WO1999032787A1 - Pompe d'injection de carburant - Google Patents

Pompe d'injection de carburant Download PDF

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Publication number
WO1999032787A1
WO1999032787A1 PCT/JP1998/005764 JP9805764W WO9932787A1 WO 1999032787 A1 WO1999032787 A1 WO 1999032787A1 JP 9805764 W JP9805764 W JP 9805764W WO 9932787 A1 WO9932787 A1 WO 9932787A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
delivery valve
injection pump
plunger
fuel injection
Prior art date
Application number
PCT/JP1998/005764
Other languages
English (en)
Japanese (ja)
Inventor
Katsuhiko Nagakura
Original Assignee
Yanmar Diesel Engine Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP35091897A external-priority patent/JPH11182382A/ja
Priority claimed from JP35091797A external-priority patent/JPH11182383A/ja
Application filed by Yanmar Diesel Engine Co., Ltd. filed Critical Yanmar Diesel Engine Co., Ltd.
Priority to EP98961436A priority Critical patent/EP1041273A1/fr
Publication of WO1999032787A1 publication Critical patent/WO1999032787A1/fr

Links

Classifications

    • 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
    • F02M59/46—Valves
    • F02M59/462—Delivery valves
    • 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • F02M59/26—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
    • F02M59/265—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders characterised by the arrangement or form of spill port of spill contour on the piston

Definitions

  • the present invention relates to a fuel injection pump for a diesel engine, and particularly to a structure that can achieve good combustion performance.
  • FIG. 17 and FIG. 18 show a conventional fuel injection pump.
  • a valve seat (2) is provided at the top of the pump body (1).
  • the delivery valve (3) inside the valve seat (2) is normally closed by a spring (4). Energized in the valve direction.
  • a high-pressure chamber (7) is provided inside the valve holder (6) for fixing the valve sheet (2) to the pump body (1), and a fuel is provided so as to communicate with the high-pressure chamber (7).
  • a high-pressure pipe (8) is connected to the valve holder (6) and communicates with an injection nozzle (not shown).
  • a plunger (10) driven by a cam (not shown) is slidably provided at a lower portion of the pump body (1), and a pressure feed chamber is provided between the upper portion of the plunger (10) and the delivery valve (3). (11) is provided.
  • a lower lead (12) inclined in an oblique direction is formed on the outer peripheral surface of the plunger (10), and the lower lead (12) communicates with the pressure feed chamber (11).
  • the suction operation of the delivery valve (3) has a problem that the negative pressure is generated on the high-pressure pipe (8) side in the low-speed region, and the injection amount becomes unstable. ) Is applied to the sliding surface of () to suppress the suction effect and secure the residual pressure in the high-pressure chamber (7) in the low-speed range to some extent, and inject the fuel to the rotation speed.
  • the quantitative characteristics, that is, the N-Q characteristics are improved.
  • the amount of fuel injection is controlled by rotating the plunger (10) in the circumferential direction within the range of the lower lead (12) to change the range of use, that is, the effective stroke, and using the lower lead (12).
  • the fuel injection is controlled by controlling the cut timing. For example, when the load is low, the injection amount is reduced by using the shallow position of the lead, and when the load is high, the injection amount is increased by using the deep position of the lead.
  • Such a conventional fuel injection pump has the following disadvantages.
  • the force of the cam to push up the plunger is weak, so that the lift amount of the delivery valve (hereinafter referred to as “lift amount”) is small.
  • the plunger push-up force is strong, and this dynamic effect increases the lift of the delivery valve. If the lift amount of the delivery valve is large, the suction effect is also large, and the residual pressure in the high pressure chamber is reduced. In other words, the higher the speed, The residual pressure in the high pressure chamber decreases.
  • the above tendency has been observed, and if the residual pressure in the high-pressure chamber (7) is to be kept low in the low-speed region, the high-pressure chamber ( The residual pressure in 7) may be too low, and the rise of injection during the pumping process, that is, the dynamic injection timing may be delayed. In this case, a misfire is caused at the time of a cold start or the like, and a trouble such as a misfire emitting blue-white smoke is likely to occur.
  • the residual pressure in the low-speed range can be kept to some extent low by using a constant-pressure valve.However, in this case, the spill rate in the high-speed and high-load range is reduced, so that the injection cut-off becomes worse and the combustion performance deteriorates. Was invited.
  • a groove communicating with the lower lead is provided near the upper end of the plunger, and the fuel in the pumping chamber is partially returned to the fuel supply port through the groove during the plunger pumping process.
  • the pressure inside the pumping chamber in low to medium speed range Various fuel injection pumps have been proposed in which the injection time is made longer by increasing the injection time slowly and the injection timing is made variable.
  • the groove formed on the outer peripheral surface of the plunger is a partial groove having one end communicating with the lower lead. This means that it is necessary to increase the effective stroke and maximize the injection amount by using the deepest position of the lead, especially at the start, but if the fuel is returned at this start, it will start. This is because the groove is formed so as to avoid the deepest position of the lead because of the poor performance.
  • the present invention solves the above-mentioned drawbacks and keeps the residual pressure in the high-pressure chamber in the low-speed range to a certain extent, while the residual pressure in the high-pressure chamber in the high-speed range (particularly in the high idling state) becomes too low.
  • the objective is to provide a fuel injection pump that achieves good combustion performance by avoiding it.
  • An object of the present invention is to provide a fuel injection pump in which the plunger groove processing is extremely easy. Disclosure of the invention
  • the present invention relates to a fuel passage connecting a high-pressure chamber to which an injection nozzle or the like is connected and a pressure-feeding chamber.
  • a fuel injection pump in which a delivery valve having a fuel suction function is slidably disposed, the suction collar of the delivery valve is subjected to an angleless cut, and the communication area of the fuel passage is maximized.
  • a communication area expanding means for expanding the communication area of the fuel passage along with the movement of the delivery valve is provided separately from the expansion of the communication area of the fuel passage due to the angle cutter. is there.
  • the injection amount is large, and the delivery valve in the high-pressure chamber lifts to a sufficient height with inertia to obtain a sufficient suction effect. Becomes sufficiently low.
  • the communication area enlarging means includes a cutout formed in at least one of a suction / return collar of the delivery valve and a wall surface of the fuel passage.
  • the notch is formed by cutting out the sliding surface of the suction and return collar in a stepped or inclined shape.
  • the angle cutting and the notch portion can be simultaneously formed by a single cutting operation. The process can be simplified.
  • the present invention also provides a plunger having a lower lead formed on an outer peripheral surface slidably inserted into a pumping chamber, and closing a fuel supply opening opening toward the pumping chamber with a tip of the plunger.
  • a plunger having a lower lead formed on an outer peripheral surface slidably inserted into a pumping chamber, and closing a fuel supply opening opening toward the pumping chamber with a tip of the plunger.
  • an annular groove communicating with the lower lead is formed on the outer peripheral surface of the plunger, Part of the fuel in the pressure storage chamber is returned to the fuel supply port through the annular groove.
  • the annular groove has the same cross-sectional shape over the entire circumference, and the width of the groove is smaller than the diameter of the fuel supply port.
  • the plunger moves at a high speed, and the time required for communication between the fuel supply port and the annular groove is shortened. Therefore, the injection period becomes longer in the low to medium speed range, but in the high speed and high load range, the injection period can be shortened to maintain good combustion performance with good injection termination.
  • annular groove having the same cross-sectional shape it becomes possible to extremely easily perform plunger groove processing using a cutting machine, as compared with the case of forming a conventional partial groove. Manufacturing costs can be reduced. Furthermore, when an annular groove is formed on the outer peripheral surface of the plunger, two communicating portions with the lower lead and the fuel supply port are formed, so that two fuel discharge paths can be obtained with one groove. Fuel efficiency can be increased.
  • FIG. 1 is a longitudinal sectional view of a fuel injection pump according to an embodiment of the present invention
  • FIG. 2 is a longitudinal sectional view of the same delivery valve portion
  • FIG. 3 is a longitudinal sectional view of the same when the communication area of the fuel passage is enlarged.
  • Fig. 4 is a perspective view showing the notch of the delivery valve
  • Fig. 5 is a diagram showing the relationship between the lift amount of the delivery valve and the communication area of the fuel passage
  • Fig. 6 is a delivery valve having an inclined notch.
  • Fig. 7 is a front view of a delivery valve in which a cutout portion is formed in a portion where an angle cut is provided
  • Fig. 1 is a longitudinal sectional view of a fuel injection pump according to an embodiment of the present invention
  • FIG. 2 is a longitudinal sectional view of the same delivery valve portion
  • FIG. 3 is a longitudinal sectional view of the same when the communication area of the fuel passage is enlarged.
  • Fig. 4 is a perspective view showing the
  • FIG. 8 is a front view of a delivery valve in which a cutout portion is formed in a portion where an angle cut is provided
  • Fig. 9 is FIG. 10 is a longitudinal sectional view showing a state in which a notch is formed in a valve seat.
  • FIG. 10 is a longitudinal sectional view showing a state in which a notch is formed in both a delivery valve and a valve seat. Is a perspective view of the plunger
  • FIG. 12 is a side view showing the positional relationship between the plunger and the fuel supply port during the pumping process
  • FIG. 13 is a side view of the plunger having a pair of upper and lower annular grooves
  • FIG. 14 is a side view of the plunger in which the lower lead communicates with the annular groove through the cutout.
  • FIG. 15 is a side view of the plunger in which the lower lead communicates with the annular groove through the cutout.
  • 6 is a perspective view of another plunger in which an annular groove is formed
  • FIG. 17 is a longitudinal sectional view of a conventional fuel injection pump
  • FIG. 18 is a longitudinal sectional view of the same during the pumping process.
  • a delivery valve (3) is slidably arranged vertically in a fuel passage (18) in a valve seat (2) communicating a high pressure chamber (7) and a pressure feeding chamber (11).
  • the suction valve (16) of the delivery valve (3) is provided with the same angle cutter (17) as the conventional one.
  • the delivery valve (3) moves in the valve opening direction separately from the expansion of the fuel passage (18) by the Ang Reich cut (17). That is, a communication area expanding means for expanding the communication area of the fuel passage (18) according to the lift is provided.
  • the communication area enlarging means includes a cutout portion (20) formed in a suction return collar (16) of the delivery valve (3), and the cutout portion (20) The part of the sliding surface of the collar (16) opposite to the part where the angle cut ( ⁇ ) is applied is cut out stepwise from the center slightly near the upper end to the lower surface.
  • Fig. 5 shows the relationship between the lift amount of the delivery valve (3) and the communication area of the fuel passage 8 ).
  • the solid line in the figure indicates that the delivery valve of the present invention provided with an angle cut (17) and further provided with a notch (20) is used, and the dotted line is the conventional one provided with only the angle cut (17). The case where the delivery valve is used is shown.
  • the communication area was enlarged by the angle bracket (17) immediately after the delivery valve (3) was pushed up, and then until the delivery valve (3) was completely opened.
  • the delivery area is constant, but after the communication area is expanded by the angle cutter (17), the fuel passage (18) reaches the maximum communication area, that is, the delivery valve (3) is completely opened. By the time, the communication area is enlarged by the notch (20).
  • the notch portion (20) secures a sufficient communication area so that the inside of the pressure feed chamber (11) is reduced. Can be pumped into the high-pressure chamber (7).
  • the residual pressure in the high-pressure chamber (7) in the low-speed range is set to be somewhat low, the residual pressure in the high-pressure chamber (7) in the high idling state does not become too low. This makes it possible to prolong the injection period in the low-speed range, reduce combustion noise, and simultaneously eliminate delays in injection timing in the high idling state. In addition, despite suppressing the decrease in residual pressure in the high idling state, the residual pressure can be sufficiently reduced by a sufficient suction effect in a high-speed and high-load range, and the injection is good. High combustion performance.
  • the delivery valve structure that achieves such an operation and effect is not limited to the above, and other delivery valve structures will be described below.
  • the center of the sliding surface of the suction-back force roller (16) is slightly inclined from the upper end to the lower surface, as shown in Fig. 6.
  • a notch (30) may be formed which is tapered toward the bottom. In this case, while the stepped notch (20) gradually increases the communication area of the fuel passage (18), the communication area can be gradually increased, so that the fuel can be pumped smoothly. Thus, better combustion performance can be realized.
  • the portion where the notch is formed does not have to be the portion on the sliding surface of the suction return collar (16) opposite to the portion where the angle cut (17) is applied.
  • FIGS. 7 and 8 As shown in (5), cutouts (31) and (32) may be formed in the portion where the angle cut (17) is to be applied.
  • the notch (31) shown in Fig. 7 is cut diagonally downward from the upper surface to the lower surface of the side of the suction-back collar (16), including the angle cut (17). I will lack it.
  • the notch (32) shown in Fig. 8 first cuts the side of the suction-back collar (16) flat in the sliding direction, as in the case of applying the An Eisen cut (17). It is notched in a tapered shape obliquely downward.
  • the angle cutter ( ⁇ ) and the notches (31), (32) can be formed simultaneously by one cutting operation, and the manufacturing process can be simplified.
  • a plurality of notches as described above may be formed on the side of the suction / retraction force line (16) of the delivery valve (3), and tapered portions having different angles are continuously formed to form an inclined notch. It may be formed.
  • a notch is formed in the wall surface of the fuel passage (18), that is, the inner surface of the valve seat (2), so that the communication area is increased in accordance with the lift of the delivery valve (3) as described above. good.
  • the corner of the seat surface (15) of the valve seat (2) is cut out in a stepped shape over the entire circumference, so that the suction force of the delivery valve (3) in the closed state is reduced.
  • Notch located above (16) (40) may be formed. In this case, when the delivery valve (3) is pushed up and the lower surface of the suction force roller (16) is located above the lower surface of the notch portion (40), the notch portion (40) and the suction collar (16) are connected. An opening is formed between them, and the communication area of the fuel passage (18) increases.
  • the notches (30) and (40) may be formed on both the suction-back collar (16) of the delivery valve (3) and the inner surface of the valve sheet (2).
  • the upper end of the notch (30) is located above the lower surface of the notch (40) of the valve seat (2), an opening is formed between the notches (30) and (40).
  • the notch on the delivery valve (3) side may be a stepped one, and the notch on the valve seat (2) may be a tapered one.
  • the number of cutouts and the formation site may be appropriately changed.
  • the plunger (50) is formed with a vertical groove (51) having a circular cross-section from the center of the upper end face toward the lower part, and substantially halfway in the oblique direction from near the upper end of the outer peripheral face.
  • a lower lead (52) is formed. The lower end of the vertical groove (51) and the center of the lower lead (52) communicate with each other via the horizontal groove (53).
  • annular groove (54) is formed over the entire circumference in the vicinity of the upper end of the outer peripheral surface of the plunger (50) so as to intersect with and communicate with the upper end of the lower lead (52).
  • the annular groove (54) is arranged parallel to the upper end surface of the plunger (50), has the same cross-sectional shape over the entire circumference, and has a groove width larger than the diameter of the fuel supply port (13). Is also set small.
  • the cross-sectional shape of the annular groove (54) is not limited to a rectangle, but may be a semicircle or a wedge.
  • the machining position of the annular groove (54), that is, the distance from the upper end surface of the plunger (50) is determined, and the cutting machine In this case, it is only necessary to press the cutting edge of, fix the plunger (50) and rotate it horizontally. This eliminates the need for high-precision positioning of the plunger and difficult distance management from the upper end surface of the plunger, as is required when machining conventional partial grooves. The process is extremely simple, and the manufacturing cost can be reduced.
  • FIG. 12 shows the positional relationship between the plunger (50) and the fuel supply port (13) during the pumping process.
  • the fuel in the pumping chamber (11) is removed. Pumping begins.
  • the fuel supply port (13) and the annular groove (54) are in communication with each other, and the fuel in the pumping chamber (11) is filled with the vertical and horizontal grooves (51) (53), the lower lead (52) and the annular Discharge to the fuel supply port (13) through the groove (54).
  • the annular groove (54) communicates with the fuel supply port (13) at two locations (55) and (56), and also communicates with the lower lead (52) at two locations (57) as shown in FIG. ) (58), there are two fuel discharge paths from the lower lead (52) to the fuel supply port (13) with one annular groove (54), which Can be efficiently discharged.
  • This fuel discharge is continued until the plunger (50) moves further upward so that the annular groove (54) is located above the fuel supply port (13), and the lower lead (52) is connected to the fuel supply port (13).
  • the movement speed of the plunger (50) is high, and the time for communicating the fuel supply port (13) and the annular groove (54) is short, so that the fuel discharge amount is small and the pumping capacity is almost zero. Does not drop much. Therefore, the injection period becomes longer in the low and medium speed ranges, but in the high speed and high load range, the injection period can be shortened to maintain good combustion performance with good injection termination.
  • the effective stroke is changed by rotating the plunger (50) in the horizontal direction.
  • the relative stroke between the fuel supply port (13) and the annular groove (54) is changed.
  • the total length of the fuel discharge path that is, the total length of the two fuel discharge paths described above, is always the total length of the annular groove (54) and may vary. Absent. Therefore, regardless of the rotational position of the plunger (50), the fuel discharge condition can always be kept constant, and the fuel control in the pumping chamber (11) can be performed with high accuracy.
  • a groove for returning a part of the fuel in the pumping chamber (11) to the fuel supply port (13) during the pumping process is formed in an annular shape formed over the entire outer peripheral surface of the plunger (50) as described above. If the groove (54) is used, a groove is also present at the deepest position of the lower lead (52), and the fuel in the pumping chamber (11) is discharged even at the start when the injection amount needs to be the dog. Will be done. However, the deterioration of the startability caused by the fuel discharge has been eliminated by adjusting the cam speed or changing the size and shape of each groove.
  • the plunger structure that achieves the above-described effects is not limited to the above-described one, and other plunger structures will be described below.
  • a pair of upper and lower annular grooves (54) parallel to each other may be formed on the outer peripheral surface of the plunger (50).
  • FIG. 4 and FIG. 15 cutouts (60) and (61) are formed on the outer peripheral surface of the plunger (50) to connect them.
  • the notch (60) in FIG. 14 has a stepped notch near the upper end of the outer peripheral surface of the plunger (50), and the notch (61) in FIG. 15 has a tapered notch. .
  • the plunger (50) not only has a vertical groove (51) formed at the center thereof, but also has a vertical groove formed on the outer peripheral surface thereof for communicating the pressure feeding chamber (11) and the lower lead (52). Many things can be seen. In the case of such a plunger, as shown in FIG. 16, if an annular groove (54) is formed, the annular groove (54) is inevitably provided through the vertical groove (62). ), So that it is not necessary to form a lateral groove for communicating the vertical groove and the lower lead and the above-mentioned notch.

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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)

Abstract

La présente invention concerne une pompe d'injection de carburant pour moteur diesel offrant une excellente performance de combustion. Ladite pompe d'injection comprend en particulier une encoche (20) et une coupure droite (17) formées dans la bague de rétraction (16) d'un clapet de refoulement (3), qui augmentent la surface de communication d'un carburant (18) dans son trajet entre une chambre à haute pression (7) et une chambre de circulation forcée (11) fonctionnant selon l'élévation du clapet de refoulement (3) de manière qu'elles suppriment l'effet de rétraction du clapet de refoulement (3) et empêchent l'apparition dans la chambre à haute pression (7) d'une pression résiduelle causée par une descente excessive lors d'un ralenti accéléré. Une rainure annulaire (54) en communication avec un passage inférieur (52) est formée sur la surface périphérique extérieure d'un piston (50), une partie du carburant se trouvant à l'intérieur de la chambre à circulation forcée (11) étant renvoyée, au cours du processus de circulation forcée, vers un orifice d'alimentation en carburant (13) via ladite rainure annulaire (54) de façon à augmenter la longueur de la période d'injection dans les plages de vitesses moyennes et élevées pour réduire le bruit de la combustion, et de façon à retarder l'avance à l'injection dans les conditions de grand ralenti pour réduire l'émission de fumée blanche bleutée.
PCT/JP1998/005764 1997-12-19 1998-12-18 Pompe d'injection de carburant WO1999032787A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP98961436A EP1041273A1 (fr) 1997-12-19 1998-12-18 Pompe d'injection de carburant

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP9/350917 1997-12-19
JP35091897A JPH11182382A (ja) 1997-12-19 1997-12-19 ディーゼル機関の燃料噴射ポンプ
JP35091797A JPH11182383A (ja) 1997-12-19 1997-12-19 燃料噴射ポンプのデリベリバルブ構造
JP9/350918 1997-12-19

Publications (1)

Publication Number Publication Date
WO1999032787A1 true WO1999032787A1 (fr) 1999-07-01

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Application Number Title Priority Date Filing Date
PCT/JP1998/005764 WO1999032787A1 (fr) 1997-12-19 1998-12-18 Pompe d'injection de carburant

Country Status (2)

Country Link
EP (1) EP1041273A1 (fr)
WO (1) WO1999032787A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3578800A3 (fr) * 2018-06-07 2020-02-26 Caterpillar Motoren GmbH & Co. KG Système d'injection de carburant, pompe à carburant et piston

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5775165U (fr) * 1980-10-27 1982-05-10
JPS58139575U (ja) * 1982-03-17 1983-09-20 ヤンマーディーゼル株式会社 燃料噴射ポンプ
JPS59142467U (ja) * 1983-03-16 1984-09-22 三菱重工業株式会社 燃料噴射ポンプの吐出弁
JPS60128968U (ja) * 1984-02-08 1985-08-29 日産自動車株式会社 デイ−ゼル機関の燃料供給装置
JPS62276262A (ja) * 1986-05-22 1987-12-01 Yanmar Diesel Engine Co Ltd 燃料噴射ポンプ
JPS6326768U (fr) * 1986-08-05 1988-02-22
JPS6331257U (fr) * 1986-08-18 1988-02-29
JPH0245652A (ja) * 1988-08-03 1990-02-15 Yanmar Diesel Engine Co Ltd 燃料噴射ポンプ
JPH0429083U (fr) * 1990-06-30 1992-03-09
JPH04132454U (ja) * 1991-05-24 1992-12-08 株式会社ゼクセル 燃料噴射ポンプの進角装置

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5775165U (fr) * 1980-10-27 1982-05-10
JPS58139575U (ja) * 1982-03-17 1983-09-20 ヤンマーディーゼル株式会社 燃料噴射ポンプ
JPS59142467U (ja) * 1983-03-16 1984-09-22 三菱重工業株式会社 燃料噴射ポンプの吐出弁
JPS60128968U (ja) * 1984-02-08 1985-08-29 日産自動車株式会社 デイ−ゼル機関の燃料供給装置
JPS62276262A (ja) * 1986-05-22 1987-12-01 Yanmar Diesel Engine Co Ltd 燃料噴射ポンプ
JPS6326768U (fr) * 1986-08-05 1988-02-22
JPS6331257U (fr) * 1986-08-18 1988-02-29
JPH0245652A (ja) * 1988-08-03 1990-02-15 Yanmar Diesel Engine Co Ltd 燃料噴射ポンプ
JPH0429083U (fr) * 1990-06-30 1992-03-09
JPH04132454U (ja) * 1991-05-24 1992-12-08 株式会社ゼクセル 燃料噴射ポンプの進角装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3578800A3 (fr) * 2018-06-07 2020-02-26 Caterpillar Motoren GmbH & Co. KG Système d'injection de carburant, pompe à carburant et piston

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Publication number Publication date
EP1041273A1 (fr) 2000-10-04

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