GB2321086A - High pressure fuel injection system for i.c. engine - Google Patents
High pressure fuel injection system for i.c. engine Download PDFInfo
- Publication number
- GB2321086A GB2321086A GB9700510A GB9700510A GB2321086A GB 2321086 A GB2321086 A GB 2321086A GB 9700510 A GB9700510 A GB 9700510A GB 9700510 A GB9700510 A GB 9700510A GB 2321086 A GB2321086 A GB 2321086A
- Authority
- GB
- United Kingdom
- Prior art keywords
- fuel
- pressure
- actuated valve
- hydraulically actuated
- mechanical
- 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.)
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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
- 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
- F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
- F02M63/0005—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using valves actuated by fluid pressure
Abstract
A mechanical hydraulically-actuated valve mechanism is associated with a high pressure fuel injection system whereby fuel flow versus engine rotation characteristics are transferred from a low pressure circuit to the high pressure circuit. High-pressure pump 12 maintains a continuous high fuel pressure, eg 2000 bar, in a common supply line 13 from which branches 14a... lead to high-pressure inlet ports 113a... in the injectors. A high-pressure line (114,fig. 1) leads from each inlet port (113) to the injection nozzle 128a-d via drillings in a routing plunger (117) which is displaceable by pressure in an expansion chamber (106) acting on a piston (111). The expansion chamber (106) is pressurized, and hence the plunger (117) is moved, by a traditional-style cam-driven fuel pump 16 supplied from tank 15 of fuel or other liquid. Thus the high-pressure fuel injection takes places in accordance with engine rotation in a reliable mechanical system without the risk of the walls of fuel lines being distorted by the high pressures.
Description
High Pressure Fuel injection System for Internal Combustion Engines
The present invention relates to fuel injection systems for internal combustion engines, and more specifically, but not exclusively, to fuel injection systems for compression ignition, or Diesel engines.
In internal combustion (I.C.) engines, atomised fuel is admitted to a combustion chamber in which it is burned and the expanding combustion products act upon a piston in reciprocating engines, or one or more vanes in a rotary engine. In a sparkignition (S.I.) engine the combustion of the fuel is initiated by an appropriately timed spark; in a compression-ignition (C.I.) engine, herein after referred to as a "Diesel engine", a charge of air is compressed adaibatically at a rate such that at the moment that the fuel is admitted to the combustion chamber the temperature of the air is above the ignition temperature of the fuel. In diesel engines and many modern spark-ignited engines, the fuel is injected into the engine in discrete pulses.
The rate and efficiency of the combustion reaction, and hence the power available and the composition of exhaust gases are dependant upon a number of parameters, among which are included the timing of the injection of the fuel, its quantity and composition and the uniformity of the combustion of the fuel in the combustion chamber. In the case of diesel engines other important parameters are the rate and amount of the adiabatic compression of the air prior to the admission of fuel into the combustion chamber.
Of the above parameters only the uniformity of combustion cannot be controlled directly, this parameter is controlled indirectly by manipulation of the other parameters.
One factor which is known to affect directly the uniformity of combustion is the degree of atomisation of the fuel as it is injected into the engine.
Conventionally the atomisation of the fuel is produced by passing the fuel through a nozzle including a spring loaded valve. The fuel is provided by a positive displacement pump. The pressure of delivery of the fuel causes the valve to open and provide a nozzle through which the fuel can pass. The pressure at which the fuel is delivered to the injector affects directly the size of orifice required to pass a fixed volume of fuelling a fixed time interval, and hence the degree of atomisation of the fuel. The fuel delivery pressure is limited to that which can be accommodated without undue flexing of the walls of the delivery pipework, which can lead to variations in the volume of fluid delivered to the nozzle.
Conventionally, in automotive practice, fuel delivery pressures start with nozzle opening pressures of typically 150 bar and peak pressures of 500 - 600 bar. fuel injection systems exist in which the fuel is supplied at pressures up to 2000 bar to a common manifold to which are connected the injector nozzles via solenoid operated valves. These systems do not suffer from the effects of distortions of the walls of the fuel delivery pipes because the volume of fuel admitted to the injector nozzles is controlled by the solenoid operated valves and these are accommodated in housings which are rigid and connected directly to the injector nozzles.
Disadvantages of these systems are; the requirement that the fuel injection system be electronically controlled, making it necessary to ascertain the fusel requirements over its operating range of any engine to which such a system is to be applied, which effectively precludes the retrofitting of such systems to existing engines; their expense compared with conventional mechanically controlled fuel injection system and; specifically in connection with diesel engines, the introduction of electrical components into the running of the engines whereas, traditionally, the absence of such components has been one of the major advantages of diesel engines, particularly for marine, agricultural and military application.
It is an object of the present invention to provide a mechanical high pressure fuel injection system for use with internal combustion engines.
According to the present invention there is provided a mechanical hydraulically actuated valve mechanism for use within a high pressure fuel injection system as applied to internal combustion engines which allows the fuel flow versus engine rotation characteristics of the low pressure delivery to be reproduced within a fuel discharge, from an independent fuel feed line, at elevated pressures.
The application of the mechanical hydraulically actuated valve mechanism within a fuel delivery system, requires that the system comprises means for providing fuel, or other suitable hydraulic medium, from a traditional style of delivery pump with standard pressure and flow variations, in accordance with the engine crankshaft rotation, with the possible, but not necessary incorporation of speed governing within the characteristics of this pump, to a mechanical, hydraulically actuated valve mechanism which then allows the fuel flow vs. engine rotation characteristics of the low pressure delivery to be reproduced within a fuel discharge, from an independent fuel feed line, of elevated pressure, thus obtaining the advantages of high pressure fuel atomisation from a mechanical device, without the effects of distortion of the walls of the fuel delivery pipes, affecting the accuracy and repeatability of the fuel delivery.
The mechanical hydraulically actuated valve mechanism may include two separate hydraulic circuits, low pressure and high pressure. The low pressure circuit may include an inlet chamber in communication with an outlet chamber, a plunger in the inlet chamber and a restriction to hydraulic fluid flow in the outlet chamber, adapted to cause displacement of the plunger when fluid passes from the inlet to the outlet chamber. The high pressure circuit may include an inlet chamber in communication with an outlet chamber, a plunger with a routing channel such that the inlet and outlet chambers are only in communication when the plunger is suitably positioned. The plunger in the low pressure circuit and the routing plunger in the high pressure circuit shall be connected in a non-flexible manner. The relationship of the geometry of the plunger in the low pressure circuit and the plunger in the high pressure circuit shall be arranged such that a maximum displacement of the low pressure circuit creates the maximum required movement of the routing plunger in the high pressure circuit.
Preferably the plungers are integral.
The mechanical hydraulically actuated valve mechanism may be integral with a fuel injection.
The invention shall now be described, by way of examples, with reference to the accompanying drawings in which,
Figure 1 shows a longitudinal section of a mechanical hydraulically actuated valve mechanism embodying the invention, and figures 2(a) and 2(b) illustrate phases in an operational cycle of the mechanical hydraulically actuated valve mechanism of figure 1, figures 3 and 4 show embodiments of the invention as applied within an overall system of operation.
Referring to Figure 1, a mechanical hydraulically actuated valve mechanism embodying the invention consists of a housing 100 which is in three sections, a first section 101, a second section 102 and a third section 103, which may, or may not be integral with sections 101 and 102. The first section 101 is provided with an inlet port 104 for the low pressure circuit, the inlet port 104 is connected to an expansion chamber 106, via a drilling 105 through the body of the first section 101. The low pressure circuit continues out of the expansion chamber 106 via a drilling 107 through a flow restricting device consisting of a finely seated cone 108, held in position by a compression spring 109. These components are situated within the body 110 of the outlet port of the low pressure circuit. One of the internal faces of the expansion chamber 106 is provided by plunger 111, the plunger 111 is held in balance between the pressure of the hydraulic liquid introduced into the expansion chamber 106 and the compression spring 112 acting in an opposing manner.
Also within the first section 101, an inlet port 113 is provided for the high pressure circuit, the high pressure circuit passes through the first section 101 by way of a drilling 114 through the body 101 and transmitted to the second section 102 by way of a circular canal 115 at the mating point of the first section 101 and the second section 102. The high pressure circuit continues into the second section 102 from the circular canal 115 via a drilling 116 which is also coincident with the circular canal 115.
Concentric within the second section 102 is situated a routing plunger 117, the routing plunger 117 is provided with an inlet route 118, an outlet route 120, and a transmission route 119 connecting the inlet route 118 and outlet route 120. When the inlet route 118 is not coincident with drilling 116 the high pressure circuit terminates at the inlet route 118 of the routing plunger 117.
Assistance may be provided to the compression spring 112 by the provision of additional drillings 121 within the high pressure circuit, within the body of the second section 102, such that the high pressure, present within the high pressure circuit acts upon the circular face 122 , providing a force coincident with that provided by spring 112.
When the routing valve is positioned such that drilling 116 and the inlet route 118 of the routing plunger 117 are coincident, the high pressure circuit continues through the routing plunger 117 via the inlet route 118, transmission route 119 and outlet route 120 to be delivered to the outlet port of the mechanical hydraulically actuated valve mechanism via drilling 123 and a second circular canal 124.
Also shown in Figure 1, is a typical injector nozzle as a third section 103. The high pressure circuit is concluded by drilling 125 allowing high pressure fuel to act upon one face ofthe nozzle plunger 126, against the action ofthe compression spring 127 to allow release of fuel through the orifice 128 created by the lifting of the nozzle plunger 126.
Referring to Figures 2(a) and 2(b), which illustrate the mode of operation of the embodiment of the invention described with reference to Figure 1, and in which only those reference numerals which are relevant to specifically mentioned features of the said embodiment of the invention are retained. A standard vehicle fuel injection pump (not shown) supplies a volume V of fuel, or other non compressible hydraulic fluid, to the inlet port 104 of the low pressure circuit of the mechanical hydraulically actuated valve mechanism at a pressure P. This fluid passes into the expansion chamber 106, causing the pressure within the expansion chamber 106 to rise. The rising pressure in the expansion chamber 106 acts against plunger 108 in the flow restricting device with the outlet port 110 of the low pressure circuit and the plunger 111. Plunger 111 is displaced in accordance with the difference in volumetric flow rate delivered by the inlet port 104 and the volumetric flow rate allowed to flow from the outlet port 110.
The rate of displacement of the plunger 111 can be expressed simply as:
VL = Low pressure circuit inlet flow rate VO = Low pressure circuit outlet flow rate Ap = Plunger 111 cross sectional area
Rate of Displacement = (VL - V0 )/ AP
In conjunction with the low pressure circuit, the high pressure circuit admits fuel into the inlet port 113 of the first section 101 from a high pressure fuel source ( not shown). The high pressure fuel may be liquid or gaseous in nature and can be delivered from a pump or via a high pressure storage vessel. The high pressure fuel passes from the first section 101 into the second section 102 via the circular canal 115 and is introduced to the routing plunger 117 by drilling 116. As the activity in the expansion chamber 106 in the low pressure circuit causes the plunger 111 to be displaced, the routing plunger 117, which is connected to the plunger 111 in a non-flexible manner, moves sympathetically to the plunger 111 in the low pressure circuit. When the inlet route 118 and the drilling 116 coincide the high pressure fuel is allowed to pass through the transmission route 119 to the outlet route 120 and then spring loaded discharge nozzle in the third section 103. High pressure fuel is then discharged through the orifice 128 created by lifting the nozzle plunger 126.
The rate of discharge of filel from the high pressure circuit will be dependant upon the pressure within the high pressure circuit and the common area of overlap between the drilling 116 and the inlet route 118 in the routing plunger 117. By making variations to the coincident areas of the drilling 116 and the inlet route 118 the relationship between the displacement of the routing plunger 117 and the filel discharge rate from the outlet route 120 , at a given pressure, can be adjusted to suit individual applications.
As the fluid delivery in the low pressure circuit ceases, the excess force created in the expansion chamber 106 is dissipated and the force provided by compression spring 112 returns the plunger 111 to its' resting position, this action also causes the routing plunger 117 to dislocate the high pressure circuit between drilling 116 and inlet route 118, no further fuel is delivered to the third section 103 and hence delivery into the engine ceases in response to the activity within the low pressure circuit.
As an alternative to using compression springs 109, 112 or 127 it is possible in any or all of these positions in any combination, to use compressed gas or hydraulic mechanisms to affect the application of force to return plunger 111, nozzle plunger 126 and plunger 108 to the 'at rest' position.
Referring to Figure 3, which illustrates the mode of operation of the embodiment of the invention described with reference to Figure 1 and Figures 2(a) & 2(b), and in which only those reference numerals which are relevant to specifically mentioned features of the said embodiment of the invention are retained, and shows the embodiment of the invention incorporated within a complete fuel delivery system suitable for a Diesel Engine. The fuel to be introduced to the engine, stored within storage tank 10, is introduced into a high pressure delivery pump 12, via a supply pipe 11. The high pressure delivery pump 12, has a capacity to delivery the fuel at the maximum pressures required by the system, typically in the region of 2000 bar, and has a volumetric capacity to deliver fuel in excess of any demands placed upon it by the engine. The high pressure fuel is delivered from pump 12 via a common high pressure delivery line 13 and further into individual feed lines 14a, 14b, 14c, 14d, to one off mechanical hydraulically actuated valve mechanism per cylinder of the engine 100a,100b,100c,100d. The high pressure pump 12 maintains the fuel pressure within pipes 13, 1 4a, 1 4b, 1 4c, & 1 4d at high pressure continuously during operation of the system.
The discharge from the pump 12 may be constant in nature, with no variation of fuel flow rate or discharge pressure with respect to time. Alternatively the pressure and/or the flow rate of the discharge may vary with respect to time, in sympathy with the requirements of the output demanded from the orifice 128 ofsituated in the third section 103 of the mechanical hydraulically actuated valve mechanism.
There is also provided within the system a traditional style fuel delivery pump 16 which is supplied with a hydraulic liquid from storage tank 15. The hydraulic liquid may be the same in nature as the fuel stored in storage tank 10, in which case it would be permissible for the two storage tanks 10 & 15 to be common. The hydraulic liquid discharge from pump 16 are routed to the mechanical hydraulically actuated valve mechanisms 100a, 100b,100c,100d via pump outlet ports 17a, 17b,17c,17d, standard fuel delivery lines 18a,18b,18c,18d connected to the low pressure circuit inlet ports 104a,104b,104c,104d. The outlet ports 110a,110b,110c,110d of the low pressure circuit are connected to return lines 19a,19b,19c,19d, which may be brought together to form a single return line 20, which returns hydraulic fluid into the hydraulic fluid storage tank 15.
The pressure and flow characteristics of the hydraulic fluid discharge from pump 16 via pump outlet ports 17t17b,17c,17d, are transferred to the mechanical hydraulically actuated valve mechanisms 100a,100b,100c,100d, low pressure circuits and by the mechanism described in the text referring to Figures 2(a) and 2(b) subsequently transferred to the discharge from the mechanical hydraulically actuated valve mechanisms 100a,100b,100c,100d, outlet nozzle orifices 128a, 128b,128c,128d. The pressure ofthe fuel discharged at orifices 128a,128b,128c,128d, being dictated by the outlet pressure achieved by high pressure fuel delivery pump 12, this being in excess of the pressure that could be achieved by the standard fuel delivery pump 16. It should be noted that any speed governing characteristics incumbent within the standard fuel delivery pump 16 will be maintained within the system and automatically transferred to the discharge from the mechanical hydraulically actuated valve mechanisms 100a, 100b, 100c, 100d, at the elevated pressure.
Referring to Figure 4, which illustrates the mode of operation of the embodiment of the invention described with reference to Figure 1, Figures 2(a) & 2(b), and Figure 3, and in which only those reference numerals which are relevant to specifically mentioned features of the said embodiment of the invention are retained, and shows the embodiment of the invention incorporated within a complete fuel delivery system suitable for an engine utilising high pressure gaseous fuel such as, but not limited to,
Liquid Petroleum Gas (LPG), Compressed Natural Gas (CNG), Methane. The fuel to be introduced to the engine, stored within storage tank 50, is introduced into a common high pressure delivery line 13 and further into individual feed lines 14a, 14b, 14c, 14d, to one off mechanical hydraulically actuated valve mechanism per cylinder of the engine 100a,100b,100c,100d. The high pressure storage tank 50, has a capacity to delivery the fuel at the maximum pressures required by the system, typically in the region of 2000 bar, and has a volumetric capacity to deliver fuel in excess of any demands placed upon it by the engine. The high pressure storage tank 50 maintains the fuel pressure within pipes 13, 14a,14b,14c, & 1 4d at high pressure continuously during operation of the system.
There is also provided within the system a traditional style fuel delivery pump 16 which is supplied with a hydraulic liquid from storage tank 15. The hydraulic liquid discharge from pump 16 are routed to the mechanical hydraulically actuated valve mechanisms 100a, 100b,100c,100d via pump outlet ports 17a, 17b,17c,17d, standard fusel delivery lines 18118b,18c, 18d connected to the low pressure circuit inlet ports 104a,104b,104c,104d. The outlet ports 110a,110b,110c,110d of the low pressure circuit are connected to return lines 19a,19b,19c,19d, which may be brought together to form a single return line 20, which returns hydraulic fluid into the hydraulic fluid storage tank 15.
The pressure and flow characteristics of the hydraulic fluid discharge from pump 16 via pump outlet ports 17a,17b,17c,17d, are transferred to the mechanical hydraulically actuated valve mechanisms 100a,100b,100c,100d, low pressure circuits and by the mechanism described in the text referring to Figures 2(a) and 2(b) subsequently transferred to the discharge from the mechanical hydraulically actuated valve mechanisms 100a,100b,100c,100d, outlet nozzle orifices 128a, 128b,128c,128d. The pressure ofthe fuel discharged at orifices 12Sa,12Sb,128c,12Sd, being dictated by the outlet pressure achieved by the high pressure storage tank 50. It should be noted that any speed governing characteristics incumbent within the standard fuel delivery pump 16 will be maintained within the system and automatically transferred to the discharge from the mechanical hydraulically actuated valve mechanisms 100a,100b,100c,100d, the pressure dictated by that maintained within the high pressure storage tank 50.
Claims (13)
1. A mechanical hydraulically actuated valve mechanism for use within a high pressure
fuel injection system as applied to internal combustion engines which allows the fuel
flow versus engine rotation characteristics of the low pressure delivery to be
reproduced within a fuel discharge, from an independent fuel feed line, at elevated
pressures.
2. A mechanical hydraulically actuated valve mechanism as claimed in Claim 1,
wherein one or more of the compression springs are replaced by an internally
generated compressed gaseous pressure method of providing a return force.
3. A mechanical hydraulically actuated valve mechanism as claimed in Claim 2,
wherein one or more of the compression springs are replaced by an externally
generated compressed gaseous pressure method of providing a return force
4. A mechanical hydraulically actuated valve mechanism as claimed in Claim 1,
wherein one or more of the compression springs are replaced by an internally
generated hydraulic pressure method of providing a return force.
5. A mechanical hydraulically actuated valve mechanism as claimed in Claim 1,
wherein one or more of the compression springs are replaced by an externally
generated hydraulic pressure method of providing a return force.
6. A mechanical hydraulically actuated valve mechanism as claimed in Claim 1, or
Claim 2, or Claim 3, or Claim 4, or Claim 5, wherein the fuel injector nozzle is
integral to the mechanical hydraulically actuated valve mechanism herein described.
7. A mechanical hydraulically actuated valve mechanism as claimed in Claim 1, or
Claim 2, or Claim 3, or Claim 4, or Claim 5, or Claim 6, wherein the geometry of
the interface of drilling 116 and the inlet route 118 of the routing plunger 117 has
been modified to vary the relationship between the displacement of the routing
plunger 117 and the coincident cross-sectional area of the drilling 116 and inlet
route 118 of the routing plunger 117.
8. A high pressure fuel injection system incorporating one or more mechanical
hydraulically actuated valve mechanisms as detailed in Claim 1, or Claim 2, or Claim
3, or Claim 4, or Claim 5, or Claim 6, or Claim 7, comprising means for providing
fuel, or other suitable hydraulic medium, from a traditional style of delivery pump
with standard pressure and flow variations in accordance with the engine crankshaft
rotation, to the mechanical, hydraulically actuated valve mechanisms which then
allows the fuel flow vs. engine rotation characteristics of the low pressure delivery
to be reproduced within a fuel discharge, from an independent liquid fuel feed line
of elevated pressure, such pressure being modulated to provide maximum pressure
in sympathy with the maximum demand to deliver fuel from the system.
9. A high pressure fuel injection system incorporating one or more mechanical
hydraulically actuated valve mechanisms as detailed in Claim 1, or Claim 2, or Claim
3, or Claim 4, or Claim 5, or Claim 6, or Claim 7, comprising means for providing
fuel, or other suitable hydraulic medium, from a traditional style of delivery pump
with standard pressure and flow variations in accordance with the engine crankshaft
rotation, to the mechanical, hydraulically actuated valve mechanisms which then
allows the fuel flow vs. engine rotation characteristics of the low pressure delivery
to be reproduced within a fuel discharge, from an independent liquid fuel feed line
of constant elevated pressure.
10.A high pressure fuel injection system incorporating one or more mechanical
hydraulically actuated valve mechanisms as detailed in Claim 1, or Claim 2, or Claim
3, or Claim 4, or Claim 5, or Claim 6, or Claim 7, comprising means for providing
fuel, or other suitable hydraulic medium, from a traditional style of delivery pump
with standard pressure and flow variations in accordance with the engine crankshaft
rotation, to the mechanical, hydraulically actuated valve mechanisms which then
allows the fuel flow vs. engine rotation characteristics of the low pressure delivery
to be reproduced within a fuel discharge, from an independent gaseous fuel feed line
of elevated pressure.
11 .A high pressure fuel injection system as claimed in Claim 8, or Claim 9, or Claim
10, wherein the traditional style of delivery pump also incorporates a facility for
modulating fuel supply in response to a speed restricting device.
12.A mechanical hydraulically actuated valve mechanism substantially as described
herein with reference to Figures 1 and 2(a) & 2(b) of the accompanying drawings.
13.A high pressure fuel injection system substantially as described herein with
reference to Figure 3 and Figure 4 of the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9700510A GB2321086A (en) | 1997-01-11 | 1997-01-11 | High pressure fuel injection system for i.c. engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9700510A GB2321086A (en) | 1997-01-11 | 1997-01-11 | High pressure fuel injection system for i.c. engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB9700510D0 GB9700510D0 (en) | 1997-02-26 |
| GB2321086A true GB2321086A (en) | 1998-07-15 |
Family
ID=10805844
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9700510A Withdrawn GB2321086A (en) | 1997-01-11 | 1997-01-11 | High pressure fuel injection system for i.c. engine |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2321086A (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB536294A (en) * | 1939-11-04 | 1941-05-09 | George Amery | Improvements in or relating to fuel injection in internal combustion engines |
| GB566692A (en) * | 1943-03-02 | 1945-01-10 | George Amery | Improvements in or relating to fuel injection apparatus for internal-combustion engines |
| GB611243A (en) * | 1947-04-22 | 1948-10-27 | Integral Ltd | Improvements in and relating to the operation of fuel injection valves for internal combustion engines |
| GB1133171A (en) * | 1966-01-28 | 1968-11-13 | Maschf Augsburg Nuernberg Ag | Fuel injection apparatus for internal combustion engines |
| US4462368A (en) * | 1980-07-10 | 1984-07-31 | Diesel Kiki Company, Ltd. | Fuel injection system for internal combustion engine |
| US4757794A (en) * | 1985-02-28 | 1988-07-19 | Sulzer Brothers Limited | Injection system for a valve of a diesel engine |
-
1997
- 1997-01-11 GB GB9700510A patent/GB2321086A/en not_active Withdrawn
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB536294A (en) * | 1939-11-04 | 1941-05-09 | George Amery | Improvements in or relating to fuel injection in internal combustion engines |
| GB566692A (en) * | 1943-03-02 | 1945-01-10 | George Amery | Improvements in or relating to fuel injection apparatus for internal-combustion engines |
| GB611243A (en) * | 1947-04-22 | 1948-10-27 | Integral Ltd | Improvements in and relating to the operation of fuel injection valves for internal combustion engines |
| GB1133171A (en) * | 1966-01-28 | 1968-11-13 | Maschf Augsburg Nuernberg Ag | Fuel injection apparatus for internal combustion engines |
| US4462368A (en) * | 1980-07-10 | 1984-07-31 | Diesel Kiki Company, Ltd. | Fuel injection system for internal combustion engine |
| US4757794A (en) * | 1985-02-28 | 1988-07-19 | Sulzer Brothers Limited | Injection system for a valve of a diesel engine |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9700510D0 (en) | 1997-02-26 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |