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US3921604A - Fuel injection apparatus for internal combustion engines - Google Patents

Fuel injection apparatus for internal combustion engines Download PDF

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Publication number
US3921604A
US3921604A US257548A US25754872A US3921604A US 3921604 A US3921604 A US 3921604A US 257548 A US257548 A US 257548A US 25754872 A US25754872 A US 25754872A US 3921604 A US3921604 A US 3921604A
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United States
Prior art keywords
servo
conduit means
fuel
pump
piston
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Expired - Lifetime
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US257548A
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English (en)
Inventor
Heinz 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification

Definitions

  • the assembly includes a reciprocating pump piston driven by a servo piston which is intermittently exposed to fuel pressure to cause said pump piston to execute its delivery strokes.
  • a pump work chamber [56] References Cited is charged with pressurized fuel through a throttle UNITED STATES PATENTS while the pump piston executes its return stroke.
  • the l 850 250 3/l932 vonsais 13/139 E said throttle causes the charging per1od to be substan- 19l960l 7/1933 Simmer 23/139 E tially longer than the injection period.
  • This invention relates to a fuel injection apparatus for internal combustion, engines, particularly diesel engines, and is of the type which has a separate pumpand-nozzle assembly for each engine cylinder.
  • Each pump-and-nozzle assembly has a pump piston that is driven by a servo piston having a diameter larger than that of the pump pistonf
  • the pump-and-nozzle assembly is coupled to a pressure source which supplies both the pump work chamber and the servo pressure chamher with pressurized fuel.
  • a supply valve In the conduit between the pressure source, and the pump work chamber bounded by the pump piston there is situated a supply valve.
  • a valve plunger which is driven by pressurized fuel delivered by the pressure source and controlled in phase with theintemal combustion engine by means of a control device, has a first switching position in which it permits the flow of the fuel to the servo pressure chamber and a second switching position in which it allows the fuel to be dischargedfrom the servo pressure chamber througha return or discharge conduit. In this manner the valve plunger controls the return stroke ofv the servo piston and thus determines the beginning of the filling or charging. stroke of the pump piston. In the second switching position the speed. of the charging stroke is affected by a throttle.
  • the control device is-constituted by a mechanically driven rotary distributor which is common to all the pump-and-nozzle assemblies and which controls the admission of the pressurized liquid to the valve plunger with switching periods that are accuratelyand permanently set by the structure of the distributor. Because of the length of the fuel lines necessitated by the system itself (these lengths, in addition, vary widely, particularly in large engines).and because of the mechanical control of the switching periods, an exact and rapid operation of the fuel injection apparatus required for engines of recent design is very difficult to achieve.
  • This fuel injection apparatus furtherrnore operates in an rpm-dependent manner since the switching-periods of the distributor driven by the engine change according to the engine rpm.
  • the throttle effect also changes in anrpm-dependent manher at the control locations, so that a uniform injected fuel quantity in case of rapidly changing rpms can be ensured only with great difficulty, if at all.
  • valve plunger is mechanically connected withv the armatureof an electromagnet and is driven thereby and controlled in phase with the operation' of the internal combustion engine.
  • This fuel injection apparatus has the disadvantage that the inertia of the armature and the valve plunger make a sufficiently rapid and accurate operation, particularly when used in fast-running diesel engines, difficult if not impossible, Since the electromagnet, for moving the valve plunger into both-of-its switching positions, has to execute relatively large-strokes, and because of the masses to be moved has to be of relatively large volume, it is a fur- 2 ther disadvantage of thisfuel'injection apparatus that the electromagnet has a relatively large delay of response and its switching periods are too long.
  • each pump-and-nozzle assembly has, as a control device, a solenoid valve which is disposed in the immediate vicinity of the valve plunger.
  • FIG. 1 is a longitudinal sectional view of the pumpand-nozzle assembly according to the preferred .em bodiment of the invention showing the servo piston and the pump piston in their lower dead center position;
  • FIG. 2 is a sectional view along line IIII of FIG. 1 showing the servo piston and the pump piston in their upper dead center position;
  • FIG. 3 is a schematic representation of the structure shown in FIGS. 1 and 2 and including in addition, in symbolic representation, associated components of the fuel injection apparatus in a first switching position of the valve plunger at the beginning of the delivery stroke;
  • FIG. 4 is a diagram illustrating the injection quantity O as a function of the injection, charging and control periods.
  • the pump-and-nozzle assembly 10 is formed of three structural groups 11, 12 and 13 which are tightened together to constitute a structural unit. I v
  • the first structural group 11 includes a housing 14 containing, in a mounting bore 15 that extends normal to a transversal bore 16, anelectromagnetically operated 3/2-way valve 17 which serves as a control device and which hereinafter will be referred to as the solenoid valve 17.
  • a valve plunger 18 In the transversal bore 16 there is guided a valve plunger 18, one end of which is exposed to the ;force of a spring 19, while its other end is exposed to a hydraulic pressure which prevails in a control pressure chamber 21 and which is controlled by the solenoid valve 17.
  • the second structural group is a hydraulicallyoperated pump 12 which is controlled by the valve plunger 18 through a control bore 22 and which has a housing 23, a servo piston 24, a pump piston 25, a throttle member 26 (FIG. 2) and a supply valve 27.
  • the valve plunger 18 controls the valve plunger 18 through a control bore 22 and which has a housing 23, a servo piston 24, a pump piston 25, a throttle member 26 (FIG. 2) and a supply valve 27.
  • the third structural group is formed of an injection nozzle 13 which is in axial alignment with the pump 12 and which has a spring housing 32, an intermediate block member 33 and a nozzle body 34. In the latter there is guided a nozzle needle 35, on which there is inserted within the spring chamber 36 of the spring housing 32, a spring seat disc 37 supporting a closing spring 38.-
  • the closing spring 38 seeks to maintain the nozzle needle 35 in its closed position and engages with its other end an insert 39, the dimensions of which, together with the spring bias, determine in a known manner the magnitude of the stroke of the nozzle needle 35.
  • a tightening nut 40 surrounds all components of the fuel injection nozzle 13 and is threadedly in engagement with the housing 23 of the pump 12.
  • the housing ,14 of the first structural group 11 has, normal to the longitudinal axis of the pump-and-nozzle assembly 10, a supply bore 41 (FIG. 2) to which there iscoupled a supply conduit 43 carrying fuel under a servo pressure p from a pressure source which is schematically shown in FIG. 3 and which will be discussed in more detail hereinafter.
  • the fuel is admitted from the fuel supply bore 41 to an annular chamber 46in the wall of the transversal bore 16 and therefrom through a control conduit portion 47 to the solenoid valve 17 and through a charging bore 48 and the throttle member 26 to the supply valve 27.
  • a return bore 57 From a second annular chamber 56 provided in the wall of the transversal bore 16, there extends a return bore 57 outwardly to the upper face 58 of the housing 14. To the return bore 57 there is coupled a return conduit 59 which leads to a fuel tank.
  • the flow passage section of the throttle member 26 threadedly engaged in the charging bore 48 affects the supply speed of the fuel to the supply valve 27 and thus to the pump work chamber 52. Stated differently, the said flow passage section determines the charging period I; of the pump-and-nozzle assembly 10.
  • the charging period t,- is, by virtue of the throttle member 26, substantially lengthened (for example, 18 fold) with respect to the injection period t,; and, accordingly, a correspondingly greater accuracy in the metering of the injected fuel quantity Q is achieved.
  • the lengthened charging period 1 even very small injection quantities (smaller than 3 mm per stroke) may be accurately controlled.
  • the solenoid valve 17 which is disposed in the bore of the housing 14 immediately adjacent the valve plunger 18 and which in FIG. 1 is shown in section and in a simplified manner. is a known, pressure-equalized 3/2-way valve actuated by an electromagnet 61 and having a valve housing 62 and, as its movable valve member, a sphere 63. The latter engages, in its shown closed position, a valve seat 64 and thus blocks fuel admission from the control conduit portion 47 to a control conduit 65 leading to the control pressure chamber 21. Simultaneously, the control conduit 65 and thus the I control pressure chamber 21 are, by means of an open second valve seat 66 in communication with the return or discharge conduit 59 through a bore 67 and a return bore 57 in the housing 14.
  • the electromagnet 61 has an armature 69 which is guided in the valve housing 62 and which, urged by the dates the spring 71.
  • the second, non-illustrated, open position of the lenoid valve 17 is achieved when the electromagnet 61 is energized, for example, by means of an electronic control apparatus (shown only symbolically in FIG. 3). In this manner the force of the spring 7 l is overcome by the. electromagnet forces and the armature 69 is dis-. placed.
  • the fuel then flows throughthe first valve seat 64 and presses'the sphere 63 against the second valve seat 66 so that the fuel may then flow from the control conduit portion 47 through the first valve seat 64 into the control chamber 21 where it drives the valve plunger 18 against the force of the spring 19to the right V and brings an annular groove 74 provided on the valve plunger 18 into such a position that the annular chamber 46 which is under the servo pressure Ps' Will be con-. I nected with the control bore 22.
  • the fuel flows through the control bore 22 into the servo pressure chamber 29.
  • the servo piston 24 and the pump piston 25 are, for example, in case of the largest possible fuel injection quantity, moved by the servo pressure from their position shown in FIG. 2 (upper dead center) into their lower dead center position illustrated in; FIG. 1. During this displacement of the pistons 24, 25,.
  • valve housing 62 The sections of the valve housing 62 whichare exposed to different large pressures are isolated from one another in the stepped mounting bore 15 by means of sealing rings 76, 76a and 76b.
  • the fuel which leaks through the nozzle needle 35 of the fuel injection nozzle 13 and which accumulates in the spring chamber 36 of the spring housing 32 may, as indicated in FIG. 2, flow through a conduit 77 and an adjoining conduit 78 to the return conduit 59, since the conduit 78 merges into that portion of the bore 15 which is upwardly and downwardly isolated by sealing rings 76 and 76a and from which, as shown in FIG. 1,
  • the fuel leaking through the pistons 24 and 25 is collected in a chamber bounded by an annular groove 79 (FIG. 2). Said chamber is located in the zone of contact between the servo piston 24 and the pump piston 25 and is in communication with the conduit 78.
  • a check valve 81 provided in the conduit 78 prevents the fuel from being drawn back from the return conduit 59 and the conduit 78 during the suction stroke of the servo piston 24 since in this manner the downward motion of the servo piston 24 during the injection stroke would be hindered.
  • the servo piston 24 driving the pump piston 25 has a conical extension 82 protruding from its radial face 28.
  • the extension 82 projects into the control bore 22 and defines there a flow passage section 83 which is variable in cross section and which is dependent upon the stroke position H of the servo piston 24.
  • the stroke speed of the pump piston 25 and thus the course of the fuel injection may be varied.
  • the pump piston 25 with a cylindrical extension, in which case the control bore has a correspondingly matching configuration.
  • the pump work chamber 52 is connected through a channel 85 in the pump piston 25 with the annular chamber 86 which, in turn, is coupled through a connecting bore 87 (FIG. 2) to the conduit 77.
  • a depressurization down to the pressure prevailing in the return chamber 59 (practically 0 kg/cm may be achieved.
  • the annular chamber 86 instead of being connected with the conduit 77, may be connected with the charging bore 48, so that in the pump work chamber 52 and in the fuel injection nozzle 13 there will remain a residual pressure which will equal the servo pressure p, of the pressure source.
  • the length of the cylindrical extension 89 determines the maximum stroke I-I of the servo piston 24 and pump piston 25 and thus determines the maximum injection quantity Q
  • the stroke H one may limit the greatest injection quantity Q to the maximum permissible full load injection quantity, so that even in case of a defective control of the fuel injection apparatus, a fuel quantity larger than the full load quantity can never be injected.
  • 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.
  • FIG. 3 the pump-and-nozzle assembly is shown with the associated and known components of the fuel injection apparatus in a simplified manner.
  • the pistons 24, 25 are in their upper dead center position as shown in FIG. 2, whereas the solenoid valve 17 which is shown only symbolically, is in its open position in which it connects the supply conduit 43 through the control conduit 65 (shown here in broken lines) with the control pressure chamber 21. Consequently, the valve plunger 18 is moved against the force of the spring 19 towards the right and its annular groove 74 connects the supply conduit 43, 41 through the annular chamber 46 and the control bore 22 with the servo pressure chamber 29. In this switching position the pressure or injection stroke is initiated which takes place until the pump piston 25 engages its lower abutment (FIG. 1).
  • the supply conduit 43 is coupled to a pressure source 91.
  • the pressure source 91 may be formed, as indicated in this example, of a gear pump 93 which is driven by the internal combustion engine 92 and the output pressure of which may be maintained by means of apressure regulating valve 94 at the desired servo pressure, for example, p 50 kg/cm
  • the servo pressure p may be regulated in an rpm and/or load-dependent manner.
  • the loaddependency may be achieved, for example, in a known and not illustrated manner by changing the spring bias as a function of the position of the accelerator pedal or by turning the movable valve member which forms part of the regulator valve 94 and which is provided with an oblique overflow control edge.
  • the pressure source 91 is provided with a pressure accumulator 95.
  • the gear pump 93 draws fuel through a suction conduit 96 and a filter 97 from a fuel tank 98 into which the fuel may flow back from the pump-and-nozzle assembly 10 through the return conduit 59.
  • a plurality of pump-and-nozzle assemblies are used which are coupled to the supply conduit 43 by means of branches 43a, 43b and 430 and to the return or discharge conduit 59 by means of branches 59a, 59b and 596.
  • the control of the solenoid valve 17 is effected by means of a known and only symbolically shown control apparatus 99 which transmits the switching signals of variable length to the electromagnet 61 of the solenoid valve 17.
  • FIG. 4 in the lower portion of the diagram there is shown the course of the stroke H of the pump piston 25 and thus, there is illustrated the fuel injection quantity Q as a function of the charging, injection and control periods t t and respectively.
  • the greatest possible fuel injection quantity Q (the highest point on the curve A) is achieved with a stroke H
  • the charging period t for obtaining O is 25.2 milliseconds (ms).
  • the associated injection period then amounts to 1.5 ms.
  • these two periods add up to a cam angle of 360, thus, to one revolution of the cam shaft.
  • one cam shaft rotation corresponds to two crankshaft rotations, that is, to a crank angle of 720.
  • the injection and charging periods (I 1 add up to 26.7 ms which corresponds to the cycle period T of one work cycle of the engine in case of an engine rpm of 4500, since T 2.60/4500 2.360/6.450O 26.7 X 10* sec 26.7 ms.
  • T t t holds true only if moment t is simultaneously the terminal moment of the injection period and the beginning moment of the 7 charging period.
  • the smaller injection quantity Q1 (partial load injection quantity) is achieved with a stroke H and with an injection course according to the curve B shown in broken line.
  • the associated charging period is I and the corresponding injection period is r,;,.
  • the engine rpm is 4500, since a smaller engine rpm would result in a correspondingly larger cycle period T (not shown).
  • the cycle period T is composed of periods 1 r I
  • the switching periods of the electromagnet 61 of the solenoid valve 17 are illustrated by the solid line curve C for the largest possible fuel injection quantity O and by the broken line curve D for the partial load fuel quantity Q At C, and D the solenoid valve 17 is in its closed position, whereas at C and D it is in its open position.
  • the beginning and the end of the energizing periods 1 and t determine the beginning moment t, of the injection period and the beginning moment 1 and, respectively, I, of the charging period.
  • the period between two energizing periods i or t in which the electromagnet 61 is in a de-energized condition and thus, the solenoid valve 17 is in its closed position C or D is designated as de-energized period and identified at or L
  • de-energized period and identified at or L The moment of the termination of the injection period is indicated at and 2 it is affected basically only by the prepared fuel injection quantity O or O because the other influencing magnitudes, such as the servo pressure p and the characteristic magnitudes of the injection nozzle 13 remain constant.
  • the fuel servo pressure Ps' may be varied, for example, in an rpm-dependent manner, for altering the injection periods within limits.
  • the servo piston 24 Prior to the start of the injection of the full load quantity Q (FIGS. 2, 3 and curves A, C in FIG. 4) the servo piston 24 is, upon completion of a preceding charging stroke, in its upper dead center position at H where its radial face 28 engages the upper abutment 88.
  • the solenoid valve 17 switches from the closed position C 1 into the open position C
  • the sphere 63 (FIG. 2) rapidly moves from the first valve seat 64 to the second valve seat 66 and the fuel, which is pressurized to the servo pressure p,- by the pressure source 91, is admitted to the control pressure chamber 21 which causes the valve plunger 18 to shift so that pressurized fuel is admitted to the servo pressure chamber 29 (FIG. 3).
  • the closing spring 38 of the fuel injection nozzle 13 is, in this example, biased at kg/cm of nozzle opening pressure.
  • the pressure 12;; of the fuel in the nozzle chamber 54 exerts .a, pressure on the nozzle needle 35 overcoming the opening pressure of the spring 38 and lifting the nozzle needle off its seat.
  • a fuel injection quantity O is injected in a known manner by the pump piston 25.
  • solenoid valve 17 after an energizing period of t switches back from its open position C into its closed position C
  • the sphere 63 now blocks the fuel supply 1 to the control pressure chamber 21 and depressurizes the same through the control conduit 65, the presently open second valve seat 66, the bore 68 and the return conduit 59 which leads to the fuel tank 98.
  • the spring 19 moves the valve plunger 18 into its initial position shown in FIG. 1, whereby the annular groove 74 establishes communication between the servo pressure chamber 29 and the return conduit 59.
  • the .flow passage section of the throttle member 26 threadedly engaged in the charging bore 48 affects the fuel supply speed of the fuel to the pump work chamber 52 and thus determines the charging period t of the pump-and-no zzle assembly 10.
  • the charging period is substantially (for example, 18 fold) lengthened with respect to the injec-f tion period I and thus there is achieved a correspondingly greater accuracy in the metering of the fuel quantity Q.
  • the lengthened charging period I even very small (smaller than 3 mm /stroke) injection quantities may be very accurately controlled.
  • An automatic safety control is achieved if the throttle bore of the throttle member 26 is so designed that the charging period I, at the maximum permissible rpm (m is extended to the entire period between the terminal moment of the injection period of one work I cycle T and the beginning moment t, of the injection period of the successive work cycle T, as it is the case in an operation according to curve A.
  • the maximum rpm 11 is exceeded, an automatic reduction of r the injection quantity is effected because in case of an increasing rpm, the charging period which is rpmindependent, is no. longer sufficient for a complete charging of the pump work chamber 52.
  • 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 pump'piston executing alternating delivery strokes and return or charging strokes, (b) a pump work chamber bounded by said pump piston, (c) a servo piston connected to said pump piston to drive the latter, said servo piston having a diameter greater than that of said pump piston, (d) a pressure source externally of said assembly for delivering fuel under pressure to said assembly, (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) a servo pressure chamber bounded by said servo piston, (h) second supply conduit means extending from said pressure source to said servo pressure chamber, (i) discharge conduit means extending from said servo pressure chamber, (j) a housing including a bore, and (k) a valve plunger disposed within said bore for controlling said second supply
  • a throttle member for affecting the speed of said return strokes, said throttle member being disposed in said first supply conduit means between said supply valve and said pressure source, said throttle member including means defining a permanently set flow passage section so dimensioned as to substantially lengthen said charging period with respect to the injection period during which fuel is injected into the engine from said pump work chamber.
  • said solenoid valve is an electromagnetically operated, pressure-equalized 3/2-way valve having 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 pump piston executing alternating delivery strokes and return or charging strokes, (b) a pump work chamber bounded by said pump piston, (c) a servo piston connected to said pump piston to drive the latter, said servo piston having a diameter greater than that of said pump piston, (d) a pressure source externally of said assembly for delivering fuel under pressure to said assembly, (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) a servo pressure chamber bounded by said servo piston, (h) second supply conduit means extending from said pressure source to said servo pressure chamber, said second supply conduit means having a bore forming a part thereof which opens into said servo pressure chamber, said servo piston having an extension rigidly affixed to said servo piston and projecting axially
  • a solenoid valve disposed in and forming part of said third supply conduit means at a location immediately adjacent said valve plunger for intermittent energization in phase with the operation of the enmember including means defining a permanently set flow passage section so dimensioned as to substantially lengthen said charging period with respect to the injection period during which fuel is injected into the engine from said pump work chamber.

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US257548A 1971-05-28 1972-05-30 Fuel injection apparatus for internal combustion engines Expired - Lifetime US3921604A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19712126736 DE2126736A1 (de) 1971-05-28 1971-05-28 Kraftstoffeinspntzanlage fur Brenn kraftmaschinen

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US3921604A true US3921604A (en) 1975-11-25

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US257548A Expired - Lifetime US3921604A (en) 1971-05-28 1972-05-30 Fuel injection apparatus for internal combustion engines

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US (1) US3921604A (de)
JP (1) JPS5435254B1 (de)
AT (1) AT313648B (de)
BE (1) BE784068A (de)
CH (1) CH539778A (de)
DE (1) DE2126736A1 (de)
FR (1) FR2140020B1 (de)
GB (1) GB1390422A (de)
IT (1) IT955954B (de)
NL (1) NL7207143A (de)

Cited By (45)

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US4046112A (en) * 1975-10-20 1977-09-06 General Motors Corporation Electromagnetic fuel injector
US4069800A (en) * 1975-01-24 1978-01-24 Diesel Kiki Co., Ltd. Fuel injection apparatus
DE2836225A1 (de) * 1977-09-12 1979-03-22 Gen Motors Corp Brennstoffeinspritzeinrichtung fuer brennkraftmaschinen
US4156560A (en) * 1977-11-09 1979-05-29 The United States Of America As Represented By The Secretary Of The Army Electrically-controlled fuel injector
US4182492A (en) * 1978-01-16 1980-01-08 Combustion Research & Technology, Inc. Hydraulically operated pressure amplification system for fuel injectors
US4184459A (en) * 1977-03-07 1980-01-22 Nippondenso Co., Ltd. Fuel injection system for internal combustion engine
US4211202A (en) * 1977-09-21 1980-07-08 Daimler-Benz Aktiengesellschaft Pump nozzle for air-compressing injection internal combustion engine
US4219154A (en) * 1978-07-10 1980-08-26 The Bendix Corporation Electronically controlled, solenoid operated fuel injection system
US4235374A (en) * 1979-01-25 1980-11-25 The Bendix Corporation Electronically controlled diesel unit injector
US4280464A (en) * 1978-05-29 1981-07-28 Kabushiki Kaisha Komatsu Seisakusho Fuel injection control system for internal combustion engine
US4295453A (en) * 1979-02-09 1981-10-20 Lucas Industries Limited Fuel system for an internal combustion engine
US4327695A (en) * 1980-12-22 1982-05-04 Ford Motor Company Unit fuel injector assembly with feedback control
US4333436A (en) * 1978-02-17 1982-06-08 Robert Bosch Gmbh Servo operated injection nozzle-pump combination with controlled rate of servo pressure change
EP0054483A1 (de) * 1980-12-17 1982-06-23 The Bendix Corporation Fördersystem zur Kraftstoffeinspritzung für einen Dieselmotor
US4345565A (en) * 1979-12-07 1982-08-24 Lucas Industries Limited Fuel pumping apparatus
WO1982003108A1 (en) * 1981-03-06 1982-09-16 George D Wolff Engine fuel injection system
US4364360A (en) * 1980-01-15 1982-12-21 Robert Bosch Gmbh Fuel injection system functioning with pump/nozzles
US4387686A (en) * 1981-01-27 1983-06-14 Robert Bosch Gmbh Fuel injection apparatus for internal combustion engines, in particular for diesel engines
US4398518A (en) * 1980-01-12 1983-08-16 Robert-Bosch Gmbh Fuel injection apparatus for internal combustion engines, in particular for diesel engines
US4398519A (en) * 1980-07-02 1983-08-16 Robert-Bosch Gmbh Fuel injection apparatus for internal combustion engines, in particular for diesel engines
US4427152A (en) 1981-07-13 1984-01-24 The Bendix Corporation Pressure time controlled unit injector
US4448169A (en) * 1980-12-31 1984-05-15 Cummins Engine Company, Inc. Injector for diesel engine
DE3423340A1 (de) * 1983-07-04 1985-01-24 Nissan Motor Co., Ltd., Yokohama, Kanagawa Kraftstoff-einspritzeinheit mit elektromagnetischem steuerventil
US4628881A (en) * 1982-09-16 1986-12-16 Bkm, Inc. Pressure-controlled fuel injection for internal combustion engines
USRE33270E (en) * 1982-09-16 1990-07-24 Bkm, Inc. Pressure-controlled fuel injection for internal combustion engines
US4972997A (en) * 1987-08-25 1990-11-27 Renato Filippi Electromagnetically-controlled fuel injection valve for i.c. engines
US5522545A (en) * 1995-01-25 1996-06-04 Caterpillar Inc. Hydraulically actuated fuel injector
US5641148A (en) * 1996-01-11 1997-06-24 Sturman Industries Solenoid operated pressure balanced valve
US5826562A (en) * 1994-07-29 1998-10-27 Caterpillar Inc. Piston and barrell assembly with stepped top and hydraulically-actuated fuel injector utilizing same
EP0828073A3 (de) * 1996-09-09 1998-12-09 Caterpillar Inc. Ventilanordnung mit gekoppelten Ventilsitzen und ihre Verwendung in einem Kraftstoffeinspritzventil
US6053421A (en) * 1998-05-19 2000-04-25 Caterpillar Inc. Hydraulically-actuated fuel injector with rate shaping spool control valve
US6085991A (en) * 1998-05-14 2000-07-11 Sturman; Oded E. Intensified fuel injector having a lateral drain passage
US6085992A (en) * 1998-11-19 2000-07-11 Caterpillar Inc. Hydraulically-actuated fuel injector with rate shaping through restricted flow to intensifier piston
FR2792371A1 (fr) * 1999-04-14 2000-10-20 Hidraulik Ring Gmbh Valve de commande pour dispositif d'injection, comprenant un piston et des butees pour celui-ci
FR2792372A1 (fr) * 1999-04-14 2000-10-20 Hidraulik Ring Gmbh Dispositif d'injection pour moteurs a combustion interne, en particulier pour moteur diesel, et procede pour sa realisation
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
FR2799799A1 (fr) * 1999-10-01 2001-04-20 Bosch Gmbh Robert Injecteur de carburant pour moteur a combustion interne
US6257499B1 (en) 1994-06-06 2001-07-10 Oded E. Sturman High speed fuel injector
US6575137B2 (en) 1994-07-29 2003-06-10 Caterpillar Inc Piston and barrel assembly with stepped top and hydraulically-actuated fuel injector utilizing same
US6592050B2 (en) * 2000-06-29 2003-07-15 Robert Bosch Gmbh Pressure-controlled injector with vario-register injection nozzle
US7111614B1 (en) 2005-08-29 2006-09-26 Caterpillar Inc. Single fluid injector with rate shaping capability
EP1688613A3 (de) * 1998-10-08 2006-10-11 Volvo Lastvagnar Ab Kraftstoffeinspritzsystem
CN112096551A (zh) * 2019-06-17 2020-12-18 曼恩能源方案有限公司 燃料泵
DK202330133A1 (en) * 2023-07-28 2025-02-25 Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland A fuel valve for a large turbocharged two-stroke uniflow crosshead internal combustion engine

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CH671809A5 (de) * 1986-09-09 1989-09-29 Nova Werke Ag
IT1208413B (it) * 1987-04-28 1989-06-12 Iveco Fiat Sistema di iniezione del combustibile per motori a combustione interna particolarmente per motori ad accensione per compressione di autoveicoli industriali
JP2719924B2 (ja) * 1988-05-10 1998-02-25 株式会社ゼクセル 増圧式ユニットインジェクタ
US5297523A (en) * 1993-02-26 1994-03-29 Caterpillar Inc. Tuned actuating fluid inlet manifold for a hydraulically-actuated fuel injection system
US6129072A (en) * 1999-04-02 2000-10-10 Caterpillar Inc. Hydraulically actuated device having a ball valve member

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US4069800A (en) * 1975-01-24 1978-01-24 Diesel Kiki Co., Ltd. Fuel injection apparatus
US4046112A (en) * 1975-10-20 1977-09-06 General Motors Corporation Electromagnetic fuel injector
US4184459A (en) * 1977-03-07 1980-01-22 Nippondenso Co., Ltd. Fuel injection system for internal combustion engine
DE2836225A1 (de) * 1977-09-12 1979-03-22 Gen Motors Corp Brennstoffeinspritzeinrichtung fuer brennkraftmaschinen
US4211202A (en) * 1977-09-21 1980-07-08 Daimler-Benz Aktiengesellschaft Pump nozzle for air-compressing injection internal combustion engine
US4156560A (en) * 1977-11-09 1979-05-29 The United States Of America As Represented By The Secretary Of The Army Electrically-controlled fuel injector
US4182492A (en) * 1978-01-16 1980-01-08 Combustion Research & Technology, Inc. Hydraulically operated pressure amplification system for fuel injectors
US4333436A (en) * 1978-02-17 1982-06-08 Robert Bosch Gmbh Servo operated injection nozzle-pump combination with controlled rate of servo pressure change
US4280464A (en) * 1978-05-29 1981-07-28 Kabushiki Kaisha Komatsu Seisakusho Fuel injection control system for internal combustion engine
US4219154A (en) * 1978-07-10 1980-08-26 The Bendix Corporation Electronically controlled, solenoid operated fuel injection system
US4235374A (en) * 1979-01-25 1980-11-25 The Bendix Corporation Electronically controlled diesel unit injector
US4295453A (en) * 1979-02-09 1981-10-20 Lucas Industries Limited Fuel system for an internal combustion engine
US4345565A (en) * 1979-12-07 1982-08-24 Lucas Industries Limited Fuel pumping apparatus
US4398518A (en) * 1980-01-12 1983-08-16 Robert-Bosch Gmbh Fuel injection apparatus for internal combustion engines, in particular for diesel engines
US4364360A (en) * 1980-01-15 1982-12-21 Robert Bosch Gmbh Fuel injection system functioning with pump/nozzles
US4398519A (en) * 1980-07-02 1983-08-16 Robert-Bosch Gmbh Fuel injection apparatus for internal combustion engines, in particular for diesel engines
EP0054483A1 (de) * 1980-12-17 1982-06-23 The Bendix Corporation Fördersystem zur Kraftstoffeinspritzung für einen Dieselmotor
US4327695A (en) * 1980-12-22 1982-05-04 Ford Motor Company Unit fuel injector assembly with feedback control
US4448169A (en) * 1980-12-31 1984-05-15 Cummins Engine Company, Inc. Injector for diesel engine
US4387686A (en) * 1981-01-27 1983-06-14 Robert Bosch Gmbh Fuel injection apparatus for internal combustion engines, in particular for diesel engines
WO1982003108A1 (en) * 1981-03-06 1982-09-16 George D Wolff Engine fuel injection system
US4427152A (en) 1981-07-13 1984-01-24 The Bendix Corporation Pressure time controlled unit injector
USRE33270E (en) * 1982-09-16 1990-07-24 Bkm, Inc. Pressure-controlled fuel injection for internal combustion engines
US4628881A (en) * 1982-09-16 1986-12-16 Bkm, Inc. Pressure-controlled fuel injection for internal combustion engines
DE3423340A1 (de) * 1983-07-04 1985-01-24 Nissan Motor Co., Ltd., Yokohama, Kanagawa Kraftstoff-einspritzeinheit mit elektromagnetischem steuerventil
US4972997A (en) * 1987-08-25 1990-11-27 Renato Filippi Electromagnetically-controlled fuel injection valve for i.c. engines
US6257499B1 (en) 1994-06-06 2001-07-10 Oded E. Sturman High speed fuel injector
US6161770A (en) * 1994-06-06 2000-12-19 Sturman; Oded E. Hydraulically driven springless fuel injector
US5826562A (en) * 1994-07-29 1998-10-27 Caterpillar Inc. Piston and barrell assembly with stepped top and hydraulically-actuated fuel injector utilizing same
US6575137B2 (en) 1994-07-29 2003-06-10 Caterpillar Inc Piston and barrel assembly with stepped top and hydraulically-actuated fuel injector utilizing same
GB2297359B (en) * 1995-01-25 1998-03-04 Caterpillar Inc Hydraulically actuated fuel injector
GB2297359A (en) * 1995-01-25 1996-07-31 Caterpillar Inc Hydraulically actuated fuel injector
US5522545A (en) * 1995-01-25 1996-06-04 Caterpillar Inc. Hydraulically actuated fuel injector
US6148778A (en) * 1995-05-17 2000-11-21 Sturman Industries, Inc. Air-fuel module adapted for an internal combustion engine
US6173685B1 (en) 1995-05-17 2001-01-16 Oded E. Sturman Air-fuel module adapted for an internal combustion engine
US5641148A (en) * 1996-01-11 1997-06-24 Sturman Industries Solenoid operated pressure balanced valve
EP0828073A3 (de) * 1996-09-09 1998-12-09 Caterpillar Inc. Ventilanordnung mit gekoppelten Ventilsitzen und ihre Verwendung in einem Kraftstoffeinspritzventil
US6085991A (en) * 1998-05-14 2000-07-11 Sturman; Oded E. Intensified fuel injector having a lateral drain passage
US6053421A (en) * 1998-05-19 2000-04-25 Caterpillar Inc. Hydraulically-actuated fuel injector with rate shaping spool control valve
EP1688613A3 (de) * 1998-10-08 2006-10-11 Volvo Lastvagnar Ab Kraftstoffeinspritzsystem
US6085992A (en) * 1998-11-19 2000-07-11 Caterpillar Inc. Hydraulically-actuated fuel injector with rate shaping through restricted flow to intensifier piston
FR2792371A1 (fr) * 1999-04-14 2000-10-20 Hidraulik Ring Gmbh Valve de commande pour dispositif d'injection, comprenant un piston et des butees pour celui-ci
FR2792372A1 (fr) * 1999-04-14 2000-10-20 Hidraulik Ring Gmbh Dispositif d'injection pour moteurs a combustion interne, en particulier pour moteur diesel, et procede pour sa realisation
FR2799799A1 (fr) * 1999-10-01 2001-04-20 Bosch Gmbh Robert Injecteur de carburant pour moteur a combustion interne
US6592050B2 (en) * 2000-06-29 2003-07-15 Robert Bosch Gmbh Pressure-controlled injector with vario-register injection nozzle
US7111614B1 (en) 2005-08-29 2006-09-26 Caterpillar Inc. Single fluid injector with rate shaping capability
CN112096551A (zh) * 2019-06-17 2020-12-18 曼恩能源方案有限公司 燃料泵
CN112096551B (zh) * 2019-06-17 2023-10-13 曼恩能源方案有限公司 燃料泵
DK202330133A1 (en) * 2023-07-28 2025-02-25 Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland A fuel valve for a large turbocharged two-stroke uniflow crosshead internal combustion engine
DK181865B1 (en) * 2023-07-28 2025-02-25 Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland A fuel valve for a large turbocharged two-stroke uniflow crosshead internal combustion engine

Also Published As

Publication number Publication date
FR2140020B1 (de) 1973-07-13
CH539778A (de) 1973-07-31
IT955954B (it) 1973-09-29
BE784068A (fr) 1972-09-18
DE2126736A1 (de) 1972-12-07
JPS5435254B1 (de) 1979-11-01
NL7207143A (de) 1972-11-30
FR2140020A1 (de) 1973-01-12
AT313648B (de) 1974-02-25
GB1390422A (en) 1975-04-09

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