EP0946829B1 - Systeme d'injection de carburant destine a un moteur a combustion interne - Google Patents
Systeme d'injection de carburant destine a un moteur a combustion interne Download PDFInfo
- Publication number
- EP0946829B1 EP0946829B1 EP98942493A EP98942493A EP0946829B1 EP 0946829 B1 EP0946829 B1 EP 0946829B1 EP 98942493 A EP98942493 A EP 98942493A EP 98942493 A EP98942493 A EP 98942493A EP 0946829 B1 EP0946829 B1 EP 0946829B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- pressure
- piston
- injection system
- fuel injection
- 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.)
- Expired - Lifetime
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Classifications
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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
- F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
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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
- F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
- F02M43/02—Pumps peculiar thereto
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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
- F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
- F02M43/04—Injectors peculiar thereto
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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
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
- F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
- F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
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- 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
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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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator
Definitions
- the invention is based on a fuel injection system for an internal combustion engine according to the preamble of the claim 1.
- Such fuel injection systems are, for example, from known from DE 43 37 048 C2.
- a two-component nozzle provided the stratified injection of Fuel and an additional liquid, such as diesel fuel and water serves to reduce pollutant emissions To reduce internal combustion engine and, if necessary, the efficiency to increase.
- an additional liquid such as diesel fuel and water serves to reduce pollutant emissions To reduce internal combustion engine and, if necessary, the efficiency to increase.
- the known Injection system also realizes the so-called common rail technology, in which all operating the internal combustion engine High pressure fuel injectors be fed from a common rail pressure accumulator.
- a disadvantage of the known fuel injection system is that for each individual injector for metering the additional liquid a complex and relatively expensive 3/2-way valve as well as for the control of the diesel injection quantity another 3/2-way valve is required.
- the additional liquid is the first 3/2-way valve Fuel supply from the common rail pressure accumulator to the injection nozzle interrupted and at the same time the injector surrounding pressure chamber, in the high pressure Fuel is stored through an appropriate position of the first 3/2-way valve to the fuel low pressure side drained out. Due to the pressure drop in the pressure chamber is additional liquid via a corresponding line conveyed into the pressure chamber, which is the corresponding fuel volume repressed.
- the first 3/2-way valve brought back into a position that connects between the common rail pressure accumulator and the pressure chamber in the injection valve.
- the amount of fuel to be injected that of the upstream Additional liquid in the through the next valve opening is to follow the injection burst caused
- Another 3/2-way solenoid valve is provided, which is the rear the nozzle needle by a spring in the closed position is held, either with the common rail pressure accumulator or connects to the fuel low pressure side and thereby the stroke of the valve needle, the opening and Closing the valve and thus the desired injection quantity controls.
- the known fuel injection system is required the two precisely working for each individual injector and thus complex 3/2-way solenoid valves to both the desired amount of fuel as well as the required amount to be able to precisely dose additional liquid.
- the fuel injection system according to the invention has constructional simplification and thus for a cheaper manufacture the characteristic features of the claim 1 on.
- This allows the two elaborate and expensive 3/2 solenoid control valves due to simpler and cheaper 2/2-way valves to be replaced, at the same time the possibility is opened for the quantity dosing Additional liquid on a single, precisely working metering valve to shift that a whole group of injectors can operate.
- the second 2/2-way valve only the opening and closing times for the additional liquid pre-storage is determined, the quantity dosage for the amount of fuel to be injected by a corresponding Time control of the first 2/2-way valve in the injection line between the common rail pressure accumulator and the Pressure chamber.
- the nozzle needle at the blunt end of their injector plunger in radial extension small piston that carries high pressure from the common rail pressure accumulator exposed space, which in turn protrudes pressure-tight against the space surrounding the nozzle needle is sealed.
- An embodiment of the invention is particularly preferred Fuel injection system using the high pressure pump part of a high pressure pump unit to deliver the fuel is both the quantity metering for the Fuel injection as well as for the injection of additional liquid can effect.
- the commonly used M pump for metering the additional liquid saved and on the other hand the Overall system can be made more compact.
- the high pressure pump unit which, as before, the common rail pressure accumulator supplied, now operates via another hydraulic line also a separating piston unit, with which the of the High-pressure pump unit predetermined volume of additional liquid is dispensed into the two-substance nozzle.
- the invention High pressure pump unit one or more high pressure pistons on that fuel against the pressure of compression springs in a compression room to a pressure level of over Compress 1000 bar, usually even at almost 2000 bar.
- the high pressure pistons are preferably arranged in series and driven by a camshaft.
- At one end of the Compression chamber outside the stroke of the high-pressure pistons is a longitudinally movable, gap-sealed first piston arranged by means of a compression spring against one also longitudinally movable gap-sealed second piston clamped is.
- the rear surface of the second piston is rounded or beveled, so that a longitudinally displaceable
- the dimensioning wedge is frictionally attached to it and the second Piston in a variable relative axial position to the first Can lock piston longitudinally.
- a controllable Electric motor provided, which drives a spindle, which engages in a thread of the motion wedge.
- the separating piston unit can also be a special one according to the invention Have configuration, namely instead of a conventional Separating piston is a membrane that is fixed in the separating piston unit is clamped and with an interior Sealing fuel from the other interior with additional liquid separates.
- a conventional Separating piston is a membrane that is fixed in the separating piston unit is clamped and with an interior Sealing fuel from the other interior with additional liquid separates.
- the fuel injection system according to the invention for a Internal combustion engine for bifluid fuel injection (usually diesel fuel) and an additional liquid (usually water) a high pressure pump 1 supplies one Common rail pressure accumulator 2 with fuel at a pressure level of around 1800 bar.
- a high pressure pump 1 supplies one Common rail pressure accumulator 2 with fuel at a pressure level of around 1800 bar.
- an injection line 6 pressure chamber 3.5 to be supplied with fuel which is the nozzle needle 3.1 surrounds a two-substance nozzle 3
- must now be a metering Component can be arranged, since the earlier usual classic injection pump through the combination of Common rail pressure accumulator 2 and the simpler high pressure pump 1 was replaced and the rail pressure on a certain Level is constantly present.
- This task takes over at the arrangement of the invention a first 2/2-way valve MV1.
- the exact amount is metered over the known (measured or controlled) pressure drop between the commom rail pressure accumulator 2 and that of the two-substance nozzle 3 combustion chamber of the internal combustion engine to be supplied through an exact time window, the size of which is influenced by other factors depends on an electrical control that is not shown in the drawing.
- the structure and mode of operation of the two-component nozzle used 3 is, apart from minor details, from the prior art Technology known.
- a small Piston 3.3 is provided, the one facing away from the nozzle needle 3.1 End protrudes into a room 3.6, which over a Line 4 connected directly to the common rail pressure accumulator 2 and the high pressure prevailing there becomes.
- a path for the fuel to be displaced by the additional liquid from the two-substance nozzle 3 must now be cleared, as is known per se in principle from the prior art.
- This is done by suitably wiring a second 2/2-way valve MV2, the input of which is connected to the injection line 6 via a supply line 7 and the output of which is connected to the low-pressure fuel side via a discharge line 8.
- the first 2/2-way valve MV1 is fired and the second 2/2-way valve is switched to passage.
- fuel under high pressure escapes from the pressure chamber 3.5 via the injection line 6, the feed line 7, the discharge line 8 and a check valve 9 to the low-pressure fuel side, as a rule the fuel tank.
- M pump 13 which has a working fluid at a pre-pressure level of about 2.5 bar in a separating piston adapter 10 with a Separating piston 11 and a constant pressure valve 12 promotes.
- the Separating piston adapter 10 separates the operating fluid (in usually diesel fuel) of the M pump 13 to be introduced Additional liquid (usually water). there the water side of a barrel cylinder in the separating piston 11 from a filling pump 14 via a check valve 16 with additional liquid fed at low pressure (p ⁇ 2 bar).
- the M pump 13 At the right time before the actual injection, between the injection cycles, the M pump 13 a desired amount of operating fluid with a higher Pressure than that with which the check valve 3.4 of the two-substance nozzle 3 is set on the separating piston 11 issued. This will increase the amount of makeup fluid that on the other side of the separating piston 11 the amount of operating fluid corresponds to the M pump 13, via the Constant pressure valve 12 to the additional liquid line 15 passed.
- the constant pressure valve 12 is used for pressure relief or for the correct pre-pressure supply of the additional liquid line 15 between the separating piston adapter 11 and the two-substance nozzle 3.
- the second 2/2-way valve MV2 can be a relatively simple one and cheaper valve than the first 2/2-way valve Be MV1 because the accuracy of the latter for the Function of fuel displacement from pressure chamber 3.5 to Purpose of storing additional liquid is not essential is required and otherwise only a clear yes / no behavior valve MV2 is required.
- FIG distinguishes fuel injection system according to the invention differs from the embodiment shown in Fig. 1 on the one hand by a high pressure pump unit 20 which is in addition to the feed of the common rail pressure accumulator 2 also the volume measurement for additional liquid takes over, on the other hand by a modification of the separating piston unit 40, which is now a membrane instead of a conventional separating piston 43 has.
- the high-pressure pump unit 20 is operated by a filling pump 19 charged, which takes fuel from a fuel tank 34 and at a pressure level of about 6 bar above Check valve 29.1 in a compression chamber 24 of the high pressure pump unit 20 promotes.
- a filling pump 19 charged, which takes fuel from a fuel tank 34 and at a pressure level of about 6 bar above Check valve 29.1 in a compression chamber 24 of the high pressure pump unit 20 promotes.
- Threshold pressure on in the high pressure pump unit 20 integrated exhaust valve 29.2 opened and fuel at a pressure level of approximately 1800 bar in the common rail pressure accumulator 2 promoted, the internal pressure over a Pressure control valve 32 kept constant or to the desired one Level is regulated.
- the second piston 27 has on its rear surface facing away from the first piston 25 a rounded or beveled top on which a longitudinally displaceable dimensioning wedge 28 is non-positively applied.
- the pressure is essential for the injection of additional liquid lower (approx. 20 ... 30 bar) than the lowest Pressure in common rail pressure accumulator 2 (approx. 500 bar) a mobility of the first piston 25 for the indirect Metering of additional liquid during the compression phase the high pressure piston 22 may well be possible.
- the one for quantity metering amount of fuel in additional liquid is, as already described above, pretty accurate the position and the resulting stop of the pistons 25 and 27, the design wedge 28, which in turn from the threaded spindle of the electric motor 30 can be adjusted, specified.
- the electric motor 30 receives its command from an engine management system not shown in the drawing.
- the second 2/2-way valve MV2 the correct injector 3 for water pre-storage the amount of diesel to be displaced by the amount of water release in injector 3.
- the pistons 25 and 27 are simply more or less pressed together so that the first piston 25 does not have a working stroke can do more.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Fuel-Injection Apparatus (AREA)
Claims (20)
- Installation d'injection de carburant destine a un moteur a combustion interne comprenant une pompe haute pression (1) pour refouler le carburant, de préférence du carburant diesel, dans une buse a deux matières (3) ainsi qu'un dispositif de refoulement servant à refouler un fluide additionnel, de préférence de l'eau, devant passer dans un clapet anti-retour (3.4) puis dans une conduite de fluide additionnel (15) menant à la buse a deux matières (3), conduite qui est reliée a une chambre de pression (3.5) entourant une aiguille d'injection (3.1) de la buse a deux matières (3), ainsi qu'un dispositif de soupape servant à emmagasiner la quantité de fluide supplémentaire à injecter dans la buse à deux matières (3), l'ouverture et la fermeture de l'aiguille d'injection (3.1) se faisant par le biais de la pression existant dans un accumulateur de pression Common Rail (2) rempli de carburant sous haute pression, le dispositif de soupape étant au moms partiellement disposé dans la conduite d'injection (6), interrompant l'amenée de carburant dans la buse a deux matières (3) lors de l'emmagasinage de fluide additionnel et reliant la chambre de pression (3.5) a un côté basse pression du carburant, ou bien interrompant la liaison avec le côté basse pression du carburant et alimentant la chambre de pression (3.5) en carburant sous haute pression,
caractérisée en ce qu'
une première vanne a 2/2 voies (MV1) ainsi qu'une deuxieme vanne a 2/2 voies (MV2) sont prévues, la première vanne a 2/2 voies (MV1) étant disposée dans la conduite d'injection (6) située entre l'accumulateur de pression Common Rail (2) et la chambre de pression (3.5) et la deuxième vanne à 2/2 voies (MV2) étant reliée à l'entrée (7) par une conduite d'injection (6) se trouvant entre la première vanne à 2/2 voies (MV1) et la chambre de pression (3.5) et reliée à la sortie au coté basse pression du carburant par une conduite d'évacuation (8). - Installation d'injection de carburant selon la revendication 1,
caractérisée en ce qu'
un clapet anti-retour (9) est prévu dans la conduite d'évacuation (8), entre la deuxième vanne à 2/2 voies (MV2) et le côté basse pression de carburant. - Installation d'injection de carburant selon l'une des revendications 1 ou 2,
caractérisée en ce qu'
un piston (3.3) est relié fixement, dans son prolongement axial, à l'extrémité axiale non pointue se trouvant à l'opposée de la pointe de l'aiguille d'injection (3.1), piston de préférence relié en un bloc à l'aiguille d'injection (3.1) qui, avec son extrémité axiale se trouvant à l'opposée de l'aiguille d'injection (3.1), est en saillie dans un espace (3.6) imperméable à la pression s'exerçant contre l'espace (3.2) de la buse à deux matières (3) appuyant sur l'extrémité axiale non pointue de l'aiguille d'injection (3.1) et étant chargé par la pression élevée régnant dans l'accumulateur de pression Common Rail (2). - Installation d'injection de carburant selon la revendication 3,
caractérisée en ce que
l'espace (3.2) appuyant sur l'extrémité axiale non pointue de l'aiguille d'injection (3.1) est relié au côté basse pression de carburant par une conduite d'aération (5). - Installation d'injection de carburant selon l'une quelconque des revendications précédentes,
caractérisée en ce que
la pompe haute pression (1) servant au refoulement du carburant fait partie d'un bloc de pompes haute pression (20) effectuant aussi bien une mesure quantitative de l'injection de carburant que de l'injection de fluide additionnel. - Installation d'injection de carburant selon la revendication 5,
caractérisée en ce qu'
une pompe de remplissage (19) est prévue, laquelle alimente en carburant le bloc de pompe haute pression (20), de préférence à un niveau de pression < 10 bars, en passant par un clapet anti-retour (29.1) de préférence intégré dans le bloc de pompe haute pression (20). - Installation d'injection de carburant selon l'une des revendications 5 ou 6,
caractérisée en ce que
l'accumulateur de pression Common Rail (2) est alimenté en carburant de préférence à un niveau de pression > 1000 bars par le bloc de pompe haute pression (20) en passant par un clapet anti-retour de sortie (29.2) intégré de préférence dans le bloc de pompe haute pression (20). - Installation d'injection de carburant selon l'une quelconque des revendications précédentes,
caractérisée en ce qu'
une vanne régulatrice de pression (32) est prévue dans une conduite reliant l'accumulateur de pression Common Rail (2) au côté basse pression du carburant. - Installation d'injection de carburant selon l'une quelconque des revendications 5 à 8,
caractérisée en ce que
le bloc de pompe haute pression (20) comprend un ou plusieurs pistons haute pression (22) qui peuvent comprimer du carburant à un niveau de pression > 1000 bars par la compression de ressorts de compression (23) placés dans une chambre de compression (24) du bloc de pompe haute pression (20). - Installation d'injection de carburant selon la revendication 9,
caractérisée en ce que
les pistons haute pression (22) sont disposés en ligne et entraínés par l'arbre à cames (21). - Installation d'injection de carburant selon l'une des revendications 9 ou 10,
caractérisée en ce qu'
un premier piston (25), mobile dans le sens de la longueur et étanche contre les fissures, est disposé à une extrémité de la chambre de compression (24), de préférence en côté, hors de la course des pistons haute pression (22) et comprimé contre un deuxième piston (27), lui aussi mobile dans le sens de la longueur et étanche contre les fissures, au moyen d'un ressort de compression (26). - Installation d'injection de carburant selon la revendication 11,
caractérisée en ce que
la surface arrière du deuxième piston (27), la plus éloignée du premier piston (25), est inclinée ou arrondie et que la cale de mesure (28), déplaçable dans le sens de la longueur, repose en butée contre la surface arrière du deuxième piston (27) et que celui-ci est arrêté dans le sens de la longueur dans une situation axiale relative variable par rapport au premier piston (25). - Installation d'injection de carburant selon la revendication 12,
caractérisée en ce qu'
il est prévu un moteur électrique (30), de préférence commandé électroniquement, pouvant commander une tige engrenant un filetage de la cale de mesure (28) et pouvant la déplacer par rotation dans le sens de la longueur. - Installation d'injection de carburant selon l'une quelconque des revendications 5 à 13,
caractérisée en ce qu'
il est prévu un bloc de pistons séparateurs (40) qui présente deux espaces intérieurs (41, 42) séparés de manière étanche, dont l'un (41) peut être alimenté en carburant par un bloc de pompe haute pression (20) en passant par une conduite hydraulique (31) et l'autre (42) en fluide additionnel provenant d'un réservoir (45), le volume de l'autre espace intérieur (42) étant réduit par l'alimentation en carburant de cette chambre (41), permettant ainsi d'amener une quantité définie de fluide additionnel à la conduite de fluide additionnel (15) conduisant à la buse à deux matières (3). - Installation d'injection de carburant selon la revendication 14,
caractérisée en ce que
le bloc de pistons séparateurs (40) présente au lieu d'un piston séparateur, une membrane (43) solidement tendue dans le bloc de pistons séparateurs (40) et qui sépare de manière étanche un espace intérieur (41) rempli de carburant d'un autre espace intérieur (42) rempli de fluide additionnel. - Installation d'injection de carburant selon la revendication 15,
caractérisée en ce qu'
une butée (44) mécanique s'élevant en face de la membrane (43) est prévue du côté de l'autre espace intérieur (42) alimenté en liquide additionnel, côté qui se trouve en face de la membrane (43). - Installation d'injection de carburant selon l'une quelconque des revendications 14 à 16,
caractérisée en ce qu'
une conduite de décharge (33) conduisant à un réservoir de carburant (34) est branchée sur la conduite hydraulique (31) comportant un clapet anti-retour de surpression (29.4) intégré de préférence dans le bloc de pompe haute pression (20). - Installation d'injection de carburant selon l'une quelconque des revendications 14 à 17,
caractérisée en ce que
l'autre espace intérieur (42) du bloc de pistons séparateurs (40) est alimenté en fluide additionnel par une pompe de remplissage (46) en passant par un clapet anti-retour (47). - Procédé d'exploitation d'une installation d'injection de carburant selon l'une des revendications 11 ou 14, ainsi que, s'il y a lieu, selon l'une ou plusieurs des revendications 12 à 18,
caractérisé en ce qu'
un groupe entier de buses à deux matières (3) est à chaque fois alimenté en carburant et en fluide additionnel par un piston haute pression (22) et par le premier piston (25) et le deuxième piston (27) qui y sont reliés ainsi que par le bloc de pistons séparateurs (40). - Procédé d'exploitation d'une installation d'injection de carburant selon la revendication 13,
caractérisé en ce qu'
un groupe entier de premiers pistons (25) et de deuxièmes pistons (27) s'y rapportant est commandé par un moteur électrique (30), une tige et une cale de mesure (28).
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19746490A DE19746490A1 (de) | 1997-10-22 | 1997-10-22 | Kraftstoffeinspritzanlage für eine Brennkraftmaschine |
DE19746490 | 1997-10-22 | ||
PCT/DE1998/001864 WO1999020891A1 (fr) | 1997-10-22 | 1998-07-06 | Systeme d'injection de carburant destine a un moteur a combustion interne |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0946829A1 EP0946829A1 (fr) | 1999-10-06 |
EP0946829B1 true EP0946829B1 (fr) | 2003-11-12 |
Family
ID=7846176
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP98942493A Expired - Lifetime EP0946829B1 (fr) | 1997-10-22 | 1998-07-06 | Systeme d'injection de carburant destine a un moteur a combustion interne |
Country Status (7)
Country | Link |
---|---|
US (1) | US6223734B1 (fr) |
EP (1) | EP0946829B1 (fr) |
JP (1) | JP2001506729A (fr) |
KR (1) | KR20000069463A (fr) |
CN (1) | CN1107798C (fr) |
DE (2) | DE19746490A1 (fr) |
WO (1) | WO1999020891A1 (fr) |
Families Citing this family (7)
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DE102005060552B4 (de) * | 2005-12-17 | 2009-06-10 | Man Diesel Se | Einspritzvorrichtung für Brennstoffmotoren |
JP4924413B2 (ja) * | 2007-12-28 | 2012-04-25 | 日産自動車株式会社 | 内燃機関の燃料供給装置 |
CN101806266B (zh) * | 2010-03-04 | 2012-07-11 | 哈尔滨工程大学 | 电控单体泵与电控喷油器双阀燃油喷射装置 |
US20110232601A1 (en) * | 2010-03-25 | 2011-09-29 | Caterpillar Inc. | Compression ignition engine with blended fuel injection |
DE102017211981B3 (de) * | 2017-07-13 | 2018-09-27 | Continental Automotive Gmbh | Kraftstoffeinspritzsystem für eine Brennkraftmaschine |
CN111927667B (zh) * | 2020-09-07 | 2023-12-05 | 思达耐精密机电(常熟)有限公司 | 一种高压共轨泵高压泄漏测试***及应用 |
CN114704410B (zh) * | 2022-04-27 | 2023-02-03 | 中船动力研究院有限公司 | 一种双燃料增压喷射装置 |
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US4612905A (en) * | 1980-01-26 | 1986-09-23 | Motoren-Werke Mannheim Ag, Vorm. Benz Stat. Motorenba | Fuel injection apparatus |
JPS5848771A (ja) * | 1981-09-04 | 1983-03-22 | Toyota Motor Corp | デイ−ゼルエンジンの燃料噴射装置 |
GB2126650B (en) * | 1982-08-31 | 1988-02-10 | George Stan Baranescu | I c engine injection system providing a stratified charge of two fuels |
US4524033A (en) * | 1983-03-31 | 1985-06-18 | Elledge Jefferson D | Multiple fuel carburetor |
DE3330774A1 (de) * | 1983-08-26 | 1985-03-14 | Robert Bosch Gmbh, 7000 Stuttgart | Kraftstoffeinspritzeinrichtung mit vor- und haupteinspritzung bei brennkraftmaschinen |
DE3330772A1 (de) * | 1983-08-26 | 1985-03-14 | Robert Bosch Gmbh, 7000 Stuttgart | Kraftstoffeinspritzeinrichtung |
US4693227A (en) * | 1985-05-21 | 1987-09-15 | Toyota Jidosha Kabushiki Kaisha | Multi-fuel injection system for an internal combustion engine |
DE3618447A1 (de) * | 1986-05-31 | 1987-12-03 | Bosch Gmbh Robert | Kraftstoffeinspritzvorrichtung fuer brennkraftmaschinen |
US5174247A (en) * | 1992-01-22 | 1992-12-29 | Mitsubishi Jukogyo Kabushiki Kaisha | Water injection diesel engine |
DE4337048C2 (de) | 1993-10-29 | 1996-01-11 | Daimler Benz Ag | Kraftstoffeinspritzanlage für eine Brennkraftmaschine |
US5732679A (en) * | 1995-04-27 | 1998-03-31 | Isuzu Motors Limited | Accumulator-type fuel injection system |
DE19609800C1 (de) * | 1996-03-13 | 1996-11-21 | Mtu Friedrichshafen Gmbh | Brennstoffeinspritzsystem für Emulsionsbetrieb |
FI101739B (fi) * | 1996-08-16 | 1998-08-14 | Waertsilae Nsd Oy Ab | Ruiskutusventtiilijärjestely |
DE19738397A1 (de) * | 1997-09-03 | 1999-03-18 | Bosch Gmbh Robert | Kraftstoffeinspritzanlage für eine Brennkraftmaschine |
DE19746492A1 (de) * | 1997-10-22 | 1999-04-29 | Bosch Gmbh Robert | Kraftstoffeinspritzanlage für eine Brennkraftmaschine |
-
1997
- 1997-10-22 DE DE19746490A patent/DE19746490A1/de not_active Withdrawn
-
1998
- 1998-07-06 KR KR1019997005301A patent/KR20000069463A/ko not_active Application Discontinuation
- 1998-07-06 CN CN98801574A patent/CN1107798C/zh not_active Expired - Fee Related
- 1998-07-06 JP JP52292099A patent/JP2001506729A/ja active Pending
- 1998-07-06 EP EP98942493A patent/EP0946829B1/fr not_active Expired - Lifetime
- 1998-07-06 DE DE59810161T patent/DE59810161D1/de not_active Expired - Lifetime
- 1998-07-06 WO PCT/DE1998/001864 patent/WO1999020891A1/fr not_active Application Discontinuation
-
1999
- 1999-07-06 US US09/331,486 patent/US6223734B1/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
CN1242820A (zh) | 2000-01-26 |
KR20000069463A (ko) | 2000-11-25 |
EP0946829A1 (fr) | 1999-10-06 |
DE19746490A1 (de) | 1999-04-29 |
US6223734B1 (en) | 2001-05-01 |
JP2001506729A (ja) | 2001-05-22 |
CN1107798C (zh) | 2003-05-07 |
DE59810161D1 (de) | 2003-12-18 |
WO1999020891A1 (fr) | 1999-04-29 |
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