EP0391509B1 - Fuel injection system for diesel engines - Google Patents
Fuel injection system for diesel engines Download PDFInfo
- Publication number
- EP0391509B1 EP0391509B1 EP90250087A EP90250087A EP0391509B1 EP 0391509 B1 EP0391509 B1 EP 0391509B1 EP 90250087 A EP90250087 A EP 90250087A EP 90250087 A EP90250087 A EP 90250087A EP 0391509 B1 EP0391509 B1 EP 0391509B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- plunger
- fuel
- valve
- chamber
- fuel injection
- 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
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
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid 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
- 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
- F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
- F02M63/005—Pressure relief valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- 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
- F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
- F02M59/46—Valves
-
- 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
- F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
- F02M59/46—Valves
- F02M59/462—Delivery valves
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/04—Fuel-injection apparatus having means for avoiding effect of cavitation, e.g. erosion
Definitions
- the present invention relates to a fuel injection system for diesel engines according to the preamble of claim 1.
- a fuel injection system for diesel engines according to the preamble of claim 1.
- Such an injection system is known from GB-A-2 107 801.
- What is particularly important in this case is to prevent the problem of secondary injection of fuel and a cavitation erosion.
- An object of the present invention is to provide a fuel injection system for diesel engines which is adapted to prevent the occurance of the secondary injection of the fuel and the cavitation.
- the present invention is characterized by the features in the second part of claim 1. Further development are obvious from the features of claims 2 and 3.
- a plunger barrel 2 which is supported in place in a fuel injection pump 1 and a plunger 3 which is made movable upwardly and downwardly and freely pivotably supported in place in the plunger barrel 2, the plunger 3 having a plunger guide 7 at its lower end.
- a discharge union 4 is secured to a pump housing 1a via a valve seat body 20 by means of bolts.
- a reference numeral 5 represents a control sleeve which is freely pivotably supported on the plunger 2.
- a notched groove 5a is formed in the lower portion of the sleeve 5, and the plunger 3 has its flange 3c inserted into the notched groove 5a. Accordingly, it is possible for the plunger 3 to rotate itself about its axis when the sleeve 5 is rotated.
- a pinion 5b is defined around the upper outer circumference of the sleeve 5.
- a control rack 6 is provided so that its teeth 6a may engage the pinion 5b of the sleeve 5.
- the control rack 6 is freely slidably mounted upon the pump housing 1a and actuated by means of a governor (not shown) . As the control rack 6 is actuated, the sleeve 5 is caused to pivot about its axis via teeth 6a and the pinion 5b to control the quantity of fuel to be delivered. There is also provided a spring 8 which biases the plunger 3 downwardly in the view via a spring receiver 9, a straightening rod 10 which is inserted into a discharge opening 11 defined in the plunger barrel 2, and a delivery valve 21 which has a piston 21b, the piston 21b having an annular sealing portion 21a engaged therewith.
- the delivery valve 21 is freely pivotably supported in place on the valve seat body 20 and is biased downwardly in the view by means of a spring 22.
- a reference numeral 23 represents an inlet valve which is freely slidably supported in place on the valve seat and biased downwardly in the view by means of a spring 24.
- a reference numeral 25 represents a retraction valve which is freely slidably supported in place on the discharge union 4 and biased upwardly by means of a spring 26.
- a fuel inlet port 12 defined in the pump housing 1a
- a fuel outlet port 13 defined in the pump housing 1a
- a fuel chamber 14 a plunger chamber 15 formed in the upper portion inside the plunger barrel 2
- a plurality of oil passages 16 notched in the plunger barrel 2 which connects between the fuel chamber 14 and a suction chamber 17, a suction opening 18 for opening and closing the seat 19 by the upward and downward movement of the inlet valve 23 so as to supply the fuel to the plunger chamber 15, a passage 30 for connecting a delivery passage 32 with the plunger chamber 15 by opening and closing the seat 31 to move the delivery valve 21 upwardly and downwardly, and an orifice 33 provided between the seat 34 and the passage 32, the seal 34 being opened and closed with the upward and downward movement of the retraction valve 25.
- the passage 32 is in communication with the plunger chamber 15 via the orifice 33, through the passage 25a of the retraction valve 25, the passage 35, the bore 27a of the spring retainer 27 and through the bore 23a of the retraction valve 23.
- the plunger 3 is provided at its upper portion with two control grooves 3a.
- a reference numeral 53 represents a piston chamber which comprises a servo cylinder 51, a cover 54 arranged at the lower end of the servo cylinder 51, and a servo piston 52.
- the piston chamber 53 of the fuel injection pump 1 thus arranged is connected either with the line which connects with the tank 61 through the pump 63 and the strainer 62, or with the line which connects directly with the tank 61, under the operation of the directional control valve. Furthermore, an accumulator 64 is provided at a pipe line connecting between the directional control valve 65 and the fuel pump 63.
- the piston chamber 53 is connected directly with the tank 61. Accordingly, the servo piston 52 is at its lowermost position under the bias of the spring 8. The plunger 3 is also at its lowermost position as shown in Fig. 1b.
- the oil is supplied to the accumulator 64 by means of the pump 63 even in this state and the collected in the accumulator 64.
- the suction chamber 17 is also supplied with the fuel from a pump P not shown via the fuel inlet 12, through the fuel chamber 14 and the discharge opening 16, and any overflow of the fuel is returned back to the tank T not shown.
- a fluid is pumped under an elevated pressure from the accumulator 64 into the piston chamber 53.
- This high pressure fluid serves to move the servo piston 52 upwardly and downwardly.
- the servo piston 52 causes the plunger 3 to move upwardly and downwardly via the plunger guide 7 shown in Fig. 1b.
- the fuel oil of the plunger chamber 15 is pressurized and such elevated pressure fuel is effective to move the retraction valve 21 upwardly in opposition against the bias of the spring 22, and thus the sealing portion 21a shifts upwardly from the seat 31 to open the valve.
- the fuel is injected into the cylinder from the injection nozzle through an injection pipe not shown.
- the retraction valve 25 and the inlet valve 23 close the seats 19 and 34 under an internal pressure as shown in Fig. 1(c).
- the plunger 3 stops its upward and downward movement, and correspondingly a pressure inside the plunger chamber drops abruptly and thereby causing the spring 22 to bias the delivery valve 21 to displace it downwardly for opening the valve 21.
- the pressure present inside the injection pipe is reduced abruptly to a level close to a pressure at which the injection nozzle valve is closed.
- the wave force is transmitted to the retraction valve 25 passing through the orifice 33 to lower the retraction valve 25 and open the seat 34, whereby withdrawing the fuel in the injection pipe via the oil passage 35. Then, the pressure present inside the injection pipe may gradually drops below a level at which the injection nozzle is opened, and subsequently the retraction valve 25 is closed. Thus, the injection nozzle may not be reopened, i.e., it is possible to prevent the occurance of secondary injection of the fuel so that the injection cycle may be completed.
- the bore of the orifice 33 is sized to be optimum so that no negative pressure is generated inside the injection pipe and the problem of cavitation may be prevented.
- the plunger 3 is controlled to be movable downwardly. As the pressure prevailing inside the plunger chamber 15 may be reduced below a level present in the suction chamber, and thus the inlet valve 23 is caused to be movable upwardly in opposition against the bias of the spring 24 to open the seat 19 and thereby allowing the supply of the fuel in the suction chamber to the plunger chamber 15 flowing through the seat 19.
- the supply of the fuel is completed when the plunger 3 stops its lowering movement. At this instance, the spring 8 acts to move the plunger 3 downwardly to facilitate the supply of fuel.
- Fig. 2 shows a relationship between the control grooves 3a and the discharge opening, and the operation of these control grooves 3a in association with the discharge opening 11 will be described hereinbelow with reference to Fig. 2.
- the rack positions of the control rack 6 are varied and the plunger 3 is caused to pivot.
- the stroke of the plunger on its upward and downward movements is represented by the distance S1.
- a maximum stroke at the rack position Rc1 is (S1 + ⁇ S1), and this ⁇ S1 represents a limit stroke at which the engine may be protected from the imposition of overloads.
- symbols S2 and ⁇ S2 represent a normal stroke and a limit stroke at the rack position Re2 respectively.
Landscapes
- 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)
Description
- The present invention relates to a fuel injection system for diesel engines according to the preamble of claim 1. Such an injection system is known from GB-A-2 107 801.
- It is a requirement for a fuel injection system for diesel engines to be capable of injecting a suitable quantity of elevated pressure fuel into an engine in an suitably timed sequence.
- What is particularly important in this case is to prevent the problem of secondary injection of fuel and a cavitation erosion.
- An object of the present invention is to provide a fuel injection system for diesel engines which is adapted to prevent the occurance of the secondary injection of the fuel and the cavitation.
- To achieve the above object, the present invention is characterized by the features in the second part of claim 1. Further development are obvious from the features of
claims -
- Figs 1 and 2 are views of the present invention wherein;
- Fig. 1(a) is a cross-sectional view of a servo-mechanism for a fuel injection pump;
- Fig. 1(b) is a cross-sectional view of the fuel injection pump;
- Fig. 1(c) is an enlarged cross-sectional view of a upper portion of the fuel injection pump;
- Fig. 2 is a diagrammatic view illustrating a relation between control grooves and a discharge opening.
- In Fig. 1 and 2, there is shown a
plunger barrel 2 which is supported in place in a fuel injection pump 1 and aplunger 3 which is made movable upwardly and downwardly and freely pivotably supported in place in theplunger barrel 2, theplunger 3 having aplunger guide 7 at its lower end. - A
discharge union 4 is secured to a pump housing 1a via avalve seat body 20 by means of bolts. A reference numeral 5 represents a control sleeve which is freely pivotably supported on theplunger 2. Anotched groove 5a is formed in the lower portion of the sleeve 5, and theplunger 3 has itsflange 3c inserted into thenotched groove 5a. Accordingly, it is possible for theplunger 3 to rotate itself about its axis when the sleeve 5 is rotated. Also, apinion 5b is defined around the upper outer circumference of the sleeve 5. A control rack 6 is provided so that its teeth 6a may engage thepinion 5b of the sleeve 5. The control rack 6 is freely slidably mounted upon the pump housing 1a and actuated by means of a governor (not shown) . As the control rack 6 is actuated, the sleeve 5 is caused to pivot about its axis via teeth 6a and thepinion 5b to control the quantity of fuel to be delivered. There is also provided aspring 8 which biases theplunger 3 downwardly in the view via a spring receiver 9, a straighteningrod 10 which is inserted into a discharge opening 11 defined in theplunger barrel 2, and a delivery valve 21 which has a piston 21b, the piston 21b having an annular sealing portion 21a engaged therewith. The delivery valve 21 is freely pivotably supported in place on thevalve seat body 20 and is biased downwardly in the view by means of aspring 22. Areference numeral 23 represents an inlet valve which is freely slidably supported in place on the valve seat and biased downwardly in the view by means of aspring 24. Areference numeral 25 represents a retraction valve which is freely slidably supported in place on thedischarge union 4 and biased upwardly by means of aspring 26. - There is further shown a
fuel inlet port 12 defined in the pump housing 1a, afuel outlet port 13 defined in the pump housing 1a, afuel chamber 14, aplunger chamber 15 formed in the upper portion inside theplunger barrel 2, a plurality ofoil passages 16 notched in theplunger barrel 2 which connects between thefuel chamber 14 and asuction chamber 17, a suction opening 18 for opening and closing theseat 19 by the upward and downward movement of theinlet valve 23 so as to supply the fuel to theplunger chamber 15, apassage 30 for connecting adelivery passage 32 with theplunger chamber 15 by opening and closing the seat 31 to move the delivery valve 21 upwardly and downwardly, and anorifice 33 provided between theseat 34 and thepassage 32, theseal 34 being opened and closed with the upward and downward movement of theretraction valve 25. When theretraction valve 25 is in an opened state, thepassage 32 is in communication with theplunger chamber 15 via theorifice 33, through thepassage 25a of theretraction valve 25, thepassage 35, thebore 27a of thespring retainer 27 and through thebore 23a of theretraction valve 23. Moreover, theplunger 3 is provided at its upper portion with twocontrol grooves 3a. - There is also a
servo cylinder 51 provided in series at the lower end of the pump housing 1a, having aservo piston 52 freely slidably provided therein. The top end of theservo piston 52 is in abutment with theplunger guide 7 of saidplunger 3. Areference numeral 53 represents a piston chamber which comprises aservo cylinder 51, acover 54 arranged at the lower end of theservo cylinder 51, and aservo piston 52. - The
piston chamber 53 of the fuel injection pump 1 thus arranged is connected either with the line which connects with thetank 61 through the pump 63 and the strainer 62, or with the line which connects directly with thetank 61, under the operation of the directional control valve. Furthermore, anaccumulator 64 is provided at a pipe line connecting between thedirectional control valve 65 and the fuel pump 63. - Then, the operation of the present invention will be described hereinbelow.
- In the fuel injection system as shown in Fig. 1a, the
piston chamber 53 is connected directly with thetank 61. Accordingly, theservo piston 52 is at its lowermost position under the bias of thespring 8. Theplunger 3 is also at its lowermost position as shown in Fig. 1b. - On the other hand, the oil is supplied to the
accumulator 64 by means of the pump 63 even in this state and the collected in theaccumulator 64. Thesuction chamber 17 is also supplied with the fuel from a pump P not shown via thefuel inlet 12, through thefuel chamber 14 and thedischarge opening 16, and any overflow of the fuel is returned back to the tank T not shown. - In Fig. 1 (a) , when the
directional control valve 65 is actuated, a fluid is pumped under an elevated pressure from theaccumulator 64 into thepiston chamber 53. This high pressure fluid serves to move theservo piston 52 upwardly and downwardly. Theservo piston 52 causes theplunger 3 to move upwardly and downwardly via theplunger guide 7 shown in Fig. 1b. As theplunger 3 moves upwardly and downwardly, then the fuel oil of theplunger chamber 15 is pressurized and such elevated pressure fuel is effective to move the retraction valve 21 upwardly in opposition against the bias of thespring 22, and thus the sealing portion 21a shifts upwardly from the seat 31 to open the valve. Thus, the fuel is injected into the cylinder from the injection nozzle through an injection pipe not shown. At this instant, theretraction valve 25 and theinlet valve 23 close theseats plunger 3 stops its upward and downward movement, and correspondingly a pressure inside the plunger chamber drops abruptly and thereby causing thespring 22 to bias the delivery valve 21 to displace it downwardly for opening the valve 21. At this instance, since the fuel inside the pipe is withdrawn by the quantity of Δ Q = π/4 d² ℓ, and consequently the pressure present inside the injection pipe is reduced abruptly to a level close to a pressure at which the injection nozzle valve is closed. As the wave of the in-line pressure having an amplitude greater than that required to open the valve returns back to thepassage 32, the wave force is transmitted to theretraction valve 25 passing through theorifice 33 to lower theretraction valve 25 and open theseat 34, whereby withdrawing the fuel in the injection pipe via theoil passage 35. Then, the pressure present inside the injection pipe may gradually drops below a level at which the injection nozzle is opened, and subsequently theretraction valve 25 is closed. Thus, the injection nozzle may not be reopened, i.e., it is possible to prevent the occurance of secondary injection of the fuel so that the injection cycle may be completed. The bore of theorifice 33 is sized to be optimum so that no negative pressure is generated inside the injection pipe and the problem of cavitation may be prevented. After the injection cycle is complete, theplunger 3 is controlled to be movable downwardly. As the pressure prevailing inside theplunger chamber 15 may be reduced below a level present in the suction chamber, and thus theinlet valve 23 is caused to be movable upwardly in opposition against the bias of thespring 24 to open theseat 19 and thereby allowing the supply of the fuel in the suction chamber to theplunger chamber 15 flowing through theseat 19. The supply of the fuel is completed when theplunger 3 stops its lowering movement. At this instance, thespring 8 acts to move theplunger 3 downwardly to facilitate the supply of fuel. - During the above cycle of operation, the communication between the
plunger chamber 15 and the discharge opening 11 is interrupted by means ofcontrol grooves 3a, and the discharge and supply of the fuel oil for theplunger chamber 15 do not take place through the discharge opening 11. Fig. 2 shows a relationship between thecontrol grooves 3a and the discharge opening, and the operation of thesecontrol grooves 3a in association with the discharge opening 11 will be described hereinbelow with reference to Fig. 2. To vary the effective area of control grooves, the rack positions of the control rack 6 are varied and theplunger 3 is caused to pivot. The stroke of the plunger on its upward and downward movements is represented by the distance S₁. If the stroke of the plunger is excessive to go beyond the distance S₁ to reach an additional stroke Δ S₁, theplunger chamber 15 starts establishing a communication with the discharge opening 11 via thesuction opening 3b. As theplunger 3 moves on a upward stroke, the fuel oil under pressure in theplunger chamber 15 is discharged into thefuel chamber 8 via the discharge opening 11. As a result, the pressure of the fuel oil is reduced, and thus the injection of the fuel into the engine cylinder may not take place. That is, a maximum stroke at the rack position Rc₁ is (S₁ + Δ S¹), and this Δ S₁ represents a limit stroke at which the engine may be protected from the imposition of overloads. Similarly, symbols S₂ and Δ S₂ represent a normal stroke and a limit stroke at the rack position Re₂ respectively.
Claims (3)
- A fuel injection system, wherein a plunger (3) is caused to slide under the action of elevated pressure oil from an external fuel chamber so that a fuel to be pressurized inside a plunger chamber (15) may be supplied to a fuel injection nozzle via a passage (32) of a discharge union (4),
said plunger (3) is biased by a spring (8) in an opposite direction against which the fuel is pressurized, a suction chamber (17) and said plunger chamber (15) are connected to each other via an inlet valve (23) and said plunger chamber (15) and said passage (32) are connected to each other via a delivery valve (21)
there is provided a passgae (33) which is branched off from said delivery passage (32), and an opposite branch end of said branch passage is connected with said plunger chamber (15) via a retraction valve (25) said fuel injection system being
characterized in that the valve members of said retraction valve (25) and said inlet valve (23) being arranged coaxially moving along a common axis whereby the fuel returned to the plunger chamber (15) over the retraction valve (25) flows through a bore (23a) in the valve member of the inlet valve (23). - The fuel injection system in accordance with claim 1, wherein a plunger barrel (2) is provided with a discharge opening (11) which communicates with the suction chamber (15) and said plunger (3) is provided with a control groove (3a) for controlling the piston stroke.
- The fuel injection system in accordance with claim 2, wherein said plunger barrel (2) is provided with a control sleeve (5) which is freely pivotably supported thereon and can cause said plunger (3) to rotate, and a pump housing (1a) is provided with a control rack (6) for pivoting said sleeve (5).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1081527A JP2749862B2 (en) | 1989-04-03 | 1989-04-03 | Diesel engine fuel injection system |
JP81527/89 | 1989-04-03 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0391509A1 EP0391509A1 (en) | 1990-10-10 |
EP0391509B1 true EP0391509B1 (en) | 1994-03-02 |
Family
ID=13748798
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP90250087A Expired - Lifetime EP0391509B1 (en) | 1989-04-03 | 1990-03-30 | Fuel injection system for diesel engines |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP0391509B1 (en) |
JP (1) | JP2749862B2 (en) |
KR (1) | KR930008513B1 (en) |
DE (1) | DE69006882T2 (en) |
DK (1) | DK0391509T3 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2731997B1 (en) * | 1995-03-22 | 1997-05-09 | Kodak Pathe | TAPE PRODUCT REWINDER |
KR100715657B1 (en) * | 2006-09-26 | 2007-05-07 | 쌍용자동차 주식회사 | Assembling device for a piston oil injection nozzle of automobile |
DE102017205949B3 (en) * | 2017-04-07 | 2018-09-27 | Continental Automotive Gmbh | Valve arrangement for a fuel injection system of an internal combustion engine |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR803260A (en) * | 1935-06-11 | 1936-09-26 | Improvements to injection pumps for internal combustion engines | |
GB690563A (en) * | 1950-06-14 | 1953-04-22 | Cav Ltd | Liquid fuel pumps |
FR1377870A (en) * | 1963-12-20 | 1964-11-06 | Sulzer Ag | Fuel injection pump for internal combustion piston engine |
GB1211346A (en) * | 1967-01-13 | 1970-11-04 | Bryce Berger Ltd | Liquid fuel injection pumps |
FR2456221B1 (en) * | 1979-05-07 | 1986-07-11 | Benaroya Henry | IMPROVEMENTS TO FUEL INJECTION SYSTEMS FOR INTERNAL COMBUSTION ENGINES |
DE3141654A1 (en) * | 1981-10-21 | 1983-05-05 | L'Orange GmbH, 7000 Stuttgart | FUEL INJECTION PUMP, ESPECIALLY FOR A DIESEL INTERNAL COMBUSTION ENGINE |
JPH057500Y2 (en) * | 1987-04-21 | 1993-02-25 | ||
JPS6415460A (en) * | 1987-07-09 | 1989-01-19 | Mitsubishi Heavy Ind Ltd | Fuel injection device |
-
1989
- 1989-04-03 JP JP1081527A patent/JP2749862B2/en not_active Expired - Fee Related
-
1990
- 1990-03-30 DK DK90250087.5T patent/DK0391509T3/en active
- 1990-03-30 DE DE69006882T patent/DE69006882T2/en not_active Expired - Fee Related
- 1990-03-30 EP EP90250087A patent/EP0391509B1/en not_active Expired - Lifetime
- 1990-04-03 KR KR1019900004583A patent/KR930008513B1/en not_active IP Right Cessation
Also Published As
Publication number | Publication date |
---|---|
DE69006882D1 (en) | 1994-04-07 |
KR900016608A (en) | 1990-11-13 |
KR930008513B1 (en) | 1993-09-09 |
DK0391509T3 (en) | 1994-03-28 |
DE69006882T2 (en) | 1994-06-16 |
EP0391509A1 (en) | 1990-10-10 |
JPH02264147A (en) | 1990-10-26 |
JP2749862B2 (en) | 1998-05-13 |
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