EP0016236A1 - Steuervorrichtung für eine Brennkraftmaschine mit innerer Verbrennung - Google Patents

Steuervorrichtung für eine Brennkraftmaschine mit innerer Verbrennung Download PDF

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Publication number
EP0016236A1
EP0016236A1 EP19790100834 EP79100834A EP0016236A1 EP 0016236 A1 EP0016236 A1 EP 0016236A1 EP 19790100834 EP19790100834 EP 19790100834 EP 79100834 A EP79100834 A EP 79100834A EP 0016236 A1 EP0016236 A1 EP 0016236A1
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EP
European Patent Office
Prior art keywords
engine
shut down
lever
actuator
signal
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.)
Granted
Application number
EP19790100834
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English (en)
French (fr)
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EP0016236B1 (de
Inventor
John T. Hewitt
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Individual
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Individual
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Application filed by Individual filed Critical Individual
Priority to DE7979100834T priority Critical patent/DE2965978D1/de
Priority to EP19790100834 priority patent/EP0016236B1/de
Publication of EP0016236A1 publication Critical patent/EP0016236A1/de
Application granted granted Critical
Publication of EP0016236B1 publication Critical patent/EP0016236B1/de
Expired legal-status Critical Current

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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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/022—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by acting on fuel control mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/025—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on engine working temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/12—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/12—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic
    • F02D1/14—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic pneumatic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • a common cause of damage and excessive wear of internal combustion engines results from excessive combustion temperatures in the engine.
  • the operational temperature of the engine can rapidly exceed a safe operational limit by improper operation where the engine is overloaded at any speed, requiring overthrottling and an excessive rate of fuel injection. This often occurs when driving a diesel-powered vehicle into unnoticed head or side winds or climbing unnoticed grades, or failing to notice changes in ambient pressure resulting from altitude changes or high ambient temperatures.
  • malfunctions in the engine and its accessory equipment such as in the fuel supply system or fuel injectors, improper timing, turbocharger, restricted air cleaner, leak in a cross over tube, etc. can also cause an improper supply of fuel to the engine and result in an excessive operational temperature of the engine.
  • the damage that can be expected includes burned valves, head gasket failures, engine block distortion, cracked manifold and cylinder heads, burning and scoring of pistons, carbon deposits behind piston rings and on injector tips, piston ring failure with resultant high oil consumption and blow by, lubrication oil dilution, cracks in the turbocharger unit and expansion of aluminium pistons resulting in aluminium deposits on cylinder walls and piston sizure.
  • This invention comprises an automatic temperature control system for use on a diesel engine.
  • a pressure responsive actuator is linked to the shut down lever of the engine and has a limited travel to decrease, but not entirely shut off, the fuel supply to the engine when energized by the control system of the invention.
  • the control system includes an engine exhaust gas temperature sensing pyrometer that generates a signal proportional to the engine exhaust gas temperature, control means which receives the generated'signal, compares the signal to a preselected reference which corresponds to a maximum safe operational engine temperature and generates a control signal when the sensed temperature signal exceeds the preselected signal level, and a control valve in a pressured fluid supply to the pressure responsive actuator to decrease the fuel flow rate to the engine in response to a sensed, excessive exhaust gas temperature.
  • a diesel engine 10 which has a fuel supply system that includes a commercially available centrifugal, variable-speed governor 12 mounted on a high pressure injection pump 12 to supply fuel under high pressure through each of a plurality of delivery tubes 14-17 to injectors, one for each of the multiple cylinders of the engine.
  • the engine 10 is a conventional diesel engine which normally operates at a compression ratio from 13.5:1 to about 18:1 and which has an intake manifold 11. The compression of the air in the engine cylinders raises the air temperature sufficiently to ignite the fuel as it is injected into the cylinders.
  • the engine can have from 2 or more cylinders arranged in-line or in parallel banks as in a V-6, V-8 or V-12 configuration.
  • the engine is provided with an exhaust gas manifold, generally indicated at 20, which can be a single manifold for in-line engines or can be two, parallel exhaust gas manifolds for V-cylinder configurations.
  • the exhaust gas manifolds are usually of cast iron and have a flange fitting 22 for attachment of steel exhaust tubes and the like.
  • the invention is applied to these engines by fitting the exhaust gas manifold with pyrometer means 24 that is preferably located in the exhaust gas manifold to obtain reliable temperature indications.
  • the pyrometer means is typically a thermocouple which is installed by tapping a threaded bore in the exhaust manifold at the appropriate location.
  • the thermocouple wires are connected to parallel lead wires 26 and 28 which extends to control means 30.
  • leads 26 and 28 are connected to a temperature display meter 32 having a display face 34 that is provided with a dial bearing indicia calibrated in temperature, typically in degrees Fahrenheit, and a pointer 36 to indicate to the operator the exhaust gas temperature that is sensed by pyrometer means 24.
  • a temperature display meter 32 having a display face 34 that is provided with a dial bearing indicia calibrated in temperature, typically in degrees Fahrenheit, and a pointer 36 to indicate to the operator the exhaust gas temperature that is sensed by pyrometer means 24.
  • thermocouple when used as the pyrometer means, is operative to generate an analog direct current (D.C.). millivolt signal reflective of the exhaust gas temperature. This D.C. signal is applied to the input terminals 38 and 40 of control means 30.
  • the control means 30 is also provided with a supply of battery voltage by lead wires 42 and 44.
  • Control means 30 is a solid state controller having an operational amplifier receiving the input voltage signal from the thermocouple and referenced to generate a control signal when the sensed temperature exceeds a predetermined value.
  • the thermocouple is connected between the wiper of a potentiometer and the operational amplifier which is driven in an operational mode by receiving a reference lead input from a voltage divider.
  • the potentiometer is adjustable to provide adjustment of the maximum safe operational temperature to any desired safe tempe- ratureof operation for the particular engine. This temperature is generally from 500° to about 1800° F. for internal combustion engines and, typically for diesel engines, from 500° to 1350°F.
  • the operational amplifier output can, if desired, be connected to a first driver through a ground loop isolating optical coupler to avoid spurious signals generated by other equipment.
  • the first driver is connected to an audio alarm and across a slow charge, fast discharge time delay to a second driver that produces a control signal to lead 46.
  • the diesel engine has a fuel system with separate metering valves and injectors for each cylinder.
  • these engines have a metering pump 12 with a variable speed centrifugal governor 48 that has a control lever 50 for speed control and a stop lever 52 to shut down the engine.
  • These levers are linked to the rack of fuel pump 12 so that movement of speed control lever 50 and stop lever 52 in the directions of the arrowhead lines will, respectively, increase engine speed, and shut down the engine.
  • Fig. 2 shows one of the plurality of fuel metering valves 58 which are provided, one per cylinder, and are conventionally housed in the housing of pump 12.
  • the pump plunger 62 is driven by a cam of engine 10 through lifter 63 and held against the cam by spring 69:
  • the amount of fuel delivered to delivery conduit 14 by the pump plunger 62 depends on the rotational position of the plunger in barrel 64 since the timing of the opening and closing of fuel supply port 66 is controlled by the angular position of the helical scroll 68 of plunger 62.
  • minimum fuel is delivered since the port 66 remains blocked through the major distance of travel of plunger 62.
  • the valve assembly also includes delivery valve 65 which is seated by spring 67 in the delivery system of the assembly.
  • helical scroll 68 The position of helical scroll 68 is controlled by reciprocation of rack 70.
  • rack 70 is coupled to a mechanical centrifugal governor having double flyweights 72 driven by the injection pump camshaft 74 which 74 move thrust sleeve 76, guide lever 77, and connecting link 78 to withdraw rack 70 and decrease the high pressure fuel displacement of plunger 62.
  • the speed control lever 50 is also linked to rack 78 which is moved along the double arrowhead arc 51 by the throttle linkage.
  • the position of rack 78 is also controlled by shut down lever 52 which, when moved along arc 53 repositions link 78 to withdraw rack 70 through link arm 80.
  • bracket 84 has flanges 86 and 88 which have bores to receive assembly screws 47.
  • the upper end of bracket 84 has a right angle flange 90. which has a threaded aperture 92 to receive the externally threaded neck 94 of actuator 82.
  • the actuator has a push-rod 96 extending from neck 94 of a sufficient length to bear against the upper end of lever 52.
  • the engine is commonly provided with a source of a pressured fluid which can be air under supper-atmospheric pressure stored in tank 98 and supplied by an air compressor 100 that is mechanically linked to the engine 10.
  • the pressured air supply line 99 has a solenoid control valve 102 which can be conventional DC electrical solenoid valve having a valve member 104 that is movable between open and closed positions permitting the application of the air pressure from tank 98 to the actuator 82 as in the illustrated position or closing the pressured air supply and venting of actuator 82 to the atmosphere through valve port 106.
  • the device as thus described can be added to the engine without any substantial modifications.
  • the normal linkage such as rod 108 associated with the stop lever 52 remains undisturbed in this connection.
  • the control linkages such as rod 108 are connected to the engine controls through spring links whereby the actuator 82 can move the stop lever 52 independently of the position of the stop control knob used by the engine operator.
  • FIG. 4 there is illustrated a combined actuator assembly which can be utilized in applications where the stop lever is remotely actuated with a pneumatic or hydraulic cylinder.
  • the assembly shown in Figure 4 comprises the assembly of two actuators; actuator 82 previously described with reference to Figure 1 and a second actuator 83 having a greater distance of travel.
  • the externally threaded neck 94 of actuator 82 is received in an internally threaded aperture 93 in the rear wall of actuator 83.with its actuator rod 96 extending into actuator 83.
  • Actuator 83 has an externally threaded neck 95 for mounting the assembly to a suitable bracket mounted for its actuator rod 97 to bear against a stop lever, e.g. on bracket 84 described with reference to Figure 1.
  • Actuator 83 has a side port 101 for connection of a pressure fluid conduit 103.
  • the actuator 82 has an end port.105 that receives a conduit such as conduit 99 previously described for supplying of pressured actuation fluid through valve 102 that is controlled by the exhaust gas temperature controller 30.
  • the actuator 82 also has a spring 107 to return the actuator piston 109 and rod 96.
  • the piston and rod 97- of actuator 83 can be returned by the spring return associated with the stop linkage control lever of the diesel engine control system.
  • the pressure-responsive actuator 83 is provided with a sufficient travel for complete shut-down of the engine, typically with a travel form about 0.5 to about 1.5, usually about 1-inch.
  • the pressure responsive actuator employed in the control system of this invention, i.e., actuator 82, has a lesser degree of travel, typically from about 0.2 to about 0.5 times the travel required for complete shut-down so that the engine-operation is not stopped by the action of the exhaust gas temperature controller but, instead, the control rack is withdrawn a slight degree, sufficient to reduce the over-throttling of the engine.
  • the control system of the invention with the remote, pressure-responsive actuator can also be applied to the limiting speed mechanical governor commonly employed with a well-known two-cycle, supercharged diesel engine.
  • An exploded view of the limiting speed governor is shown in figure 5.
  • This structure includes a governor housing 110 closed by a top cover plate 112 with a gasket 114.
  • the centrifugal weight assembly of the governor is carried on shaft 116. and includes a pair of low-speed weights 118 and a pair of high-speed weights 120 which are pivotly mounted by weight pins 124 on a carrier bracket 122 that is secured to shaft 116. Arms 121 of high-speed weights 120 bear against a riser bushing 126 that is slidably mounted on shaft 116 together with a thrust bearing 128.
  • Shaft 116 is received in journal 130 with a thrust bearing 132 and lock washers 134 and retainer bolt 136 and the assembly is sealed by plug 138 and gasket 140.
  • the riser thrust bearing 128 bears against fork 140 which is secured to the throttle operating shaft 142, the latter shaft being mounted in a bracket (not shown) carried on the inside sidewall of housing 110.
  • Bearings 144 and 146 are seated in the upper and lower brackets, respectively, to rotatively support operating shaft 142.
  • the upper end of operating shaft 142 carries lever 148 to which is pivotly connected differential lever 150 by pin 160.
  • the differential lever 150 is pivotly connected to link 152 by pin 154.
  • Link 152 extends into pinned connection to the operating control link 156, being secured to the upper end of pin 158.
  • the operating control link 156 is pivotly supported by pin 160 which is mounted in bracket 162 of the housing 110.
  • the fuel control rack (not shown) is secured to the operating control link 156 by pin 164 that extends into the fork end 166 of this member.
  • the throttle control linkage is secured to shaft 168 carried on crank 170 which has a dependent pin 172 which is received in the fork end 174 of the differential lever 150, thereby providing mechanical linkage from the throttle control to the fuel control rack of the engine.
  • lever 176 which is carried on the upper end of shaft 178 that also carries arm 180. Arm 180 bears against the upper end of connecting pin 158 whereby movement of lever 176 (as shown by the arrowhead line) will cause a corresponding rotational movement of the operating-control link 156 and effect a portional withdrawal of the control rack to decrease the fuel supply to the engine.
  • This invention is adapted to the aforedescribed limiting speed governor by installing mounting bracket 182 on the top cover 112 of the governor housing utilizing the assembly screws 184.
  • Bracket 182 has an upstanding tab 186 which has a threaded aperture 188 for receiving the externally threaded boss 95 of the pressure-responsive actuator 83.
  • actuator 83 has a sufficient length of throw, e.g., from about 0.5 to about 1.5 inch, typically about 1 inch, to move stop lever 176 the complete distance necessary for withdrawing of the fuel control rack entirely to the shut down position, ceasing the supply of fuel to the engine.
  • This pressure responsive actuator can be employed with conventional engine operation, functioning solely to shut down the engine upon command by the operator.
  • the actuator 82 can be mounted in piggy-back fashion to the shut-down actuator 83.
  • closure plug 190 is removed from the rear face of actuator 83 and the externally threaded boss 94 of actuator 82 is mounted thereon.
  • the air pressure supply line 99 previously described with reference to Fig.
  • the throw of rod 96 of actuator 82 is of a limited magnitude, e.g., from about 0,15 to about 0.5, typically about 0.3 inch, whereby the amplication of air pressure to actuator 82 in response to an excessive exhaust gas temperature will dethrottle the engine but will not withdraw the control rack a sufficient distance for shut-down of the engine.
  • a helical torsion spring 181 is mounted on shaft 178 and bears against arm 180 to bias this arm in a retracted position, away from pin 158.
  • the invention as thus described provides for a limited de-throttling of a diesel engine by providing means effecting a limited withdrawal of a fuel control rack of a diesel engine in response to a control signal from an excess exhaust gas temperature controller.
  • the control device is an add on device which can be readily installed on the existing governor structures associated with conventional diesel engines and to provide a limited displacement of the stop lever of the engines whereby the objective of de-throttling without stopping the engine is achieved.
  • the control system provides for the automatic regulation of the fuel supply system by providing an- automatic means for limitation of fuel supply to the engine when the exhaust gas temperature reaches the preselected maximum that is reflective of the maximum safe operational temperature for the engine. Because the control is effected automatically, it cannot be inadvertently or intentionally ignored and, accordingly, operation of the engine, even for short durations, at excessive temperatures is thereby prevented.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Fuel-Injection Apparatus (AREA)
EP19790100834 1979-03-19 1979-03-19 Steuervorrichtung für eine Brennkraftmaschine mit innerer Verbrennung Expired EP0016236B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE7979100834T DE2965978D1 (en) 1979-03-19 1979-03-19 Internal combustion engine control means
EP19790100834 EP0016236B1 (de) 1979-03-19 1979-03-19 Steuervorrichtung für eine Brennkraftmaschine mit innerer Verbrennung

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP19790100834 EP0016236B1 (de) 1979-03-19 1979-03-19 Steuervorrichtung für eine Brennkraftmaschine mit innerer Verbrennung

Publications (2)

Publication Number Publication Date
EP0016236A1 true EP0016236A1 (de) 1980-10-01
EP0016236B1 EP0016236B1 (de) 1983-07-27

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EP19790100834 Expired EP0016236B1 (de) 1979-03-19 1979-03-19 Steuervorrichtung für eine Brennkraftmaschine mit innerer Verbrennung

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DE (1) DE2965978D1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8707932B1 (en) 2010-08-27 2014-04-29 Paragon Products, Llc Fuel transfer pump system
US10299768B2 (en) 2013-10-18 2019-05-28 Snpshot Trustee Limited Biopsy sampler and sample collector
US10667797B2 (en) 2013-06-05 2020-06-02 Snpshot Trustee Limited Tissue sampling
US10738727B2 (en) 2015-02-03 2020-08-11 Paragon Products, Llc Electric pump pressure sensorless electronic pressure limiting and flow leveling system

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH186048A (de) * 1934-12-01 1936-08-31 Sulzer Ag Elektrisch gesteuerte Sicherheitsvorrichtung zum Abstellen der Brennstoffzufuhr zu Brennkraftmaschinen.
US3388695A (en) * 1967-02-17 1968-06-18 James J. O'donnell Safety shut-down for diesel engines
US3605711A (en) * 1968-09-19 1971-09-20 Fiat Spa Device for limiting the supply of fuel to a diesel engine as a function of the engine exhaust temperature
US4020814A (en) * 1975-05-30 1977-05-03 Hewitt John T Diesel engine control means
DE2703202A1 (de) * 1977-01-27 1978-08-03 Bedia Bergbau Diesel Ausruestu Sicherheitsabstelleinrichtung an einem dieselgetriebenen untertagefahrzeug

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH186048A (de) * 1934-12-01 1936-08-31 Sulzer Ag Elektrisch gesteuerte Sicherheitsvorrichtung zum Abstellen der Brennstoffzufuhr zu Brennkraftmaschinen.
US3388695A (en) * 1967-02-17 1968-06-18 James J. O'donnell Safety shut-down for diesel engines
US3605711A (en) * 1968-09-19 1971-09-20 Fiat Spa Device for limiting the supply of fuel to a diesel engine as a function of the engine exhaust temperature
US4020814A (en) * 1975-05-30 1977-05-03 Hewitt John T Diesel engine control means
DE2703202A1 (de) * 1977-01-27 1978-08-03 Bedia Bergbau Diesel Ausruestu Sicherheitsabstelleinrichtung an einem dieselgetriebenen untertagefahrzeug

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8707932B1 (en) 2010-08-27 2014-04-29 Paragon Products, Llc Fuel transfer pump system
US10667797B2 (en) 2013-06-05 2020-06-02 Snpshot Trustee Limited Tissue sampling
US10299768B2 (en) 2013-10-18 2019-05-28 Snpshot Trustee Limited Biopsy sampler and sample collector
US10646207B2 (en) 2013-10-18 2020-05-12 Snpshot Trustee Limited Biopsy sample storage container and related sampler
US10842471B2 (en) 2013-10-18 2020-11-24 Snpshot Trustee Limited Biopsy collector with identifier
US10738727B2 (en) 2015-02-03 2020-08-11 Paragon Products, Llc Electric pump pressure sensorless electronic pressure limiting and flow leveling system

Also Published As

Publication number Publication date
EP0016236B1 (de) 1983-07-27
DE2965978D1 (en) 1983-09-01

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