US3835829A - Fuel injection apparatus for internal combustion engines - Google Patents

Fuel injection apparatus for internal combustion engines Download PDF

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US3835829A
US3835829A US00256126A US25612672A US3835829A US 3835829 A US3835829 A US 3835829A US 00256126 A US00256126 A US 00256126A US 25612672 A US25612672 A US 25612672A US 3835829 A US3835829 A US 3835829A
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pressure
fuel
pump
supply
valve
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US00256126A
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H Links
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • ABSTRACT There is described a pump-and-nozzle assembly which forms part of a fuel injection apparatus serving an internal combustion engine and which includes a reciprocating pump piston performing its injection strokes by virtue of hydraulic pressure intermittently applied thereto in a controlled manner. Between two injection strokes the pump work chamber is charged with pressurized fuel through a supply valve and a throttle which causes the charging period to be substantially longer than the injection period.
  • the supply valve is biased closed by a spring pressure which, together with the maximum charging pressure prevailing in the pump work chamber, is at most equal to the fuel supply pressure which, in turn, is greater than the opening pressure of the fuel injection valve disposed downstream of and in communication with the pump work chamber.
  • the fuel injection apparatus is of the type which has a hydraulically driven pump piston, one radial face of which bounds the pump work chamber, while the other radial face of which bounds a servo pressure chamber.
  • the latter for initiating the pressure stroke of the pump, is placed under pressure by fuel which, in turn, is pressurized to the fuel supply pressure by a pressure source and admitted by a conduit to the servo pressure chamber. Between the pressure source and the pump work chamber there is disposed a supply valve.
  • the fuel injection apparatus is further provided with a solenoid valve which controls the fuel flow from the pressure source to the servo pressure chamber and from the servo pressure chamber to a discharge conduit.
  • the fuel injection apparatus is further of the type that has a spring-biased fuel injection valve, the opening pressure of which is greater than the charging pressure that prevails in the pump work chamber during and at the termination of the charging stroke.
  • a solenoid control valve controls a servo piston which has a diameter that is larger than that of the pump piston.
  • the servo piston and the pump piston are connected to one another; their stroke together determines the injected fuel quantities.
  • This fuel injection apparatus by virtue of pressure transformation, is adapted for very high injection pressures (350l,050 kg/cm as it is required in diesel engines operating on direct injection.
  • Such a fuel injection apparatus is very expensive and, because of plunger control, it is too slow for high rpm engines.
  • This fuel injection apparatus has the disadvantage that because of the springs, the long fuel lines necessitated by the system and because of the mechanical control and the pressure control of the counter-pressure in the servo pressure chamber, a sufficiently rapid, accurate operation required for engines of current design cannot be achieved. Furthermore, this fuel injection apparatus is rpm-dependent, since the charging period controlled by the cam shaft varies in proportion to the rpm, whereas the throttle effect of the throttle member does not. Since both effects are superimposed, a constant injected fuel quantity cannot be achieved in case of a rapidly changing rpm.
  • a throttle member which affects the charging time and thus the injected fuel quantities and further, the supply valve is biased closed by means of a spring to a valve opening pressure which, taken together with the maximum charging pressure in the pump work chamber, is at most as large as the fuel supply pressure.
  • the latter is larger than the opening pressure of the fuel injection valve.
  • the fuel injection apparatus incorporating the aforeoutlined features may be of a very simple structure; it does not need additional servo pistons and it operates in a secure and rapid manner.
  • the fuel injection apparatus outlined above has the advantage that, since the charging periods are substantially longer (for example, seven-fold) than the periods of injection, a correspondingly greater accuracy in the metering of the injected fuel quantities is achieved. By virtue of the extended charging period even very small fuel quantities may be controlled with high accuracy which has not been possible heretofore.
  • the maximum permissible injected fuel quantity is determined by the maximum possible stroke of the pump piston. This feature ensures that the maximum permissible injected fuel quantity cannot be exceeded. This is particularly advantageous in diesel engines, in case the maximum permissible injected fuel quantity is identical to the full load fuel quantity. In this manner an emission, during excess fuel injection, of uncombusted pollutants prohibited with ever increasing severity by the clean air laws, is effectively prevented.
  • the charging period and thus the charging stroke at the maximum permissible rpm may be extended to the entire period between the terminal moment of the injection period of one work cycle and the starting moment of the injection period of the successive work cycle.
  • an automatic safety control is achieved, because if the maximum rpm is exceeded, an automatic reduction of the injected fuel quantity is effected, since in case of such an rpm increase the charging period will no longer be sufficient for a complete charging of the pump work chamber.
  • FIG. 1 is a longitudinal, partially schematic sectional view of the first embodiment of a pump-and-nozzle assembly of the fuel injection apparatus
  • FIG. 2 is a longitudinal sectional view of the second embodiment of a pump-and-nozzle assembly
  • FIG. 2a is a longitudinal sectional view of one part of FIG. 2 showing the pump piston in its lower dead center;
  • FIG. 3 is a longitudinal sectional view of the third embodiment of the pump-and-nozzle assembly and FIG. 4 is a diagram illustrating the injected fuel quantities as a function of the injection, charging and control periods.
  • FIG. 1 the first embodiment of a pump-and-nozzle assembly 9 of a fuel injection apparatus is designed to serve an Otto engine wherein fuel is injected into the air intake tube.
  • the pump-and-nozzle assembly 9 is tightened together by means of a nut sleeve 12 to constitute a unitary structure.
  • the assembly 9 is formed of two structural groups 10 and 1 l.
  • the first structural group 10 has a housing 13 which contains a solenoid control valve 16 inserted in a housing bore 14 which is an enlarged continuation of a transversal fuel inlet bore 15.
  • Thehousing 13 further accommodates a hydraulically operated pump 17 formed substantially of a cylindrical pump piston 19 guided in a cylinder bore 18, a supply valve 21 and a throttle member 22.
  • the second structural group 11 comprises an injection nozzle 13 containing an outwardly opening fuel injection valve 24.
  • the latter includes a valve body 25, a valve needle 26, a closing spring 27 and a spring seat disc 28 which is connected with the valve needle 26 in a known manner and which forms a support for the closing spring 27.
  • the other support for the closing spring 27 is constituted by the valve body 25.
  • the supply valve 21 has a movable valve member 31 and a valve spring 32 which presses the valve member 31 against a valve seat 33 and which is seated in a depression 34 of the fuel injection nozzle 23.
  • the housing 13 of the pump-andmozzle assembly 9 has a supply bore 35 to which there is coupled a supply conduit 36.
  • the latter carries fuel which is admitted to the pump 17 at a supply pressure p from a pressure source 37.
  • the latter together with its accessory components, is of conventional structure (for example, a gear pump driven by the engine) and is therefore only symbolically illustrated.
  • the output pressure of the pressure source 37 is maintained by a pressure regulating valve 38 at the desired supply pressure, for example, at p 5 kg/cm
  • the pressure regulating valve 38 may be combined with a pressure accumulator, the structure of which, similarly to that of the pressure regulating valve 38, is of conventional nature and is therefore not illustrated or described in detail.
  • the solenoid control valve 16 which will be described in detail later, controls the flow of the fuel from or to a servo pressure chamber 39 located above the pump piston 19.
  • the length of this chamber determines the maximum stroke H and thereby the largest permissible injection quantity O
  • the maximum stroke H may also be determined by varying the position of an upper abutment 41 or by shortening or lengthening the cylinder bore 18.
  • the pump piston 19 is, with its upper radial face 40, in contact with the upper abutment 41, while its lower radial face 42, remote from the abutment 41, bounds a pump work chamber 43 adjoining the cylinder bore 18.
  • the pump work chamber 43 is bounded at its bottom by the injection nozzle 23, the upper radial face of which constitutes a lower abutment 47 for the pump piston 19.
  • From the pump work chamber 43 there extends a connecting port 44 to the fuel injection valve 24.
  • fuel may enter into the pump work chamber 43 through a supply port 45.
  • the throttle member 22 is threadedly engaged in a charging bore 46 which extends from the transversal bore 15 to the supply valve 21.
  • the flow passage section of the throttle member 22 affects the supply speed of the fuel flowing to the supply valve 21 and thus to the pump work chamber 43. Stated differently, said flow passage section determines the charging period of the pump-and-nozzle assembly 9.
  • the charging period t which, due to the throttle member 22, is very substantially lengthened (for example, seven-fold) with respect to the injection period t,;, there is ensured a correspondingly more accurate metering of the fuel quantity Q.
  • the lengthened charging period t permits a very accurate control even of extremely small fuel quantities (smaller than 3 mm per stroke).
  • the solenoid control valve 16 shown in a simplified manner, is a conventional, pressure-equalized 3/2-way valve (disclosed for example, in German Published application DOS Pat. No. 1,934,212) operated by an electromagnet 51.
  • the solenoid control valve 16 comprises a valve housing 52 and a sphere 53 which serves as the movable valve member.
  • the sphere 53 in its position shown in FIG. 1 closes a valve seat 54 forming the opening of a port 55 which is in continuous communication with the transversal fuel inlet bore 15.
  • the sphere 53 blocks the supply of the fuel from the pressure source 37 to the servo pressure chamber 39.
  • the servo pressure 39 is in communication with a return or discharge conduit 58 through a second valve seat 56 which in FIG. 1 is shown in its open position and through a discharge outlet 57.
  • the conduit 58 which is coupled to the discharge outlet 57, the fuel returns in a depressurized condition to a fuel tank 59 from which the pressure source 37 draws fuel through a suction conduit 60.
  • the electromagnet 51 comprises an armature 61 guided in a bore 62 which is in axial alignment with the port 55. Urged by a spring 64, the armature, with an integral axial pin 63 presses the sphere 53 against the valve seat 54 when the electromagnet 51 is in a deenergized condition.
  • the solenoid control valve 16 is pressure-equalized by providing that the supply pressure p prevailing in the transversal bore is, through a channel 65, communicated to a chamber 66 behind the armature 61.
  • the surfaces of the sphere 53 and the armature 61 exposed to the pressure of the fuel are of identical magnitude, so that the forces derived from the fuel pressure and exerted on the sphere 53 in the opening and in the closing direction are also identical.
  • the spring 64 has to supply a relatively small force merely to maintain the sphere 53 in contact with the valve seat 54.
  • the moving components of the solenoid control valve 16 are of a small mass which permits almost delay-free switching operations. Such property is desirable for a rapid and accurate operation of the solenoid valve.
  • the pump 17 and the injection nozzle 23 with the injection valve 24 as well as the supply valve 21 and the throttle member 22 do not have to be separately mounted as illustrated in FIG. 1, but may be, as illustrated in FIG. 2, which shows the second embodiment of a pump-and-nozzle assembly 9', combined into structural groups 71 and 72.
  • the structural group 71 comprises a pump housing 73 which is threadedly engaged in the housing 13 and which is provided with a cylinder bore'18 to slidably receive the pump piston 19.
  • the upward stroke of the latter is limited by an upper annular abutment 41
  • the pump piston 19' is provided on its lateral face with an axial air bleeder groove 74 the length of which is so designed that in the lower dead center position (UT) of the pump piston 19 shown in FIG. 2a, in which the latter is in engagement with the lower abutment 47, it forms a throttle gap a with the upper boundary of the pump work chamber 43.
  • the throttle gap a is only a few tenths of a millimeter wide (for example, 0.1 0.2 mm).
  • the lower radial face 42 of the pump piston 19' is adapted to seal the connecting bore 44' between the pump work chamber 43 and the injection valve 24 in the manner of a flat seat valve when the pump piston 19 is in its lowermost position.
  • the injection valve 24 is disposed in the lower part of the pump housing 73.
  • the second structural group 72 which is threadedly engaged in the supply bore 35 contains a supply valve 21 which corresponds to the supply valve 21 of FIG. 1 and which has a valve spring 32 and a throttle bore 75.
  • the latter has the function of the throttle member 22 of the first embodiment.
  • the supply valve 21' communicates with the pump work chamber 43 through a supply bore 76 and a supply port 45 In the bore 14' which is an extension of the transversal bore 15, there is inserted, similarly to the first embodiment according to FIG. 1, a solenoid control valve 16 connected to a supply bore 35 and a return or discharge bore 57' which are coupled, respectively, to the supply conduit 36 and the return conduit 58.
  • the pump-and-nozzle assembly 9' is associated with a pressure source and a fuel tank in a manner identical to the embodiment illustrated in FIG. 1.
  • FIG. 3 there is shown a pump-and-nozzle assembly 9" adapted in particular for injecting fuel in diesel engines.
  • This pump-and-nozzle assembly 9" differs from the pump-and-nozzle assembly 9' of FIG. 2 by a modified structural group 71 which has a longer pump housing 73" threadedly engaged in the housing 13".
  • the upper abutment 41 for the pump piston 19 is, similarly to FIG. 2, of annular configuration.
  • the pump housing 73" has a substantially longer connecting bore 44" between its pump work chamber 43" and the fuel injection valve 24" than the housing 73 of the pump-and-nozzle assembly 9' of FIG. 2.
  • the fuel injection nozzle 23" has a fuel injection valve 24", the valve body 25" of which contains a valve needle 26".
  • the valve 24" is positioned in a bore 79 of the injection nozzle 23" by means of a support sleeve 78.
  • the conduits 36 and 58 are coupled, respectively, to a pressure source and a fuel tank (neither shown) of known structure as shown in FIG. 1.
  • the pressure source however, has to be designed for a higher supply pressure p (for example, 200 kgfcm than in case of the first embodiment.
  • the supply valve 21" with the valve spring 32" and throttle bore 75" of the second structural group 72" as well as the fuel valve 24" have to be adapted to higher pressures.
  • the solenoid control valve 16 is designed identically to that described in connection with FIG. 1 and is therefore not described here in detail.
  • the pump-and-nozzle assembly 9" may also be used in case of correspondingly lower pressures for a direct injection into the combustion chambers of an Otto engine.
  • the pump-and-nozzle assembly 9" according to FIG. 3 operates well, for example, with pressures p 200 kg/cm, p 80 kg/cm p,-,,,,,,, 120 kg/cm and p 150 kg/cm
  • the maximum charging pressure p in the pump work chamber 43, 43, 43" appears only if the pump piston 19, 19' dwells at least for a limited duration in contact with its upper abutment 41, 41 41".
  • the two periods correspond, respectively, to 315 and 45 of cam angle (NW), which together amount to 360 cam angle, that is, one rotation of the cam shaft.
  • NW cam angle
  • one cam shaft revolution corresponds to two revolutions of the crank shaft, that is, 720 of crank shaft angle (KW).
  • the cycle period T in this case is composed of I I
  • the switching periods of the electromagnet 51 of the solenoid control valve 16 are shown by the solid-line curve C for the highest possible injection quantities O and by the broken-line curve D for partial load quantities 0,.
  • the valve 16 At C, and, respectively, D, the valve 16 is in its closed position, whereas at C and, respectively, D it is in its open position.
  • the beginning and the end of the energizing periods i and t determine the beginning moment t, of the injection and the beginning moment t and t respectively of the charging stroke.
  • the period between the two energizing periods t and t in which the solenoid 67 is in a de-energized condition and thus the valve is in its closed position C, and D is identified as deenergized period I 11
  • the moment of the termination of the injection is indicated respectively at and t and is affected basically only by the readied injection quantity Q and Q,, respectively, since the other influencing magnitudes, such as the supply pressure p and the characteristics of the injection valves 24 and 24" are constant. If desired, the fuel supply pressure p may be varied for altering the injection period within limits, for example, in an rpm-dependent manner.
  • the pump piston 19 Prior to the beginning of the injection of the full load fuel quantity Qm (curves A and C), the pump piston 19 is disposed at Hmnr at its upper abutment 41 (OT- position), since it just completed its charging stroke.
  • the solenoid control valve 16 switches from the closed position C1 into the open position C2 whereby the sphere 53 quickly moves from the first valve seat 54 to the second valve seat 56 and the fuel. delivered at a supply pressure p; from the pressure source 37, is
  • FIGS. 1 3 each show one pump-and-nozzle assembly 9, 9', 9" of the fuel injection apparatus. It is to be understood that in case of a multicylinder engine the fuel injection apparatus may have a greater number of pump-and-piston assemblies each of which may serve one or more cylinders.
  • a fuel injection pump-and-nozzle assembly forming part of a fuel injection apparatus serving an internal combustion engine, said assembly being of the type that has (a) a hydraulically operated pump piston having two opposite radial faces, (b) a pump work chamber bounded by one of said radial faces of said pump piston, (c) a servo pressure chamber bounded by the other of said radial faces of said pump piston, (d) a pressure source externally of said assembly for pressurizing fuel to a supply pressure, (e) first supply conduit means extending from said pressure source to said pump work chamber, (f) a supply valve disposed in said first supply conduit means, (g) second supply conduit means extending from said pressure source to said servo pressure chamber, (h) discharge or return conduit means extending from said servo pressure chamber, (i) a solenoid control valve for controlling the flow in said second supply conduit means and in said discharge conduit means for intermittently causing fuel to be admitted at said supply pressure from said pressure source into said servo pressure chamber to effect the delivery
  • a throttle member disposed in said first sup ply if conduit means between said pressure source and said supply valve, said throttle member being so dimensioned as to substantially lengthen the charging period, during which fuel is supplied from said pressure source to said pump work chamber, with respect to the injection period during which fuel is injected into the engine from .said pump work chamber, and
  • said solenoid control valve is constituted by an electromagnetically operable 3/2-way valve including a sphere as its movable valve member.
  • a fuel injection pump-and-nozzle assembly forming part of a fuel injection apparatus serving an internal combustion engine, said assembly being of the type that has (a) a hydraulically operated pump piston having two opposite radial faces, (b) a pump work chamber bounded by one of said radial faces of said pump piston, (c) a servo pressure chamber bounded by the other of said radial faces of said pump piston, (d) a pressure source externally of said assembly for pressurizing fuel to a supply pressure, (e) first supply conduit means extending from said pressure source to said pump work chamber, (f a supply valve disposed in said first supply conduit means, (g) second supply conduit means extending from said pressure source to said servo pressure chamber, (h) discharge or return conduit means extending from said servo pressure chamber, (i) a solenoid control valve for controlling the flow in said second supply conduit means and in said discharge conduit means for intermittently causing fuel to be admitted at said supply pressure from said pressure source into said servo pressure chamber to effect the delivery strokes of
  • a throttle member disposed in said first supply conduit means between said pressure source and said supply valve, said throttle member being so dimensioned as to substantially lengthen the charging period, during which fuel is supplied from said pressure source to said pump work chamber, with respect to the injection period during which fuel is injected into the engine from said pump work chamber, and

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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)
US00256126A 1971-05-28 1972-05-23 Fuel injection apparatus for internal combustion engines Expired - Lifetime US3835829A (en)

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DE19712126653 DE2126653A1 (de) 1971-05-28 1971-05-28 Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen

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US00256126A Expired - Lifetime US3835829A (en) 1971-05-28 1972-05-23 Fuel injection apparatus for internal combustion engines

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US (1) US3835829A (cs)
CS (1) CS155120B2 (cs)
DE (1) DE2126653A1 (cs)
FR (1) FR2140019B1 (cs)
GB (1) GB1391327A (cs)
IT (1) IT955953B (cs)

Cited By (30)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4033507A (en) * 1975-01-15 1977-07-05 Robert Bosch Gmbh Fuel injection valve
US4219154A (en) * 1978-07-10 1980-08-26 The Bendix Corporation Electronically controlled, solenoid operated fuel injection system
US4327695A (en) * 1980-12-22 1982-05-04 Ford Motor Company Unit fuel injector assembly with feedback control
US4379442A (en) * 1980-10-06 1983-04-12 Ford Motor Company Electromagnetically controlled fuel injection pump
US4422424A (en) * 1981-06-23 1983-12-27 The Bendix Corporation Electronically controlled fuel injection pump
US4566416A (en) * 1981-07-31 1986-01-28 Stanadyne, Inc. Accumulator nozzle fuel injection system
US4838232A (en) * 1984-08-14 1989-06-13 Ail Corporation Fuel delivery control system
US5168855A (en) * 1991-10-11 1992-12-08 Caterpillar Inc. Hydraulically-actuated fuel injection system having Helmholtz resonance controlling device
US5176115A (en) * 1991-10-11 1993-01-05 Caterpillar Inc. Methods of operating a hydraulically-actuated electronically-controlled fuel injection system adapted for starting an engine
US5181494A (en) * 1991-10-11 1993-01-26 Caterpillar, Inc. Hydraulically-actuated electronically-controlled unit injector having stroke-controlled piston and methods of operation
US5191867A (en) * 1991-10-11 1993-03-09 Caterpillar Inc. Hydraulically-actuated electronically-controlled unit injector fuel system having variable control of actuating fluid pressure
US5271371A (en) * 1991-10-11 1993-12-21 Caterpillar Inc. Actuator and valve assembly for a hydraulically-actuated electronically-controlled injector
US5407131A (en) * 1994-01-25 1995-04-18 Caterpillar Inc. Fuel injection control valve
US5449119A (en) * 1994-05-25 1995-09-12 Caterpillar Inc. Magnetically adjustable valve adapted for a fuel injector
US5474234A (en) * 1994-03-22 1995-12-12 Caterpillar Inc. Electrically controlled fluid control valve of a fuel injector system
US5479901A (en) * 1994-06-27 1996-01-02 Caterpillar Inc. Electro-hydraulic spool control valve assembly adapted for a fuel injector
US5488340A (en) * 1994-05-20 1996-01-30 Caterpillar Inc. Hard magnetic valve actuator adapted for a fuel injector
US5494219A (en) * 1994-06-02 1996-02-27 Caterpillar Inc. Fuel injection control valve with dual solenoids
US5494220A (en) * 1994-08-08 1996-02-27 Caterpillar Inc. Fuel injector assembly with pressure-equalized valve seat
US5597118A (en) * 1995-05-26 1997-01-28 Caterpillar Inc. Direct-operated spool valve for a fuel injector
US5605289A (en) * 1994-12-02 1997-02-25 Caterpillar Inc. Fuel injector with spring-biased control valve
RU2101547C1 (ru) * 1991-10-11 1998-01-10 Катерпиллар Инк. Приводной и клапанный узел для форсунки с гидравлическим приводом и электронным управлением
US5720318A (en) * 1995-05-26 1998-02-24 Caterpillar Inc. Solenoid actuated miniservo spool valve
US5758626A (en) * 1995-10-05 1998-06-02 Caterpillar Inc. Magnetically adjustable valve adapted for a fuel injector
US5975139A (en) * 1998-01-09 1999-11-02 Caterpillar Inc. Servo control valve for a hydraulically-actuated device
US6085991A (en) * 1998-05-14 2000-07-11 Sturman; Oded E. Intensified fuel injector having a lateral drain passage
US6148778A (en) * 1995-05-17 2000-11-21 Sturman Industries, Inc. Air-fuel module adapted for an internal combustion engine
US6161770A (en) * 1994-06-06 2000-12-19 Sturman; Oded E. Hydraulically driven springless fuel injector
US6257499B1 (en) 1994-06-06 2001-07-10 Oded E. Sturman High speed fuel injector
US20070114481A1 (en) * 2005-11-18 2007-05-24 Denso Corporation Diagnosis method for solenoid valve based on noise detection

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3141154C2 (de) * 1981-10-16 1993-10-21 Bosch Gmbh Robert Kraftstoffeinspritzanlage

Citations (1)

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Publication number Priority date Publication date Assignee Title
US2598528A (en) * 1948-12-20 1952-05-27 Louis O French Fuel injection apparatus

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
US2598528A (en) * 1948-12-20 1952-05-27 Louis O French Fuel injection apparatus

Cited By (33)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4033507A (en) * 1975-01-15 1977-07-05 Robert Bosch Gmbh Fuel injection valve
US4219154A (en) * 1978-07-10 1980-08-26 The Bendix Corporation Electronically controlled, solenoid operated fuel injection system
US4379442A (en) * 1980-10-06 1983-04-12 Ford Motor Company Electromagnetically controlled fuel injection pump
US4327695A (en) * 1980-12-22 1982-05-04 Ford Motor Company Unit fuel injector assembly with feedback control
US4422424A (en) * 1981-06-23 1983-12-27 The Bendix Corporation Electronically controlled fuel injection pump
US4566416A (en) * 1981-07-31 1986-01-28 Stanadyne, Inc. Accumulator nozzle fuel injection system
US4838232A (en) * 1984-08-14 1989-06-13 Ail Corporation Fuel delivery control system
US5168855A (en) * 1991-10-11 1992-12-08 Caterpillar Inc. Hydraulically-actuated fuel injection system having Helmholtz resonance controlling device
US5176115A (en) * 1991-10-11 1993-01-05 Caterpillar Inc. Methods of operating a hydraulically-actuated electronically-controlled fuel injection system adapted for starting an engine
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Also Published As

Publication number Publication date
FR2140019B1 (cs) 1973-07-13
IT955953B (it) 1973-09-29
CS155120B2 (cs) 1974-05-30
GB1391327A (en) 1975-04-23
FR2140019A1 (cs) 1973-01-12
DE2126653A1 (de) 1972-12-07

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