kraftstoffsystem für eine Brennkraftmaschine
DE3524980C2 (de) Kraftstoffeinspritzpumpe für eine Brennkraftmaschine
DE2913909C2 (zh)
DE3236828A1 (de) Brennstoffeinspritzvorrichtung
DE19602474B4 (de) Einspritzzeitpunkt-Steuervorrichtung für eine Kraftstoffeinspritzpumpe
DE60004983T2 (de) Pumpe mit variabler fördermenge und ihre verwendung in einem common-rail-kraftstoffeinspritzsystem
DE3008070C2 (zh)
DE3511492A1 (de) Kraftstoffeinspritzvorrichtung fuer brennkraftmaschinen

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

AK Designated contracting states

Kind code of ref document: A1

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

17P Request for examination filed

Effective date: 19880902

17Q First examination report despatched

Effective date: 19890803

ITF It: translation for a ep patent filed

Owner name: INTERPATENT ST.TECN. BREV.

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

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

REF Corresponds to:

Ref document number: 63614

Country of ref document: AT

Date of ref document: 19910615

Kind code of ref document: T

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
REF Corresponds to:

Ref document number: 3770159

Country of ref document: DE

Date of ref document: 19910620

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
REG Reference to a national code

Ref country code: CH

Ref legal event code: PLI

Owner name: MAN B&W DIESEL A/S

REG Reference to a national code

Ref country code: GB

Ref legal event code: 732

REG Reference to a national code

Ref country code: GB

Ref legal event code: 732

ITPR It: changes in ownership of a european patent

Owner name: CONCESSIONE DI LICENZA;MAN B & W DIESEL A/S

REG Reference to a national code

Ref country code: FR

Ref legal event code: CL

EPTA Lu: last paid annual fee
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: LU

Payment date: 19940801

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19940819

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 19940822

Year of fee payment: 8

Ref country code: AT

Payment date: 19940822

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 19940825

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 19940930

Year of fee payment: 8

EAL Se: european patent in force in sweden

Ref document number: 87905420.3

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 19950811

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 19950814

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 19950825

Year of fee payment: 9

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

Ref country code: LU

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

Effective date: 19950904

Ref country code: AT

Effective date: 19950904

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

Ref country code: SE

Effective date: 19950905

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

Ref country code: BE

Effective date: 19950930

BERE Be: lapsed

Owner name: NOVA-WERKE A.G.

Effective date: 19950930

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

Ref country code: NL

Effective date: 19960401

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

Ref country code: FR

Effective date: 19960531

NLV4 Nl: lapsed or anulled due to non-payment of the annual fee

Effective date: 19960401

EUG Se: european patent has lapsed

Ref document number: 87905420.3

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

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

Ref country code: GB

Effective date: 19960904

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

Ref country code: LI

Effective date: 19960930

Ref country code: CH

Effective date: 19960930

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 19960904

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: DE

Effective date: 19970603

NLUE Nl: licence registered with regard to european patents

Effective date: 19920214

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

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20050904