EP0024803A1 - Dispositif d'injection de combustible - Google Patents

Dispositif d'injection de combustible Download PDF

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Publication number
EP0024803A1
EP0024803A1 EP80302428A EP80302428A EP0024803A1 EP 0024803 A1 EP0024803 A1 EP 0024803A1 EP 80302428 A EP80302428 A EP 80302428A EP 80302428 A EP80302428 A EP 80302428A EP 0024803 A1 EP0024803 A1 EP 0024803A1
Authority
EP
European Patent Office
Prior art keywords
injection
valve
fuel
shoulder
valves
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP80302428A
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German (de)
English (en)
Inventor
Alexander Goloff
Richard A. Cemenska
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Caterpillar Inc
Original Assignee
Caterpillar Tractor Co
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
Application filed by Caterpillar Tractor Co filed Critical Caterpillar Tractor Co
Publication of EP0024803A1 publication Critical patent/EP0024803A1/fr
Withdrawn legal-status Critical Current

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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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/06—Pumps peculiar thereto
    • 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
    • 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
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/361—Valves being actuated mechanically
    • F02M59/362—Rotary valves
    • 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • This invention relates to fuel injection apparatus.
  • pilot injection is ordinarily sccomplished in one of two ways. Firstly, if one injector is used, then two fuel pumps deliver fuel to one fuel line via check valves. One of the two pumps delivers a short burst of high pressure fuel, the durection of which is determined by any of the conventional ways, such as by use of a scroll on the injector. Then, after a brief pause, the other of the two pumps delivers a main charge of fuel also through a check valve.
  • pilot injection done this way is that it is expensive because it requires the use of two separate fuel pumps. Some economy is realized, however, because only one fuel injector is used.
  • pilot injection is done through one nozzle and the main charge is delivered through another nozzle
  • two fully independent systems are used; each one having a fuel pump and nozzle. Expense and bulk are-limitations of pilot injection accomplished this way.
  • pilot injection systems are not readily adaptable to independently controlling the timing and duration of pilot and main injection.
  • pilot injection is not a widely used way of injecting fuel.
  • ignition lag As a result, pilot injection is not a widely used way of injecting fuel.
  • fuel injection apparatus comprising a single fuel injector; a path for conducting fuel to and from the injector; and valve means for controlling both pilot and main injection of fuel through the injector, is characterized in that the valve means comprises a plurality of rotary valves disposed in the path.
  • valve means comprises a pair of valves, one of which controls the starting and , stopping of pilot injection and the starting of main injection, and the other of vhich controls the stopping of main injection.
  • the two valves may be arranged in parallel with one another.
  • FIG. 1 there is shown a fuel injection apparatus 10 which includes a fuel injector pump 12 fed with fuel from a fuel supply tank or reservoir 14, through a conduit 17, by a fuel transfer pump 16 through a filter 18.
  • the fuel enters a housing 24 of the injector pump at an inlet port 56 of a fuel supply passage 20.
  • the fuel injection pump housing 24 has a tappet -28 resiliently biased by a spring 30 and driven by a lobe 32 on a camshaft 34 as is well known.
  • the tappet is connected to a plunger 36 which reciprocates between a dotted line position "A" and a solid line position "B” in a bore 38 within the housing 24.
  • Fuel, delivered to the bore 38, is injected into an engine cylinder (not shown) past a one-way check valve 49, through an injection passage 40 and injection ports 42 in a tip assembly 44.
  • This well known arrangement functions due to differential areas on a fuel injection valve 46 biased by a spring 48 in the tip assembly 44.
  • the fuel is expelled through port 42 due to its substantial pressurization periodically occurring in a cavity 100 of the bore 38 as the plunger 36 reciprocates.
  • Controlling the quantity and timing of the injection of fuel through ports 42 is the subject of much technology due to present trends in enhancing fuel economy and reducing fuel emissions. Such technology is complicated because the control of quantity and timing must be coordinated with other engine functions and conditions. Since the lobe 32 and plunger 36 have a fixed cyclical relationship for pressurizing the fuel in the bore 38, variations in controlling quantity and timing of injection usually involve electrical and/or mechanical control of the admittance of fuel to the bore 38. In the past this has been accomplished by a scroll (helix) on the plunger which is rotated with a rack.
  • Fuel supply passage 20 extends into the housing 24 from the port 56 and terminates at the bore 38 adjacent an end 52 of the plunger 36, to conduct fuel to the cavity 100.
  • the fuel return passage 22 extends from the cavity 100 through the housing 24 to the port 62 for conducting fuel from plunger bore 38 back to the reservoir 14.
  • the passage 20 is in fluid communication with the cavity 100 when the plunger 36 is in position "A” but not when it is in position "B".
  • the passage 22 is in fluid communication with the cavity 100 for any position of the plunger 36 between "A" and "B”.
  • the passage 22 separates or diverges to form a first branch 22a and a second separate branch 22b.
  • the branches 22a and 22b converge adjacent the outlet port 62 and are thus in parallel with one another.
  • a first enlarged bore 70 is transversely disposed across the passage 22a.
  • the bore 70 accommodates a first rotary valve 72 in a lapped fit, which valve rotates to function as a means for starting and stopping pilot injection and for starting main injection.
  • the valve 72 has an outer cylindrical surface 76 for lubricated rotating engagement with the inner cylindrical surface 77 of the bore 70 and a reduced diameter portion 78 adjacent a high pressure inlet 81 and a relatively low pressure outlet 83 at the intersection of the passage 22a and the bore 70.
  • a raised arcuate blocking shoulder 82 is formed on the reduced diameter portion 78 of valve 72 and has an outer arcuate surface 84 which engages the inner surface 77 of the bore 70 so as to block the inlet 81 in a given position, thus limiting passage of fuel through passage 22a to port 62.
  • the arcuate surface 84 has a first arcuate length Ll ( Figures 2A, 2B, 3A, 3B, 3C) permitting the shoulder 82 to block the inlet 81 for a given brief duration for starting and stopping pilot injection.
  • Blocking shoulder 82 is timed to block inlet 81 when plunger 36 is blocking conduit 20 and is moving towards position "B". Injection occurs, as it is well known, only when the fuel is under compression in the cavity 100 and closing of the inlet 81 thus causes injection.
  • the first valve 72 has a second arcuate blocking shoulder 82a, formed on the reduced diameter portion 78, having an outer arcuate surface 84a which also engages the inner surface 77 of the bore 70 so as to block the outlet 83 thus limiting the passage of fuel through the passage 22a to the port 620
  • the arcuate surface 84a has a second arcuate length L2 ( Figures "A, 2B, 3A, B, C) greater than length Ll for permitting shoulder 82a to block the outlet 83 for a longer duration to start main fuel injection.
  • Shoulder 82a is located on valve 72 so as to block the outlet 83 shortly after pilot injection ends. This blocking also occurs when plunger 36 is blocking conduit 20 and is moving toward position "B" to enable injection to occur.
  • a second enlarged bore 90 ( Figure 1) is transversely disposed across the passage 22b.
  • the bore 90 accommodates a second rotary valve 92 which functions as a means for stopping main injection.
  • the valve 92 is mounted in housing 24 for rotation in bore 90 in a lapped fit.
  • Valve 92 has an outer cylindrical surface 96 for lubricated rotating engagement with inner cylindrical surface 97 of bore 90.
  • a reduced diameter portion 98 of valve 92 is provided adjacent a high pressure inlet 101 and a relatively lower pressure outlet 103 at the intersection of passage 22b and bore 90.
  • a raised arcuate blocking shoulder 102 is formed on the reduced diameter portion 98 of valve 92.
  • the outer arcuate surface 104 of the shoulder 102 rotatably engages the inner surface 97 of the bore 90 so as to block inlet 101, in a given position thus limiting passage of fuel through passage 22b to port 62.
  • the surface 104 has a second arcuate length L3 ( Figures 2A, 2B, 3A, 3B, 3C) greater than first arcuate length Ll and second arcuate length L2, thus permitting shoulder 102 to block inlet 101 for for a greater duration than the duration which shoulders 82 and 82a block inlet 81 and outlet 83.
  • Shoulder 102 is timed to block inlet the 101 when the plunger 36 is blocking passage 20 and is moving toward position "B" to enable injection to occur, and blocks the inlet 101 prior to and during the entire time when shoulder 82 blocks inlet 81, to permit shoulder 82 to start and stop pilot injection. Also, the shoulder 102 is still blocking the inlet 101 when shoulder 82a begins to block outlet 83 for starting main injection. However, whilst shoulder 82a is still blocking outlet 83, shoulder 102 clears or rotates past inlet 101 thus releasing the pressure within cavity 100 and stopping main injection.
  • Figures 3A, 33, 3C illustrate the relative positions of valves 72, 92 rotating in bores 70, 90, respectively, for starting and stopping pilot and main injection.
  • Figure 3A with plunger 36 blocking passage 20, shoulder 102 of valve 92 blocks inlet 101 but since shoulder 82 of valve 72 is not blocking inlet 81, no injection occurs and fuel passes from cavity 100 via conduit 22a and valve 72 and returns to tank 14.
  • Figure 3B shoulders 82, 102 simultaneously block their respective inlets 81, 101 thus causing fuel to be pilot injected. Pilot injection stops after shoulder 82 rotates past inlet 81.
  • shoulder 82a of valve 72 and shoulder 102 of valve 92 simultaneously block inlet 83, 101, respectively, for starting main injection.
  • Means are provided for continuously rotating valve 72 and an additional identical means is required to continuously rotate valve 92. However, only one of these means 119 is shown in Figure 4 and described below. Means 119 is electrical, but it is possible to arrange for mechanical rotation of valves 72, 92. Means 119 includes a control transmitter 120, and a control transformer and servo 122. Control transmitter 120 is driven by camshaft 34 at one-half engine speed (for a 4 cycle engine). Such a control transmitter 120, through suitable buffering networks which are well known, directly drives the control transformer and servo 122 which rotates the valve 72. By adjusting the position of a stator 124 of the control transmitter 120, the starting of injection is controlled. This is accomplished by adjusting the timed positioning of the control transmitter relative to camshaft 34 to control precisely the time when shoulder 82 begins to block inlet 81, thus controlling the starting of injection.
  • control transmitter also driven by camshaft 34, directly drives control transformer and servo 122 for rotating valve 92.
  • stator 124 of control transmitter 120 By adjusting stator 124 of control transmitter 120, the stopping of injection is controlled,the duration of main injection depending on the relative positions of the shoulders 82 and 102.
  • Electrical equipment for supplying the above-described functions of means 119 is available from commercial sources such as AEROFLEX and the SINGER INSTRUMENT COMPANY, both of the United States of America.
  • Such means comprises a digital system, several types of which have been used successfully for various applications requiring precision drives with adjustable phase angles.
  • a digital system may be obtained from stepping motors of the type commercially available from HAWKFJt-SIDDLEY DYNAMICS of Great Britain, but do not have provisions for feedback corrections.
  • feedback loop equipment is commercially available from DISC INSTRUMENT CORP. of the United States of America.
  • Electrical means are employed to determine the start of injection as well as to determine the quantity of fuel injected. Such means are well known and are not the subject of this invention. These means usually include a power source, sensing devices, actuators, and the like, and take into account inlet manifold pressure and temperature, engine speed and load, and even fuel temperature.
  • a well known logic system for example, the universal fuel injection system, UFIS, developed for the military for use in track type or armored vehicles, may be used for actuating a fuel pump control system.
  • the UFIS reads and interprets vehicle data such as engine speed, boost or manifold pressure, engine temperature, ambient temperature, altitude, load etc.
  • the UFIS is powered by the vehicular power system, e.g., a twelve or twenty-four volt system or the like.
  • the UFIS logic requires relatively low milliamperage. Thus, the signal produced by the UFIS logic must be matched to provide an appropriate UFIS input to control transmitter 102.
  • UFIS type logic can also provide the appropriate adjustment to stator 124 for controlling the position of shoulders 82, 82a, relative to cam 34 and the position of shoulder 102 relative to shoulders 82, 82a as discussed above.
  • Figure 5 illustrates an alternative where three valves are utilized as a means for starting and stopping pilot injection and main injection.
  • a first valve 300 includes a first blocking shoulder 301 of a first size for starting and stopping pilot injection.
  • a second valve 302 includes a second blocking shoulder 303 of a second size greater than the first size for starting main injection, and a third valve 304 includes a third blocking shoulder 305 of a third size greater than the first and second sizes for stopping main injection.
  • All three valves 300, 302, 304 are continuously rotated and function as previously discussed with the sole difference being that shoulder 301 (for starting and stopping pilot injection) and shoulder 303 (for starting main injection) are on separate valves 300, 302, respectively, whereas in the preferred embodiment, shoulder 82, (for starting and stopping pilot injection) and shoulder 82a, for starting main injection) are on the same valve 72.
  • shoulder 301 for starting and stopping pilot injection
  • shoulder 303 for starting main injection
  • shoulder 82, (for starting and stopping pilot injection) and shoulder 82a, for starting main injection) are on the same valve 72.
  • the three valve concept is not preferred is that it is more expensive and bulky.
  • the three valves 300, 302, 304 can obviously be independently rotated for adjustment as previously described for the two valve apparatus and has the advantage of including the ability to adjust the timing between the end of pilot injection and the beginning of main injection.
  • the transfer pump 16 maintains a system pressure at about 30-35 psi.
  • Means 119 rotate valves 72, 92 continuously at the same cyclic rate.
  • Fuel enters housing 24 at port 56 and flows to cavity 100 via conduit 20.
  • the fuel continues through passage 22 and returns to tank 14 via branch passages 22a, 22b which include valves 72, 92 respectively.
  • Camshaft 34 and lobe 32 rotate and cause plunger 36 to reciprocate between positions "A" and "B".
  • pilot injection can occur depending now on the time sequential and simultaneous positioning of shoulders 82 and 102.
  • shoulder 102 rotates to block inlet 101 but fuel continues to tank 14 via passage 22a.
  • shoulder 82 simultaneously rotates to block inlet 81 as shoulder 102 continues to block inlet 101 and fuel is trapped in housing 24. Further downward movement of plunger 36 greatly compresses fuel in cavity 100 forcing the fuel past check valve 49 to be pilot injected through port 42.
  • shoulder 82a blocks outlet 83 and main injection begins.
  • shoulder 102 rotates past inlet 101 and main injection stops as fuel resumes flowing to tank 14 via passage 22b.
  • shoulder 82a also clears outlet 83 and fuel again flows to tank 14 via conduit 22a as well.
  • Plunger 36 then begins travel from position "B" to position "A", but under these conditions no injection can occur since fuel in cavity 100 is not being compressed. The above-described cycle repeats rapidly.
  • Signals from the logic to means 119 can operate through stator 124 to rotatably drive valves 72, 92 and adjust the relative positions of valve shoulders 82, 82a and 102.

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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)
EP80302428A 1979-09-04 1980-07-18 Dispositif d'injection de combustible Withdrawn EP0024803A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
WOPCT/US79/00695 1979-09-04
PCT/US1979/000695 WO1981000741A1 (fr) 1979-09-04 1979-09-04 Appareil rotatif d'injection de combustible avec injection pilote

Publications (1)

Publication Number Publication Date
EP0024803A1 true EP0024803A1 (fr) 1981-03-11

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ID=22147695

Family Applications (1)

Application Number Title Priority Date Filing Date
EP80302428A Withdrawn EP0024803A1 (fr) 1979-09-04 1980-07-18 Dispositif d'injection de combustible

Country Status (4)

Country Link
EP (1) EP0024803A1 (fr)
JP (1) JPS56501096A (fr)
CA (1) CA1122085A (fr)
WO (1) WO1981000741A1 (fr)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0075178A2 (fr) * 1981-09-24 1983-03-30 Trw Inc. Méthode et appareil de commande de la vitesse d'un véhicule ou d'un moteur à combustion interne à injection
FR2517369A1 (fr) * 1981-12-01 1983-06-03 Daimler Benz Ag Dispositif d'injection pour moteurs a combustion interne
GB2119031A (en) * 1982-04-19 1983-11-09 Toyota Motor Co Ltd Fuel injection device for internal combustion engine
GB2147954A (en) * 1983-10-11 1985-05-22 Lucas Ind Plc Fuel pumping apparatus
EP0065282B1 (fr) * 1981-05-20 1985-10-09 Robert Bosch Gmbh Buse d'injection de combustible pour moteurs à combustion interne
EP0235569A2 (fr) * 1986-02-12 1987-09-09 GebràœDer Sulzer Aktiengesellschaft Dispositif pour injecter sélectivement du diesel-oil et du combustible d'allumage dans la chambre de combustion d'un moteur alternatif à combustion interne utilisant comme combustible principal le diesel-oil ou le gaz
DE3630439A1 (de) * 1986-09-06 1988-03-10 Motoren Werke Mannheim Ag Doppel-einspritzverfahren fuer selbstzuendende brennkraftmaschinen
EP0283155A1 (fr) * 1987-03-11 1988-09-21 LUCAS INDUSTRIES public limited company Pompe à combustible
WO1989000243A1 (fr) * 1987-07-06 1989-01-12 Robert Bosch Gmbh Pompe d'injection de carburant
DE4118236A1 (de) * 1990-06-06 1991-12-12 Avl Verbrennungskraft Messtech Einspritzsystem fuer brennkraftmaschinen
FR2773593A1 (fr) * 1998-01-15 1999-07-16 Daimler Chrysler Ag Systeme d'injection de carburant pour moteurs a combustion interne
NL1014518C2 (nl) 2000-02-29 2001-08-30 Technoscan Engineering B V Inrichting, brandstofinspuitsysteem en werkwijze voor het doseren van brandstof.

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT407558B (de) * 1987-12-11 2001-04-25 Rajakovics Gundolf Dipl Ing Dr Vorrichtung zur bemessung von periodisch zu fördernden fluidmengen

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE914080C (de) * 1941-03-11 1954-06-24 Versuchsanstalt Fuer Luftfahrt Kraftstoffeinspritzpumpe fuer mehrfache Einspritzung je Hub mit Steuerung der Einspritzungen mit einer Steuerwalze
FR2246736A1 (fr) * 1973-10-03 1975-05-02 Eaton Corp
US4033301A (en) * 1975-07-10 1977-07-05 Eaton Corporation Fluid distributor logic

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2777433A (en) * 1952-01-08 1957-01-15 Jet Heet Inc Intermittent fuel injection system
US2974657A (en) * 1958-11-25 1961-03-14 Bessiere Pierre Etienne Fuel injection device for a multicylinder internal combustion engine
US3088448A (en) * 1959-01-21 1963-05-07 Maurice C Fleming Fuel injection system
US3851635A (en) * 1969-05-14 1974-12-03 F Murtin Electronically controlled fuel-supply system for compression-ignition engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE914080C (de) * 1941-03-11 1954-06-24 Versuchsanstalt Fuer Luftfahrt Kraftstoffeinspritzpumpe fuer mehrfache Einspritzung je Hub mit Steuerung der Einspritzungen mit einer Steuerwalze
FR2246736A1 (fr) * 1973-10-03 1975-05-02 Eaton Corp
US4033301A (en) * 1975-07-10 1977-07-05 Eaton Corporation Fluid distributor logic

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0065282B1 (fr) * 1981-05-20 1985-10-09 Robert Bosch Gmbh Buse d'injection de combustible pour moteurs à combustion interne
EP0075178A2 (fr) * 1981-09-24 1983-03-30 Trw Inc. Méthode et appareil de commande de la vitesse d'un véhicule ou d'un moteur à combustion interne à injection
EP0075178A3 (fr) * 1981-09-24 1985-10-23 Trw Inc. Méthode et appareil de commande de la vitesse d'un véhicule ou d'un moteur à combustion interne à injection
FR2517369A1 (fr) * 1981-12-01 1983-06-03 Daimler Benz Ag Dispositif d'injection pour moteurs a combustion interne
GB2119031A (en) * 1982-04-19 1983-11-09 Toyota Motor Co Ltd Fuel injection device for internal combustion engine
GB2147954A (en) * 1983-10-11 1985-05-22 Lucas Ind Plc Fuel pumping apparatus
EP0235569A2 (fr) * 1986-02-12 1987-09-09 GebràœDer Sulzer Aktiengesellschaft Dispositif pour injecter sélectivement du diesel-oil et du combustible d'allumage dans la chambre de combustion d'un moteur alternatif à combustion interne utilisant comme combustible principal le diesel-oil ou le gaz
EP0235569A3 (en) * 1986-02-12 1988-11-02 Gebruder Sulzer Aktiengesellschaft Apparatus for selectively injecting diesel oil and igniting fuel into the combustion chamber of a reciprocating internal-combustion engine using as main fuel diesel oil or gas
EP0259708A2 (fr) * 1986-09-06 1988-03-16 Motoren-Werke Mannheim Aktiengesellschaft vorm. Benz Abt. stationärer Motorenbau Procédé et appareil d'injection pour moteur à allumage non commandé
DE3630439A1 (de) * 1986-09-06 1988-03-10 Motoren Werke Mannheim Ag Doppel-einspritzverfahren fuer selbstzuendende brennkraftmaschinen
US4787350A (en) * 1986-09-06 1988-11-29 Kloeckner-Humboldt-Deutz Ag Dual-injection method and device for self-igniting internal combustion engines
EP0259708A3 (en) * 1986-09-06 1990-05-02 Motoren-Werke Mannheim Aktiengesellschaft Vorm. Benz Abt. Stationarer Motorenbau Double injection method for self-igniting combustion engines
EP0283155A1 (fr) * 1987-03-11 1988-09-21 LUCAS INDUSTRIES public limited company Pompe à combustible
WO1989000243A1 (fr) * 1987-07-06 1989-01-12 Robert Bosch Gmbh Pompe d'injection de carburant
DE4118236A1 (de) * 1990-06-06 1991-12-12 Avl Verbrennungskraft Messtech Einspritzsystem fuer brennkraftmaschinen
DE4118236C2 (de) * 1990-06-06 2000-02-17 Avl Verbrennungskraft Messtech Einspritzsystem für Brennkraftmaschinen
FR2773593A1 (fr) * 1998-01-15 1999-07-16 Daimler Chrysler Ag Systeme d'injection de carburant pour moteurs a combustion interne
NL1014518C2 (nl) 2000-02-29 2001-08-30 Technoscan Engineering B V Inrichting, brandstofinspuitsysteem en werkwijze voor het doseren van brandstof.
WO2001071180A1 (fr) 2000-02-29 2001-09-27 Technoscan Engineering B.V. Appareil et systeme d'injection de carburant, et procede de dosage du carburant

Also Published As

Publication number Publication date
JPS56501096A (fr) 1981-08-06
WO1981000741A1 (fr) 1981-03-19
CA1122085A (fr) 1982-04-20

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PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

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