JPH0146709B2 - - Google Patents
Info
- Publication number
- JPH0146709B2 JPH0146709B2 JP13994280A JP13994280A JPH0146709B2 JP H0146709 B2 JPH0146709 B2 JP H0146709B2 JP 13994280 A JP13994280 A JP 13994280A JP 13994280 A JP13994280 A JP 13994280A JP H0146709 B2 JPH0146709 B2 JP H0146709B2
- Authority
- JP
- Japan
- Prior art keywords
- plunger
- fuel
- pressure chamber
- diameter portion
- pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000000446 fuel Substances 0.000 claims description 32
- 238000002347 injection Methods 0.000 claims description 32
- 239000007924 injection Substances 0.000 claims description 32
- 238000011144 upstream manufacturing Methods 0.000 claims description 2
- 238000002485 combustion reaction Methods 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 239000002360 explosive Substances 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Landscapes
- High-Pressure Fuel Injection Pump Control (AREA)
- Fuel-Injection Apparatus (AREA)
Description
【発明の詳細な説明】
本発明はデイーゼル機関用分配型燃料噴射ポン
プに係り、殊に機関の低負荷時などにおける燃焼
騒音及び排気有害成分を低減する装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a distributed fuel injection pump for a diesel engine, and more particularly to a device for reducing combustion noise and harmful exhaust gas components during low load of the engine.
従来のデイーゼル機関では噴射率は制御せず噴
射量だけを制御していたので、アイドリング時な
どの低負荷時には噴射量の減少に伴ない短時間で
の爆発的な燃焼が行なわれるので、燃焼騒音の増
大を招く他、HC及びNOxの排出量が増大すると
いう問題点があつた。 Conventional diesel engines do not control the injection rate but only the injection quantity, so when the load is low, such as when idling, explosive combustion occurs in a short period of time as the injection quantity decreases, reducing combustion noise. In addition to this, there was a problem in that the amount of HC and NOx emissions increased.
本発明はこのような従来の問題点を解決するこ
とを目的としてなされたもので、ポンプ兼分配用
プランジヤの径を２段にして２つの圧力室を形成
し、いずれか一方又は両方から燃料をノズルに圧
送するようにして噴射率を可変とするようにした
分配型燃料噴射ポンプの噴射率制御装置を提供す
るものである。 The present invention was made with the aim of solving such conventional problems, and the diameter of the pump/distribution plunger is made into two stages to form two pressure chambers, and fuel can be supplied from either or both of them. An object of the present invention is to provide an injection rate control device for a distribution type fuel injection pump, which makes the injection rate variable by force-feeding fuel to a nozzle.
以下、本発明を図面に基づいて説明する。 Hereinafter, the present invention will be explained based on the drawings.
第１図は本発明の一実施例に係る分配型燃料噴
射ポンプの要部を示し、ポンプハウジング１内の
ポンプ室２には図示しないフイードポンプからの
燃料がレギユレーテイングバルブを介して調圧さ
れながら供給されている。 FIG. 1 shows the main parts of a distribution type fuel injection pump according to an embodiment of the present invention, in which fuel from a feed pump (not shown) is pressure-regulated in a pump chamber 2 in a pump housing 1 via a regulating valve. However, it is being supplied.
ポンプハウジング１に形成された摺動孔３には
プランジヤ４が摺動自在に挿入され、このプラン
ジヤ４は図示しない手段により往復並びに回転運
動せしめられる。ここで、プランジヤ４は先端の
小径部４ａとこれに連なる大径部４ｂとの２段に
構成され、小径部４ａは摺動孔３の小径部（摺動
孔３の奥部に挿入固定したバレル５）に摺動自在
に挿入され、大径部４ｂは摺動孔３の大径部に摺
動自在に挿入されている。こうして、プランジヤ
４の小径部４ａの端面と摺動孔３の端面との間に
第１の圧力室６を形成する一方、大径部４ｂの端
面と摺動孔３の段部（バレル５の端面）との間に
第２の圧力室７を形成している。尚、前記バレル
５は摺動孔３を形成する部材に一体に形成しても
よいが、このように別体とすることにより２段プ
ランジヤ４で生ずる芯ズレを吸収することができ
る。 A plunger 4 is slidably inserted into a sliding hole 3 formed in the pump housing 1, and the plunger 4 is caused to reciprocate and rotate by means not shown. Here, the plunger 4 is configured in two stages, including a small diameter part 4a at the tip and a large diameter part 4b connected to the small diameter part 4a, and the small diameter part 4a is the small diameter part of the sliding hole 3 (inserted and fixed in the deep part of the sliding hole 3). The large diameter portion 4b is slidably inserted into the large diameter portion of the sliding hole 3. In this way, a first pressure chamber 6 is formed between the end face of the small diameter part 4a of the plunger 4 and the end face of the sliding hole 3, while the end face of the large diameter part 4b and the stepped part of the sliding hole 3 (the step of the barrel 5) are formed between the end face of the large diameter part 4b and the end face of the sliding hole 3. A second pressure chamber 7 is formed between the two end faces. Incidentally, the barrel 5 may be formed integrally with the member forming the sliding hole 3, but by making it a separate body in this way, it is possible to absorb the misalignment that occurs in the two-stage plunger 4.
プランジヤ４が図で左行する吸入行程にある場
合は、ポンプ室２の燃料が吸入通路８の一方の吸
入ポート８ａから一方向弁９を介して第１の圧力
室６に吸収されると共に、吸入通路８の他方の吸
入ポート８ｂから大径部４ｂの吸入溝１０（円周
方向に気筒数に対応する数だけ等配形成されてい
る。）を経て第２の圧力室７に吸入される。 When the plunger 4 is in the suction stroke moving to the left in the figure, the fuel in the pump chamber 2 is absorbed into the first pressure chamber 6 from one suction port 8a of the suction passage 8 via the one-way valve 9. The air is sucked into the second pressure chamber 7 from the other suction port 8b of the suction passage 8 through the suction grooves 10 (the number of which corresponds to the number of cylinders is equally spaced in the circumferential direction) of the large diameter portion 4b. .
プランジヤ４が図で右行する圧送行程に移る
と、吸入ポート８ａの一方向弁９が閉じて第１の
圧力室６の燃料が圧縮されると共に、吸入ポート
８ｂと吸入溝１０とが切離されて第２の圧力室７
の燃料が圧縮される。 When the plunger 4 moves to the rightward pressure stroke in the figure, the one-way valve 9 of the suction port 8a closes, the fuel in the first pressure chamber 6 is compressed, and the suction port 8b and the suction groove 10 are separated. The second pressure chamber 7
of fuel is compressed.
そして、第１の圧力室６内の燃料はプランジヤ
４の軸方向に穿設した通孔１１から分配溝１２を
経て吐出通路１３（円周方向に気筒数に対応する
数だけ等配形成されている。）へ供給され、図示
しないデリバリバルブを経て燃料噴射ノズルに送
出されて気筒内に噴射される。こうして、プラン
ジヤ４の往復・回転運動に伴なつて所定の順序で
各気筒内に燃料が噴射される。尚、通孔１１、分
配溝１２及び吐出通路１３がノズルへの燃料圧送
経路を構成する。 The fuel in the first pressure chamber 6 flows from a through hole 11 formed in the axial direction of the plunger 4 through a distribution groove 12 to a discharge passage 13 (a number of which is equally spaced in the circumferential direction corresponding to the number of cylinders). ), and is sent to a fuel injection nozzle via a delivery valve (not shown) and injected into the cylinder. In this way, fuel is injected into each cylinder in a predetermined order as the plunger 4 reciprocates and rotates. Note that the through hole 11, the distribution groove 12, and the discharge passage 13 constitute a fuel pressure feeding route to the nozzle.
他方、第２の圧力室７には連通路１４の一端１
４ａが開口しており、この連通路１４の他端１４
ｂはプランジヤ４の外周面に通孔１１に連ねて形
成した環状溝１５に臨んで開口している。そし
て、連通路１４の途中には一方向弁１６が介装さ
れ、この連通孔１４の一方向弁１６上流とポンプ
入口に相当するポンプ室２（又はフイードポンプ
の吸込側）とは逃がし通路１７により連通してい
る。そして、逃がし通路１７の途中には制御弁と
しての電磁制御弁１８が介装されている。尚、電
磁制御弁１８の弁体１８ａには瞬時ではあるが
250Kg／cm2程度の圧力が加わるので、例えば図の
ようにアクチユエータ部分に負荷がかからないよ
うな向きに設けるのがよい。 On the other hand, one end 1 of the communication passage 14 is connected to the second pressure chamber 7.
4a is open, and the other end 14 of this communication path 14
b is open facing an annular groove 15 formed on the outer peripheral surface of the plunger 4 so as to be continuous with the through hole 11. A one-way valve 16 is interposed in the middle of the communication passage 14, and a relief passage 17 connects the one-way valve 16 upstream of the communication hole 14 and the pump chamber 2 (or the suction side of the feed pump) corresponding to the pump inlet. It's communicating. An electromagnetic control valve 18 as a control valve is interposed in the middle of the relief passage 17. It should be noted that the valve body 18a of the electromagnetic control valve 18 has a
Since a pressure of about 250 kg/cm 2 is applied, it is best to orient the actuator so that no load is applied to it, as shown in the figure, for example.
この電磁制御弁１８の制御回路としては、機関
回転速度、燃料噴射量、燃料の温度、機関の冷却
水温度、潤滑油温度及び噴射時期等が入力される
コンピユータ１９及びエンジンキースイツチ２０
を介して、電磁制御弁１８のコイル１８ｂと電源
２１とを接続することにより、あらゆる機関運転
条件を加味して弁を開閉制御することが望まし
い。 The control circuit for the electromagnetic control valve 18 includes a computer 19 and an engine key switch 20 into which engine rotational speed, fuel injection amount, fuel temperature, engine cooling water temperature, lubricating oil temperature, injection timing, etc. are input.
It is desirable to connect the coil 18b of the electromagnetic control valve 18 and the power supply 21 via the solenoid control valve 18, thereby controlling the opening and closing of the valve in consideration of all engine operating conditions.
かかる構成において、アイドリング時などの低
負荷時には電磁制御弁１８が全開状態となり、こ
のときには圧送行程において第２の圧力室７内の
燃料は連通路１４の途中から逃がし通路１７によ
り洩流し、一方向弁１６側へは供給されない。し
たがつて、前述したように第１の圧力室６内の燃
料のみがノズルに圧送され、噴射率が低下する
（第２図ａ）。 In such a configuration, the electromagnetic control valve 18 is fully opened during low load such as when idling, and at this time, fuel in the second pressure chamber 7 leaks from the middle of the communication path 14 through the relief path 17 during the pressure feeding stroke, and the fuel flows in one direction. It is not supplied to the valve 16 side. Therefore, as described above, only the fuel in the first pressure chamber 6 is fed under pressure to the nozzle, and the injection rate is reduced (FIG. 2a).
また、高負荷時などには電磁制御弁１８が全閉
状態となり、このときには圧送行程において第２
の圧力室７内の燃料は一方向弁１６を押開きつつ
連通路１４を通つてプランジヤ４の環状溝１５か
ら通孔１１へ流れ、第１の圧力室６からの圧送燃
料と合流して、分配溝１２より吐出通路１３に送
出される。したがつて、ノズルには第１の圧力室
６と第２の圧力室７とから燃料が同時に送られる
ので噴射率が増大する（第２図ａ＋ｂ）。 In addition, when the load is high, the solenoid control valve 18 is fully closed, and at this time, the second
The fuel in the pressure chamber 7 flows through the communication passage 14 from the annular groove 15 of the plunger 4 to the communication hole 11 while pushing open the one-way valve 16, and merges with the pressurized fuel from the first pressure chamber 6. It is delivered from the distribution groove 12 to the discharge passage 13 . Therefore, since fuel is simultaneously sent to the nozzle from the first pressure chamber 6 and the second pressure chamber 7, the injection rate increases (FIG. 2 a+b).
ここで、噴射率はプランジヤ４の径により決定
されるわけで、大径部４ｂの径を従来のプランジ
ヤ径と同様に例えば10mmφとして、アイドリング
時などの噴射率を従来の30％とする場合、小径部
４ａの径ｄは、面積比からd2／102＝0.3となるので、
ｄ≒5.5mmφとすればよい。 Here, the injection rate is determined by the diameter of the plunger 4, so if the diameter of the large diameter portion 4b is set to, for example, 10 mmφ, like the conventional plunger diameter, and the injection rate during idling is set to 30% of the conventional value, Since the diameter d of the small diameter portion 4a is d 2 /10 2 =0.3 from the area ratio, it is sufficient to set d≈5.5 mmφ.
尚、プランジヤ４のポンプ室２側に存する基部
にはコントロールスリーブ２２が摺動自在に嵌挿
してあり、該基部に前記通孔１１と連通させて開
設したカツトオフポート２３がコントロールスリ
ーブ２２の内周面から外れてポンプ室２に開口す
ると、燃料がポンプ室２に洩流するので、吐出通
路１３側への送出は停止され、噴射終りとなる。
したがつて、コントロールスリーブ２２の位置調
整によつて噴射終りが変わり、即ち噴射量を制御
できるわけで、このコントロールスリーブ２２に
はガバナ機構（図示せず）の作用端部であるレバ
ー２４が係合し、このレバー２４によりコントロ
ールスリーブ２２が図で右方に移動すれば噴射量
が増大し、左方に移動すれば噴射量が減少する。
２５は吸入通路８に設けられた燃料カツト用バル
ブを示している。 A control sleeve 22 is slidably inserted into the base of the plunger 4 on the side of the pump chamber 2, and a cut-off port 23, which is opened in the base and communicates with the through hole 11, is inserted into the control sleeve 22. When it comes off the circumferential surface and opens into the pump chamber 2, the fuel leaks into the pump chamber 2, so the delivery to the discharge passage 13 side is stopped and injection ends.
Therefore, by adjusting the position of the control sleeve 22, the end of injection can be changed, that is, the injection amount can be controlled.A lever 24, which is the active end of a governor mechanism (not shown), is engaged with the control sleeve 22. If the lever 24 moves the control sleeve 22 to the right in the figure, the injection amount will increase, and if it moves to the left, the injection amount will decrease.
Reference numeral 25 indicates a fuel cut valve provided in the intake passage 8.
この実施例では、第１の圧力室６への燃料の吸
入を一方向弁９を介して行なうようにしている
が、これはプランジヤ４（小径部４ａ）の径が細
い場合、吸入溝式では加工精度が厳しくなるから
である。しかし、径によつては第３図に示す如く
吸入溝３０式にしてもよい。 In this embodiment, fuel is sucked into the first pressure chamber 6 via the one-way valve 9, but this is not possible with the suction groove type when the plunger 4 (small diameter portion 4a) has a small diameter. This is because machining accuracy becomes stricter. However, depending on the diameter, 30 types of suction grooves may be used as shown in FIG.
また、第４図はアイドリング時などの噴射を大
径部４ｂ側の第２の圧力室７で行なうようにした
ものである。この場合、第２の圧力室７側からプ
ランジヤ４に通孔１１を形成する一方、第１の圧
力室６を、プランジヤ４に形成した通孔３１、環
状溝３２及び連通路１４を介して第２の圧力室７
に連通させればよい。 Further, FIG. 4 shows an arrangement in which injection during idling is performed in the second pressure chamber 7 on the large diameter portion 4b side. In this case, the through hole 11 is formed in the plunger 4 from the second pressure chamber 7 side, while the first pressure chamber 6 is connected to the first pressure chamber 6 through the through hole 31 formed in the plunger 4, the annular groove 32, and the communication path 2 pressure chamber 7
All you have to do is communicate with it.
さらに、第５図Ａ，Ｂはプランジヤ４に分配溝
１２と軸方向位置をほぼ同じにし且つ周方向位置
をずらして補助分配溝３３を設けたものであり、
これによれば第６図に示すような噴射率特性が得
られる。 Furthermore, in FIGS. 5A and 5B, an auxiliary distribution groove 33 is provided in the plunger 4 at almost the same axial position as the distribution groove 12 and at a shifted circumferential position,
According to this, an injection rate characteristic as shown in FIG. 6 can be obtained.
さらに、第７図は、制御弁として、電磁制御弁
１８の代わりに、テーパ部４０ａを有する弁体４
０を用い、この弁体４０を案内溝４０ｂと固定ピ
ン４１とにより回り止めすると共に、この弁体４
０とねじ棒４２とを螺合し、ねじ棒４２をモータ
４３により回転させて、弁体４０の軸方向位置を
調整するようにしたものである。したがつて、こ
のモータ４３を前述のコンピユータ１９により制
御して、弁開度即ち洩らし量を制御すれば、第２
図のａ〜ａ＋ｂの範囲で噴射率を任意の値に制御
できる。尚、前記電磁制御弁１８の場合も、比例
電磁弁として弁開度を可変とすれば、噴射率を任
意の値に制御できることは言うまでもない。 Furthermore, FIG. 7 shows a valve body 4 having a tapered portion 40a instead of the electromagnetic control valve 18 as a control valve.
0, this valve body 40 is prevented from rotating by the guide groove 40b and the fixing pin 41, and this valve body 4
0 and a threaded rod 42 are screwed together, and the threaded rod 42 is rotated by a motor 43 to adjust the axial position of the valve body 40. Therefore, if this motor 43 is controlled by the computer 19 mentioned above to control the valve opening degree, that is, the amount of leakage, the second
The injection rate can be controlled to any value within the range of a to a+b in the figure. It goes without saying that in the case of the electromagnetic control valve 18, if the valve opening degree is made variable as a proportional electromagnetic valve, the injection rate can be controlled to an arbitrary value.
以上説明してきたように本発明によれば、２段
径のプランジヤを用いて２つの圧力室を形成し、
いずれか一方又は両方の圧力室から燃料を圧送し
得るようにして噴射率を可変としたから、特に低
負荷時などにおいて最適な噴射率が実現でき、機
関騒音及び排気対策上極めて効果がある。 As explained above, according to the present invention, two pressure chambers are formed using a two-stage diameter plunger,
Since the injection rate is made variable by allowing fuel to be pumped from one or both of the pressure chambers, an optimum injection rate can be achieved especially at low load, and this is extremely effective in countering engine noise and exhaust emissions.
第１図は本発明の一実施例に係る分配型燃料噴
射ポンプの要部縦断面図、第２図は同上の噴射率
特性図、第３図、第４図及び第５図Ａはそれぞれ
他の実施例を示す断面図、第５図Ｂは同図ＡのＢ
−Ｂ断面図、第６図は第５図の実施例の噴射率特
性図、第７図も他の実施例を示す断面図である。
２……ポンプ室、４……プランジヤ、４ａ……
小径部、４ｂ……大径部、６……第１の圧力室、
７……第２の圧力室、１１……通孔、１２……分
配溝、１３……吐出通路、１４……連通路、１６
……一方向弁、１７……逃がし通路、１８……電
磁制御弁、１９……コンピユータ、４０……弁
体、４３……モータ。
FIG. 1 is a vertical cross-sectional view of a main part of a distribution type fuel injection pump according to an embodiment of the present invention, FIG. 2 is an injection rate characteristic diagram of the same as above, and FIGS. 3, 4, and 5 A are each other. 5B is a sectional view showing the embodiment of FIG.
-B sectional view, FIG. 6 is an injection rate characteristic diagram of the embodiment shown in FIG. 5, and FIG. 7 is also a sectional view showing another embodiment. 2...Pump chamber, 4...Plunger, 4a...
Small diameter part, 4b...large diameter part, 6... first pressure chamber,
7...Second pressure chamber, 11...Through hole, 12...Distribution groove, 13...Discharge passage, 14...Communication passage, 16
... One-way valve, 17 ... Relief passage, 18 ... Solenoid control valve, 19 ... Computer, 40 ... Valve body, 43 ... Motor.
Claims (1)
配とを行なうプランジヤ４を備えた分配型燃料噴
射ポンプにおいて、前記プランジヤ４の径を２段
にして先端の小径部４ａとこれに連なる大径部４
ｂとを形成し、摺動孔３の小径部及び大径部にそ
れぞれ摺動自在に嵌合させて、プランジヤの小径
部４ａの端面と摺動孔３の端面との間及びプラン
ジヤの大径部４ｂの端面と摺動孔３の段部との間
にそれぞれ圧力室６，７を形成し、一方の圧力室
６に対してノズルへの燃料圧送経路１１，１２，
１３を設け、他方の圧力室７を前記燃料圧送経路
に連通させる連通路１４を設け、この連通路１４
に前記他方の圧力室から前記燃料圧送経路へ向か
う流れのみを許容する一方向弁１６を介装し、前
記連通路１４の一方向弁１６上流とポンプ入口と
を連絡する逃がし通路１７を設け、この逃がし通
路１７に機関運転条件に関連する電気的信号によ
り作動する制御弁１８を介装したことを特徴とす
る分配型燃料噴射ポンプの噴射率制御装置。1. In a distribution type fuel injection pump equipped with a plunger 4 that performs reciprocating and rotational movement to suction and pressure feed and distribute fuel, the diameter of the plunger 4 is divided into two stages, including a small diameter portion 4a at the tip and a large diameter portion continuous thereto. 4
b, and are slidably fitted into the small diameter portion and the large diameter portion of the sliding hole 3, respectively, so that the gap between the end surface of the small diameter portion 4a of the plunger and the end surface of the sliding hole 3 and the large diameter of the plunger is formed. Pressure chambers 6 and 7 are formed between the end face of the portion 4b and the stepped portion of the sliding hole 3, respectively, and one pressure chamber 6 is provided with fuel pressure feeding paths 11, 12,
13 is provided, and a communication path 14 is provided that communicates the other pressure chamber 7 with the fuel pressure feeding path, and this communication path 14
a one-way valve 16 that only allows flow from the other pressure chamber toward the fuel pressure feeding path, and a relief passage 17 that communicates the upstream side of the one-way valve 16 of the communication passage 14 with the pump inlet; An injection rate control device for a distribution type fuel injection pump characterized in that a control valve 18 operated by an electrical signal related to engine operating conditions is interposed in the relief passage 17.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13994280A JPS5765857A (en) | 1980-10-08 | 1980-10-08 | Injection rate control device of distribution type fuel injection pump |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13994280A JPS5765857A (en) | 1980-10-08 | 1980-10-08 | Injection rate control device of distribution type fuel injection pump |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5765857A JPS5765857A (en) | 1982-04-21 |
| JPH0146709B2 true JPH0146709B2 (en) | 1989-10-11 |
Family
ID=15257257
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13994280A Granted JPS5765857A (en) | 1980-10-08 | 1980-10-08 | Injection rate control device of distribution type fuel injection pump |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5765857A (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5975409U (en) * | 1982-11-13 | 1984-05-22 | 三笠産業株式会社 | bottle |
| JPS59158375A (en) * | 1983-02-28 | 1984-09-07 | Nippon Denso Co Ltd | Fuel injection device |
| JPS59172262U (en) * | 1983-05-04 | 1984-11-17 | 日産自動車株式会社 | distribution type fuel injection pump |
| JPS606051A (en) * | 1983-06-24 | 1985-01-12 | Japanese National Railways<Jnr> | Fuel injection control method of diesel engine and its device |
| JPH0652067B2 (en) * | 1983-08-17 | 1994-07-06 | 日産自動車株式会社 | Injection rate control device for distributed fuel injection pump |
| JPS6088067U (en) * | 1983-11-25 | 1985-06-17 | 日産自動車株式会社 | distribution type fuel injection pump |
| JPS60162267U (en) * | 1984-04-05 | 1985-10-28 | 株式会社ボッシュオートモーティブ システム | distribution type fuel injection pump |
| GB8417840D0 (en) * | 1984-07-13 | 1984-08-15 | Lucas Ind Plc | Fuel pumping apparatus |
| JPS6131627A (en) * | 1984-07-23 | 1986-02-14 | Yanmar Diesel Engine Co Ltd | Fuel injection pump for internal-combustion engine |
| JPH0433412Y2 (en) * | 1984-09-19 | 1992-08-11 |
-
1980
- 1980-10-08 JP JP13994280A patent/JPS5765857A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5765857A (en) | 1982-04-21 |
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