JPS62291462A - Fuel injection device for internal combustion engine - Google Patents
Fuel injection device for internal combustion engineInfo
- Publication number
- JPS62291462A JPS62291462A JP13505686A JP13505686A JPS62291462A JP S62291462 A JPS62291462 A JP S62291462A JP 13505686 A JP13505686 A JP 13505686A JP 13505686 A JP13505686 A JP 13505686A JP S62291462 A JPS62291462 A JP S62291462A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- pressure
- fuel injection
- chamber
- needle
- 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
- 239000000446 fuel Substances 0.000 title claims abstract description 95
- 238000002347 injection Methods 0.000 title claims abstract description 67
- 239000007924 injection Substances 0.000 title claims abstract description 67
- 238000002485 combustion reaction Methods 0.000 title claims description 3
- 238000009825 accumulation Methods 0.000 claims description 12
- 238000000034 method Methods 0.000 abstract 1
- 230000010349 pulsation Effects 0.000 description 9
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 230000001788 irregular Effects 0.000 description 3
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- 230000008602 contraction Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- 125000006850 spacer group Chemical group 0.000 description 2
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 1
- 230000002238 attenuated effect Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 229910001873 dinitrogen Inorganic materials 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 229910052742 iron Inorganic materials 0.000 description 1
- WABPQHHGFIMREM-UHFFFAOYSA-N lead(0) Chemical compound [Pb] WABPQHHGFIMREM-UHFFFAOYSA-N 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
Landscapes
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】
３、発明の詳細な説明
〔産業上の利用分野〕
この発明はピエゾ圧電素子によって制御油圧を発生させ
開弁させるタイプの燃料噴射装置に関する。Detailed Description of the Invention 3. Detailed Description of the Invention [Field of Industrial Application] The present invention relates to a type of fuel injection device that opens a valve by generating control hydraulic pressure using a piezoelectric element.
ディーゼル機関の燃料噴射装置として、燃料ポンプと、
ピエゾ圧電素子によって駆動される燃料噴射弁とを備え
たものが提案されている。燃料ポンプからの燃料経路に
蓄圧室があり、ポンプからの燃料の圧力脈動の抑制を意
図している。燃料ポンプからの一定圧は燃料噴射弁のニ
ードルに加わり、ピエゾ圧電素子の伸縮によって発生さ
れる油圧がニードルに働くことによって開弁及び燃料噴
射が行われる。この定圧型の燃料噴射装置では、燃料噴
射量は、燃料噴射弁の開弁時間、即ちピエゾ圧電素子に
燃料噴射弁を開弁させるための電圧信号を与えている時
間に正確に比例する。そのため、燃料噴射量は燃料噴射
弁の開弁時間で決定することができる。定圧型の燃料噴
射装置として−よ、例えば先願であるが特願昭６０−１
４０４１７号を参照されたい。As a fuel injection device for a diesel engine, a fuel pump and
A fuel injection valve that is driven by a piezoelectric element has been proposed. There is a pressure accumulation chamber in the fuel path from the fuel pump, which is intended to suppress pressure pulsations in the fuel from the pump. Constant pressure from the fuel pump is applied to the needle of the fuel injection valve, and hydraulic pressure generated by expansion and contraction of the piezoelectric element acts on the needle to open the valve and inject fuel. In this constant pressure type fuel injection device, the amount of fuel injected is exactly proportional to the opening time of the fuel injection valve, that is, the time during which a voltage signal for opening the fuel injection valve is applied to the piezoelectric element. Therefore, the fuel injection amount can be determined by the valve opening time of the fuel injection valve. As a constant pressure type fuel injection device, for example, the earlier patent application 1986-1
See No. 40417.
［発明が解決しようとする問題点〕
従来の定圧型の燃料噴射装置では、蓄圧室を設置するこ
とにより燃料圧力の脈動防止を図っているが、その容積
は限界がある。そのため、燃料噴射弁の開閉により、燃
料噴射ポンプから燃料噴射弁のニードルまでの燃料通路
に発生する圧力波を完全には抑制することができない。[Problems to be Solved by the Invention] In conventional constant-pressure fuel injection devices, a pressure accumulation chamber is installed to prevent pulsation of fuel pressure, but its capacity is limited. Therefore, the pressure waves generated in the fuel passage from the fuel injection pump to the needle of the fuel injection valve cannot be completely suppressed by opening and closing the fuel injection valve.
圧力波があると実質的に定圧噴射ではなくなり、噴射率
の一定制御が困難となり、噴射時間と噴射量との間の線
型性が不良となり、更には意図しない不整噴射が起こる
等の問題点があった。If there is a pressure wave, it will virtually no longer be constant pressure injection, making it difficult to control the injection rate at a constant level, leading to problems such as poor linearity between injection time and injection amount, and even unintended uneven injection. there were.
ｃ問題点を解決するための手段〕
この発明によれば、一定の燃料圧を発生させるための燃
料ポンプと、ピエゾ圧電素子からの制御油圧により開弁
される燃料噴射弁とを有した燃料噴射装置において、燃
料ポンプに近接した燃料供給配管に蓄圧室を設置し、燃
料噴射弁のニードルに近接した燃料配管にアキュムレー
タを設置したことを特徴とする内燃機関の燃料噴射装置
が提供される。Means for Solving Problem c] According to the present invention, a fuel injection system includes a fuel pump for generating a constant fuel pressure, and a fuel injection valve that is opened by control hydraulic pressure from a piezoelectric element. A fuel injection device for an internal combustion engine is provided, characterized in that a pressure accumulation chamber is installed in a fuel supply pipe close to a fuel pump, and an accumulator is installed in a fuel pipe close to a needle of a fuel injection valve.
第１図において、７はディーゼル機関のシリンダヘッド
であり、燃料噴射弁孔７Ａを有し、この燃料噴射弁孔７
Ａに燃料噴射弁９が挿入取付される。燃料噴射弁９は、
本体１０と、スペーサ１２と、ノズル１４とを有し、こ
れらは縦に接続され、ノズルホルダ１６によって相互に
締結固定される。In FIG. 1, 7 is a cylinder head of a diesel engine, which has a fuel injection valve hole 7A.
A fuel injection valve 9 is inserted and attached to A. The fuel injection valve 9 is
It has a main body 10, a spacer 12, and a nozzle 14, which are vertically connected and fastened and fixed to each other by a nozzle holder 16.
ニードル２８はノズルホルダ１６内を上下可動に設置さ
れ、ノズルホルダ１６．の下端に形成される噴口３０が
開閉される。ノズルホルダ１４に燃料溜室３１が形成さ
れ、この燃料溜室３１はニードル２８がリフトしたとき
噴口３０に連通され、燃料噴射が行われる。ノズルホル
ダ１４、スペーサ１２、本体１０に相互に連通ずる燃料
通路３２゜３４．３６が形成され、シリンダヘッド７に
ねじ止めされるユニオン３８を介して燃料供給配管４０
に接続される。燃料供給配管４０は燃料ポンプ４２を介
して燃料タンク４４に接続される。The needle 28 is installed to be vertically movable within the nozzle holder 16 . A nozzle 30 formed at the lower end of is opened and closed. A fuel reservoir 31 is formed in the nozzle holder 14, and when the needle 28 is lifted, the fuel reservoir 31 is communicated with the injection port 30 to perform fuel injection. Fuel passages 32, 34, 36 are formed in the nozzle holder 14, spacer 12, and main body 10 and communicate with each other, and a fuel supply pipe 40 is connected to the cylinder head 7 via a union 38 screwed to the cylinder head 7.
connected to. The fuel supply pipe 40 is connected to a fuel tank 44 via a fuel pump 42.
燃料噴射弁の本体１０内においてニードル２８に直列に
加圧ピン４４及び制御ロンド４６が端同士で接触するよ
うに配置される。圧縮ばね４７は加圧ピン４４を図の下
方に、即ちニードル２８の閉弁方向に付勢している。制
御ロッド４６の上端面に燃料室４８が形成され、この燃
料室４８は燃料通路５０を介して燃料通路３６に連通さ
れる。A pressure pin 44 and a control rod 46 are arranged in series with the needle 28 in the body 10 of the fuel injection valve in end-to-end contact. The compression spring 47 urges the pressure pin 44 downward in the drawing, that is, in the direction of closing the needle 28. A fuel chamber 48 is formed in the upper end surface of the control rod 46, and this fuel chamber 48 is communicated with the fuel passage 36 via a fuel passage 50.
そのため、制御ロンド４６は、ポンプ４２からの燃料圧
によって下方に、即ち、ニードル２８の閉弁方向に付勢
される。制御ロンド４６の下端に加圧室５１が形成され
る。Therefore, the control rod 46 is urged downward by the fuel pressure from the pump 42, that is, in the direction of closing the needle 28. A pressurizing chamber 51 is formed at the lower end of the control iron 46 .
本体ｌＯの上端に油圧ピストン５４が左右摺動自在に嵌
合される。油圧ピストン５４の左側に油圧室５６が形成
され、この油圧室５６は加圧室５１に連通される。加圧
室５１へは油圧ピストン５４によって発生される油圧が
作用し、この油圧によって制御ロッド４６は上向きに付
勢され、これはニードル２８の開弁方向である。A hydraulic piston 54 is fitted into the upper end of the main body 10 so as to be slidable left and right. A hydraulic chamber 56 is formed on the left side of the hydraulic piston 54, and this hydraulic chamber 56 communicates with the pressurizing chamber 51. Hydraulic pressure generated by a hydraulic piston 54 acts on the pressurizing chamber 51, and this hydraulic pressure urges the control rod 46 upward, which is the direction in which the needle 28 opens.
６０は油圧ピストン５４を駆動するための駆動装置であ
り、ケーシング６２と、ケーシング６２内に配置される
ピエゾ圧電素子６４とより成る。Reference numeral 60 denotes a drive device for driving the hydraulic piston 54, which is composed of a casing 62 and a piezoelectric element 64 disposed within the casing 62.
圧電素子６４の左端はプレート６６によってピストン５
４に連結され、右端はプレート６８が配置され、圧電素
子６４への通電用のリード線７０を存している。圧電素
子６４は薄板状の圧電素子の積層構造として構成される
。圧電素子６４は通電することにより伸張し、その結果
、加圧室５６の液体は加圧され、制御ロッド４６を上昇
せしめるような力が発生される。そして、通電を解除す
ることにより、圧電素子６４は基の状態まで収縮し、加
圧室５６の圧力は低下される。このような圧電素子６４
の伸張、収縮は極めて高速度で達成され、燃料噴射作動
の高い応答性を得ることができる。The left end of the piezoelectric element 64 is connected to the piston 5 by a plate 66.
4, a plate 68 is disposed at the right end, and a lead wire 70 for supplying current to the piezoelectric element 64 is provided. The piezoelectric element 64 is configured as a laminated structure of thin plate-like piezoelectric elements. The piezoelectric element 64 expands when energized, so that the liquid in the pressurizing chamber 56 is pressurized and a force is generated that causes the control rod 46 to rise. Then, by canceling the energization, the piezoelectric element 64 contracts to its original state, and the pressure in the pressurizing chamber 56 is reduced. Such a piezoelectric element 64
The expansion and contraction of the fuel injection valve can be achieved at extremely high speeds, resulting in high responsiveness of the fuel injection operation.
加圧室５６に圧力がかかっていない状態では、ニードル
２８には、燃料室４８より制御ロッド４６に作用される
下向きの力、圧縮ばね４７より加圧ピン４４に作用する
下向きの力、及び燃料溜室３１よりニードル２８に作用
する上向きの力が加わる。そして、下向きの力の総和が
上向きの力より幾分大きくなるように、制御ロッド４６
の受圧面４６ａの面積、圧縮ばね４７の圧力、ニードル
２Ｂの受圧面２８ａの面積が決められる。そのため、圧
電素子６４に通電しない通常時は閉弁される。圧電素子
６４に通電されるとピストン５４が左行することにより
ポンプ室５６に発生した圧力が加圧室５１より制御ロッ
ド４６に上向きに作用し、その結果、油圧室５６で発生
する油圧力としてはそれ程大きくないにも関わらず上向
きの力が優勢になりニードル２８はリフトされ、噴口３
０より燃料が噴射される。When no pressure is applied to the pressurizing chamber 56, the needle 28 receives a downward force acting on the control rod 46 from the fuel chamber 48, a downward force acting on the pressurizing pin 44 from the compression spring 47, and the fuel. An upward force acting on the needle 28 is applied from the reservoir chamber 31. The control rod 46 is then adjusted such that the total downward force is somewhat greater than the upward force.
The area of the pressure receiving surface 46a of the needle 2B, the pressure of the compression spring 47, and the area of the pressure receiving surface 28a of the needle 2B are determined. Therefore, the valve is closed during normal times when the piezoelectric element 64 is not energized. When the piezoelectric element 64 is energized, the piston 54 moves to the left, and the pressure generated in the pump chamber 56 acts upward from the pressurizing chamber 51 on the control rod 46, and as a result, as hydraulic pressure generated in the hydraulic chamber 56. Although the force is not that large, the upward force becomes dominant and the needle 28 is lifted, and the nozzle 3
Fuel is injected from 0.
この発明によれば、燃料ポンプ４２から噴口３０に至る
燃料配管系の圧力を一定化するため燃料ポンプ４２に近
接して蓄圧室８０が設置される。According to this invention, the pressure accumulator chamber 80 is installed close to the fuel pump 42 in order to stabilize the pressure in the fuel piping system from the fuel pump 42 to the nozzle 30.
さらに、アキュムレータ９１が設けられる。アキュムレ
ータ９１は、燃料噴射弁９の本体１０内に形成されるダ
ンパ室９０を有し、このダンパ室９０は燃料通路５０に
連通される。ダンパ室９０の上端はピストン９２によっ
て形成される。ピストン９２はＯリング９４によってシ
ールされる。Furthermore, an accumulator 91 is provided. The accumulator 91 has a damper chamber 90 formed within the main body 10 of the fuel injection valve 9, and this damper chamber 90 communicates with the fuel passage 50. The upper end of the damper chamber 90 is defined by a piston 92 . Piston 92 is sealed by O-ring 94.
ピストン９２はばね９６によって下降付勢されると同時
に、ピストン９４の上側の上側の空間９８には窒素ガス
等の気体が封入される。The piston 92 is urged downward by a spring 96, and at the same time, an upper space 98 above the piston 94 is filled with gas such as nitrogen gas.
この発明のように、蓄圧室４２、及びアキュムレータ９
１を設置することにより、燃料ポンプ４２から噴口３０
に至る燃料配管の圧力を一定に保持することができ、燃
料ポンプ４２からの供給燃料圧力が一定であることによ
って、燃料噴射量は燃料噴射弁の開時間のみで決められ
、所期の噴射率特性を確保することができる。As in this invention, the pressure accumulation chamber 42 and the accumulator 9
1, the fuel pump 42 can be connected to the nozzle 30 by installing
By keeping the pressure in the fuel pipe constant, and by keeping the pressure of the fuel supplied from the fuel pump 42 constant, the fuel injection amount is determined only by the opening time of the fuel injection valve, and the desired injection rate is maintained. characteristics can be secured.
ニードル開弁時に発生する圧力波はダンパ室９０に伝達
されると、ダンパピストン９２に作用する。このとき、
ピストン９２は、圧力に応じて上界し、ばね９６及び空
間９８内の可圧縮気体の弾性力に応じた緩衝力を発揮す
る。その結果、圧力波は消失され、圧力脈動を防止する
ことができる。従来は蓄圧室８０のみの設置であったが
、この場合蓄圧室８０の大きさには限界があり、かつそ
こまでの距離が長いため、圧力波の完全な抑制は困難で
あった。°即ち、閉弁時に発生する圧力波は蓄圧室の容
積が小さい場合そこで完全に減衰させることはできず、
ノズルに向かって反射される。When the pressure wave generated when the needle valve is opened is transmitted to the damper chamber 90, it acts on the damper piston 92. At this time,
The piston 92 rises depending on the pressure and exerts a damping force depending on the elastic force of the spring 96 and the compressible gas in the space 98. As a result, pressure waves are eliminated and pressure pulsations can be prevented. Conventionally, only the pressure accumulation chamber 80 was installed, but in this case, the size of the pressure accumulation chamber 80 was limited and the distance to it was long, so it was difficult to completely suppress pressure waves. °In other words, the pressure waves generated when the valve closes cannot be completely attenuated if the volume of the pressure accumulation chamber is small.
reflected towards the nozzle.
圧力波が帰って来°るまでの時間ｔは、ｔ＝（２１／ａ
）
となり、ここにｌは蓄圧室までの距離、ａは音速である
。そして、閉弁開始から終了までに要する時間をｔａ
（第２図（イ））としたとき、１．＜ｔの条件では燃
料圧の脈動が発生し、次サイクルの噴射に影響し、かつ
噴射による圧力脈動が増幅され（ロ）、噴射率が第２図
（ハ）のように波打つ特性となる。この発明ではアキュ
ムレータ９１を設置することにより圧力波を消失させる
ことが可能であり、第２図（ハ）の噴射率特性に見られ
る波打ち状態を解消することができる。The time t until the pressure wave returns is t = (21/a
), where l is the distance to the pressure accumulation chamber and a is the speed of sound. Then, the time required from the start to the end of valve closing is ta
(Figure 2 (a)) When 1. Under the condition <t, fuel pressure pulsations occur, affecting the injection of the next cycle, and the pressure pulsations caused by the injection are amplified (b), resulting in the injection rate having a undulating characteristic as shown in FIG. 2 (c). In this invention, it is possible to eliminate pressure waves by installing the accumulator 91, and it is possible to eliminate the wavy state seen in the injection rate characteristics shown in FIG. 2(c).
また圧力脈動が抑制されることから、この発明では噴射
時間と噴射量との線型性を良好とすることができる。圧
力脈動があると噴射時間に対する噴射量の特性の線型性
が悪化する。即ち、ニードルに正圧波が作用するとすれ
ば、ニードルの閉弁時間が遅れ、逆に膨張波が作用した
場合は閉止時間が早まり、第３図において理想的な直線
特性をｎとすれば、これからｍのように外れてくる。理
想特性からの外れを、電気的な補正回路で行うとすると
、回路的に複雑となり、技術的な困難を伴う。Furthermore, since pressure pulsations are suppressed, the present invention can provide good linearity between the injection time and the injection amount. If there is pressure pulsation, the linearity of the characteristics of the injection amount with respect to the injection time will deteriorate. In other words, if a positive pressure wave acts on the needle, the closing time of the needle will be delayed, and conversely, if an expansion wave acts, the closing time will be accelerated.If the ideal linear characteristic in Figure 3 is n, then from now on It comes off like m. If deviations from the ideal characteristics were to be corrected using an electrical correction circuit, the circuit would be complicated and would be accompanied by technical difficulties.
また、圧力波が抑制されることにより不整噴射を防止す
ることができる。即ち、アキュムレータ９１がないとす
れば、ニードル閉弁時に燃料の流れが急に停止すること
によりニードル先端で圧力波が第４図（イ）のように発
生する。このとき、ニードルは閉止し、蓄圧室側は開放
であるのでその圧力脈動の周期は、
ｔ＝（４ｊり／ａ
となり、前の場合の２倍である。ニードル閉止時に発生
した正弦波はｔ秒経過後に帰ってくるためニードルを開
放しようとする力が働き、高圧下でこの現象が発生した
場合は、第４図（ロ）のｑのように、ニードルが開き意
図しない噴射である不整噴射となる。不整噴射は周知の
ようにスモークや、出力制御性の不良や、騒音の原因と
なる。In addition, irregular injection can be prevented by suppressing pressure waves. That is, if there is no accumulator 91, the flow of fuel suddenly stops when the needle valve is closed, and a pressure wave is generated at the tip of the needle as shown in FIG. 4(A). At this time, the needle is closed and the pressure accumulator side is open, so the period of the pressure pulsation is t = (4j/a, which is twice the previous case. The sine wave generated when the needle is closed is t As the needle returns after seconds have elapsed, a force that tries to open the needle acts, and if this phenomenon occurs under high pressure, the needle opens and causes unintended injection, as shown in q in Figure 4 (b). As is well known, irregular injection causes smoke, poor output controllability, and noise.
実施例ではアキュムレータ９１を燃料噴射弁９の本体中
に設置しており、これは燃料噴射弁の取付形状を若干変
更するだけでよいことから、費用をかけることなく最大
の脈動低減効果を得ることができる。しかし、燃料噴射
弁と一体に構成する必要はなく、別設でも好い。In the embodiment, the accumulator 91 is installed in the main body of the fuel injection valve 9, and since this requires only a slight change in the mounting shape of the fuel injection valve, the maximum pulsation reduction effect can be obtained without incurring any cost. Can be done. However, it is not necessary to configure it integrally with the fuel injection valve, and it may be installed separately.
更に、アキュムレータ９１は各気筒毎に設置する必要は
なく、全気筒で共通させたり、または一部の気筒で共通
させたりすることもできる。Furthermore, the accumulator 91 does not need to be installed for each cylinder, and can be shared by all cylinders or by some cylinders.
この発明によれば、ポンプの直ぐ下流の第１の蓄圧室に
加えて燃料噴射弁に近接してアキュムレータ９１を設置
することにより、蓄圧室の容積をそれほど大きくするこ
となく圧力波を効果的に減衰することが可能であり、定
圧噴射を理想的に行うことができ、噴射率の制御性が高
まり、不整噴射を防止することができる。According to this invention, by installing the accumulator 91 close to the fuel injection valve in addition to the first pressure accumulation chamber immediately downstream of the pump, pressure waves can be effectively generated without increasing the volume of the pressure accumulation chamber. It is possible to attenuate, ideally perform constant pressure injection, improve controllability of injection rate, and prevent irregular injection.
第１図はこの発明の燃料噴射装置の樽成を示す図。
第２図から第４図は従来の燃料噴射装置における作動を
説明する図。
７・・・シリンダヘッド
９・・・燃料噴射弁
２８・・・ニードル
４０・・・燃料供給配管
４２・・・燃料ポンプ
４４・・・加圧ピン
４６・・・制御ロンド
ロ０・・・駆動装置
６４・・・ピエゾ圧電素子
８０・・・蓄圧室
９１・・・アキュムレータFIG. 1 is a diagram showing the barrel configuration of the fuel injection device of the present invention. FIGS. 2 to 4 are diagrams illustrating the operation of a conventional fuel injection device. 7... Cylinder head 9... Fuel injection valve 28... Needle 40... Fuel supply piping 42... Fuel pump 44... Pressure pin 46... Control cylinder 0... Drive device 64...Piezoelectric element 80...Accumulation chamber 91...Accumulator
Claims (1)
圧電素子からの制御油圧により開弁される燃料噴射弁と
を有した燃料噴射装置において、燃料ポンプに近接した
燃料供給配管に蓄圧室を設置し、燃料噴射弁のニードル
に近接した燃料配管にアキュムレータを設置したことを
特徴とする内燃機関の燃料噴射装置。In a fuel injection system that includes a fuel pump to generate a constant fuel pressure and a fuel injection valve that is opened by controlled hydraulic pressure from a piezoelectric element, a pressure accumulation chamber is installed in the fuel supply pipe close to the fuel pump. A fuel injection device for an internal combustion engine, characterized in that an accumulator is installed in a fuel pipe close to a needle of a fuel injection valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61135056A JP2550528B2 (en) | 1986-06-12 | 1986-06-12 | Fuel injection device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61135056A JP2550528B2 (en) | 1986-06-12 | 1986-06-12 | Fuel injection device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62291462A true JPS62291462A (en) | 1987-12-18 |
| JP2550528B2 JP2550528B2 (en) | 1996-11-06 |
Family
ID=15142873
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61135056A Expired - Lifetime JP2550528B2 (en) | 1986-06-12 | 1986-06-12 | Fuel injection device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2550528B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0836003A1 (en) * | 1996-10-11 | 1998-04-15 | IVECO FIAT S.p.A. | Fuel injector for a heat engine and a heat engine provided with such an injector |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19928906A1 (en) * | 1999-06-24 | 2001-01-11 | Bosch Gmbh Robert | Common rail injector |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5014929A (en) * | 1973-05-11 | 1975-02-17 | ||
| JPS51113029A (en) * | 1975-03-07 | 1976-10-05 | Cav Ltd | Apparatus for fuel supply under pressure of injectiction |
| JPS59115440A (en) * | 1982-12-22 | 1984-07-03 | Nippon Denso Co Ltd | Fuel injector for multicylinder internal-combustion engine |
| JPS60155774U (en) * | 1984-03-28 | 1985-10-17 | 株式会社小松製作所 | engine fuel injector |
| JPS61135055A (en) * | 1984-12-06 | 1986-06-23 | Matsushita Electric Ind Co Ltd | Manufacture of negative electrode for alkaline storage battery |
-
1986
- 1986-06-12 JP JP61135056A patent/JP2550528B2/en not_active Expired - Lifetime
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5014929A (en) * | 1973-05-11 | 1975-02-17 | ||
| JPS51113029A (en) * | 1975-03-07 | 1976-10-05 | Cav Ltd | Apparatus for fuel supply under pressure of injectiction |
| JPS59115440A (en) * | 1982-12-22 | 1984-07-03 | Nippon Denso Co Ltd | Fuel injector for multicylinder internal-combustion engine |
| JPS60155774U (en) * | 1984-03-28 | 1985-10-17 | 株式会社小松製作所 | engine fuel injector |
| JPS61135055A (en) * | 1984-12-06 | 1986-06-23 | Matsushita Electric Ind Co Ltd | Manufacture of negative electrode for alkaline storage battery |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0836003A1 (en) * | 1996-10-11 | 1998-04-15 | IVECO FIAT S.p.A. | Fuel injector for a heat engine and a heat engine provided with such an injector |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2550528B2 (en) | 1996-11-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |