US3667437A - Multiple plunger fuel injection pump - Google Patents

Multiple plunger fuel injection pump Download PDF

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Publication number
US3667437A
US3667437A US65202A US3667437DA US3667437A US 3667437 A US3667437 A US 3667437A US 65202 A US65202 A US 65202A US 3667437D A US3667437D A US 3667437DA US 3667437 A US3667437 A US 3667437A
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Prior art keywords
plunger
fuel injection
control
plungers
fuel
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Expired - Lifetime
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US65202A
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English (en)
Inventor
Alexander Dreisin
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Deutz Allis Corp
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Allis Chalmers Corp
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D1/00Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/10Transmission of control impulse to pump control, e.g. with power drive or power assistance mechanical
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20Varying fuel delivery in quantity or timing
    • F02M59/36Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/361Valves being actuated mechanically

Definitions

  • This invention relates to a fuel injection pump for an internal combustion engine and more particularly to a multiple plunger fuel injection pump with fuel injection timing and quantity control within the fuel injection pump responsive to engine speed and load conditions.
  • Multiple plunger fuel injection pumps which are used today on high speed Diesel engines generally have a fixed timing in relationship to the engine. Initiation of injection occurs after the closing of an intake port. In order to change timing of the pump it is required to dephase the pump camshaft in relation to the engine.
  • the camshaft sequentially drives the plungers in the multiple plunger fuel injection pump.
  • the dephasing of the pump is done usually by interposing a mechanical timing advance between the pump drive shaft of the engine and the injection pump camshaft.
  • the mechanical timing advance mechanism consists of centrifugal weights balanced by springs which change their position as a function of engine speed and transform this change into a dephasing between the pump camshaft and the pump drive shaft.
  • this invention provides a timing advance mechanism in the injection pump per se.
  • the mechanism can be substantially simplified over the conventional dephasing mechanism in the drive assembly.
  • the control rod connected to a plurality of control sleeves provides a means wherebythe timing and quantity control for fuel injection can be conveniently and simply controlled in response to movement of a control member on the governor of the engine.
  • the objects of this invention are accomplished by incorporating in a multiple plunger fuel injection pump a control sleeve operating with each plunger.
  • a control rod is connected to each of the control sleeves and is adapted for reciprocal and rotational movement to in turn provide reciprocal and rotating movement the control sleeves.
  • control member on a governor operates in response to the speed and a manual setting on the throttle shaft which in turn transmits a rotational and reciprocal movement to the control rod.
  • the control rod being connected to each control sleeve on the plurality of plungers operates to control the initiation and termination of fuel injection and also the duration of fuel injection to thereby control timing and quantity of fuel injection of the engine in response to the speed and load conditions.
  • FIG. 1 is a side elevation view with portions of a fuel pump cutaway to show related parts of the pump.
  • FIG. 2 is an end view of FIG. 1.
  • FIG. 3 is a cross section view taken on line Ill-III of FIG. 1.
  • FIG. 4 is a cross section view taken on line lV-IV of the FIG. 3.
  • FIG. 5 is a view of the plunger and control sleeve.
  • FIG. 6 is a plan view of FIG. 5 showing the plunger and control sleeve.
  • FIG. 7 is a modification of the plunger and control sleeve.
  • FIG. 8 is a plan view of the modification shown in FIG. 7.
  • FIG. 9 is a fragmentary view of the control rod and one of the control sleeves illustrating their operation in the fuel pump.
  • FIG. 10 is a cross section view of the governor connected to thecontrol rod. 7
  • FIG. 11 is a cross section view of the governor as viewed from the end of the control rod.
  • FIG. 1 illustrates a multiple plunger fuel injection pump having a plurality of cam operated pump assemblies 51, 52, 53, 54, and 56.
  • camshaft 57 includes a plurality of cams, of which cams 1 and g 58 are shown, which operate the pump assemblies 56 and 55 respectively.
  • the camshaft 57 is engine driven and directly connected to the engine 110.
  • FIG. 3 illustrates the cam follower 2 which is driven by the cam l on the camshaft 57.
  • the cam follower 2 includes a roller 59 supported in the follower sleeve 60.
  • the follower sleeve 60 receives the follower plate 4 which carries the plunger 3.
  • the follower sleeve 60 also carries the pin 61 which rides up and down in the slot 23 of the housing 63. Pin 61 maintains the alignment of the roller 59 on the cam 1.
  • the shoulder 64 on follower sleeve 60 supports the follower plate 4.
  • the follower plate 4 is formed with openings 65 and 66 to pennit the flow of fuel through the plate when the follower reciprocates.
  • Timing pin 6 locates the timing shim angularly in relation to the pump body as will be explained more fully later in the description.
  • the plunger 3 has a milled slot 108 in the bottom which straddles the timing shim 5 and it is therefore retained in an angularly controlled position in .relation to pump housing.
  • the plunger 3 has an axial drilled passage 7 communicating with a radial port 8.
  • the intermediate portion of the plunger is fitted within the control sleeve 9 which has a helical slot 10 on its inner periphery on the same side of the plunger as the radial port 8.
  • the control sleeve 9 has the cylindrical wall 11 extending upwardly.
  • a control finger 12 is rigidly connected with this cylindrical wall and is equippedwith a spherical end 68 which has a sliding fit in the cross drilled passage 13 located in the control rod 14.
  • the upper portion of the plunger 3 is fitted into the barrel 15.
  • the barrel 15 is threaded on the outer periphery and is held in delivery union 16 which also carries a delivery valve 17 and an outlet fitting I8.
  • the plunger spring 19 transmits a downward force through the lower spring seat 20 to the plunger retaining plate 21 which engages a peripheral recess 70 on the plunger 3.
  • the retaining plate 21 is formed with an opening 71 to facilitate assembly and to permit fuel to flow into the fuel supply chamber 72 surrounding the control sleeve 9.
  • Fuel from a supply pump passes through the opening 67 through slot 23 vertically upward into the supply chamber 72.
  • the camshaft compartment is also filled through the opening 67 which flows upwardly through the cam follower plate 4 and retainer plate 21. Excess fuel continues to flow upwardly through the chamber 72 and outlet opening 35 and returns through a pressure relief valve to the fuel tank.
  • Barrel l5 and plunger 3 form the fuel injection chamber 24 which discharges pressurized fuel through the delivery valve 17.
  • the delivery valve 17 is in communication with the fitting 18 which is adapted for connection to a combustion chamber of an internal combustion engine.
  • a calibration means to accommodate vertical tolerances is provided as shown in FIGS. 1, 3 and 4.
  • the calibration screw 32 has an eccentric timing pin 6 received in the fork timing strip 5.
  • Timing stripS is received within a slot 108 in the lower end of the plunger 3.
  • the timing strip 5 will be manufactured in varying thicknesses and can be inserted through the window 31 to make the proper calibration setting for each individual pump assembly.
  • the O-ring 33 seals the calibration screw.
  • the pump cover 34 covers the timing window 31 and at the same time will prevent unauthorized interference with the adjustment screw 32.
  • FIG. 5 illustrates the control sleeve 9 on the plunger 3.
  • FIG. 6 also illustrates a plan view of the control sleeve 9.
  • the passage 7 extends upwardly through a portion of the plunger 3 and is connected to the radial port 8 which extends to the outer periphery of the plunger 3.
  • the sleeve 9 is shown with a helical slot 10 cut on its inner periphery forming an edge 26 which passes overthe radial port 8 as the plunger is moved upwardly.
  • FIGS. 7 and 8 show a modified control sleeve 109 on the modified plunger 103.
  • the axial passage 7 is connected to the radial port 8 as shown.
  • a recess 171 is formed in the plunger 103 having a triangular configuration as shown in FIG. 7.
  • the edge 28 of the recess 171 comes'in to register with the lower edge 122 of the control sleeve 109 to initiate fuel injection.
  • the triangular recess forms a helical edge 29 which subsequently comes in communication with the radial opening 30 in a controlsleeve 109 as the plunger is moved upwardly to terminate injection.
  • metering edges 28 and 29 and recess 171 could be inverted from that shown in FIGS. 7 and 8 whereby the registry of helical edge 29 and passage 8 control initiation of injection. The beginning of the efiective stroke with a constant port closing is shown.
  • a control rod 14 controls a plurality of control sleeves such as control sleeve 9 on mating plungers such as plunger 3.
  • Each control sleeve is connected to the control rod 14 by a stem 12 received in an opening 13 and forms a spherical head 68 as shown in FIG. 3.
  • the control rod reciprocates to rotate the control sleeve and thereby increase or decrease the fuel quantity of injection per stroke.
  • the control rod 14 also rotates in response to engine speed causing a lifting and lowering of the control sleeve which in turn produces a change in the timing of fuel injection.
  • This movement of the control rod 14 is accomplished with a conventional speed responsive mechanism such as an engine governor.
  • the function of the governor and its control of the control rod 14 is shown in FIGS.
  • the control rod 14 is connected to the control sleeve 9 as shown in FIG. 9.
  • the control rod 14 is connected to the governor plate 74 which carries the control finger 75 extending axially in parallel with the control rod 14 to control fuel quantity.
  • the timing finger 76 extends from the governor plate 74 and is adapted for rotating of the control rod 14 about its axis to control timing of injection.
  • a governor is shown connected to the governor plate 74 through the control finger 75 and the timing pin 76.
  • the governor plate 74, timing pin 76 and control finger 75 are rigidly fastened to the control rod 14 to transmit rotary motion produced by a slotted plate 77 and transmit axial motion produced by motion of the governor yoke assembly to the control finger 75 and the control rod 14.
  • the timing of fuel injection is contolled by a rotary motion generated by the centrifugal governor 78.
  • the screw 79 is rigidly fixed to the governor housing 80 and engages an angled slot 81 in the slotted plate 77.
  • a rotary motion is imposed on a slotted plate 77 as it moves axially responsive to speed changes.
  • the timing fork 83 is rigidly fixed to the slotted plate 77.
  • the timing fork 83 transmits a rotating force to the timing pin 76 which inturn is transmitted through the governor plate 74 to the control rod 14 producing a vertical displacement of the control sleeve 9.
  • An angular displacement of the slotted plate 77 is a function of the axial displacement of the slotted plate 77 and the angle ofthe slot 81.
  • the fly weights 84 are driven by shaft 85 which is connected to the engine.
  • the shaft 85 carries the bracket 86 for pivoting the weights 84.
  • a centrifugal force is generated tending to accelerate them radially.
  • This force is transmitted through the fly weight fingers and thrust bearing 87 to the shifter sleeve 88 and the slotted plate 77.
  • the impending motion of the shifter sleeve 88 and slotted plate 77 is opposed by the spring force of the springs 89 and 90 which creates an equilibrium position of the shifter sleeve 88 solely a function of governor speed or engine speed.
  • the timing fork 83 transmits a signal of the axial position of the shifter 88 to the slotted plate 77 to the timing pin 76, causing the control rod 14 to rotate and to move the control sleeve 9 vertically.
  • the slotted plate 77 and the shifter 88 are rigidly fastened together and moves the unit axially and angularly. As the speed increases the shifter sleeve 88 moves axially toward the spring 89 and 90 until a new position of equilibrium is reached. This axial movement of the shifter 88 and the slotted plate 77 in cooperation with the screw 79 and the angled slot will cause further rotation of the slotted plate 77 and the timing fork 83. This rotation is transmitted by the timing pin 76 through the governor plate 74 and control rod 14. The control rod 14 moves the control sleeve 20 thus lowering the control sleeve. Port closing or beginning of the injection will occur earlier in the cycle as the speed increases.
  • the speed setting of the internal combustion engine is controlled through a throttle shaft 91 which is manually con trolled. Once the throttle shaft 91 is set the centrifical governor will substantially maintain the speed setting of the throttle control.
  • the throttle shaft 91 is mounted on the governor housing 80.
  • the governor yoke assembly comprises a torque link 93 and a yoke 94 rotatably hinged on a pin 95.
  • a spring 96 is compressibly positioned etween the sleeve 181 carried on housing 180 and the governor plate 74. This spring biases the control finger 75 to an engagement position It the torque plate 97 to maintain the torque plate in contacting position with the shaft and yoke 94. The force of the spring will bias the governor yoke 94 to engage the shaft 95 and cause the torque plate 97 and yoke 94 and torque link 93 to initially rotate as a unit about the pin 98.
  • the shifter pin 99 engages the lower end of the governor yoke 94 and transmits an axial motion of the shifter sleeve 88 and slotted plate 77 to the governor assembly.
  • rotation of the throttle shaft 91 will displace the pin 98. This will force the governor yoke assembly to rotate about the shifter pin 99.
  • the torque plate 97 on the upper end of the governor yoke 93 transmits the rotational movement to cause in the control finger 75 an axial movement which will rotate the control sleeve 9 so the required amount of fuel may be delivered to the engine.
  • the torque plate 97 is retained on the governor yoke 94 by the pin 95.
  • the spring 96 biases the torque plate 97 to an engagement position with the pin 95 and yoke 94.
  • This arrange ment provides for a degree of governor yoke rotation relative to the link 93 which is limited by the clearance between the torque adjusting screw 101 on the torque link 93. This rotation occurs when the yoke rotates aboutthe fuel stop adjusting screw 102 on the fuel stop lever 103 which is pivotally supported on the shaft 104 and mounted in housing 80.
  • the injection pump operates as follows. Fuel under pressure from supply pump 125 enters the injection pump housing 63 through the opening 67. As fuel is supplied to the fuel injection pump assembly, it is permitted to flow upwardly through the cam follower 2 and slot 23 as well as the radial port 8 and the axial passage 7 to the fuel injection pump chamber 24, when the plunger is at the bottom of the stroke. As the cam l rotates the plunger begins to lift until the port 8 is closed by the lower edge 22 of the control sleeve 9. As the plunger continues to rise, it compresses the fuel into the pumping chamber 24. Fuel pressure opens delivery valve 17 and the fuel then passes into the outlet connector 18 and from there through a high pressure line, and a fuel injection nozzle to the combustion chamber.
  • the first motion is up and down. This motion can be induced by rotation of the control rod in a clockwise or counterclockwise direction. This motion will move the outside edge of the passage 13. up and down and this movement is transmitted to the control sleeve 9 by the finger 12.
  • the control sleeve 9 is lifted closing of port 8 will occur later. Injection will be retarded without affecting the output quantity. Lowering of the control sleeve will effect closing of the radial port 8 and will advance injection.
  • the second mode of control occurs when the rod is moved axially back and forth. This does not affect the port closing or the injection timing, however, it changes the effective stroke by moving the helical slot 10 away or toward the port 8. Moving it toward port 8 will decrease the effective stroke because the upper edge of the port 8 will meet edge 26 sooner decreasing the delivery quantity ofthe pump.
  • FIGS. 7 and 8 An alternative arrangement is shown in FIGS. 7 and 8.
  • the helical recess of essentially a triangular shape is produced on the circumference of the plunger 103.
  • the recess has a predetermined depth.
  • the recess communicates with the axial passage 7 through the radial port 8 but the metering and timing are now controlled by the edges of the triangular cutout on the plunger as follows.
  • edge 28 of the recess on the plunger registers with the lower edge 122 of the control sleeve 109 effecting the port closing.
  • the metering edge can also be reversed and positioned upside down in both arrangements so that instead of having a constant port closing for begining of injection with the variable port opening for ending of the injection the metering element could be so arranged as to result in a variable beginning of fuel injection and a constant time of ending or termination of fuel injection.
  • the quantity delivered by each element will be adjusted by means of the calibration screw 32 which is equipped on its lower end with the timing pin 6 arranged eccentrically to its threaded portion.
  • An O-ring 33 located below the thread of the adjusting screw seals the interior of the pump against fuel leakage past the adjusting screw 32.
  • the lower end of the timing pin 6 registers with the forked end of the timing strip 5. Rotating of the adjusting screw in the clockwise or counterclockwise direction will rotate the plungerslightly in relation to the pump housing and in relation to the control sleeve which will alter the delivery of this particular element. This adjustment is used to equalize the delivery of all pump elements.
  • the metering and timing arrangement built into the control sleeve allows fuel injection to advance and retard with a very small force by rotating of the control lever.
  • Both the timing and metering movements of the control rod can be introduced by a single centrifugal governor in a manner similar to the one which has been described in the above description.
  • the manner in which the fuel quantity can be equalized and the timing can be made uniform is also incorporated in this invention.
  • the automatic timing advance is built into the pump assembly which provides a compact fuel pump mechanism which can be contained with the normal in line pump and governor assembly package of a Diesel engine.
  • a multiple plunger fuel injection pump for an internal combustion engine comprising, a pump housing means defining a plurality of bores, a plunger received in each of the bores and defining a fuel injection pumping chamber and a fuel supply chamber in each of said bores, a delivery valve in communication with each of said fuel injection pumping chambers, each of said plungers defining passage means selectively communicating between said injection pumping chamber and said supply chamber for supplying fuel to said injection pumping chamber, means sequentially reciprocating each of said plungers for discharge of fuel from said fuel injection pumping chamber through said delivery valve, a control sleeve mounted for reciprocal and rotational movement about each of said plungers and defining port means with said plunger for controlling the closing and opening of said passage means in said plunger between the supply chamber and the fuel injection pumping chamber, lever means connected to said plunger for rotating said plunger in said housing means to calibrate one of said plungers relative to remaining plungers, a speed responsive device adapted for connection to an engine including a control member moving in response to engine
  • a multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said means sequentially reciprocating said plungers comprises a cam, a cam follower connected to each of said plungers to operate said plungers in response to operation of said cam, said lever means defines a shim removably positioned between said plunger and said follower, a window for selectively positioning said shim of predetermined thickness between said plunger and said follower when said window is open.
  • a multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said means sequentially reciprocating each of said plungers includes, a cam, a cam follower operated by said cam, said lever means defining calibration shim removably positioned between said plunger and said cam follower to thereby provide a means of selectively controlling the high and low position of each of said plungers in response to rise and fall of said cam follower.
  • a multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said plunger and control sleeve define a spill slot means having a diagonal edge, said lever means connected to said plunger for rotating said plunger on its axis relative to said sleeve for selectively and alternatively increasing and decreasing quantity offuel injection, an adjusting screw means mounted in said housing connected to said lever means to thereby adjustably rotate said plunger relative to said control sleeve to vary fuel quantity'injection.
  • a multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said speed responsive device includes said member rotatably and axially movable relative to said housing means, a timing mechanism including a control rod in said means connecting said control member with each of said control sleeves providing axial movement of said control sleeves for timing control, means for transmitting axial movement from said control member to said control rod to rotatably move said control sleeves for fuel quantity control, said lever means connected to said plunger providing timing calibration by its selective thickness and quantity calibration through plunger rotation by said lever means.
  • each of said plungers and control sleeves define a diagonal spill slot and port means whereby rotational movement of said control sleeve varies fuel injection quantity
  • said means reciprocating said plungers including a cam and a cam follower
  • said lever means defining a shim removably positioned between said plunger and said cam follower to control the extreme reciprocal positions of said plungers in response to rise and fall of said cam follower
  • said lever means operating to selectively rotate said plunger relative to said control sleeve to thereby increase or decrease quantity of fuel injection of the adjusted plunger with relation to remaining multiplungers at said pump.
  • each of said plungers define a spill port in said passage means
  • each of said control sleeves define a diagonal slot on their internal periphery for spilling high pressure fluid from said fuel injection pumping chamber through said spill port for termination of fuel injection
  • said means reciprocating said plunger including means selectively receiving said lever means of desired thickness for calibration of timing.
  • a multiple fuel injection pump for an internal combustion engine as set forth in claim 1 wherein the end of said plunger includes slot means for receiving said lever means to thereby selectively control the plunger position axially and angularly relative to its mating control sleeve for calibration of said plunger.
  • a multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 7 including means defining a window for removably positioning said lever means for rotating said plunger in said housing means, an adjusting screw pivoting said lever means to calibrate said plungers relative to the remaining plungers, a cover removably positioned over said adjusting screw and said window.
  • a multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 including an adjusting screw for pivoting said lever means and rotating said plunger, a cover removably positioned over said adjusting screw.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
US65202A 1970-08-19 1970-08-19 Multiple plunger fuel injection pump Expired - Lifetime US3667437A (en)

Applications Claiming Priority (1)

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US6520270A 1970-08-19 1970-08-19

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US3667437A true US3667437A (en) 1972-06-06

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US65202A Expired - Lifetime US3667437A (en) 1970-08-19 1970-08-19 Multiple plunger fuel injection pump

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US (1) US3667437A (OSRAM)
JP (1) JPS513847B1 (OSRAM)
CA (1) CA950780A (OSRAM)
DE (1) DE2141206A1 (OSRAM)
FR (1) FR2104485A5 (OSRAM)
GB (1) GB1320610A (OSRAM)

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US3714936A (en) * 1971-09-16 1973-02-06 Allis Chalmers Multiple plunger fuel control linkage
US3714935A (en) * 1971-09-15 1973-02-06 Allis Chalmers Multiple plunger fuel injection pump
US3759236A (en) * 1970-10-03 1973-09-18 Bosch Gmbh Robert Centrifugal governor for regulating the rpm of internal combustion engines
US3768929A (en) * 1970-05-02 1973-10-30 Cav Ltd Liquid fuel injection pumping apparatus
US3815563A (en) * 1971-11-24 1974-06-11 E Stinsa Fuel injection system for multiple cylinder internal combustion engine
US3847126A (en) * 1973-10-01 1974-11-12 Allis Chalmers Injection timing modulator
US3908624A (en) * 1970-03-23 1975-09-30 Mitsubishi Heavy Ind Ltd Internal combustion engine
US3963014A (en) * 1973-10-02 1976-06-15 Robert Bosch G.M.B.H. Fuel injection pump for internal combustion engines
US3989021A (en) * 1974-03-22 1976-11-02 Diesel Kiki Co., Ltd. Dash pot arrangement for distribution type fuel injection pump cut off barrel
US4069799A (en) * 1974-06-20 1978-01-24 Warszawskie Zaklady Mechaniczne "Deltawzm" Injection pump
US4146178A (en) * 1977-05-18 1979-03-27 Caterpillar Tractor Co. Unit fuel injector
US4271805A (en) * 1977-12-29 1981-06-09 Diesel Kiki Co., Ltd. Fuel injection pump
US4423715A (en) 1980-06-27 1984-01-03 Institut Francais Du Petrole Fuel pump-injector unitary assembly for internal combustion engine
US4512305A (en) * 1982-10-11 1985-04-23 Same S.P.A. Delivery-regulation unit for in-line injection pumps
US4527962A (en) * 1983-11-04 1985-07-09 Robert Bosch Gmbh Multi-cylinder fuel injection pump for internal combustion engines
EP0150343A1 (de) * 1983-12-12 1985-08-07 Robert Bosch Gmbh Kraftstoffeinspritzpumpe für Brennkraftmaschinen
WO1987005664A1 (fr) * 1986-03-22 1987-09-24 Robert Bosch Gmbh Pompe a injection de carburant pour moteurs a combustion interne
US4705005A (en) * 1984-12-24 1987-11-10 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4737085A (en) * 1985-06-22 1988-04-12 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4770149A (en) * 1985-12-27 1988-09-13 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4836170A (en) * 1986-10-31 1989-06-06 Robert Bosch Gmbh Fuel injection pump for an internal combustion engine
US20030070471A1 (en) * 2001-10-15 2003-04-17 Manfred Bodenmueller Method and apparatus for the automatic setting of injectors
DE3546930C2 (de) * 1984-05-08 2003-10-30 Bosch Automotive Systems Corp Brennstoff-Einspritzpumpe
WO2003081014A3 (en) * 2002-03-19 2003-12-04 Stanadyne Corp System for calibrating an integrated injection nozzle and injection pump
US20080142674A1 (en) * 2006-12-14 2008-06-19 Dang Thang Q Mounting bracket for a pump
US20170037836A1 (en) * 2015-08-06 2017-02-09 Caterpillar Inc. Cryogenic Pump for Liquefied Natural Gas
US20170058878A1 (en) * 2015-08-24 2017-03-02 Caterpillar Inc. Hydraulic Drive System for Cryogenic Pump
US20240247629A1 (en) * 2021-07-06 2024-07-25 Mitsubishi Heavy Industries Engine & Turbocharger, Ltd. Fuel pump

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JPS5524371Y2 (OSRAM) * 1975-12-13 1980-06-11
JPS5743098Y2 (OSRAM) * 1981-03-23 1982-09-22
JPS56163664U (OSRAM) * 1981-03-23 1981-12-04
JPS56163659U (OSRAM) * 1981-03-23 1981-12-04
JPS5743099Y2 (OSRAM) * 1981-03-23 1982-09-22
JPS56163663U (OSRAM) * 1981-03-23 1981-12-04
JPS56163662U (OSRAM) * 1981-03-23 1981-12-04
JPS56163665U (OSRAM) * 1981-03-23 1981-12-04
DE4041656A1 (de) * 1990-12-22 1992-07-02 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
JP6406195B2 (ja) * 2015-09-18 2018-10-17 株式会社デンソー ポンプ

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US2118578A (en) * 1934-08-16 1938-05-24 Automotive Prod Co Ltd Fuel injection pump
US2813523A (en) * 1953-10-29 1957-11-19 Bosch Arma Corp Fuel injection pump
US2975776A (en) * 1958-03-20 1961-03-21 Cav Ltd Liquid fuel pumps of rinternal combustion engines
US3421486A (en) * 1967-04-10 1969-01-14 Allis Chalmers Mfg Co Fuel injection control

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US3908624A (en) * 1970-03-23 1975-09-30 Mitsubishi Heavy Ind Ltd Internal combustion engine
US3768929A (en) * 1970-05-02 1973-10-30 Cav Ltd Liquid fuel injection pumping apparatus
US3759236A (en) * 1970-10-03 1973-09-18 Bosch Gmbh Robert Centrifugal governor for regulating the rpm of internal combustion engines
US3714935A (en) * 1971-09-15 1973-02-06 Allis Chalmers Multiple plunger fuel injection pump
US3714936A (en) * 1971-09-16 1973-02-06 Allis Chalmers Multiple plunger fuel control linkage
US3815563A (en) * 1971-11-24 1974-06-11 E Stinsa Fuel injection system for multiple cylinder internal combustion engine
US3847126A (en) * 1973-10-01 1974-11-12 Allis Chalmers Injection timing modulator
US3963014A (en) * 1973-10-02 1976-06-15 Robert Bosch G.M.B.H. Fuel injection pump for internal combustion engines
US3989021A (en) * 1974-03-22 1976-11-02 Diesel Kiki Co., Ltd. Dash pot arrangement for distribution type fuel injection pump cut off barrel
US4069799A (en) * 1974-06-20 1978-01-24 Warszawskie Zaklady Mechaniczne "Deltawzm" Injection pump
US4146178A (en) * 1977-05-18 1979-03-27 Caterpillar Tractor Co. Unit fuel injector
US4271805A (en) * 1977-12-29 1981-06-09 Diesel Kiki Co., Ltd. Fuel injection pump
US4423715A (en) 1980-06-27 1984-01-03 Institut Francais Du Petrole Fuel pump-injector unitary assembly for internal combustion engine
US4512305A (en) * 1982-10-11 1985-04-23 Same S.P.A. Delivery-regulation unit for in-line injection pumps
US4527962A (en) * 1983-11-04 1985-07-09 Robert Bosch Gmbh Multi-cylinder fuel injection pump for internal combustion engines
EP0150343A1 (de) * 1983-12-12 1985-08-07 Robert Bosch Gmbh Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE3546930C2 (de) * 1984-05-08 2003-10-30 Bosch Automotive Systems Corp Brennstoff-Einspritzpumpe
US4705005A (en) * 1984-12-24 1987-11-10 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
EP0185915A3 (de) * 1984-12-24 1988-01-07 Robert Bosch Gmbh Kraftstoffeinspritzpumpe für Brennkraftmaschinen
US4738601A (en) * 1985-06-22 1988-04-19 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4737085A (en) * 1985-06-22 1988-04-12 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4770149A (en) * 1985-12-27 1988-09-13 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
WO1987005664A1 (fr) * 1986-03-22 1987-09-24 Robert Bosch Gmbh Pompe a injection de carburant pour moteurs a combustion interne
US4836170A (en) * 1986-10-31 1989-06-06 Robert Bosch Gmbh Fuel injection pump for an internal combustion engine
US6823712B2 (en) 2001-10-15 2004-11-30 Rohwedder Microtech Gmbh & Co. Kg. Method and apparatus for the automatic setting of injectors
US20030070471A1 (en) * 2001-10-15 2003-04-17 Manfred Bodenmueller Method and apparatus for the automatic setting of injectors
US6668615B2 (en) * 2001-10-15 2003-12-30 Rohwedder Microtech Gmbh & Co. Kg Method and apparatus for the automatic setting of injectors
US20040089052A1 (en) * 2001-10-15 2004-05-13 Manfred Bodenmueller Method and apparatus for the automatic setting of injectors
US7089789B2 (en) * 2002-03-19 2006-08-15 Stanadyne Corporation System for calibrating an integrated injection nozzle and injection pump
US20050150271A1 (en) * 2002-03-19 2005-07-14 Klopfer Kenneth H. System for calibrating an integrated injection nozzle and injection pump
WO2003081014A3 (en) * 2002-03-19 2003-12-04 Stanadyne Corp System for calibrating an integrated injection nozzle and injection pump
EP1488092A4 (en) * 2002-03-19 2007-10-03 Stanadyne Corp SYSTEM FOR CALIBRATING AN INTEGRATED INJECTION NOZZLE AND INJECTION PUMP
US8714501B2 (en) 2006-12-14 2014-05-06 Xylem Ip Holdings Llc Mounting bracket for a pump
US20110017900A1 (en) * 2006-12-14 2011-01-27 Itt Manufacturing Enterprises, Inc. Mounting bracket for a pump
US8172190B2 (en) 2006-12-14 2012-05-08 Xylem IP Holdings LLC. Pump mounting bracket having stationary and flexible hooks inwardly extending towards one another
US20080142674A1 (en) * 2006-12-14 2008-06-19 Dang Thang Q Mounting bracket for a pump
US20170037836A1 (en) * 2015-08-06 2017-02-09 Caterpillar Inc. Cryogenic Pump for Liquefied Natural Gas
US10024311B2 (en) * 2015-08-06 2018-07-17 Caterpillar Inc. Cryogenic pump for liquefied natural gas
US20170058878A1 (en) * 2015-08-24 2017-03-02 Caterpillar Inc. Hydraulic Drive System for Cryogenic Pump
US9915250B2 (en) * 2015-08-24 2018-03-13 Caterpillar Inc. Hydraulic drive system for cryogenic pump
US20240247629A1 (en) * 2021-07-06 2024-07-25 Mitsubishi Heavy Industries Engine & Turbocharger, Ltd. Fuel pump
US12372051B2 (en) * 2021-07-06 2025-07-29 Mitsubishi Heavy Industries Engine Turbocharger, Ltd. Fuel pump

Also Published As

Publication number Publication date
GB1320610A (en) 1973-06-20
CA950780A (en) 1974-07-09
JPS513847B1 (OSRAM) 1976-02-06
DE2141206A1 (de) 1972-02-24
FR2104485A5 (OSRAM) 1972-04-14

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