US3815564A - Fuel injection device for internal combustion engines - Google Patents

Fuel injection device for internal combustion engines Download PDF

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US3815564A
US3815564A US00231471A US23147172A US3815564A US 3815564 A US3815564 A US 3815564A US 00231471 A US00231471 A US 00231471A US 23147172 A US23147172 A US 23147172A US 3815564 A US3815564 A US 3815564A
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engine
fuel injection
pump
driving
internal combustion
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US00231471A
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T Suda
T Akashi
H Dohshita
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Denso Corp
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Nippondenso Co Ltd
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    • 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
    • F02D1/16Adjustment of injection timing
    • F02D1/18Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D41/40Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406Electrically controlling a diesel injection pump
    • F02D41/407Electrically controlling a diesel injection pump of the in-line type
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D41/40Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406Electrically controlling a diesel injection pump
    • F02D41/408Electrically controlling a diesel injection pump of the distributing type
    • 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
    • F02M41/00Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/125Variably-timed valves controlling fuel passages
    • F02M41/126Variably-timed valves controlling fuel passages valves being mechanically or electrically adjustable sleeves slidably mounted on rotary piston
    • 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
    • F02M41/00Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/128Varying injection timing by angular adjustment of the face-cam or the rollers support
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems

Abstract

Electrical signals representing the revolutions, load, temperature and acceleration of the revolutions of the internal combustion engine are detected and introduced into a controller, the output of which is used to actuate a servo motor or electromagnetic valve, whereby the time at which the fuel injection pump starts operating is controlled, thus preventing any undesirable combustion products from being produced.

Description

United States Patent 1 1 Suda et al. I'

1 FUEL INJECTION DEVICE FOR INTERNAL COMBUSTION ENGINES I [75] Inventors: Toshi Suda, Nagoya; Tetsuji Akashi,

Oobu; Hidetoshi Dohshita, Kariya, all of Japan [30] Foreign Application Priority Data Mar. 6, 1971 Japan 46-11941 [52] US. CL. 123/139 AP, 123/139 AQ; 123/139 E [51 Int. Cl. F02m 39/00 [58] Field or Search... 123/139 R, 139 AB, 139 AC,

123/139 AD, 139 A0, 139 15,139 AP, 32 EA June 11, 1974 3,630,643 12/1971 Eheim et al. 123/139 E 3,633,559 l/l972 Eheim 123/139 AQ 3,665,907 5/1972 Laufer 123/139 E FOREIGN PATENTS OR APPLICATIONS 818,699 8/1959 Great Britain 123/139 AQ Primary Examiner-Laurence M. Goodridge Attorney, Agent, or F irm-Cushman, Darby & Cushman 5 7 ABSTRACT Electrical signals representing the revolutions, load, temperature and acceleration of the revolutions of the internal combustion engine are detected and introduced into a controller, the output of which is used to actuate a servo motor or electromagnetic valve, whereby the time at which the fuel injection pump starts'operating is controlled, thus preventing any un- [56] References Cited desirable combustion'products from being produced.

UNITED STATES PATENTS A 3,308,799 3/1967 Bessiere 123/139 AQ 10 Clams 5 Drawmg figures /5 7 5 I 3/ 2 I 1---@ i g 25/? 6 q SHE" 1 OF 4 PATENTEDJUN 1 1 1974 4 2 )rl /s PATENTEDJUNHIWW 4 8.815564 FIG. 3

' IEWf/PATURE DETECTOR 5 PNENTEDJUN n I974 3 5 SHEEI u (If 4 I 55 mAA/su/rrm 1 FUEL INJECTIONIDEVICE FOR INTERNAL COMBUSTION ENGINES BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates to an fuel injection device for internal combustion engines,or more in particular to an apparatus for controlling the time at which the fuel injection pump starts to inject fuel.

2. Description of the Prior Art v In the conventional fuel injection device, the time at which the fuel injection pump starts to injectfuel is controlled by mechanically'detecting only the revolutions of the engine involved. In such a device, it is common practice to make arrangements in such a manner that the most appropriate fuel injection time is achieved either under the full or partial load (including the absence of the load). If, however, arrangements are made to obtain the most appropriate injection starting time under the full load, combustion noise occurs under a partial load, while if the best fuel injection time is determined in accordance with the time when the engine is partially loaded, the shortageof output will result under a full load. To cope with this problem, a new method is' suggested in which the time at which fuel injection starts is controlled by utilizing not only the revolutions of the engine but also the load of the engine, particularly the pressure due to spilled fuel responsive to the amount of fuel injected (See, for example, Japanese Patent Publication No. 19367/66). This can be said to be a success, at least provisionally, in that noise is eliminated under a partial load without reducing the output under a full load, but the disadvantage of this type of device is that it not only requires a highly complicated construction of a hydraulic circuit but it cannot meet the demand, if any, for highly complicated characteristics of the timing of the starting of fuel injection. It is known that generation of the combustion products such as CH and NOx depends on the tempera ture and pressure in the combustion chamber, which in turn are greatly affected by the time at which injection of the fuel commences. Therefore, to prevent the generation of undesirable combustion products, the temperature and other factors of the combustion in the chamber should be added to control the time at which injection of the fuel commences. In this respect, the device mentioned above leaves something to be desired, because in such a device only the amount of fuel injected and revolutions are detected for the purpose of controlling the time at which injection of the fuel commences. Further, the addition of the temperature to the factors for controlling the same complicates still more the hydraulic circuinmaking it very difficult to prevent the generation of undesirable combustion products.-

SUMMARY OF THE INVENTION pump starts its operation is controlled, thus preventing any undesirable combustion products from being generated. Also, according to the invention no combustion noise occurs under the partial load, nor isthere any shortage of output under the full load, while at the same time simplifying the'construction of the device.

BRIEF DESCRIPTION OF THE DRAWlNGS partial section of an FIG. 5 isa diagram showing a partial sectional view of a fourth'embodiment of the invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS I invention will be now explained with reference to the embodiments of FIGS. 1 and 2. First'referring to FIG. 1, with the rotation of a drive shaft l connected to the crank shaft of the engine, a cam shaft 2 of the injection pump rotates through a nut coupling 3. Then an eccentric cam 4 fixed on the cam shaft 2'rotates, which causes the plunger 5 to reciprocate against the force of a coiled spring 6. Fuel in a suction chamber 7 is absorbed into a plunger chamber 8 and, through the path 9, introduced into an injection male, from which it is injected into the combustion chamber of the engine, while the cut off fuel enters the chamber 11. The plunger 5 is rotatedby moving the rack 13 which engageswith the gear 12 provided in the plunger 5, whereby it is possible to change the time a t which the double-flow path' 14 is opened, said path 14 maintaining a local relationship with the slanted control edge 15 in' the plunger 5, so thatthe amount of fuel injected from the'injection nozzle 10 can be increased or,'jde creased. The opposing ends of the drive shaft 1 and the cam shaft 2 respectively, are provided with screws 16 and 17, which are received by the nut 3 for integrally rotating with the drive shaft 1' and the cam shaft 2. when the nut 3 is moved axially, the camshaft 2 rotates with respect to the drive shaft 1. A'worm 18 is fixed on .the'shaft of the servo motor-M and engages with a piece 19. One side of the piece 19 engages with the nut 3 in such a manner that the nut 3 is not prevented from totating but prevented from moving axially with respect to the piece 19. The reference numeral 20 shows a housing. The symbol C shows a controller, which issues an order for rotating the servo motor M. The controller C is provided for-the purposeof accurately discerning the over-all engine conditions detected in the form of electrical signals representing the revolutions N, load L, temperature T and rotational acceleration a and of.

determining the magnitude of output to be transmitted to the servo motor M.

In the above-described construction, the electrical signals'separately detected and representing the engine revolutions N,-load L, temperature T and the acceleration of revolutions a areapplied to the controller C, the output of which rotates the servo motor M. The worm l8 fixedon the servo motor M then rotates, thereby moving in the axial direction the piece 19 engaging with the worm 18. Withthe movement of the piece 19 in the axial direction, the nut 3- moves also in the axial direction while rotating. The drive shaft 1 and the cam shaft 2 rotate in opposed relationship by way ofthe screws 16 and 17 formed thereon, thereby positioning the cam Shaft 2 and hence the cam 4 fixed thereon in a new relationship with respect to the drive shaft 1, setting a new time point of the rise of plunger and thence a new time point at which fuel injection starts.

in FIGS. 2 and 3 showing a part of the fuel injection pump of the distribution type, the numeral 30 shows a housing, and 21 an annular roller holder with a channel-shaped section and rotatable with respect to the housing 30. A roller 22 is rotatably arranged on the roller holder 21 by means of a support 23. The peripheral portion of the roller 22 is in contact with the surface of the cam 32 provided on the skirt of the plunger 31 shown in FIG. 3. Withthe rotation of the drive shaft, the plunger 31 rotates, whereby the cam 32 rotates on the roller 22, causing the plunger 31 to reciprocate. Fuel is then sucked in and the injected cut-off fuel is returned to the fuel tank. The reference numeral 24 shows a piston chamber occupying a portion of the housing 30 and which is fitted with the piston 25 slidably in the piston chamber 24. The operating chamber 2 between an end of the piston 25 and an end of the piston chamber 24 is fitted with a compression spring 26. A hydraulicchamber 24b is formed on that side of the piston chamber 24 which isopposite to the side thereof fitted with the compression spring 26. The hydraulic chamber 24b is connected with the oil ducts 27a and 27b. The piston-25 rotates around the pin 28 and is connected with an end of the lever 29, the other end of which is in turn coupled with the roller holder 21. The symbol V shows anelectromagnetic valve which functions to change the cross sectional area of the oil duct 27a, and the numeral 27b shows a throttle section for the duct 27b. The electromagnetic valve V may be provided only in the duct 27a or both in the ducts 27a and 27b. In the event that the electromagnetic valve V is provided in the oilduct 27b, the throttle is arranged in the oil duct 27a..To the electromagnetic valve V is applied the output of the controller C as explained with reference to the embodiment ofFlG. 1, while electrical signals representing the revolutions N of the engine, load L, temperature T and acceleration of revolutions a are applied to the controller C. Fuel cut off by the oil duct 27a or, 27b may be introduced into the hydraulic chamber 241), or as an alternative another kind of fluid may be introduced to the same by means of a separate In the above-described device, like the embodiment of FIG. 1, the electromagnetic valve V is energized in accordance with the variations in the output of the controller C, whereby the cross sectional area of the oil duct 27a and hence the hydraulic pressure inside the chamber 24b is changed, with the result that the piston 25 moves to the extent that the hydraulic pressure is in equilibrium with the force of the spring 26. The movement of piston 25 causes the lever 29 to rotate around the pin 28, resulting in the roller holder 21 for rotating relatively with respect to the housing 30. This causes a change in the spaced relationship between the cam of the plunger and the roller 22, which in turn changes the time at which the plunger begins to rise, that is, the time at which fuel begins to be injected. The compression spring 26 arranged in the operating chamber 24a in the above-described embodiment may be replaced with fluid as in the hydraulic chamber 24b. In such a case, the operating chamber 24a, like the hydraulic chamber 24b, is fitted with oil ducts and an electromag- 4' netic valve. Further, the controlling factors'to be employed are not limited to those employed in the abovedescribed embodiments including the revolutions of the engine, load, temperature, and acceleration of revolutions. For example, they may be limited to the revolutions and load if there is no need fo taking measures against exhaust gases.

An actual example of the fuel injection pump of the distribution type according to the invention will be now explained with reference to FIG. 3. The reference numeral 30 shows a pump housing, 33 a cam shaft, and 22 a roller independent of the cam shaft 33 and rotatably supported on the roller holder 21 which is in turn mounted rotatably on the pump housing. The numeral 31 shows a plunger integral with the cam plate 32, so that both the cam plate 3.2 and the plunger 31 rotate integrally with the cam shaft 33. The cam surface of the cam plate 32 is in contact with'the peripheral portion of the roller 22. The numeral 34 shows a slider which is movable in'the direction of the axis of the plunger 31, and with the movement of the slider 34, an opening 311) of the fuel path 31a provided on the plunger 31 may be closed or opened. The numerals 35 and 36 show outlet paths for pressing into a not-shown injection nozzle the fuel sucked into the fuel path 31a and the plunger 38 from the fuel inlet 37. The period during which the fuel is pressed into the rejection nozzle continues, for example, from the time when the outlet path 36 begins to communicate with the notch 31c as shown in the drawing to the time when the opening 31b of the plunger 31 is positioned to its openedstate at the right side of the slider 34. The numeral 39 shows an adjusting pin which is rotatable around the support pin 40 in a plane perpendicular to the paper surface. When the pin 39 rotates in the plane as mentioned above, the roller holder 21 also rotates around the axis of cam shaft 33 in a plane perpendicular to the paper surface. As a result, the spaced relationship between the roller 22 and the cam plate 32 changes, while at the same time changing the time at which the plunger begins to move upward, hence, the time of injection. The numeral 24 shows a cylinder formed in the pump housing 30 and fitted with a slidable piston 25. The numeral 41 shows a fuel pump, from which the fuel is supplied through the electromagnetic suction valve 42a to the hydraulic chamber 43 comprised of the cylinder 24 and the piston 25. The electromagnetic valve 42a is interposedbetween the hydraulic chamber 43 and the suction system of the fuel pump 41. Fuel is supplied to the hydraulic chamber 43 through the path 42a by opening the electromagnetic valve 42a. The numeral 42b shows electromagnetic draining valve interposed between the hydraulic chamber 43 and the fuel tank44. When the electromagnetic valve 42b is opened, the fuel in the hydraulic chamber 43 is drained through the path 42b to the fuel tank 44. The numeral 45 shows an engine revolutions detecting gear fixed on the cam shaft 33, and this gear is placed opposed to the electromagnetic pickup fixed on the pump housing 30. The numeral 47 shows an engine revolutions detector which performs not only the engine revolutions detecting operation but differentiation in response to signals from the electromagnetic pickup for deciding whether or not the rotation of the engine is being accelerated. The numeral 48 shows an adjusting lever interlocked with the axle lever in the'drivers compartment and is rotatable in the direction of arrow A or B around the supporting point 49.

One end of the adjusting lever 48 engages with the slider 34', while the other end thereof is coupled with the rod of the differential transformer 50. Because of this construction, operating the axlelever in accordance with the load condition causes the slider 34 to move in the direction of the axis of the plunger 31 by means of the adjusting lever 48, whereupon the amount of injection changes, resulting in the change in output voltage of the differential transformer 50. The numeral 51 shows a position detector, which produces an output proportional to the output of the differential transformer 50; The numeral 52 shows an engine cylinder, 53 a thermistor and 54 a temperature detector for detecting the temperature in thecylinder in the form of voltage variations which result from the variations in the combustion temperature in the cylinder 52. The numeral 55 shows a transmitter to which the outputs of the revolution detector 47, position detector 51 and the temperature detector 54 are applied, and which produces an output for actuating the electromagnetic valves 42a and 42b.

The operation of the device according to the invention will be now explained with reference to the block diagram shown in FIG. 4.

An AC waveform detected by the elactromagnetic pickup 101 is shaped by the shaper 102 and applied to the D-A converter-103 where it is transformed into an analog value, thereby producing a voltage V,

. proportional to the revolutions of the engine. The volti the temperature. As to the engine load, an AC voltage proportional to the load is produced by the differential transformer 108 excited as above, and this AC voltage is rectified by the rectifier 109 for producing a DC voltage proportional to the load.

In this way, the engine revolutions W, engine acceleration or deceleration dN/dt, engine combustion chamber temperature T and load X are obtained in the form of output voltages V V V and V, respectively, which are operated inthe operational unit 110 to obtain the output voltages V V V and V representing the above-described control factors re-. spectively; These voltages are applied to the adder 120 where they are added together and then applied to the comparator 130 where the sum V is identified. In the event of V being larger than zero, a voltage is applied to the electromagnetic suction valve 42a to open the same, whereupon fuel is supplied to the hydraulic chamber 43 thereby advancing the piston 25 in a forward angular direction, whereas if V is smaller than zero, a voltage is applied to the electromagnetic draining valve 42b to open the same, whereupon the fuel in the hydraulic chamber 43 is drained thereby actuating the piston 25 in such a direction as not to advancethe same in a forward angular direction.

The controlling of the injection time in the abovementioned manner permits not only the phase angle to be advanced in order to secure the engine power proportional to the engine revolutions as in the conventional method, but the injection time to be delayed by detecting the high rate of engine acceleration in order to reduce the'noise of engine combustion and control undesirable exhaust which results from the increase in combustion temperature. Further, by detecting the engine load and delaying the injection time under partial load condition, it is possible to reduce combustion noise. Also, when the combustion temperature is abnormally high, undesirable exhaust can be reduced by delaying the injection time. Thus it is possible to obtain an automatic injection time regulator which makes possible fuel to be injected in the most appropriate timing taking into consideration the engine output, noise and exhaust.

instead of the two electromagnetic valves 42a and 42b for suction and draining respectively provided'in the above-described embodiment for operation of the piston 25, a single electromagnetic valve may be employed as shown in F IG. 2. Also, as an alternative method to operate the piston 25, the servo motor M may be used for the mechanical operation thereof as shown in FIG. 5. Of course, the electromagnetic valves may be replaced by such a control element as a servo valve.

It will be understood from the above description that, according to the present invention, such control factors as revolutions N, load L, temperature T and acceleration of revolutions a are introducedinto the controller C, the output of which is used to actuate the servo motor M or the electromagnetic valve V in order to change the time at which fuel starts to be injected. Accordingly, in view of the fact that miniature electronic equipment can be manufactured with relative ease at present, the invention makes the whole device more compact and makes possible a better response than if a fluid is used to perform control operations mechanically as in the conventional devices.

What is claimed is:

l. A fuel injection device for an internal combustion engine having a pump means for injecting high pressure fuel into each engine cylinder, a pump driving means connected with said engine for driving said pump means by said engine and a connecting means provided between said pump means and said pump driving means for connecting said pump means with said pump driving means to be able to change the relative position of the pump driving shaft to the engine crank shaft so as to change the fuel injection timing of said pump means comprising: I

detectormeans installed in said engine for detecting I at least three engine parameters including the number of revolutions of the engine, the actual combustion temperature in the cylinder and the acceleration of the engine as measured by the rate of change of engine revolutions with time and for producing electrical signals representing said engine parameters;

a controller coupled with said detector means for performing logical operations on the output signal of said detector means and for producing an output signal when the total value of said engine parameters meets a predetermined value; and

means connected with said connecting means and said controller for driving said connecting means so as to change said relative position of said pump driving shaft to said engine crank shaft, thereby changing said fuel injection timing.

'means comprises a first'screw formed at one end of said pump driving shaft, a second screw formed at one end of a drive shaft connected with said engine crank shaft, a nut engaged with said first and second screws for changing the relative position of said pump driving shaft to said drive shaft by the axial movement thereof, a piece engaged with said nut and providedwith teeth on one side thereof for driving said nut axially, a worm engaged with said teeth for driving said piece axially, and an electric motor connected with said controller for driving said worm in'responseto the output signal of said controller.

3. A fuel injection device for an internal combustion engine as defined in claim 1 wherein said pump means is a distributor type; said connecting means has at least a rotatable roller holder for changing the fuel injection timing; and said driving means comprises a piston biased by a spring and connected with said roller holder, a fluid chamber formed on one side of said piston and connected with a suction passage and a drain passage for moving said piston by the fluid therein, a first electromagnetic valve installed at said suction passage for charging the fluid into said fluid chamber in response to the output signal of said controller and a second electromagnetic valve installed at said drain passage for draining the fluid from said fluid chamber in response to the output signal from said controller.

4. A fuel device for an internal combustion engine as defined in claim I wherein said pump means is a distributor type; said connecting means has at least a rotatable roller holder for changing the fuel injection timing; and said driving means comprises a piston biased by a spring and connected with said roller holder, and an electric motorwhose shaft is connected with said piston for driving said piston in response to the output signal of said controller.

5. A fuel injection device for an internal combustion engine as defined in claim 1 wherein said pump means is a distributor type; said connecting means has at least a rotatable roller holder for changing the fuel injection timing; and said driving means comprises a piston biased by a spring and connected with said roller holder, a fluid chamber formed on one side of said piston and connected with a suction passage and a drain passage for moving said piston by the fluid therein, and an electromagnetic valve installed at either of said pipes for transferring the fluid in said fluid chamber in response to the output signal of said controller.

6. A fuel injection device for an internal combustion engine as defined in claim 1 wherein said detector means further detects engine load and produces an electrical signal representing the engine load.

7. A fuel injection device for an internal combustion engine as defined in claim 2 wherein said detector means further detects engine load and produces an electrical signal representing the engine load.

8. A fuel injection device for an internal combustion engine as defined in claim 3 wherein said detector further detects engine load and produces an electrical signal representingthe engine load.

9. A fuel injection device for an internal combustion engine as defined in claim 4 wherein said detector further detects engine load and produces an electrical signal representing the engine load.

10. A fuel injection device for an internal combustion engine as defined in claim 5 wherein said detector further detects engine load and produces an electrical signal representing the engine load.

Claims (10)

1. A fuel injection device for an internal combustion engine having a pump means for injecting high pressure fuel into each engine cylinder, a pump driving means connected with said engine for driving said pump means by said engine and a connecting means provided between said pump means and said pump driving means for connecting said pump means with said pump driving means to be able to change the relative position of the pump driving shaft to the engine crank shaft so as to change the fuel injection timing of said pump means comprising: detector means installed in said engine for detecting at least three engine parameters including the number of revolutions of the engine, the actual combustion temperature in the cylinder and the acceleration of the engine as measured by the rate of change of engine revolutions with time and for producing electrical signals representing said engine parameters; a controller coupled with said detector means for performing logical operations on the output signal of said detector means and for producing an output signal when the total value of said engine parameters meets a predetermined value; and means connected with said connecting means and said controller for driving said connecting means so as to change said relative position of said pump driving shaft to said engine crank shaft, thereby changing said fuel injection timing.
2. A fuel injection device for an internal combustion engine as defined in claim 1 wherein said connecting means comprises a first screw formed at one end of said pump driving shaft, a second screw formed at one end of a drive shaft connected with said engine crank shaft, a nut engaged with said first and second screws for changing the relative position of said pump driving shaft to said drive shaft by the axial movement thereof, a piece engaged with said nut and provided with teeth on one side thereof for driving said nut axially, a worm engaged with said teeth for driving said piece axially, and an electric motor connected with said controller for driving said worm in response to the output signal of said controller.
3. A fuel injection device for an internal combustion engine as defined in claim 1 wherein said pump means is a distributor type; said connecting means has at least a rotatable roller holder for changing the fuel injection timing; and said driving means comprises a piston biased by a spring and connected with said roller holder, a fluid chamber formed on one side of said piston and connected with a suction passage and a drain passage for moving said piston by the fluid therein, a first electromagnetic valve installed at said suction passage for charging the fluid into said fluid chamber in response to the output signal of said controller and a second electromagnetic valve installed at said drain passage for draining the fluid from said fluid chamber in response to the output signal from said controller.
4. A fuel device for an internal combustion engine as defined in claim 1 wherein said pump means is a distributor type; said connecting means has at least a rotatable roller holder for changing the fuel injection timing; and said driving means comprises a piston biased by a spring and connected with said roller holder, and an electric motor whose shaft is connEcted with said piston for driving said piston in response to the output signal of said controller.
5. A fuel injection device for an internal combustion engine as defined in claim 1 wherein said pump means is a distributor type; said connecting means has at least a rotatable roller holder for changing the fuel injection timing; and said driving means comprises a piston biased by a spring and connected with said roller holder, a fluid chamber formed on one side of said piston and connected with a suction passage and a drain passage for moving said piston by the fluid therein, and an electromagnetic valve installed at either of said pipes for transferring the fluid in said fluid chamber in response to the output signal of said controller.
6. A fuel injection device for an internal combustion engine as defined in claim 1 wherein said detector means further detects engine load and produces an electrical signal representing the engine load.
7. A fuel injection device for an internal combustion engine as defined in claim 2 wherein said detector means further detects engine load and produces an electrical signal representing the engine load.
8. A fuel injection device for an internal combustion engine as defined in claim 3 wherein said detector further detects engine load and produces an electrical signal representing the engine load.
9. A fuel injection device for an internal combustion engine as defined in claim 4 wherein said detector further detects engine load and produces an electrical signal representing the engine load.
10. A fuel injection device for an internal combustion engine as defined in claim 5 wherein said detector further detects engine load and produces an electrical signal representing the engine load.
US00231471A 1971-03-06 1972-03-03 Fuel injection device for internal combustion engines Expired - Lifetime US3815564A (en)

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US3934430A (en) * 1974-03-06 1976-01-27 Fiat Societa Per Azioni Electronic injection timing control for fuel injection pumps
US3973539A (en) * 1972-04-04 1976-08-10 C.A.V. Limited Fuel systems for engines
US3973538A (en) * 1973-01-06 1976-08-10 C.A.V. Limited Fuel systems for engines
US3973540A (en) * 1974-02-22 1976-08-10 Hans List Timing device for a fuel injection pump
US3978837A (en) * 1973-12-14 1976-09-07 U.S. Philips Corporation Device for automatic speed control of a diesel engine
US4033310A (en) * 1972-10-04 1977-07-05 C.A.V. Limited Fuel pumping apparatus with timing correction means
US4141324A (en) * 1976-10-18 1979-02-27 United States Of America Low emission internal combustion engine
US4142498A (en) * 1977-01-17 1979-03-06 Caterpillar Tractor Co. Fuel injection pump timing mechanism
FR2417642A1 (en) * 1978-02-20 1979-09-14 List Hans Fuel injection engine, especially diesel engine with installation for adjusting the injection instant
US4168690A (en) * 1976-10-02 1979-09-25 Robert Bosch Gmbh Fuel injection system having timing piston responsive to load dependent pressure signal
DE2935117A1 (en) * 1978-08-31 1980-03-13 Sanwa Seiki Mfg Co Ltd FUEL INJECTION TIMING CONTROL FOR THE INJECTION PUMP OF AN INTERNAL COMBUSTION ENGINE
DE2935679A1 (en) * 1978-09-06 1980-03-13 Hitachi Ltd DEVICE AND METHOD FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE
FR2463268A1 (en) * 1979-08-07 1981-02-20 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
US4273090A (en) * 1976-10-23 1981-06-16 Robert Bosch Gmbh Fuel injection pump
US4273088A (en) * 1978-02-23 1981-06-16 Robert Bosch Gmbh Apparatus for setting the angular relationship between rotating driving, and driven members
FR2479341A1 (en) * 1980-03-31 1981-10-02 Nissan Motor FUEL INJECTION PUMP WITH INJECTION ADVANCE ADJUSTMENT DEVICE
US4294218A (en) * 1978-10-26 1981-10-13 Caterpillar Tractor Co. Differential timing altering mechanism for fuel injectors
US4305367A (en) * 1978-08-31 1981-12-15 Hino Jidosha Kogyo Kabushiki Kaisha Injection timing control system for fuel-injection pump for engine
US4305366A (en) * 1978-08-31 1981-12-15 Sanwa Seiki Mfg. Co., Ltd. Injection timing control system for fuel-injection pump for engine
US4306528A (en) * 1978-02-23 1981-12-22 Robert Bosch Gmbh Fuel injection apparatus for internal combustion engines, particularly diesel engines
US4318382A (en) * 1976-09-15 1982-03-09 Robert Bosch Gmbh Fuel injection pump
FR2497275A1 (en) * 1980-12-31 1982-07-02 Lucas Industries Ltd IC engine fuel pump max. delivery control - has temp. sensor which signals to control circuit operating pump actuator
WO1982003107A1 (en) * 1981-03-03 1982-09-16 Stevenson Thomas T Engine control system
US4354474A (en) * 1978-09-28 1982-10-19 Diesel Kiki Company, Ltd. Fuel injection advance angle control apparatus
US4368705A (en) * 1981-03-03 1983-01-18 Caterpillar Tractor Co. Engine control system
EP0071557A2 (en) * 1981-07-23 1983-02-09 Ail Corporation Method and apparatus for generating a start of combustion signal for a compression ignition engine
US4378775A (en) * 1980-07-01 1983-04-05 Robert Bosch Gmbh Method and apparatus for fuel injection in internal combustion engines in particular diesel engines
US4393846A (en) * 1980-02-15 1983-07-19 Lucas Industries Limited Fuel pumping apparatus
EP0090796A1 (en) * 1982-03-30 1983-10-05 Friedmann & Maier Aktiengesellschaft Fuel injection pump timing control device
EP0090797A1 (en) * 1982-04-05 1983-10-05 Robert Bosch Ag Electro-hydraulic timing control system for injection pumps of fuel injection internal-combustion engines
FR2524553A1 (en) * 1982-04-03 1983-10-07 Spica Spa FUEL INJECTION PUMP WITH ADVANCED DRIVE DEVICE FOR ENGINE
DE3215047A1 (en) * 1982-04-22 1983-11-03 Maschf Augsburg Nuernberg Ag Injection system on an internal combustion engine
FR2529617A1 (en) * 1982-07-03 1984-01-06 Maschf Augsburg Nuernberg Ag IC engine valve and injection timing control
US4452188A (en) * 1981-04-17 1984-06-05 Nippon Soken, Inc. Apparatus for controlling feed of oil discharged from oil pump
WO1984002746A1 (en) * 1983-01-10 1984-07-19 Ford Werke Ag Diesel engine emission control system
EP0114803A2 (en) * 1983-01-24 1984-08-01 Friedmann & Maier Aktiengesellschaft Timing control device for a fuel injection pump
US4470397A (en) * 1981-11-11 1984-09-11 Lucas Industries Public Limited Company Fuel injection pumping apparatus
US4475519A (en) * 1980-10-06 1984-10-09 Robert Bosch Gmbh Fuel injection system for internal combustion engines
EP0122399A1 (en) * 1983-04-15 1984-10-24 Klöckner-Humboldt-Deutz Aktiengesellschaft Injection timing advance device for injection pumps of reciprocating internal-combustion engines
US4479473A (en) * 1983-01-10 1984-10-30 Ford Motor Company Diesel engine emission control system
US4481912A (en) * 1981-07-14 1984-11-13 Firma Atlas Fahrzeugtechnik Gmbh Device for camshaft control
EP0129281A1 (en) * 1983-06-14 1984-12-27 SPICA S.p.A. Improvements in injection pump regulator systems for internal combustion engines
US4517934A (en) * 1979-07-26 1985-05-21 Volkswagenwerk Aktiengesellschaft Controllable camshaft for a drive, preferably an internal combustion engine
US4526146A (en) * 1982-11-24 1985-07-02 Robert Bosch Gmbh Fuel injection pump
US4541393A (en) * 1982-06-30 1985-09-17 Kabushiki Kaisha Komatsu Seisakusho Apparatus for controlling fuel injection timing
EP0168586A1 (en) * 1984-06-22 1986-01-22 Robert Bosch Gmbh Fuel injection pump
EP0181402A1 (en) * 1984-05-08 1986-05-21 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Fuel injection pump
DE3441508A1 (en) * 1984-11-14 1986-05-22 Kloeckner Humboldt Deutz Ag Device for adjustment of the injection point or the valve timing of an internal-combustion engine
US4736726A (en) * 1985-07-18 1988-04-12 Toyota Jidosha Kabushiki Kaisha Method and system for controlling fuel ignition timing in diesel engine
US4754738A (en) * 1985-08-16 1988-07-05 Daimler-Benz Aktiengesellschaft Pressure oil feed arrangement for a hydraulically actuated timing device cooperating with an injection pump
US5121324A (en) * 1989-12-21 1992-06-09 Mack Trucks, Inc. Motor vehicle magagement and control system including solenoid actuated fuel injection timing control
US5188075A (en) * 1991-08-13 1993-02-23 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US5188074A (en) * 1991-08-13 1993-02-23 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US5259350A (en) * 1990-09-13 1993-11-09 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Fuel injection device
EP0627552A1 (en) * 1993-04-08 1994-12-07 Robert Bosch Gmbh fuel injection pump
US5713335A (en) * 1995-09-12 1998-02-03 Cummins Engine Company, Inc. Variable injection timing and injection pressure control arrangement
US6604508B2 (en) * 2001-09-04 2003-08-12 Caterpillar Inc Volume reducer for pressurizing engine hydraulic system
US20090107442A1 (en) * 2007-10-31 2009-04-30 Gm Global Technology Operations, Inc. High pressure piston pump actuating system using automotive starter system
US20140039780A1 (en) * 2012-08-03 2014-02-06 Ford Global Technologies, Llc Internal combustion engine with direct injection and reduced particulate emissions

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DE2854422A1 (en) * 1978-12-16 1980-07-03 Bosch Gmbh Robert FUEL INJECTION SYSTEM FOR DIESEL INTERNAL COMBUSTION ENGINES, ESPECIALLY FOR VEHICLE DIESEL ENGINES
DE2931978C2 (en) * 1979-08-07 1987-12-17 Robert Bosch Gmbh, 7000 Stuttgart, De
DE2943950C2 (en) * 1979-10-31 1993-06-24 Robert Bosch Gmbh, 7000 Stuttgart, De
DE3007337C2 (en) * 1980-02-27 1988-04-21 Robert Bosch Gmbh, 7000 Stuttgart, De
US4400865A (en) * 1980-07-08 1983-08-30 International Business Machines Corporation Self-aligned metal process for integrated circuit metallization
WO1982003125A1 (en) * 1981-03-03 1982-09-16 Stevenson Thomas T Speed and timing angle measurement
DE3123325A1 (en) * 1981-06-12 1982-12-30 Bosch Gmbh Robert FUEL INJECTION DEVICE FOR INTERNAL COMBUSTION ENGINES
DE3138607A1 (en) * 1981-09-29 1983-04-14 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
JPH0138301Y2 (en) * 1982-06-04 1989-11-16
DE3342905A1 (en) * 1983-11-26 1985-06-05 Maschf Augsburg Nuernberg Ag SHAFT COUPLING SYSTEM

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Cited By (69)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3973539A (en) * 1972-04-04 1976-08-10 C.A.V. Limited Fuel systems for engines
US4033310A (en) * 1972-10-04 1977-07-05 C.A.V. Limited Fuel pumping apparatus with timing correction means
US3973538A (en) * 1973-01-06 1976-08-10 C.A.V. Limited Fuel systems for engines
US3978837A (en) * 1973-12-14 1976-09-07 U.S. Philips Corporation Device for automatic speed control of a diesel engine
US3973540A (en) * 1974-02-22 1976-08-10 Hans List Timing device for a fuel injection pump
US3934430A (en) * 1974-03-06 1976-01-27 Fiat Societa Per Azioni Electronic injection timing control for fuel injection pumps
US4318382A (en) * 1976-09-15 1982-03-09 Robert Bosch Gmbh Fuel injection pump
US4168690A (en) * 1976-10-02 1979-09-25 Robert Bosch Gmbh Fuel injection system having timing piston responsive to load dependent pressure signal
US4141324A (en) * 1976-10-18 1979-02-27 United States Of America Low emission internal combustion engine
US4273090A (en) * 1976-10-23 1981-06-16 Robert Bosch Gmbh Fuel injection pump
US4489698A (en) * 1976-10-23 1984-12-25 Robert Bosch Gmbh Fuel injection pump
US4395990A (en) * 1976-10-23 1983-08-02 Robert Bosch Gmbh Fuel injection pump
US4142498A (en) * 1977-01-17 1979-03-06 Caterpillar Tractor Co. Fuel injection pump timing mechanism
FR2417642A1 (en) * 1978-02-20 1979-09-14 List Hans Fuel injection engine, especially diesel engine with installation for adjusting the injection instant
US4306528A (en) * 1978-02-23 1981-12-22 Robert Bosch Gmbh Fuel injection apparatus for internal combustion engines, particularly diesel engines
US4273088A (en) * 1978-02-23 1981-06-16 Robert Bosch Gmbh Apparatus for setting the angular relationship between rotating driving, and driven members
DE2935117A1 (en) * 1978-08-31 1980-03-13 Sanwa Seiki Mfg Co Ltd FUEL INJECTION TIMING CONTROL FOR THE INJECTION PUMP OF AN INTERNAL COMBUSTION ENGINE
US4305367A (en) * 1978-08-31 1981-12-15 Hino Jidosha Kogyo Kabushiki Kaisha Injection timing control system for fuel-injection pump for engine
US4305366A (en) * 1978-08-31 1981-12-15 Sanwa Seiki Mfg. Co., Ltd. Injection timing control system for fuel-injection pump for engine
DE2935679A1 (en) * 1978-09-06 1980-03-13 Hitachi Ltd DEVICE AND METHOD FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE
US4354474A (en) * 1978-09-28 1982-10-19 Diesel Kiki Company, Ltd. Fuel injection advance angle control apparatus
US4294218A (en) * 1978-10-26 1981-10-13 Caterpillar Tractor Co. Differential timing altering mechanism for fuel injectors
US4517934A (en) * 1979-07-26 1985-05-21 Volkswagenwerk Aktiengesellschaft Controllable camshaft for a drive, preferably an internal combustion engine
FR2463268A1 (en) * 1979-08-07 1981-02-20 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
US4393846A (en) * 1980-02-15 1983-07-19 Lucas Industries Limited Fuel pumping apparatus
FR2479341A1 (en) * 1980-03-31 1981-10-02 Nissan Motor FUEL INJECTION PUMP WITH INJECTION ADVANCE ADJUSTMENT DEVICE
US4378775A (en) * 1980-07-01 1983-04-05 Robert Bosch Gmbh Method and apparatus for fuel injection in internal combustion engines in particular diesel engines
US4475519A (en) * 1980-10-06 1984-10-09 Robert Bosch Gmbh Fuel injection system for internal combustion engines
FR2497275A1 (en) * 1980-12-31 1982-07-02 Lucas Industries Ltd IC engine fuel pump max. delivery control - has temp. sensor which signals to control circuit operating pump actuator
US4368705A (en) * 1981-03-03 1983-01-18 Caterpillar Tractor Co. Engine control system
WO1982003107A1 (en) * 1981-03-03 1982-09-16 Stevenson Thomas T Engine control system
US4452188A (en) * 1981-04-17 1984-06-05 Nippon Soken, Inc. Apparatus for controlling feed of oil discharged from oil pump
US4481912A (en) * 1981-07-14 1984-11-13 Firma Atlas Fahrzeugtechnik Gmbh Device for camshaft control
EP0071557A2 (en) * 1981-07-23 1983-02-09 Ail Corporation Method and apparatus for generating a start of combustion signal for a compression ignition engine
EP0071557A3 (en) * 1981-07-23 1984-10-17 Ambac Industries, Inc. Method and apparatus for controlling fuel injection timing in a compression ignition engine
US4470397A (en) * 1981-11-11 1984-09-11 Lucas Industries Public Limited Company Fuel injection pumping apparatus
EP0090796A1 (en) * 1982-03-30 1983-10-05 Friedmann & Maier Aktiengesellschaft Fuel injection pump timing control device
FR2524553A1 (en) * 1982-04-03 1983-10-07 Spica Spa FUEL INJECTION PUMP WITH ADVANCED DRIVE DEVICE FOR ENGINE
DE3212524A1 (en) * 1982-04-03 1983-10-13 Spica Spa IMPROVEMENT OF THE SPRAY TIME ADJUSTMENT SYSTEM WITH AN INJECTION PUMP, IN PARTICULAR WITH A PISTON PUMP
US4505247A (en) * 1982-04-03 1985-03-19 Spica S.P.A. Systems for varying the advance of an injection pump, particularly of the distributor type
EP0090797A1 (en) * 1982-04-05 1983-10-05 Robert Bosch Ag Electro-hydraulic timing control system for injection pumps of fuel injection internal-combustion engines
DE3215047A1 (en) * 1982-04-22 1983-11-03 Maschf Augsburg Nuernberg Ag Injection system on an internal combustion engine
US4541393A (en) * 1982-06-30 1985-09-17 Kabushiki Kaisha Komatsu Seisakusho Apparatus for controlling fuel injection timing
FR2529617A1 (en) * 1982-07-03 1984-01-06 Maschf Augsburg Nuernberg Ag IC engine valve and injection timing control
US4526146A (en) * 1982-11-24 1985-07-02 Robert Bosch Gmbh Fuel injection pump
WO1984002746A1 (en) * 1983-01-10 1984-07-19 Ford Werke Ag Diesel engine emission control system
US4479473A (en) * 1983-01-10 1984-10-30 Ford Motor Company Diesel engine emission control system
EP0114803A3 (en) * 1983-01-24 1986-02-05 Friedmann & Maier Aktiengesellschaft Timing control device for a fuel injection pump
EP0114803A2 (en) * 1983-01-24 1984-08-01 Friedmann & Maier Aktiengesellschaft Timing control device for a fuel injection pump
AT392120B (en) * 1983-01-24 1991-01-25 Bosch Robert Ag Device for adjusting the delivery start of a fuel injection pump
EP0122399A1 (en) * 1983-04-15 1984-10-24 Klöckner-Humboldt-Deutz Aktiengesellschaft Injection timing advance device for injection pumps of reciprocating internal-combustion engines
EP0129281A1 (en) * 1983-06-14 1984-12-27 SPICA S.p.A. Improvements in injection pump regulator systems for internal combustion engines
EP0181402A1 (en) * 1984-05-08 1986-05-21 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Fuel injection pump
EP0181402A4 (en) * 1984-05-08 1986-09-22 Mitsubishi Motors Corp Fuel injection pump.
EP0168586A1 (en) * 1984-06-22 1986-01-22 Robert Bosch Gmbh Fuel injection pump
DE3441508A1 (en) * 1984-11-14 1986-05-22 Kloeckner Humboldt Deutz Ag Device for adjustment of the injection point or the valve timing of an internal-combustion engine
US4736726A (en) * 1985-07-18 1988-04-12 Toyota Jidosha Kabushiki Kaisha Method and system for controlling fuel ignition timing in diesel engine
US4754738A (en) * 1985-08-16 1988-07-05 Daimler-Benz Aktiengesellschaft Pressure oil feed arrangement for a hydraulically actuated timing device cooperating with an injection pump
US5121324A (en) * 1989-12-21 1992-06-09 Mack Trucks, Inc. Motor vehicle magagement and control system including solenoid actuated fuel injection timing control
US5259350A (en) * 1990-09-13 1993-11-09 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Fuel injection device
US5188075A (en) * 1991-08-13 1993-02-23 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US5188074A (en) * 1991-08-13 1993-02-23 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
EP0627552A1 (en) * 1993-04-08 1994-12-07 Robert Bosch Gmbh fuel injection pump
US5713335A (en) * 1995-09-12 1998-02-03 Cummins Engine Company, Inc. Variable injection timing and injection pressure control arrangement
US6604508B2 (en) * 2001-09-04 2003-08-12 Caterpillar Inc Volume reducer for pressurizing engine hydraulic system
US8001942B2 (en) * 2007-10-31 2011-08-23 GM Global Technology Operations LLC High pressure piston pump actuating system using automotive starter system
US20090107442A1 (en) * 2007-10-31 2009-04-30 Gm Global Technology Operations, Inc. High pressure piston pump actuating system using automotive starter system
US9976512B2 (en) * 2012-08-03 2018-05-22 Ford Global Technologies, Llc Internal combustion engine with direct injection and reduced particulate emissions
US20140039780A1 (en) * 2012-08-03 2014-02-06 Ford Global Technologies, Llc Internal combustion engine with direct injection and reduced particulate emissions

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JPS5339528B1 (en) 1978-10-21
DE2210400B2 (en) 1974-03-07
DE2210400C3 (en) 1974-10-03
DE2210400A1 (en) 1972-09-21

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