EP0946830A1 - Kraftstoffeinspritzanlage für eine brennkraftmaschine - Google Patents
Kraftstoffeinspritzanlage für eine brennkraftmaschineInfo
- Publication number
- EP0946830A1 EP0946830A1 EP98954191A EP98954191A EP0946830A1 EP 0946830 A1 EP0946830 A1 EP 0946830A1 EP 98954191 A EP98954191 A EP 98954191A EP 98954191 A EP98954191 A EP 98954191A EP 0946830 A1 EP0946830 A1 EP 0946830A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- additional liquid
- fuel
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- 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
-
- 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
-
- 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
-
- 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
-
- 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 relates to a fuel injection system for an internal combustion engine according to the preamble of claim 1.
- Such fuel injection systems are known for example from DE 4337 048 C2.
- a two-component nozzle is provided which serves for the stratified injection of fuel and an additional liquid, for example diesel fuel and water, in order to reduce the pollutant emissions of the internal combustion engine and, if necessary, to increase the efficiency.
- the so-called common rail technology is also implemented in the known injection system, in which all the injection nozzles that operate the internal combustion engine are supplied with fuel under high pressure from a common rail pressure accumulator.
- a disadvantage of the known fuel injection system is that a complex and relatively expensive 3/2-way valve is required for each individual injector for metering the quantity of additional liquid, and a further 3/2-way valve is required for controlling the diesel injection quantity.
- the Set liquid is interrupted with the first 3/2 way valve, the fuel supply from the common rail pressure accumulator to the injection nozzle and at the same time a pressure chamber surrounding the injection nozzle, in which fuel under high pressure is stored, by a corresponding position of the first 3/2 way valve drained to the fuel low pressure side.
- additional liquid is conveyed into the pressure chamber via a corresponding line, which displaces the corresponding fuel volume.
- the first 3/2-way valve is then brought back into a position which establishes a connection between the common rail pressure accumulator and the pressure chamber in the injection valve.
- the further 3/2 way solenoid valve is provided, which is the rear of the nozzle needle, which is held in the closed position by a spring , either connects to the common rail pressure accumulator or to the low-pressure fuel side, thereby controlling the stroke of the valve needle, the opening and closing of the valve, and thus the required injection quantity.
- the known fuel injection system requires the two precisely working and thus complex 3/2 control solenoid valves for each individual injector in order to be able to precisely dose both the desired amount of fuel and the required amount of additional liquid.
- the fuel injection system according to the invention has the characterizing features of patent claim 1 in order to simplify its construction and therefore to make it more economical to manufacture.
- This allows the two on finite and expensive 3/2 solenoid control valves to be replaced by simpler and cheaper 2/2 directional control valves, while at the same time opening up the possibility of shifting the quantity metering for the additional liquid to a single, precisely working metering valve, a whole Can operate group of injectors.
- the second 2/2 way valve only determines the opening and closing time for the additional liquid pre-storage, the quantity metering for the fuel quantity to be injected is controlled by a corresponding timing of the first 2/2 way valve in the injection line between the common rail pressure accumulator and the pressure chamber.
- the nozzle needle has a small piston on the blunt end of its injector plunger in radial extension, which protrudes into a space acted upon by high pressure from the common rail pressure accumulator, which in turn is pressure-tightly sealed against the space surrounding the nozzle needle.
- An embodiment of the fuel injection system according to the invention is particularly preferred in which a membrane is used to convey the additional liquid, one side of which is acted upon by the high pressure prevailing in the common rail pressure accumulator and the other side of which is due to the pressure pulses in the common rail.
- Pressure accumulator either directly or via a lever mechanism causes the additional liquid to be conveyed into the additional liquid line leading to the two-substance nozzle.
- the indirect delivery of additional liquid can take place, for example, via a pump piston, which is connected to the membrane by a lever mechanism and, in the event of pressure changes in the common rail pressure accumulator, which lead to a membrane movement, delivers a corresponding amount of additional liquid.
- the lever ratio and thus the stroke volume of the pump piston can be influenced by an adjustment mechanism which can be driven, for example, by means of an electric motor. Due to the proportionality of the amount of fuel withdrawn to the amount of additional liquid delivered, hardly any adjustments are likely be necessary so that the arrangement according to the invention has high operational stability.
- the delivery system for the additional liquid can be designed as a kind of "hydraulic low pass", in which a solid partition wall (also a bulk wall) clamps the membrane at one end of the common rail pressure accumulator. wherein an orifice bore is provided in the bulk wall, which permits damped pressure compensation between the common rail pressure accumulator and the space between the bulk wall and the membrane.
- the mass wall of the inductance, the orifice bore correspond to the ohmic resistance and the membrane corresponds to a capacitor.
- An embodiment of the fuel injection system according to the invention is also particularly preferred, in which a further common rail pressure accumulator is provided for holding additional liquid under pressure, which is connected via a 2/2-way valve to the additional liquid line leading to the two-substance nozzle and has similar advantages like the well-known common rail pressure accumulator for fuel.
- a further common rail pressure accumulator when using such a further common rail pressure accumulator, the above-described feed mechanism for the additional liquid can be considerably simplified by directly transferring the membrane via a check valve and without the intermediary of a lever mechanism driving a pump piston. speaking pressure surges on the other common rail pressure accumulator cause the pumping of additional liquid.
- a particular advantage of using a further common rail pressure accumulator for additional liquid is that the 2/2 way valve in the additional liquid line can supply an entire group of injectors, it only being necessary to ensure that the metering processes do not overlap for the individual Injectors occur.
- Fig. 1 is a schematic circuit of a first embodiment of the fuel injection system according to the invention with two 2/2 -way valves for quantity control of the delivery or injection of fuel and additional liquid through a two-component nozzle shown schematically in longitudinal section, wherein the
- Auxiliary liquid line to the two-fluid nozzle is fed from a separating piston system with a constant pressure valve arrangement;
- 2 shows a second exemplary embodiment with a diaphragm-operated auxiliary liquid pump, the diaphragm being controlled by the pressure in the common rail pressure chamber and driving a feed pump piston via a lever mechanism;
- FIG. 3 shows a third exemplary embodiment analogous to FIG. 2, but with a further common rail pressure accumulator for additional liquid;
- Fig. 4 shows a fourth embodiment analogous to Fig. 3, which also has a further common rail pressure container for the additional liquid, but the membrane without lever mechanism and without pump piston directly causes the delivery of the additional liquid by pressure surges.
- a high-pressure pump 1 supplies a common rail pressure accumulator 2 with fuel on a Pressure level of about 1800 bar.
- a quantity-metering component must now be arranged, since the previously conventional injection pump by the combination from 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 is performed by a first 2/2-way valve MV1.
- This should be designed as a fast solenoid valve with good reproducibility and a more or less smooth transition between the two extreme positions, since a time-definable injection quantity curve may be required.
- the exact amount is metered via the known (measured or controlled) pressure drop between the commom-rail pressure accumulator 2 and the combustion chamber of the internal combustion engine to be supplied by the two-substance nozzle 3 through an exact time window, the size of which depends on other influencing factors, via an electrical control which is not shown in the drawing.
- a small piston 3.3 is additionally provided on the blunt axial end of the nozzle needle (injector plunger) 3.1 facing away from the nozzle needle tip. With its end facing away from the nozzle needle 3.1, it protrudes into a space 3.6 which is connected via a line 4 directly to the common nozzle. Rail pressure accumulator 2 is connected and the high pressure prevailing there is applied.
- a path for the fuel to be displaced by the additional liquid must now be released from the two-substance nozzle 3.
- 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 fuel low-pressure 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.
- high-pressure fuel 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 side of the fuel, as a rule the fuel tank.
- the correct amount of the same must be metered in and conveyed into the two-component nozzle 3 while the system pressure is still low. This is effected by means of a so-called M-pump 13, which feeds an operating fluid at a pre-pressure level of approximately 2.5 bar into a separating piston adapter 10 Separating piston 11 and a constant pressure valve 12 promotes.
- the separating piston adapter 10 separates the operating liquid (usually diesel fuel) of the M pump 13 from the additional liquid to be introduced (usually water).
- the water side of a barrel cylinder in the separating piston 11 is supplied with additional liquid at a low pressure (p ⁇ 2 bar) by a filling pump 14 via a check valve 16.
- the M pump 13 delivers a desired amount of operating fluid to the separating piston 11 at a pressure higher than that with which the check valve 3.4 of the two-component nozzle 3 is set.
- the amount of additional liquid which corresponds to the amount of operating fluid of the M pump 13 on the other side of the separating piston 11, is passed on to the additional liquid line 15 via the constant pressure valve 12.
- the constant pressure valve 12 is used for pressure relief or for the correct supply 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 and less expensive valve than the first 2/2-way valve MVl, since the accuracy of the latter for the function of the fuel displacement from the pressure chamber 3.5 for the purpose of pre-storing additional liquid is not is absolutely necessary and only a clear yes / no behavior of the valve MV2 is required.
- the second exemplary embodiment of the fuel injection system according to the invention shown in FIG. 2 differs from that shown in FIG. 1 by a modification of the one responsible for conveying the additional liquid Part of the facility.
- a pump for the additional liquid is now coupled to the common rail pressure accumulator 20.
- a membrane 21.1 is articulated by means of a mass wall 21.2 to one end of the common rail pressure accumulator 20, the mass wall 21.2 clamping the membrane 21.1 pressure-tightly in a high pressure space 20.1 of the common rail pressure accumulator 20 due to a slightly tapered outer contour.
- a diaphragm bore 21.3 is provided in the bulk wall 21.2, through which fuel can penetrate or exit from the high pressure space 20.1 into a space 21.4, which is enclosed by the membrane 21.1 and the bulk wall 21.2, depending on the direction of the pressure drop.
- a lever mechanism 22 is connected on the one hand to the side of the membrane 21.1 facing away from the space 21.4, and on the other hand to a pump piston 23.1.
- the lever mechanism 22 is rotatably mounted on a slide 24.1 which is guided in a longitudinally movable manner.
- a movement of the diaphragm 21.1 results from pressure fluctuations in the high-pressure chamber 20.1 due to the jerky withdrawal of the injection quantity of fuel.
- the diaphragm travel causes the lever mechanism 22 to move back and forth, which in turn results in a corresponding stroke of the pump piston 23.1.
- the pump piston 23.1 is preloaded accordingly by means of a compression spring 23.2, so that no "looseness" can occur in any phase of movement.
- the pump piston 23.1 sucks a corresponding amount of additional liquid from a tank 25 via a line 29 with a check valve 27, supported by a pre-feed pump 20.
- the amount of water via the additional liquid line 15 and that Check valve 3.4 is pushed into the two-substance nozzle 3 if the second 2/2 way valve MV2 for directing the water quantity was opened by a command from the engine management, not shown in the drawing.
- an overpressure check valve 28 is arranged in an overpressure line that branches off from the additional liquid line 15 and opens directly into the reservoir 25, which opens when a corresponding threshold pressure is exceeded and a connection between the two Additional liquid line 15 and the reservoir 25 produces.
- the slide 24.1 is moved up or down by an electric motor 24.3, which carries a spindle 24.2 screwed into the slide 24.1, in accordance with a rotation command from the motor management.
- This adjusts the lever ratio of the lever arrangement 22, so that different stroke volumes of the pump piston 23.1 can be set.
- the pump device can either meter different amounts of additional liquid from one injection process to the other in the same injector 3 or further injectors connected to the additional liquid line 15 (indicated in the drawing by a series of parallel arrows) can individually with the correct amount for them be filled with additional liquid.
- the fuel pressure in the high-pressure chamber 20.1 which can be varied with a pressure control valve 20.2, also influences the movement control of the slide 24.1 via a diaphragm drift.
- a pressure control valve 20.2 In order to measure the quantities of the to be able to carry out splashing additional liquid, either the pressure fluctuations in the high-pressure chamber 20.1 should be measured and calculated with the membrane identification by the engine management. The corresponding rotary command can then be issued by the latter to the electric motor 24.3, a position detection of the spindle 24.2 also being helpful.
- the current stroke of the pump piston 23.1 can also be measured and compared with other important, currently available data and the current change request and calculated so that an adaptation to new conditions (for example change in the accelerator pedal position by the driver of a motor-driven vehicle) can be obtained as quickly as possible .
- Nervous reactions of the membrane 21.1 which are caused by pressure peaks or other smaller pressure fluctuations with higher frequencies in the high-pressure chamber 20.1 and are detrimental to an accurate metering of the required additional liquid, are made possible by suitable dimensioning and coordination of the mass wall 21.2 with the orifice bore 21.3 and the spring behavior of the membrane 21.1 dampened.
- behavior will occur which is equivalent to a hydraulic low-pass filter, the mass wall 21.2 corresponding to an electrical inductance, the orifice bore 21.3 to an ohmic resistance and the diaphragm 21.1 to a capacitor.
- a hydraulic low-pass filter also has an advantageous effect on the pressure conditions in the high-pressure chamber 21.1 from, since this also dampens pressure fluctuations.
- FIG. 3 differs from that of FIG. 2 essentially in that a further common-rail pressure accumulator 32 is now provided for supplying water to the two-substance nozzle 3 for holding additional liquid under pressure, which 2-way valve MV3 is connected to the additional liquid line 15 leading to the two-substance nozzle 3 and via a check valve 31 to the delivery side of the diaphragm-driven pump piston 23.1.
- the further 2/2-way valve MV3 can be constructed identically to the first 2/2-way valve MVl, whereby the 2/2-way valve MV3 must however be suitable for the operation with the additional liquid.
- the further 2/2 directional control valve MV3 can supply an entire group of two-substance nozzles 3 as long as there is no overlap in time of the metering processes for the different injectors. In which injector the because the metered amount of additional liquid should go out, a simply constructed second 2/2-way valve MV2 again determines, which must, however, be available for each two-component nozzle in the group.
- a further pressure holding valve 43 is provided in the discharge line 8, which connects the second 2/2 way valve MV2 to the low-pressure fuel side.
- a leakage line 35 is attached which opens into the reservoir 25.
- the additional liquid is conveyed from the additional container 25 via a check valve 34.
- a pump (not shown in the drawing) can also be provided to support the fluid conveyance.
- FIG. 4 shows a further development of the embodiment according to FIG. 3, in which a lever mechanism 22 and an adjustment mechanism have been dispensed with.
- the conveying and metering is effected here directly by the membrane 41.1 articulated to the high-pressure chamber 40.1 of the common rail pressure accumulator 40 for fuel, which with a corresponding overpressure in the high-pressure chamber 40.1 causes a pressure surge to one Provides additional liquid charged space 43, which is passed on via the check valve 31 into the further common rail pressure accumulator 42.
- the other functions are completely analogous to those of the exemplary embodiment according to FIG. 3.
Landscapes
- 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)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19746492A DE19746492A1 (de) | 1997-10-22 | 1997-10-22 | Kraftstoffeinspritzanlage für eine Brennkraftmaschine |
DE19746492 | 1997-10-22 | ||
PCT/DE1998/002771 WO1999020893A1 (de) | 1997-10-22 | 1998-09-18 | Kraftstoffeinspritzanlage für eine brennkraftmaschine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0946830A1 true EP0946830A1 (de) | 1999-10-06 |
EP0946830B1 EP0946830B1 (de) | 2003-11-26 |
Family
ID=7846178
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP98954191A Expired - Lifetime EP0946830B1 (de) | 1997-10-22 | 1998-09-18 | Kraftstoffeinspritzanlage für eine brennkraftmaschine |
Country Status (7)
Country | Link |
---|---|
US (1) | US6067964A (de) |
EP (1) | EP0946830B1 (de) |
JP (1) | JP2001507101A (de) |
KR (1) | KR20000069569A (de) |
CN (1) | CN1109193C (de) |
DE (2) | DE19746492A1 (de) |
WO (1) | WO1999020893A1 (de) |
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WO1998020939A2 (en) * | 1996-11-15 | 1998-05-22 | Advanced Bio Surfaces, Inc. | Biomaterial system for in situ tissue repair |
DE19746490A1 (de) * | 1997-10-22 | 1999-04-29 | Bosch Gmbh Robert | Kraftstoffeinspritzanlage für eine Brennkraftmaschine |
DE19747268A1 (de) * | 1997-10-25 | 1999-04-29 | Bosch Gmbh Robert | Zweistoffdüse zur Einspritzung von Kraftstoff und einer Zusatzflüssigkeit |
EP1061252B1 (de) * | 1999-06-18 | 2003-08-06 | Mitsubishi Fuso Truck and Bus Corporation | Brennstoffeinspritzventil |
DE19938169A1 (de) * | 1999-08-16 | 2001-03-01 | Bosch Gmbh Robert | Kraftstoffeinspritzeinrichtung |
DE19939420B4 (de) * | 1999-08-20 | 2004-12-09 | Robert Bosch Gmbh | Kraftstoffeinspritzverfahren und -system für eine Brennkraftmaschine |
DE10032923A1 (de) | 2000-07-06 | 2002-01-24 | Bosch Gmbh Robert | Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen |
DE10146739A1 (de) * | 2001-09-22 | 2003-04-10 | Bosch Gmbh Robert | Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine |
US9733625B2 (en) | 2006-03-20 | 2017-08-15 | General Electric Company | Trip optimization system and method for a train |
US10308265B2 (en) | 2006-03-20 | 2019-06-04 | Ge Global Sourcing Llc | Vehicle control system and method |
US10569792B2 (en) | 2006-03-20 | 2020-02-25 | General Electric Company | Vehicle control system and method |
KR20040015578A (ko) * | 2002-08-13 | 2004-02-19 | 현대자동차주식회사 | 와이어 컨넥터 |
US9950722B2 (en) | 2003-01-06 | 2018-04-24 | General Electric Company | System and method for vehicle control |
DE102004053266A1 (de) * | 2004-11-04 | 2006-05-11 | Robert Bosch Gmbh | Vorrichtung und Verfahren zum Korrigieren des Einspritzverhaltens eines Injektors |
US9828010B2 (en) | 2006-03-20 | 2017-11-28 | General Electric Company | System, method and computer software code for determining a mission plan for a powered system using signal aspect information |
US9156477B2 (en) | 2006-03-20 | 2015-10-13 | General Electric Company | Control system and method for remotely isolating powered units in a vehicle system |
US7630823B2 (en) | 2007-09-20 | 2009-12-08 | General Electric Company | System and method for controlling the fuel injection event in an internal combustion engine |
JP4595996B2 (ja) * | 2007-11-16 | 2010-12-08 | トヨタ自動車株式会社 | 内燃機関の高圧燃料供給装置 |
DE102008001444A1 (de) * | 2008-04-29 | 2009-11-05 | Robert Bosch Gmbh | Verfahren zum Bestimmen eines Überdrucks in einem Kraftstoffspeicher eines Einspritzsystems einer Brennkraftmaschine |
CA2635410C (en) * | 2008-06-19 | 2010-08-17 | Westport Power Inc. | Dual fuel connector |
US9834237B2 (en) | 2012-11-21 | 2017-12-05 | General Electric Company | Route examining system and method |
US20110297125A1 (en) * | 2010-06-03 | 2011-12-08 | Caterpillar Inc. | Reverse Flow Check Valve For Common Rail Fuel System |
US8919324B2 (en) | 2010-12-08 | 2014-12-30 | Robin B. Parsons | Fuel rail for liquid injection of a two-phase fuel |
US20120255523A1 (en) * | 2011-04-08 | 2012-10-11 | Caterpillar Inc. | Dual fuel injector and engine using same |
US20140373806A1 (en) * | 2012-01-05 | 2014-12-25 | Deyang Hou | Fuel injector for multi-fuel injection with pressure intensification and a variable orifice |
US9669851B2 (en) | 2012-11-21 | 2017-06-06 | General Electric Company | Route examination system and method |
SE537002C2 (sv) | 2013-03-22 | 2014-11-25 | Scania Cv Ab | Bränslesystem för förbränningsmotor och ett förfarande för att reglera ett bränslesystem |
US10202929B1 (en) | 2014-09-22 | 2019-02-12 | National Technology & Engineering Solutions Of Sandia, Llc | Additive-mixing fuel-injection system for internal combustion engines |
WO2018007865A1 (en) | 2016-07-04 | 2018-01-11 | Dominique Bosteels | Stratified charge combustion engine |
MX2018006237A (es) | 2015-11-20 | 2018-11-09 | Mcearth Holdings Ltd | Motor de combustion de carga estratificada. |
CN109386420B (zh) * | 2018-10-15 | 2021-02-02 | 哈尔滨工程大学 | 多次喷射燃油喷射规律测量方法 |
US11008957B2 (en) | 2019-06-05 | 2021-05-18 | Caterpillar Inc. | Spill valve assembly for improved minimum delivery capability in fuel system |
DE102020116710A1 (de) * | 2020-06-25 | 2021-12-30 | Man Energy Solutions Se | Dual-Fuel Brennkraftmaschine |
DE102020116707A1 (de) * | 2020-06-25 | 2021-12-30 | Man Energy Solutions Se | Kraftstoffinjektor einer Dual-Fuel Brennkraftmaschine und Dual-Fuel Brennkraftmaschine |
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EP0760425B1 (de) * | 1995-08-30 | 2000-11-15 | Robert Bosch Gmbh | Einspritzeinrichtung |
FI101739B (fi) * | 1996-08-16 | 1998-08-14 | Waertsilae Nsd Oy Ab | Ruiskutusventtiilijärjestely |
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-
1997
- 1997-10-22 DE DE19746492A patent/DE19746492A1/de not_active Withdrawn
-
1998
- 1998-09-18 US US09/331,476 patent/US6067964A/en not_active Expired - Fee Related
- 1998-09-18 EP EP98954191A patent/EP0946830B1/de not_active Expired - Lifetime
- 1998-09-18 CN CN98801576A patent/CN1109193C/zh not_active Expired - Fee Related
- 1998-09-18 JP JP52293699A patent/JP2001507101A/ja active Pending
- 1998-09-18 WO PCT/DE1998/002771 patent/WO1999020893A1/de not_active Application Discontinuation
- 1998-09-18 DE DE59810274T patent/DE59810274D1/de not_active Expired - Lifetime
- 1998-09-18 KR KR1019997005520A patent/KR20000069569A/ko not_active Application Discontinuation
Non-Patent Citations (1)
Title |
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See references of WO9920893A1 * |
Also Published As
Publication number | Publication date |
---|---|
JP2001507101A (ja) | 2001-05-29 |
US6067964A (en) | 2000-05-30 |
DE19746492A1 (de) | 1999-04-29 |
CN1109193C (zh) | 2003-05-21 |
KR20000069569A (ko) | 2000-11-25 |
CN1242822A (zh) | 2000-01-26 |
DE59810274D1 (de) | 2004-01-08 |
WO1999020893A1 (de) | 1999-04-29 |
EP0946830B1 (de) | 2003-11-26 |
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