US3690768A - Diesel fuel injection system with improved starting performance - Google Patents

Diesel fuel injection system with improved starting performance Download PDF

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Publication number
US3690768A
US3690768A US882829A US3690768DA US3690768A US 3690768 A US3690768 A US 3690768A US 882829 A US882829 A US 882829A US 3690768D A US3690768D A US 3690768DA US 3690768 A US3690768 A US 3690768A
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Prior art keywords
plunger
fuel
port
barrel
fuel injection
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Expired - Lifetime
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US882829A
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English (en)
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Shigeo Nagasawa
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Mitsubishi Motors Corp
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Mitsubishi Motors Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/001—Arrangements thereof
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/06—Pumps peculiar thereto
    • F02M45/063—Delivery stroke of piston being divided into two or more parts, e.g. by using specially shaped cams
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/38—Pumps characterised by adaptations to special uses or conditions
    • F02M59/42—Pumps characterised by adaptations to special uses or conditions for starting of engines
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, 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
    • F02M59/447—Details, 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 means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2760/00—Control of valve gear to facilitate reversing, starting, braking of four stroke engines
    • F01L2760/007—Control of valve gear to facilitate reversing, starting, braking of four stroke engines for starting two stroke engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • a fuel injection system for a diesel engine has a plunger barrel with a fuel intake port and a plunger slidable axially in the barrel.
  • a plunger operating cam has a pair of lobes for operating the plunger.
  • the cam advances the plunger to a first position blocking the port to inject fuel, after which the plunger retracts.
  • the cam advances the plunger further to a second position to block the port to inject fuel.
  • a switching device is effective to rotate the plunger between a starting position and a running position. In the starting position, the peripheral surface of the plunger blocks the port during the two fuel injection strokes of the plunger and, in the running position, the plunger is rotated to a position where its peripheral surface blocks the port only upon the further advance of the plunger to the second position.
  • the invention improvement comprises at least one fuel passage in the plunger connect ing the peripheral surface to the inner en face of the plunger and communicating with a by-pass fuel intake port in the barrel, only during starting of the engine, and in the second plunger position.
  • the by-pass fuel intake port is spaced angularly from the main fuel intake port.
  • FIG. 4 Sheets-Sheet 2 (Prior Ari)
  • Sheets-Sheet 5 Com lift ⁇ 3 First step upon running Second step upon starting El First step Cum angle upon 22 23 stortmg 2L Z4a 22 t Ila f22- zg -24 24 2 '23 ll 2 j u u 22 724 ,24 22 Q 3 22b 3 I 1. f2 Uz 23 FIG 9A I Fl B INVESTOR.
  • the air in a cylinder chamber cannot obtain a sufficiently high temperature even though the air is compressed. Consequently, the ignition lag is extended and, during the injection period of several degrees before the upper dead point in the compression stroke, the time in which the fuel droplet makes contact with the high temperature air, within the compression chamber, is shortened. Thus, ignition of the fuel droplet becomes very difficult.
  • an auxiliary fuel injection is performed at the beginning of the compression stroke.
  • the overall weight of injection of the fuel is substantially constant either upon starting or upon running.
  • the object of this type of diesel engine is to enhance the efficiency of the engine by improving the combustion conditions of the fuel, and also to facilitate control of the operation.
  • This invention relates to fuel injection systems for diesel engines, and, more particularly, to an improved fuel injection system for a diesel engine greatly enhancing the starting performance under low temperature conditions.
  • the invention is directed to an improvement upon the type of diesel engine fuel injection system mentioned above and involving auxiliary injection of fuel during starting.
  • a plunger barrel has a fuel intake port and a plunger is slidable axially in the barrel.
  • a cam operates the plunger and has cam lobes peripherally spaced in such a manner that, after the plunger has been advanced, during the intake stroke or the compression stroke, to a first position, and retracted, the plunger, at the end of the compression stroke, is advanced further to a second position.
  • a switching device is operable to rotate the plunger through substantially 180 between a starting position and a running position.
  • the fuel intake port is blocked by the plunger peripheral surface so as to carry out two fuel injection strokes during the movement of the plunger to the first position and to the second position, respectively.
  • the plunger is rotated to a position in which the fuel intake port is blocked by the plunger peripheral surface, to effect fuel injection, only when the plunger is moved to the second position.
  • a flow passage is provided in the plunger, connecting the peripheral surface of the plunger with its inner end face within the barrel, and a by-pass fuel intake port is provided in the barrel and spaced angularly form the main fuel intake port.
  • the flow passage communicates with the by-pass fuel intake port when the plunger is advanced to the mentioned second position.
  • the plunger is rotated to a position in which the flow passage can no longer communicate with the by-pass fuel intake port.
  • the invention arrangement has the advantage that, even if the atmospheric temperature is too low for the intake air to obtain a sufficiently high temperature, by setting the switching device at the starting position, the fuel is mixed uniformly with the intake air for a long time and then heated up in the first step of auxiliary fuel injection, so that the ignition lag is reduced to an extent that ignition occurs with certainty.
  • the torque necessary for rotating the engine can be produced in the second step of auxiliary fuel injection.
  • fuel injection is performed only upon movement of the plunger to the second position, by switching the control or switching device to the running position.
  • the rate of fuel injection, during running may be substantially reduced with respect to the rate of fuel injection during the starting, thus preventing a reduction in thermal efficiency.
  • the inner space of the barrel is connected to the by-pass fuel intake port, only in the starting position of the plunger, between the time the plunger attains its first position and the time the plunger attains its second position.
  • the time of commencement of fuel injection may be arbitrarily adjusted, as well as the quantity of injection in the second step, by appropriately delaying the time at which the by-pass fuel intake port is blocked by the plunger peripheral surface, and without changing the contour of the cam.
  • An object of the invention is to provide an improved fuel injection system for diesel engines.
  • Another object of the invention is to provide such a fuel injection system for diesel engines in which the starting operation is greatly improved.
  • a further object of the invention is to provide such an improved fuel injection system for diesel engines in which the rate of fuel injection, during running of the engine, may be substantially reduced with respect to the rate of fuel injection during starting of the engine, preventing any reduction in thermal efficiency.
  • Another object of the invention is to provide such a fuel injection system for diesel engines in which the time of commencement of fuel injection, as well as the amount of fuel injection in the second auxiliary injection step, may be arbitrarily adjusted without varying the contour of a plunger operating cam or without changing the plunger operating cam.
  • FIG. 1 is a somewhat schematic longitudinal cross section view of a prior art fuel injection system for a diesel engine
  • FIG. 2 is a view similar to FIG. 1 but illustrating a different form of prior art fuel injection system
  • FIG. 3 is a partial side elevational view taken along the line IIIIII of FIG. 2, looking in the direction of the arrow;
  • FIG. 4 is a longitudinal sectional view, to a larger scale, of a principal part of FIG. 2;
  • FIG. 5 is a schematic diagrammatic view of the fuel injection system shown in FIG. 2;
  • FIG. 6 is a graphical illustration of the relation between the cam lift and the plunger upon starting and running respectively, of the system shown in FIG. 2;
  • FIG. 7 is a graphical illustration of the operating principle of the fuel injection system shown in FIG. 2;
  • FIG. 8 is a schematic diagrammatic view of one embodiment of fuel injection system, for a diesel engine, in accordance with the invention.
  • FIG. 9A is a somewhat graphical illustration of the relation between the cam lift and the plunger, upon starting and running, respectively, of the embodiment of the invention shown in FIG. 8;
  • FIG. 93 illustrates, in correlation with FIG. 9A, the respective angular positions of the plunger during starting and during running;
  • FIG. 10 is a schematic sectional view of the principal part of another embodiment of the invention.
  • FIG. 11A is an axial sectional view illustrating a modified form of the invention.
  • FIG. 1 1B is a diarnetric sectional view corresponding to FIG. 1 1A;
  • FIGS. 12A and 13A are views, similar to FIG. 10, illustrating a further modification of the invention.
  • FIGS. 12B and 13B are views, similar to FIG. 9B, but related to FIGS. 12A and 13A, respectively.
  • a main chamber 1 has a piston 2 reciprocable therein, and main chamber 1 communicates with auxiliary chamber 4 through a port of aperture 3.
  • a nozzle 6 provided with a nozzle needle valve 5 is mounted on auxiliary chamber 4, and a fuel injection pump body 8 is connected to nozzle 6 through tubing 7.
  • plunger 12 In fuel injection pump body 8, there is slidably fitted, for axial reciprocation, a plunger 12 provided with a notched step portion 11, plunger 12 being mounted beneath a delivery valve holder 10 having a delivery valve 9. Plunger 12 is arranged to be driven axially of body 8 by means of a cam 13 which is rotated in synchronism with the rotation of the diesel engine.
  • a rack 14 meshes with teeth (not shown) on the outer periphery of plunger 12, and rack 14 is coupled to one end 15b of a fork lever 15 which is pivotally supported approximately at its center portion 15a.
  • the other end of fork lever 15 is in abutment with a sliding shaft 16a of an adjusting mechanism 16.
  • An arm 15d extends from center portion 15a of fork lever 15, and is coupled to an adjustment knob or lever 18 through a spring 17.
  • fuel injection pump body 8 is provided with a start button 19. 22 is a main fuel intake port provided on plunger barrel 8a within pump body 8.
  • cam 13 is rotated counter-clockwise as viewed in FIGS. 2 and 3.
  • Plunger 12 is displaced by a first cam lobe 13a from a lift 1 shown in the left half portion of the upper section of FIG. 6, to another lift 1 shown in the right half portion of the upper section in FIG. 6.
  • fuel intake port 22 is blocked by upper portion or projection 1 1a of the inner end face 11 of plunger 12.
  • a first fuel injection step is carried out to inject substantially one-half of the total amount of fuel to be injected.
  • the timing for raising plunger 12 by means of the first cam mold 13a is set at the end of the intake stroke or at the beginning of the compression stroke. Therefore, the fuel injected into auxiliary chamber 4 by the first fuel injection step flows into main chamber 1 through port or aperture 3. During the compression stroke, this fuel is sufficiently mixed with the intake air and is heated to a high temperature.
  • first cam lobe 13a passes by the lower end of plunger 12, plunger 12 is lowered for a time to interrupt the fuel injection. Thereafter, a second cam lobe 13b comes into contact with the lower end of plunger 12 to raise plunger 12 and, upon arrival of the plunger at lift 1 a second step of the fuel injection is begun. Meanwhile, the temperature tm, shown in FIG. 7, of the mixture gas consisting of the mixed air and fuel within main chamber ll becomes higher than the temperature tp within auxiliary chamber 4. Thus, gas within main chamber I is more easily ignited than within auxiliary chamber 4.
  • the fuel injected in the second step also flows, at least partially, into main chamber 1 in the period when the speed of the current through aperture 3 is reduced, the fuel flowing through aperture 3 burning with the mixture gas so that the explosion force necessary for starting may be obtained and thus the engine may be started very easily.
  • sliding shaft 16a slides in the direction of the arrow in FIG. 5, under the influence of centrifugal force of a weight 16b of adjusting mechanism 16.
  • rack 14 is moved, through fork lever so that plunger 12 is turned through 180 and the lower portion 11b of the notched inner end face of plunger 12 is opposite fuel intake port 22.
  • the amount of fuel injected in the first step during starting can be set at 25-75 percent of the total fuel injection amount, and the total fuel injection amount, during starting, can be set at 150-300 percent of the total fuel injection amount for the maximum output upon running.
  • the known fuel injection system shown in FIGS. 2 through 7 has a better performance, during starting, than a direct injection type of engine, due to the fact that, upon starting, a first fuel injection step is effected at the beginning of the compression stroke when the speed of the air current in aperture 3 is low, so that the fuel can enter in sufficient amount into main chamber 1 whereby ignition may occur in chamber 1 at a higher temperature that the temperature tp of the compressed air in auxiliary chamber 4.
  • a fuel injection system such as shown in FIGS. 2 through 7 is modified by providing a by-pass fuel intake port 23 in barrel 8a at a position angularly displaced by in a horizontal plane, with respect to main fuel intake port 22.
  • FIG. 9B As the illustration in FIG. 9A represents a development rather than an actual section, in order to clarify the mutual relation between main fuel intake port 22 and by-pass fuel intake port 23.
  • plunger 12 is formed with a communication path or flow passage 24 in a manner such that bypass fuel intake port 23 in barrel 8a, and the inner space of barrel 8a inwardly of the inner face of plunger 12, communicate with each other when plunger 12 is disposed at cam lift 1 and has been rotated to its starting position.
  • an opening 24a, on the peripheral surface of plunger 12 and corresponding to flow passage 24 is located in the same vertical or axial plane as by-pass fuel intake port 23.
  • bypass fuel intake port 23 may be provided in barrel 8a at a position diametrically opposite to main fuel intake port 22, instead of a position at right angles to main fuel intake port 22, and on the same level as in the first mentioned embodiment.
  • the schematic views in the left lower portion of FIG. 9A should be read as schematic longitudinal sectional views of the fuel injection pump rather than as developments, as mentioned previously.
  • plunger 12 is provided with flow passage 24 in such a manner that this flow passage connects the inner space of barrel 8a with by-pass port 23 at the posiu'on wherein plunger 12 is at the cam lift l and has been rotated to the starting position, then, when plunger 12 is turned by 180 to the running position, even though plunger 12 arrives at a position corresponding to cam lift 1 where the peripheral surface of the lower step portion 11b of plunger 12 blocks main fuel intake port 22, due to the fact that the inner space of barrel 8a and main fuel intake port 22 are connected with each other through flow passage 24, fuel injection is not initiated at cam lift 1 due to the presence of flow passage 24.
  • a notched step portion 11 is provided in the embodiment of the invention shown in FIGS. 8 and 9, a notched step portion 11 is provided.
  • flow passage 24 is formed so as to dispose opening 24a at the side toward the higher end of the obligque end face of plunger 12.
  • GS. 11A and 11B illustrate the first-mentioned alternative embodiment, the parts being shown in the running stage of a two-stage fuel injection.
  • the sleeve is also formed with a by-pass 23b. In the position of the parts for running, port l52b communicates with port 22b of barrel 8a.
  • port 152a communicates with port 22a of barrel 8a
  • radial passage 24a of plunger 12 communicates, through port 23a of barrel 8a with port 23b of sleeve 151
  • port 22b is out of registry with port 152b.
  • FIGS. 12A and 12B The embodiment of the invention having two flow passages is illustrated in FIGS. 12A and 12B, wherein plunger 12 is formed with axially spaced ports 24a and 24b communicating with port 24.
  • the sleeve 151 is formed with a port 23. The parts are illustrated in the starting position.
  • FIGS. 13A and 13B illustrate the alternative embodiment involving three axially spaced ports 24a, 24b, and 240 in barrel 12, and again the parts are illustrated in the starting position.
  • a fuel injection system for a diesel engine of the type including a plunger barrel, having a radial fuel intake port, a plunger slidable axially in the barrel, a plunger operating cam having peripherally spaced lobes engageable with the plunger and operable, during one of the intake and compression strokes, to advance the plunger to a first position to block the port to inject a first quantity of fuel and then to provide for plunger retraction to free the port, the cam, at the end of the compression stroke, advancing the plunger further to a second position to block the port to inject a second quantity of the same fuel, and a switching device effective on the plunger, only during starting of the engine, to position the plunger angularly so that its peripheral surface blocks the port during advance of the plunger to the first and second positions, to effect two injections of the same fuel, and only during running of the engine, to position the plunger angularly so that its peripheral surface blocks the port, for single injection of the same fuel, only upon advance of the plunge

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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)
US882829A 1969-02-28 1969-12-08 Diesel fuel injection system with improved starting performance Expired - Lifetime US3690768A (en)

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US (1) US3690768A (enrdf_load_stackoverflow)
DE (1) DE2009365A1 (enrdf_load_stackoverflow)
FR (1) FR2031090A5 (enrdf_load_stackoverflow)
GB (1) GB1305087A (enrdf_load_stackoverflow)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3827419A (en) * 1969-12-30 1974-08-06 Nippon Denso Co Fuel injection means for a diesel engine
US4147148A (en) * 1977-05-19 1979-04-03 Toyota Jidosha Kogyo Kabushiki Kaisha Fuel control apparatus for a diesel engine
US4200076A (en) * 1976-08-20 1980-04-29 Robert Bosch Gmbh Fuel control device for supercharged diesel engines
US4294210A (en) * 1978-02-15 1981-10-13 Centro Ricerche Fiat S.P.A. Distributor-type injector pump, for multi-cylinder compression-ignition internal combustion engines
US4612905A (en) * 1980-01-26 1986-09-23 Motoren-Werke Mannheim Ag, Vorm. Benz Stat. Motorenba Fuel injection apparatus
US4838232A (en) * 1984-08-14 1989-06-13 Ail Corporation Fuel delivery control system
US5231962A (en) * 1991-09-27 1993-08-03 Nippondenso Co., Ltd. Fuel injection control system with split fuel injection for diesel engine
US5233952A (en) * 1990-07-19 1993-08-10 Yamaha Hatsudoki Kabushiki Kaisha Pump drive for engine
US5255643A (en) * 1990-08-08 1993-10-26 Yamaha Hatsudoki Kabushiki Kaisha Injection pump drive for engine
US5511956A (en) * 1993-06-18 1996-04-30 Yamaha Hatsudoki Kabushiki Kaisha High pressure fuel pump for internal combustion engine
WO1998049442A1 (de) * 1997-04-25 1998-11-05 Robert Bosch Gmbh Kraftstoffeinspritzsystem
US11131282B2 (en) * 2019-03-01 2021-09-28 Denso Corporation Fuel injection pump
US12253177B2 (en) 2023-01-17 2025-03-18 Uri Kaniel Coaxial valve system

Citations (16)

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Publication number Priority date Publication date Assignee Title
DE393875C (de) * 1922-08-29 1924-04-17 Rudolf Muerller Dr Anlassvorrichtung fuer Einspritz-Verbrennungskraftmaschinen mit Zuendkammer
US1818580A (en) * 1929-06-27 1931-08-11 Prestage Edwin High pressure gas compressor
DE607230C (de) * 1932-10-22 1934-12-19 Robert Bosch Akt Ges Einspritzpumpe fuer Brennkraftmaschinen
GB514011A (en) * 1938-04-26 1939-10-27 Gardner & Sons Ltd Improvements relating to fuel injection pumps for compression ignition oil engines
GB532094A (en) * 1939-02-27 1941-01-17 Donald Scott Improvements in or relating to fuel injection systems for internal combustion engines
US2250877A (en) * 1939-05-19 1941-07-29 Kloeckner Humboldt Deutz Ag Fuel injector for internal combustion engines
US2306364A (en) * 1940-06-27 1942-12-22 George A Rubissow Interruption injection pump and method to apply the same
GB610095A (en) * 1940-03-16 1948-10-11 Kristian Rasmussen Improvements in or relating to the injection of oil in internal combustion oil engines
FR960760A (enrdf_load_stackoverflow) * 1943-01-19 1950-04-25
DE851570C (de) * 1940-03-02 1952-10-06 Daimler Benz Ag Vorkammerdieselmaschine
GB688003A (en) * 1950-06-10 1953-02-25 Maschf Augsburg Nuernberg Ag Improvements in fuel injection pumps with divided injection for diesel engines
US2713310A (en) * 1951-11-20 1955-07-19 Cav Ltd Liquid fuel injection pumps
US2871796A (en) * 1955-08-02 1959-02-03 Allis Chalmers Mfg Co Pilot injection pump
US2960079A (en) * 1957-05-15 1960-11-15 Inst Francais Du Petrole Operation of compression ignition type internal combustion engines
GB893621A (en) * 1959-06-30 1962-04-11 Ceskoslovenske Zd Y Naftovych Improvements in and relating to fuel injection pumps
US3339848A (en) * 1965-10-20 1967-09-05 Int Harvester Co Fuel injection nozzle

Patent Citations (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE393875C (de) * 1922-08-29 1924-04-17 Rudolf Muerller Dr Anlassvorrichtung fuer Einspritz-Verbrennungskraftmaschinen mit Zuendkammer
US1818580A (en) * 1929-06-27 1931-08-11 Prestage Edwin High pressure gas compressor
DE607230C (de) * 1932-10-22 1934-12-19 Robert Bosch Akt Ges Einspritzpumpe fuer Brennkraftmaschinen
GB514011A (en) * 1938-04-26 1939-10-27 Gardner & Sons Ltd Improvements relating to fuel injection pumps for compression ignition oil engines
GB532094A (en) * 1939-02-27 1941-01-17 Donald Scott Improvements in or relating to fuel injection systems for internal combustion engines
US2250877A (en) * 1939-05-19 1941-07-29 Kloeckner Humboldt Deutz Ag Fuel injector for internal combustion engines
DE851570C (de) * 1940-03-02 1952-10-06 Daimler Benz Ag Vorkammerdieselmaschine
GB610095A (en) * 1940-03-16 1948-10-11 Kristian Rasmussen Improvements in or relating to the injection of oil in internal combustion oil engines
US2306364A (en) * 1940-06-27 1942-12-22 George A Rubissow Interruption injection pump and method to apply the same
FR960760A (enrdf_load_stackoverflow) * 1943-01-19 1950-04-25
GB688003A (en) * 1950-06-10 1953-02-25 Maschf Augsburg Nuernberg Ag Improvements in fuel injection pumps with divided injection for diesel engines
US2713310A (en) * 1951-11-20 1955-07-19 Cav Ltd Liquid fuel injection pumps
US2871796A (en) * 1955-08-02 1959-02-03 Allis Chalmers Mfg Co Pilot injection pump
US2960079A (en) * 1957-05-15 1960-11-15 Inst Francais Du Petrole Operation of compression ignition type internal combustion engines
GB893621A (en) * 1959-06-30 1962-04-11 Ceskoslovenske Zd Y Naftovych Improvements in and relating to fuel injection pumps
US3339848A (en) * 1965-10-20 1967-09-05 Int Harvester Co Fuel injection nozzle

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3827419A (en) * 1969-12-30 1974-08-06 Nippon Denso Co Fuel injection means for a diesel engine
US4200076A (en) * 1976-08-20 1980-04-29 Robert Bosch Gmbh Fuel control device for supercharged diesel engines
US4147148A (en) * 1977-05-19 1979-04-03 Toyota Jidosha Kogyo Kabushiki Kaisha Fuel control apparatus for a diesel engine
US4294210A (en) * 1978-02-15 1981-10-13 Centro Ricerche Fiat S.P.A. Distributor-type injector pump, for multi-cylinder compression-ignition internal combustion engines
US4351295A (en) * 1978-02-15 1982-09-28 Centro Ricerche Fiat S.P.A. Fuel injection method
US4612905A (en) * 1980-01-26 1986-09-23 Motoren-Werke Mannheim Ag, Vorm. Benz Stat. Motorenba Fuel injection apparatus
US4838232A (en) * 1984-08-14 1989-06-13 Ail Corporation Fuel delivery control system
US5233952A (en) * 1990-07-19 1993-08-10 Yamaha Hatsudoki Kabushiki Kaisha Pump drive for engine
US5255643A (en) * 1990-08-08 1993-10-26 Yamaha Hatsudoki Kabushiki Kaisha Injection pump drive for engine
US5231962A (en) * 1991-09-27 1993-08-03 Nippondenso Co., Ltd. Fuel injection control system with split fuel injection for diesel engine
US5511956A (en) * 1993-06-18 1996-04-30 Yamaha Hatsudoki Kabushiki Kaisha High pressure fuel pump for internal combustion engine
WO1998049442A1 (de) * 1997-04-25 1998-11-05 Robert Bosch Gmbh Kraftstoffeinspritzsystem
US11131282B2 (en) * 2019-03-01 2021-09-28 Denso Corporation Fuel injection pump
US12253177B2 (en) 2023-01-17 2025-03-18 Uri Kaniel Coaxial valve system

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Publication number Publication date
DE2009365A1 (de) 1970-09-03
FR2031090A5 (enrdf_load_stackoverflow) 1970-11-13
GB1305087A (enrdf_load_stackoverflow) 1973-01-31

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