EP1088136A2 - Commande de pompe rotative reagissant aux forces de manoeuvre par came - Google Patents

Commande de pompe rotative reagissant aux forces de manoeuvre par came

Info

Publication number
EP1088136A2
EP1088136A2 EP99908502A EP99908502A EP1088136A2 EP 1088136 A2 EP1088136 A2 EP 1088136A2 EP 99908502 A EP99908502 A EP 99908502A EP 99908502 A EP99908502 A EP 99908502A EP 1088136 A2 EP1088136 A2 EP 1088136A2
Authority
EP
European Patent Office
Prior art keywords
pressure
signal
detection section
pump speed
timing
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.)
Withdrawn
Application number
EP99908502A
Other languages
German (de)
English (en)
Inventor
Eric A. Nelson
Philip J. Blaze
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.)
Stanadyne Automotive Corp
Original Assignee
Stanadyne Automotive Corp
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 Stanadyne Automotive Corp filed Critical Stanadyne Automotive Corp
Publication of EP1088136A2 publication Critical patent/EP1088136A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/16—Adjustment of injection timing
    • F02D1/18—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
    • F02D1/183—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse hydraulic
    • 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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/14—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined rotary distributor supporting pump pistons
    • F02M41/1405—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined rotary distributor supporting pump pistons pistons being disposed radially with respect to rotation axis
    • F02M41/1411—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined rotary distributor supporting pump pistons pistons being disposed radially with respect to rotation axis characterised by means for varying fuel delivery or injection timing
    • F02M41/1416—Devices specially adapted for angular adjustment of annular cam

Definitions

  • the present invention relates generally to fuel injection systems of the type having a fuel injection pump for delivering high pressure liquid fuel pulses to the fuel injection nozzles of an internal combustion engine for injection of discrete charges of fuel into the engine cylinders. More particularly, the present invention relates to a new and improved fuel injection timing method and system for determining and regulating the timing of the fuel charge injection.
  • Precise timing of the fuel charge injection into an engine cylinder is a critical factor in maximizing the fuel efficiency of the engine and in minimizing the engine noise level and the pollutant discharge in the engine exhaust. Also, precise regulation of fuel charge injection timing is necessitated by increasing environmental considerations and regulatory mandates. Improved injection timing can be achieved by employing a more precise means for controlling the fuel injection timing and by employing more engine operation parameters in determining the optimum timing.
  • the means provided for advancing and retarding the fuel injection timing may be responsive to a control loop which periodically receives an update of the actual fuel injection timing for determining and applying the timing adjustment.
  • Fuel charge injection normally occurs when the piston is at or near TDC.
  • the desired time of fuel charge injection varies with the engine design and ranges from slightly prior to TDC to slightly after TDC. Quantification of fuel injection timing is commonly determined and expressed in terms of degrees of crankshaft rotation relative to TDC.
  • various engine operation data or parameters such as engine speed, load, temperature, and altitude or intake manifold pressure may vary sufficiently to require timing adjustments to maintain optimum fuel injection timing.
  • the fuel injection timing should normally occur earlier relative to TDC. That is because the time required for fuel combustion (in terms of crankshaft degrees) increases with engine speed and therefore should be considered in determining the optimum fuel injection timing.
  • the usual fuel injection pump normally employs a mechanism for adjusting the fuel injection timing with engine speed.
  • Another change in the engine operation which requires a timing adjustment is the change in the engine load or quantity of the injected fuel charge. For example, advancing the fuel injection timing for rapid engine acceleration is generally advantageous. Also, a timing adjustment may be made to compensate for engine temperature. Thus, it is generally advantageous to advance the fuel injection timing in cold engine operation at relatively low speed.
  • the fuel injection timing may be controlled by an hydraulically operated timing control piston connected to advance or retard the pump timing.
  • Prior art references disclose methods and systems for measuring the fuel injection timing by either sensing the movement of the fuel injection nozzle valve, sensing an increase in the fuel pressure at the fuel injection nozzle, or by sensing the expansion of the fuel injection line.
  • the deficiencies of the prior art are particularly manifest either in restricting the fuel injection detection to only a single engine cylinder rather than all cylinders, which ultimately degrades the timing adjustment response time, or in requiring a separate detection device for each engine cylinder, thereby making the system expensive and complex.
  • the prior art systems have additional problems in terms of providing detection means which accurately and reliably senses the fuel injection event over the normally wide range of engine operating characteristics and in the adverse fuel injection nozzle environment.
  • the devices which are integrally built into the injection nozzle structure are impractical and expensive.
  • the invention in a preferred form is a control system for a rotary fuel injection pump which has opposed plungers which pump a flow of fuel to a diesel engine.
  • a cam ring engaged with the plungers sequentially actuates pumping events.
  • An timer piston may be used to adjust the injection timing by rotating the cam ring with respect to a fixed point.
  • An timer control motor provides a means for actuating the timer piston.
  • the timer piston includes a housing containing a volume of hydraulic fluid which subjected to a pressure pulse during each pumping event Each pressure pulse has a peak pressure.
  • a top dead center detector detects when the crankshaft of the diesel engine is at top dead center and provides a TDC reference signal output.
  • a pressure transducer mounted to the timer piston housing is responsive to the pressure of the hydraulic fluid and provides a pressure signal output indicative of the pressure of the hydraulic fluid.
  • An engine controller has a signal input portion in electrical communication with the top dead center detector and the pressure transducer and an engine control portion in electrical communication with the signal input portion and the timer control motor.
  • the signal input portion of the engine controller includes a cam position detection section providing a cam position signal, a pump speed detection section providing a pump speed signal, and a delivered fuel detection section providing a quantity of delivered fuel signal.
  • the cam position detection section includes an input conditioning module in electrical communication with the top dead center detector and a signal conditioning module in electrical communication with the input conditioning module, the pump speed detection section, and the engine control portion.
  • the input conditioning module initiates a cam position signal upon receipt of the TDC reference signal output.
  • the signal conditioning module terminates the cam position signal upon receipt of the pump speed signal from the pump speed detection section.
  • the pump speed detection section includes a percent of peak detector in electrical communication with the pressure transducer and a signal conditioning module in communication with the percent of peak detector and the engine control portion.
  • the percent of peak detector initiates a logic level output when the pressure signal output reaches a predetermined percentage of the peak pressure.
  • the signal conditioning module receives the logic level output and provides a pulse signal indicative of the speed of the pump.
  • the signal conditioning module is further in electrical communication with the cam position detection section.
  • the percent of peak detector may have an output timing signal defining the delivered fuel detection system. Alternatively, the percent of peak detector may be in electrical communication with the delivered fuel detection system.
  • the delivered fuel detection section includes an integrator module in electrical communication with the pressure transducer, a timing control module in electrical communication with the pump speed detection section, and a sample and hold module in electrical communication with the integrator module, the timing control module, and the engine control portion.
  • the integrator module integrates the pressure signal output over the period of the pressure pulse and provides an output having a value corresponding to the integral.
  • the timing control module provides a timing signal to the sample and hold module upon receipt of the pump speed signal from the pump speed detection section.
  • the sample and hold module stores the output of the integrator module and transmits the output of the integrator module to the engine control portion upon receipt of the timing signal.
  • the delivered fuel detection section includes a peak detector in electrical communication with the pressure transducer, a timing control module in electrical communication with the pump speed detection section, and a sample and hold module in electrical communication with the peak detector, the timing control module, and the engine control portion.
  • the peak detector senses the value of the peak pressure and provides an output having a value corresponding to the peak pressure.
  • the timing control module provides a timing signal to the sample and hold module upon receipt of the pump speed signal from the pump speed detection section
  • the sample and hold module stores the value of the peak pressure and transmits this value to the engine control portion upon receipt of the timing signal.
  • the either the engine control portion or a module in the pump speed detection section measures the time between logic level outputs of the percent of peak detector to determine the delivered fuel.
  • Figure 1 is a simplified, partial transverse section view, partly in section of a fuel injection pump of a type with which the engine control system of the invention may be employed;
  • Figure 2 is a schematic view of the pressure transducer, top dead center sensor, engine control portion of the engine controller, and a first embodiment of the signal input portion of the engine controller;
  • Figure 3 is a schematic view of the pressure transducer, top dead center sensor, engine control portion of the engine controller, and a second embodiment of the signal input portion of the engine controller;
  • Figure 4 is a schematic view of the pressure transducer, top dead center sensor, engine control portion of the engine controller, and a third embodiment of the signal input portion of the engine controller; and Figure 5 is a side view, partly broken away and partly in section of the fuel injection pump of Figure 1 .
  • An engine control system 10 responsive to cam reaction forces may be used to control a fuel injection pump 1 2 of the type shown in Figures 1 and 5.
  • the pump 1 2 includes a housing and a distributor rotor 14 journaled within a fuel distributor sleeve 1 5 of a hydraulic distributor head 1 6 of the pump housing.
  • a low pressure transfer pump 17 is provided at one end of the rotor 14.
  • the transfer pump 17 has an inlet to which fuel is supplied from a supply tank (not shown).
  • the outlet of the transfer pump is connected to a fuel inlet annulus 1 8 in the sleeve 1 5 via a passage and an annulus in the hydraulic distributor head 1 6 and via a fuel inlet metering valve.
  • the rotor 14 has a pair of fuel inlet passages 1 9 and a fuel discharge passage 20.
  • the inlet passages 1 9 register sequentially with a plurality of radial ports 21 (only two of which are shown) uniformly spaced around the sleeve 1 5 in a plane of rotation of the inlet passages 1 9 to provide periodic communication by the fuel inlet annulus 1 8 with the inlet passages 1 9 for supplying fuel to the rotor 14.
  • the discharge passage 20 communicates sequentially with a plurality of fuel outlet passages 23 (only one of which is shown).
  • the fuel outlet passages 23 are uniformly spaced around the sleeve 1 5 in the plane of rotation of the discharge passage 20 so that the rotor 14, as it rotates, sequentially delivers pressurized fuel pulses to a plurality of fuel connectors for delivery of the pressurized fuel pulses to the respective fuel injection nozzles of the associated engine (not shown) for injection of fuel charges into the engine cylinder.
  • a delivery valve 25 is mounted within an axial passage in the rotor 14 to control the backflow of pressurized fuel from the discharge passage 20 after the fuel charge injection.
  • the rotor 14 has an enlarged generally cylindrical portion with a diametral bore 24 receiving a pair of diametrically opposed pumping plungers 26.
  • the space between the inner ends of the plungers 26 forms a high pressure pump chamber 22 connected to the inlet passages 1 9 and the discharge passage 20 by an axial passage 27 to alternately receive and discharge fuel as the rotor 14 turns.
  • a generally circular cam ring 52 Surrounding the plungers 26 in their plane of revolution is a generally circular cam ring 52.
  • the cam ring 52 is mounted in a bore 28 of the housing for limited angular movement.
  • the angular position of the cam ring 52 is controlled by a timing or advance piston 62 which is mechanically connected to the cam ring 52 by a connector.
  • the cam ring 52 has an inner annular cam surface with a plurality of pairs of diametrically opposed inwardly projecting cam lobes 54 for periodically and simultaneously actuating the plungers 26 inwardly.
  • a roller assembly comprising a roller 48 and a roller shoe 46 is disposed between each plunger 26 and the cam ring 52 so that the rollers 48 follow the cam surface to translate the cam contour into reciprocable movement of the plungers 26.
  • the discharge passage 20 moves into registry with a delivery passage 23 connected to one of the engine cylinders (not shown) for delivery of a high pressure fuel pulse to the respective fuel injection nozzle for injection of a fuel charge into the engine cylinder.
  • a delivery passage 23 connected to one of the engine cylinders (not shown) for delivery of a high pressure fuel pulse to the respective fuel injection nozzle for injection of a fuel charge into the engine cylinder.
  • the cam ring 52 is mounted so that it can be angularly adjusted to control the timing of the pumping strokes of the plungers 26.
  • the pumping strokes can be adjusted to occur sooner (advanced) or later (retarded) as the drive shaft 29 rotates by a timing control system 56.
  • the timing control system 56 includes the timing piston 62 which is mounted within a cylinder 30 in housing 68.
  • the cylinder 30 extends tangentially to and in substantially the same plane as the cam ring 52.
  • the control piston 62 has a radial bore receiving the connector 31 , and an upper rounded portion of the connector 31 interacts with the cam ring 52 for angularly shifting the cam ring 52 with the piston 62.
  • the piston 62 has an axial bore receiving a servo valve or piston.
  • the servo valve is biased outwardly by a light compression spring 32 at the inner end of the servo valve bore.
  • a shiftable servo valve operating pin 33 extends axially through an opening in the cylinder end wall 34 into engagement with the outer end of the servo valve to establish the axial position of the servo valve.
  • the inner end of the servo valve bore is connected via an axial bore through the servo valve to its opposite end to balance the fuel pressure on the opposite ends of the servo valve.
  • the axial position of the pin 33 is controlled by a suitable bidirectional rotary stepping motor or actuator 64 mounted on the pump housing in axial alignment with the servo valve.
  • the pin 33 is longitudinally positioned by the actuator 64 in response to a control signal (i.e. advance and retard stepping pulses).
  • Fuel under a regulated pressure is supplied by the transfer pump 1 7 via a passage to a servo valve piston annulus.
  • a servo valve piston annulus When the servo valve is shifted outwardly, to the right as viewed in Figure 1 , fuel is conducted to an advance or operating chamber 35 (at the left end of the cylinder as shown in Figure 1 ) via an inlet port of a passage in the control piston 62.
  • the servo valve covers an outlet port of an exhaust passage to prevent flow of fuel from the chamber 35 to the outer low pressure end of the bore.
  • the timing piston 62 is thereby hydraulically actuated to the right as viewed in Figure 1 until the servo valve piston land covers the inlet port of passage to terminate the flow of fuel to the chamber 35.
  • the servo valve is shifted inwardly by the pin, to the left as seen in Figure 1 , fuel is exhausted from the operating chamber 35 via the outlet passage.
  • the timing piston is thereby actuated to the left as viewed in Figure 1 by the spring 32 until an equilibrium position of the timing piston 62 is attained. Accordingly, the timing piston 62 is hydraulically positioned to match the axial position of the servo valve and therefore the axial position of the actuator pin 33.
  • a pressure sensor or transducer 70 is mounted at the end of the piston operating bore for sensing hydraulic pressure spikes or pulses within the timing piston operating chamber 35.
  • a reaction force to the inward actuating force of the plungers 26 is transmitted via the plunger operating cam 52, connector pin 33 and the timing piston 62 to the hydraulic fluid 66 (fuel) in the timing piston operating chamber 35.
  • the reaction force produces a sharp hydraulic pressure pulse or spike in the operating chamber 35.
  • Each such pressure spike is detected by the sensor 70 and the sensor generates and transmits a corresponding sharp electrical signal 80 indicative of a fluid pressure spike occurrence.
  • the pressure spike typically is significantly above the transfer fuel pressure within the operating chamber. It is desirable to electronically sense the speed and fuel delivery of a rotary distributor type fuel pump 1 2 for the purposes of injection timing and engine speed and torque control. For example, by measuring the time period between the top dead center (TDC) reference signal 74 provided by a known cylinder and a crankshaft mounted top dead center detector 76 to the speed pulse 96, cam position, and thus injection timing can be measured.
  • the pressure pulse may be utilized in computing delivered fuel quantity. Delivered fuel quantity is a function of pump speed and engine load. As the quantity of fuel required by the engine increases, reaction forces on the cam are also increased. These forces increase the magnitude of the pressure pulses measured by the pressure transducer 70. It has been determined that three attributes of the pressure pulse, the pulse area, the pulse duration, and the peak pressure, are proportional to pump speed.
  • the signal input portion 78 of the engine controller 79 receives and processes the pressure signal 80 and the
  • the TDC reference signal 74 to provide suitable analog and digital signals for use by the engine control portion 82 of the engine controller 79. More specifically, the signal input portion 78 includes modules defining a cam position detection section 84, a pump speed detection section 86, and a delivered fuel detection section 88.
  • the pump speed detection section 86 includes a percent of peak detector 90 and a signal conditioning module 92.
  • the percent of peak detector 90 includes a sample and hold module that stores the value of the peak pressure for the previous pumping event. Alternatively, the sample and hold module may store an average value of the last N number of pumping events.
  • the percent of peak detector 90 initiates a logic level output 94 indicating the beginning of each fuel pumping event.
  • the minimum value of the predetermined percentage is above the level of noise which may be present in the pressure signal 80 to preclude inadvertent initiation of the logic level output 94.
  • the use of a percentage of the peak pressure also eliminates uncertainties related to delays in detecting the occurrence of the peak pressure in the current pumping event.
  • the signal conditioning module 92 receives the logic level output 94 from the percent of peak detector 90 and provides pulse signals 96 indicative of the speed of the pump 1 2 for use by the engine control portion 82 and the cam position detection section 84.
  • the output of the pump speed detection section 86 is used for three purposes. First, the output is used in calculating the cam position feedback.
  • the cam position feedback is calculated by measuring the period of time between the occurrence of a crankshaft mounted TDC reference signal 74, and the occurrence of the first fuel pumping event following the TDC reference.
  • This feedback signal 98 may be used to control the hydraulic servo timer piston 62 and thereby control closed loop injection timing.
  • the TDC reference signal 74 is received by an input conditioning module 100 which initiates a signal 102 when the TDC reference signal 74 indicates that the crankshaft is at top dead center.
  • a signal conditioning module 104 receives the signal 102 from the input conditioning module 100 and terminates the signal 102 when it receives a signal 106 from the signal conditioning module 92 of the pump speed detection section 86.
  • the length of the pulse 108 that is the time between initiation of the signal 102 in the input conditioning module 100 and termination of the signal 102 in the signal conditioning module 104 represents the time period defined above.
  • the output from signal conditioner 92 is used to provide an interrupt signal to the engine control portion 82 to notify it that a valid fuel measurement is available.
  • the output of the percent of peak detector 90 provides timing signal 109 to the timing control 1 10 of the delivered fuel detection section 88, as described below.
  • the engine control portion 82 may also utilize the pump speed information contained in the pump speed signal 96.
  • the area of the pressure pulse is proportional to the magnitude of the fuel delivered in each pumping event at a known RPM.
  • the sample and hold module 1 1 2 integrates the pressure signal 80 from the pressure transducer 70 over the period of the pressure pulse and provides an output signal 1 14 which is proportional to the magnitude of the pulse over the entire period.
  • the signal 1 14 is stored in the sample and hold module 1 1 6.
  • the sample and hold module 1 1 6 receives a signal 1 18 from the timing control 1 10 (as determined by the signal 109 from the percent peak detector 90)
  • the pulse area signal 1 14 is transmitted to the engine control portion 82 which has been readied by the signal 96 from signal conditioner 92.
  • signal 1 18 resets the output of the sample and hold module 1 16 to an initial state. Resetting the signal 1 14 after each injection is necessary in order to detect decreasing fuel quantity.
  • the magnitude of the pressure pulse can also be used to determine fuel delivery.
  • Peak pressure at a known RPM, is proportional to the magnitude of the delivered fuel.
  • a peak detector 1 20 and a sample and hold module 1 1 6 are used to monitor the pressure signal 80 and produce a stable output that a microprocessor can measure.
  • the peak detector 1 20 measures the value of the pressure monitored by the transducer 70 and sends a signal 1 22 representing the peak value of each pumping event.
  • the value of the peak pressure is stored in the sample and hold module 1 1 6 which operates in the same manner as described above for Figure 2 to send the peak pressure signal 1 22' to the engine control portion 82.
  • the length or duration of a pumping event may be used to determine fuel delivery. As pump speed increases, the duration of each pumping event proportionally decreases. The duration of a pumping event may be determined by measuring the time between a threshold at the start and end of each pumping event or timer pressure pulse. As described above, the percent of peak detector 90 initiates a logic level output 94 when the sensed value of the pressure of the current pumping event reaches a predetermined percentage of the value of the pressure of the previous pumping event or average of the previous N number of pumping events. In other words the percent of peak detector provides a logic level output 94 when a pumping begins and ends.
  • Measuring the time 1 24 between output signals 94, 94' from the percent of peak detector 90 provides a measurement of the duration of the pumping event.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)

Abstract

L'invention concerne un système de contrôle de pompe rotative d'injection de carburant comportant un piston de synchronisation qui est commandé par un moteur de synchronisation, ce qui permet de régler la synchronisation de la pompe. Le piston comporte un carter rempli d'un volume de fluide hydraulique soumis à une pulsation de pression caractérisée par une crête de pression durant chaque cycle de pompage. Un détecteur de point mort haut (PMH) détermine le moment où le vilebrequin du moteur diesel est au PMH, fournissant alors un signal de référence de PMH. Un transducteur de pression monté sur le carter du piston de synchronisation réagit à la pression du fluide hydraulique et fournit un signal de pression indiquant la pression du fluide hydraulique. Une unité commande de moteur comporte une partie entrée des signaux reliée électriquement au détecteur de PMH et au transducteur de pression, et une partie commande du moteur reliée électriquement à la partie entrée des signaux et au moteur de synchronisation. La partie entrée des signaux comporte une partie détection de position de came fournissant un signal de position de came, une partie détection de vitesse de pompe fournissant un signal de vitesse de pompe, et une partie détection d'injection de carburant fournissant un signal de quantité d'injection de carburant.
EP99908502A 1998-02-25 1999-02-25 Commande de pompe rotative reagissant aux forces de manoeuvre par came Withdrawn EP1088136A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US7590698P 1998-02-25 1998-02-25
US75906P 1998-02-25
PCT/US1999/004197 WO1999043896A2 (fr) 1998-02-25 1999-02-25 Commande de pompe rotative reagissant aux forces de manoeuvre par came

Publications (1)

Publication Number Publication Date
EP1088136A2 true EP1088136A2 (fr) 2001-04-04

Family

ID=22128686

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99908502A Withdrawn EP1088136A2 (fr) 1998-02-25 1999-02-25 Commande de pompe rotative reagissant aux forces de manoeuvre par came

Country Status (3)

Country Link
EP (1) EP1088136A2 (fr)
AR (1) AR017466A1 (fr)
WO (1) WO1999043896A2 (fr)

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4329961A (en) * 1980-09-29 1982-05-18 General Motors Corporation Diesel injection pump timing control with electronic adjustment
DE19601577B4 (de) * 1995-01-17 2007-07-12 Nippon Soken, Inc., Nishio Steuerungsanlage für den Einspritzzeitpunkt einer Kraftstoffeinspritzpumpe und Steuerungsverfahren hierfür

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9943896A3 *

Also Published As

Publication number Publication date
WO1999043896A2 (fr) 1999-09-02
WO1999043896A9 (fr) 2000-07-20
AR017466A1 (es) 2001-09-05
WO1999043896A3 (fr) 1999-12-16

Similar Documents

Publication Publication Date Title
US4757795A (en) Method and apparatus for regulating fuel injection timing and quantity
US4476837A (en) Method and system for fuel injection timing
US4884549A (en) Method and apparatus for regulating fuel injection timing and quantity
US4788960A (en) Solenoid-valve-controlled fuel injection device
EP0088716A2 (fr) Commande d'avance pour une pompe d'injection de carburant
EP0639696B1 (fr) Procédé et dispositif de lubrification d'un moteur à combustion interne
US5103792A (en) Processor based fuel injection control system
CA1323532C (fr) Moteur a injection a deux fluides
JPH0435618B2 (fr)
US5117793A (en) High pressure fuel injection unit
US4224916A (en) Timing control for fuel injection pump
JPH0348344B2 (fr)
US4603669A (en) Fuel injection pump having voltage variation compensation
US4100903A (en) Rotary distributor fuel injection pump
EP0022051B1 (fr) Mécanisme de réglage du début d'injection pour pompe d'injection de carburant
US5231966A (en) Fuel injection unit for engine
US4446836A (en) Fuel injection pumping apparatus
WO1999043896A9 (fr) Commande de pompe rotative reagissant aux forces de manoeuvre par came
US6305358B1 (en) Method and apparatus for dynamic trimming of fuel system
US4493617A (en) Fuel injection pump with plunger stroke control
EP0135460A2 (fr) Système de commande électronique de pompe à injection de carburant
GB2156910A (en) Fuel injection pump
GB2196153A (en) Fuel system for a multi-cylinder engine
US4604979A (en) Electronically controlled distributor type fuel injection pump for internal combustion engines
US5810569A (en) Pump having a variable instantaneous delivery rate

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: 20000825

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): FR GB

RIC1 Information provided on ipc code assigned before grant

Free format text: 7F 02M 59/20 A

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

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20010301