GB2029934A - Injection timing control system for fuel-injection pump for engine - Google Patents
Injection timing control system for fuel-injection pump for engine Download PDFInfo
- Publication number
- GB2029934A GB2029934A GB7930035A GB7930035A GB2029934A GB 2029934 A GB2029934 A GB 2029934A GB 7930035 A GB7930035 A GB 7930035A GB 7930035 A GB7930035 A GB 7930035A GB 2029934 A GB2029934 A GB 2029934A
- Authority
- GB
- United Kingdom
- Prior art keywords
- shaft
- phase angle
- spline
- control system
- timing control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
- F16D3/10—Couplings with means for varying the angular relationship of two coaxial shafts during motion
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- High-Pressure Fuel Injection Pump Control (AREA)
Abstract
An injection timing control system for a fuel-injection pump for an engine has a phase angle regulator (2) for varying the rotational phase angle of a drive shaft of the fuel-injection pump. The regulator has a cylindrical extension (8) of one of an input shaft (4) adapted to be driven by the engine and an output shaft (6) for driving the drive shaft of the pump coaxially surrounding an end portion (10) of the other shaft in spaced apart relationship. A male spline (24) and female spline (26) are formed respectively on the end portion (10) and the extension (8) over some axial length thereof, at least one of the spines being a helical spline. A slider (28) is located in an annular space between the splines and formed with splines (30, 32) meshing therewith respectively. An annular cylinder (40) is formed between the extension (8) and end portion (10). A piston (34) is reciprocally received in the cylinder, the slider and piston being formed as a unit. <IMAGE>
Description
SPECIFICATION
Injection timing control system for fuel-injection pump for engine
Background of the invention
This invention relates to injection timing control systems for fuel-injection pumps for engines, and more particularly to an injection timing control system for a fuel-injection pump of an engine in which a phase angle regular is provided for varying the rotational phase angle of a drive shaft of the fuei-injection pump, the regulator having an input shaft adapted to be driven by the engine and an output shaft for driving the drive shaft of the fuel-injection pump.
Heretofore, in order to increase the engine operating efficiency and to effect exhaust emission control of an internal combustion engine, such as a diesel engine, it has been customary to vary the fuelinjection timing in a fuel-injection pump used for the engine in accordance with the change of the engine speed.
Systems for varying the fuel-injection timing in fuel-injection pumps can be broadly divided into two types. One of such types detects the engine speed by means of a centrifugal type governor and causes the rotational phase angle of a drive shaft of the fuel-injection pump to vary based on the detected value.The other type detects the engine speed and the drive rotational phase angle of the fuel-injection pump independently of each other and inputs the detection signals to a computer which outputs an electric signal corresponding to a rotational phase angle of the drive shaft which best suits the engine operating condition including engine speed, the output signal of the computer being converted into hydraulic power for rendering a hydraulic actuator operative, so as to cause the hydraulic actuator to effect contriol to the rotational phase angle of the drive shaft of the fuel-injection pump through a link mechanism.
In the aforesaid systems of the prior art, the first system using a govenor has a difficulty in increasing the response speed in effecting control thereof because of its having a non-linear characteristic. The second system is basically capable of having a superb control characteristic because the detection signals each have a linear characteristic. However, since it uses a link mechanism through which a hydraulic actuator controls the rotational phase angle of the drive shaft of the fuel-injection pump as a final step, the second system is faced with the problems that mechanical play is produced in the link mechanism after it prolonged use and this cause deterioration of its control characteristic, and that it is impossible to obtain an overall compact size ofthe system.Also, the arrangement whereby a hydraulic pump for supplying pressurized fluid to the hydraulic actuator is provided independently and the detection mechanismsforthe engine speed and the rotational phase of the drive shaft of the fuelinjection pump are provided independently is a factor concerned in the inability to obtain an overall compact size of the system. It is inportantto obtain an overall compact size of the system, since if the overall size of the system is not compact, then it is impossible to mount the system snugly in the narrow engine room and no small difficulty is encountered in installing the system.
Summary ofthe invention
An object of this invention is to provide an injection timing control system for a fuel-injection pump for an engine which produces almost no mechanical play after prolonged service, so that the system shows almost no deterioration of control
characteristic.
Another object is to provide an injection timing control system for a fuel-injection pump for an engine which makes it possible to obtain an overall compact size of the system, so that the system can be mounted snugly in the narrow engine room with ease.
According to the present invention, there is provided an injection timing control system for a fuel-injection pump for an engine comprising a phase angle regulator for varying the rotational phase angle of a drive shaft of the fuel-injection pump, said regulator including an input shaft adapted to be driven by the engine and an output shaft for driving the drive shaft of the fuel-injection pump, characterized in that said phase angle regulator further includes a cylindrical extension of one of said input shaft and said output shaft coaxially surrounding an end portion of the other shaft in spaced apart relationship, a male spline formed on said end portion of said other shaft over some axial length of the end portion, a female spline formed on said cylindrical extension of said one shaft over some axial length of the cylindrical extension, at least one of said male and said female spline being a helical spline, a slider located in an annular space between said male spline and said female spline and formed with splines meshing with said male spline and female spline respectively, an annular cylinder formed between the substantial part of the rest axial length portion of said cylindrical extension and the substantial part of the rest axial length portion of said end portion, and a piston reciprocally received in said cylinder, said slider and piston being formed as a unit.
In one embodiment, said one shaft may be the input shaft and said other shast is the output shaft.
Said male spline is a parallel spline and said female spline is a helical spline.
Said phase angle regulator may further include a casing enclosing said cylindrical extension and rotatably suporting said one shaft and said cylindrical extension, and said injection timing control system may further comprise a hydraulic pump for supplying pressurized fluid to said cylinder of said phase angle regulator to drive said piston, said hydraulic pump being mounted on said casing, and gear means for operatively connecting said cylindrical extension with said hydraulic pump to drive the pump rotation of said cylindrical extension.
Said gear means may include a gear provided to an end plate which is secured to a free end of said cylindrical extension of said one shaft to rotate therethrough, and a gear mounted on a shaft of said hydraulic pump and meshing with said first gear.
The injection timing control system may further comprise first detector means for detecting the rotational speed and rotational angle of said input shaft of said phase angle regulator, second detector means for detecting the rotational speed and rotational angle of said output shaft of said phase angle regulator, a computer electrically connected to said first and second detector means to receive detection signals therefrom for producing an output signal which can provide to the drive shaft of the fuelinjection pump an optimum rotational phase angle at that specific point in time, and hydraulic circuit means including a hydraulic control valve operable in response to said output signal of said computer for supplying pressurized fluid to said cylinder of said phase angle regulator to drive said piston.
Said input shaft of said phase angle regulator may be driven by the engine through a gear train including a gear mounted on the input shaft, said first detection means may include one of gears of said gear train and an electromagnetic pickup located in close proximity to teeth of said one of gears of said gear train, and said second detection means may include a disk mounted on the side of said output shaft of said phase angle regulator and formed with at least one projection on its outer circumference and an electromagnetic pickup located in close proximity to said outer circumference of said disk.
Brief description of the drawings
Figure lisa longitudinal sectional view of the phase angle regulator of the injection timing control system which comprises one embodiment according to the invention; and
Figure 2 is a schematic view of the injection timing control system according to the invention, with the phase angle regulator being shown in cross section taken along the line ll-ll in Figure 1.
Description of the preferred embodiments
A preferred embodiment of the invention will now be described by referring to the accompanying drawings, in which Figure 1 show a phase angle regulator 2 for varying the rotational pahse angle of a drive shaft of a fuel-injection pump (not shown), the phase angle regulator being an important element of the injection timing control system for the fuel-injection pump according to the invention.
The phase angle regulator 2 comprises an input shaft 4 adapted to be driven by an engine (not shown) and an output shaft 6 for driving the drive shaft of the fuel-injection pump. The input shaft 4 has a cylindrical extension 8 coaxially surrounding an end portion 10 of the output shaft 6 spaced apart
relationship. The extension 8 has an end plate 12 secured to its end by a plurality of bolts 14. The input
shaft 4, extension 8 and end plate 12 are rotatably
supported as a unit by bearings 16 and 18 in a casing
20 and end plate 22, the casing 20 enclosing the
extension 8 and end plate 12, and the end plate 22
being secured to the casing 20 by bolts (not shown).
The output shaft 6 is rotatably supported by a sleeve 23 fitted to the input shaft 4 and by the end plate 12 secuted to the extension 8. The output shaft 6 is formed on the end portion 10 with a male parallel spline 24 over some axial length thereof, the spline 24 having grooves parallel to the axis of the shafts 4 and 6. The extension 8 of the input shaft 4 is formed thereon with a female helical spline 26 over some axial length thereof, the spline 26 having grooves obliquely inclined with respect to the axis of the axis of the shafts 4 and 6.
Located in an annular space between the male parallel spline 24 and the female helical spline 26 is a slider 28 mounted for axial sliding movement. The slider 28 is formed thereon with a male helical spline 30 meshing with the female helical spline 26 on the extension 8 and with a female parallel spline 32 meshing with the male parallel spline 24 on the output shaft 6.
An annular piston 34 formed as a unit with the slider 28 is reciprocally received in an annular cylinder 40 defined by a sleeve 36 fitted on the substantial part of the rest axial length portion of the extension 8 of the input shaft 4 and by a sleeve 38 secured to the end plate 12 so as to rotatably support the end portion 10 of the output shaft 6 over the substantial part of the rest axial length portion thereof. The sleeve 36 is formed therein with annular groove 42 and 44 and holes 46 and 48. The extension 8 is formed therein with a hole 50 communicating through the groove 42 and hole 46 with a cylinder chamber 54 facing an end surface 52 of the slider 28, and with a hole 56 communicating through the groove 44 and hole 48 with a cylinder chamber 60 facing an end surface 58 of the piston 34.
A rotary joint 62 is formed therein with annular grooves 64 and 66. As shown in Figure 2, hydraulic lines 70 and 72 from a hydraulic control valve 68 are connected, through suitable connecting pipes 73, to the rotary joint 62 to communicate with the grooves 64 and 66 respectively. The rotary joint 62 is secured to the casing 20 so as to permit the extension 8 of the input shaft 4 to rotate in a seal sliding manner on an outer periphery 74 of the extension 8. The grooves 64 and 66 communicate with the holes 50 and 56 respectively.
A gear 76 mounted on the input shaft 4 performs the function of introducing rotary force from the engine. An electromagnetic pickup 78 located in close proximity to teeth of the gear 76 is a detector for electrically detecting the rotational speed and the rotational angle of the input shaft 4. A disk 80 mounted on the output shaft 6 is formed on its outer circumference with at least one projection 82, and an electromagnetic pickup 84 located in close proximity to the outer circumference of the disk 80 is, like the electromagnetic pickup 78, a detector for electrically detecting the rotational speed and the rotational angle of the output shaft 6.
As shown in Figure 2, the electromagnetic pickups 78 and 84 are electrically connected to a computer 90 through signal lines 86 and 88 respectively. The computer 90 which receives electrical signals from the electromagnetic pickups 78 is operative to calculate a deviation between an optinum valve of the rotational phase angle of the drive shaft of the fuel-injection at each time when it has received the signals and the actual rotational phase angle of the drive shaft at the same time, and produce a electrical output signal to remove the deviation if there is such a deviation, that is produce an electrical output signal which can provide to the drive shaft of the fuel-injection pump an optinum rotational phase angle at any specific point in time.The computer 90 is connected through a signal line 92 to the hydraulic control valve 68 which regulates the flow of pessurized fluid or oil delivered through a hydraulic line 94 from a hydraulic pump 96 such as a gear pump. The numeral 98 designates a reservoir which, along with the hydraulic elements referred to hereinabove, constitutes a hydraulic circuit means for supplying pressurized fluid to the cylinder 40 of the phase angle regulator 2 to drive the piston 34.
The hydraulic pump 96 is mounted on and bolted to the casing 20 as shown in Figure 1 and driven through a gear 100 formed on the outer circumfer enceoftheend plate 12 and a gear 102 secured to a shaft of the pump 96 and meshing with the gear 100.
The numeral 104 designates an oil seal for the output shaft 6, 106 a hole for releasing a leak of pressurized fluid or oil, and 108 seal means mounted in portions requiring a liquid-tight seal.
In operation, rotaty force from the engine is transmitted through the gear 76, input shaft 4, extension 8, female helical spline 26, slider 28, male parallel spline 24 and output shaft 6 to the drive shaft of the fuel-injection pump coupled to the output shaft 6, thereby to drive the pump. The input shaft 4 also deives the hydraulic pump 86 through the gear 100 on the end plate 12 and the gear 102 on the shaft of the pump 86.
In this state, since the inout shaft 4 is driven by the engine to which it is connected through a gear train including a gear 76, the electromagnetic pickup 78 which detects the rotational speed and rotational angle of the input shaft 4 can achieve the same results as if it were detecting the rotational speed of the engine shaft, that is engine speed, and the rotational angle of the engine shaft. Meanswhile, the electromagnetic pickup 84 which detects the rotational angle of the output shaft 6 can detect the displacement or relative rotational phase angle with respect to the rotational angle of the in put shaft 4 which corresponds to the rotational phase angle of the drive shaft of the fuel-injection pump.The values detected are calculated by the computer in such a
manner that the fuel-injection pump can carry out fuel-injection at the most optinum rotational phase
angle of the drive shaft for each engine operating
condition including engine speed. The computer 90
produces an output voltage (analog) or an output
pulse voltage (digital) which actuates the hydraulic
control valve 68 through the signal line 92, with a
result that the hydraulic control valve 68 allows
pressurized fluid to pass through the hydraulic line
70 or72 in an amount corresonding to the output
voltage or output pulse voltage.
The hydraulic control valve 68 is a proportional
control valve when the voltage signal from the
computer 90 is an analog signal and an on-off
control valve when it is a digital signal.
In the operation described hereinabove, when the flow of pressurized fluid is given to the hydraulic line 70 and the hydraulic line 72 is communicated with the reservoir 98, the pressurized fluid is introduced through groove 64, hole 50, groove 42 and hole 64 to the cylinder chamber 54 facing the end surface 52 of the slider 28, while the fluid in the cylinder chamber 60 facing the end surface 58 of the piston 34 is discharged through hole 48, groove 44, hole 56, groove 66, hydraulic line 72 and hydraulic control valve 68 is the reservoir 98. As a result, the slider 28 is moved rightwardly in Figure 1 by the pressurized fluid introduced into the cylinder chamber 54.Rightward movement of the slider 28 causes the output shaft 6 to increase its rotational phase angle relative to the input shaft, because the female helical spline 26 has grooves obliquely inclined with respect to the axis of the shafts 4 and 6 although the male parallel spline 24 has grooves parallel to the axis.
The increase in the rotational phase angle which represents the rotational phase angle of the drive shaft of the fuel-injection pump is monitored or detected by the electromagnetic pickups 78 and 84 at all times, so that the hydraulic control valve 68 is closed when the increasing rotational phase angle has reached a valve corresponding to the programmed optimum rotational phase angle for the prevailing engine operating condition including engine speed. As a result, the rightward movement of the slider 28 stops.
Conversely, when the rotational phase angle of the output shaft 6 is to be reduced relative to the input shaft 4 in accordance with the pevailing engine operating condition, the system operates similarly in such a manner that the flow of pressurized fluid is given to the hydraulic line 72 and the hydraulic line 70 is communicated with the reservoir 98, so that the pressurized fluid is introduced into the cylinder chamber 60 facing the end surface 58 of the piston 34 so as to move the slider 28 leftwardly in Figure 1, and the leftward movement of slider 28 stops when the reducing rotational phase angle has reached a valve corresponding to the programmed optimun rotational phase angle for the prevailing engine operating condition.
Although the embodiment shown and described hereinabove has a helical spline in the female spline 26 and a parallel spline in the male spline 24, the invention is not limited to this specific form, and the male spline 24 may be formed as a helical spline and the female spline 26 may be formed as a parallel spline. Alternatively, the male and female splines 24 and 25 may be both formed as helical splines. Also, the arrangement of the input shaft 4 and the output shaft 6 may be reversed so that the output shaft 6 may be driven by the engine and the input shaft 4 may drive the drive shaft of the fuel-injection pump.
It will be apparent that the reversed arrangement can achieve the same results as the arrangement shown and described hereinabove.
Moreover, although the embodiment has been shown and described as having splines 24 and 26 adjacent to the end of the end portion 10 and cylinder 40 remote therefrom, the arrangement also may be reversed so that the cylinder 40 may be positioned adjacent the end of the end portion 10 and the splines 24 and 26 may be positioned remote from the end.
Furthermore, the formation of the gear 100 is also not limited to the specific form shown in Figure 1, and the gear 100 may be provided by mounting a ring gear on the side surface of the end plate 12.
Also, the gear 100 may be formed or mounted on a suitable portion of the outer periphery of the extension 8 as far as it is adapted to be driven by rotation of the extension 8.
Furthermore, the electromagnetic pickup 78 may be located in close proximity to a gear other than then gear 76 as far as one of the gears of the existing gear train for transmitting rotary force from the engine to the input shaft of the phase angle regulator is utilized. Also, the disk 80 may be mounted on another element such as a drive shaft of the fuel-injection pump as far as it is one of elements for driving the fuel-injection pump.
From the foregoing, it will be appreciated that the piston 34 of the phase angle regulator 2 of the system according to the invention is formed as a unit with the slider 28, and that no link mechanism is provided between the slider 28 and piston 34. Thus, the system is free from the danger of mechanical play being produced therein. This enables the response of the system, to be improved, and permits the engine operating efficiency to be increased and the exhaust emission control to be effected satisfactorily at the time of acceleration and deceleration.
This also enable to obtain an overall compact size of the system, so that when the system is used with an engine of an automotive vehicle, the system offers the advantage that it can be snugly fitted in the narrow engine room without any trouble.
Moreover, the injection timing control system according to the invention has the hydraulic pump 96 mounted on the casing 20 so that the hydraulic pump 96 is unitary with the phase angle regulator 2.
This arrangement also facilitates the mounting of the system pump 96 is integral with the cylindrical extension 8 of the input shaft 4 through the end plate 12 threadably connected to the cylindrical extension 8, so that the axial length of the phase angle regulator 2 as a whole is not increased.
Also, in the injection timing control system according to the invention, the speed and rotational angle of the engine are detected by utilizing the gear 76 which is one of gears of a gear train for transmitting rotary force from the engine to the input shaft 4 of the phase angle regulator 2. This arrangement eliminates the need to mount an additional disk or other element on the input shaft 4 and makes it possible to reduce the axial length of the phase angle regulator 2, thereby enabling an overall compact size to be obtained in the injection timing control system.
Claims (8)
1. An injection timing control system for a fuelinjection pump for an engine comprising a phase angle regulator for varying the rotational phase angle of a drive shaft of the fuel-injection pump, said regulator including an input shaft adapted to be driven by the engine and an output shaft for driving the drive shaft of the fuel-injection pump, characterized in that said phase angle regulator further includes a cylindrical extension of one of said input shaft and said output shaft coaxially surrounding an end portion of the other shaft in spaced apart relationship, a male spline formed on said end portion of said other shaft over some axial length of the end portion, a female spline formed on said cylindrical extension of said one shaft over some axial length of the cylindrical extension, at least one of said male spline and said female spline being a helical spline, a slider located in an annular space between said male spline and said female spline and formed with splines meshing with said male spline and female spline respectively, an annular cylinder formed between the substantial part of the rest axial length portion of said cylindrical extension and the substantial part of the rest axial length portion of said end portion, and a piston reciptrocally received in said cylinder, said slider and piston being formed as a unit.
2. An injection timing control system as claimed in claim 1, wherein said one shaft is the input shaft and said other shaft is the output shaft.
3. An injection timing control system as claimed in claim 1, wherein said male spline is a parallel spline and said female spline is a helical spline.
4. An injection timing control system as claimed in claim 1,wherein said phase angle regulator further includes a casing enclosing said cylindrical extension and rotatably supporting said one shaft and said cylindrical extension, and said injection timing control system, further comprises a hydraulic pump for supplying pressurized fluid to said cylinder of said phase angle regulator to drive said piston, said hydraulic pump being mounted on said casing, and gear means for operatively connecting said cylindrical extension with said hydraulic pump to drive the pump by rotation of said cylindrical extension.
5. An injection timing control system as claimed in claim 3, wherein said gear means includes a gear provided to an end plate which is secured to a free end of said cylindrical extension of said one shaft to rotate therethrough, and a gear mounted on a shaft of said hydraulic pump and meshing with said first gear.
6. An injection timing control system as claimed in claim 1, wherein the system further comprises first detector means for detecting the rotational speed and rotational angle of said input shaft of said phase angle regulator, second detector means for detecting the rotational speed and rotational angle of said output shaft of said phase angle regulator, a computer electrically connected to said first and second detector means to receive detection signals therefrom for producing an output signal which can provide to the drive shaft of the fuel-injection pump an optimun rotational phase angle at that specific point in time, and hydraulic control valve operable in response to said output signal of said computer for supplying pressurized fluid to said cylinder of said phase angle regulator to drive said piston.
7. An injection timing control system as claimed in claim 6, wherein said input shaft of said phase angle regulator is driven by the engine through a gera train including a gear mounted on the input shaft, said first detection means includes one of gears of said gear train and an electromagnetic pickup located in close proximity to teeth of said one of gears of said gear train, and said second detection means includes a disk mounted on the side of said output shaft of said phase angle regulator and formed with at least one projection on its outer circumference and an electromagnetic pickup located in close proximity to said outer circumference of said disk.
8. An injection timing control system substantially as hereinbefore described with reference to, and as shown in Figures 1 and 2 of the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB7930035A GB2029934B (en) | 1978-05-30 | 1979-08-30 | Injection timing control systems for fuel injection pump for engine |
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB2464578 | 1978-05-30 | ||
| JP1978118379U JPS5536920U (en) | 1978-08-31 | 1978-08-31 | |
| JP10553978A JPS5535102A (en) | 1978-08-31 | 1978-08-31 | Controller |
| JP11838078U JPS5536921U (en) | 1978-08-31 | 1978-08-31 | |
| GB7930035A GB2029934B (en) | 1978-05-30 | 1979-08-30 | Injection timing control systems for fuel injection pump for engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2029934A true GB2029934A (en) | 1980-03-26 |
| GB2029934B GB2029934B (en) | 1982-12-22 |
Family
ID=27516264
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB7930035A Expired GB2029934B (en) | 1978-05-30 | 1979-08-30 | Injection timing control systems for fuel injection pump for engine |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2029934B (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0151943A2 (en) * | 1984-02-13 | 1985-08-21 | Klöckner-Humboldt-Deutz Aktiengesellschaft | Fuel injection device with injection timing control for air-compressing, self-igniting engines |
| EP0167697A1 (en) * | 1984-05-17 | 1986-01-15 | Klöckner-Humboldt-Deutz Aktiengesellschaft | Injection timing advance device for injection pumps for combustion engines |
-
1979
- 1979-08-30 GB GB7930035A patent/GB2029934B/en not_active Expired
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0151943A2 (en) * | 1984-02-13 | 1985-08-21 | Klöckner-Humboldt-Deutz Aktiengesellschaft | Fuel injection device with injection timing control for air-compressing, self-igniting engines |
| EP0151943A3 (en) * | 1984-02-13 | 1985-09-18 | Klockner-Humboldt-Deutz Aktiengesellschaft | Fuel injection device with injection timing control for air-compressing, self-igniting engines |
| EP0167697A1 (en) * | 1984-05-17 | 1986-01-15 | Klöckner-Humboldt-Deutz Aktiengesellschaft | Injection timing advance device for injection pumps for combustion engines |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2029934B (en) | 1982-12-22 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19950830 |