EP1249600B1 - Procédé et dispositif de commande de l'injection - Google Patents

Procédé et dispositif de commande de l'injection Download PDF

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Publication number
EP1249600B1
EP1249600B1 EP20020008007 EP02008007A EP1249600B1 EP 1249600 B1 EP1249600 B1 EP 1249600B1 EP 20020008007 EP20020008007 EP 20020008007 EP 02008007 A EP02008007 A EP 02008007A EP 1249600 B1 EP1249600 B1 EP 1249600B1
Authority
EP
European Patent Office
Prior art keywords
nozzle hole
fuel injection
fuel
internal combustion
combustion engine
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
Application number
EP20020008007
Other languages
German (de)
English (en)
Other versions
EP1249600A3 (fr
EP1249600A2 (fr
Inventor
Shin c/oToyota Jidosha Kabushiki Kaisha Okada
Makoto c/oToyota Jidosha Kabushiki Kaisha Makino
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.)
Toyota Motor Corp
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Toyota Motor Corp
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 Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP1249600A2 publication Critical patent/EP1249600A2/fr
Publication of EP1249600A3 publication Critical patent/EP1249600A3/fr
Application granted granted Critical
Publication of EP1249600B1 publication Critical patent/EP1249600B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/182—Discharge orifices being situated in different transversal planes with respect to valve member direction of movement
    • 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
    • F02M45/08—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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • 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
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/007—Cleaning
    • F02M65/008—Cleaning of injectors only

Definitions

  • the invention relates to a fuel injection control system for an internal combustion engine.
  • a known fuel injection control system for an internal combustion engine fuel injection is allowed both through a first nozzle hole and a second nozzle hole formed in a fuel injection system of the internal combustion engine by setting a nozzle hole opening/closing valve at a first valve position. Meanwhile, in the aforementioned fuel injection control system, the fuel injection is allowed only through the first nozzle hole, but not through the second nozzle hole by setting the nozzle hole opening/closing valve at a second valve position.
  • Japanese Patent Laid-Open No.11-351105 discloses the fuel injection control system for an internal combustion engine of the aforementioned type.
  • a nozzle hole opening/closing valve In the fuel injection control system, a nozzle hole opening/closing valve is lifted to a high-lift position as the pressure within a hydraulic chamber that urges the nozzle hole opening/closing valve toward a valve closing direction is decreased so as to inject the fuel both through the first nozzle hole and the second nozzle hole. Meanwhile, the nozzle hole opening/closing valve is moved to a low-lift position as the pressure within the hydraulic chamber that urges the nozzle hole opening/closing valve toward the valve closing direction is increased so as to inject the fuel only through the first nozzle hole, but not through the second nozzle hole.
  • the Japanese Patent Laid-Open No.11-351105 discloses no description as to how the nozzle hole opening/closing valve is executed when the engine operation continues for a long period of time under conditions requiring the nozzle hole opening/closing valve to be set at the low-lift position. Accordingly, in the aforementioned fuel injection control system, the nozzle hole opening/closing valve may be kept at the low-lift position so long as the engine operation continues under conditions requiring the nozzle hole opening/closing valve to be set at the low-lift position. If the nozzle hole opening/closing valve is kept at the low-lift position, that is, the fuel is not injected through the second nozzle hole for a of the second nozzle hole, resulting in clogging.
  • fuel injection control system and method are defined in claims 1 and 3. More specifically, when the engine operation continues for the predetermined period of time under conditions requiring the nozzle hole opening/closing valve to be set at the second position, the fuel is forcibly injected through the second nozzle hole even when the fuel injection through the second nozzle hole is not required. This may prevent the nozzle hole opening/closing valve from being kept at the second position, thus preventing the state in which the fuel is not injected through the second nozzle hole for a long period of time. Accordingly, this may avoid clogging of the second nozzle hole caused by deposits accumulated in the periphery or inside of the second nozzle hole resulting from the state in which no fuel injection has been performed for a relatively long period of time.
  • the fuel injection control system may prevent the change in the output torque of the engine caused by the forcible fuel injection through the second nozzle hole under the engine operating conditions requiring no fuel injection through the second nozzle hole.
  • control for injecting the fuel through the second nozzle hole is performed during an exhaust stroke of the internal combustion engine.
  • control for injecting the fuel through the second nozzle hole is performed during an exhaust stroke of the engine which hardly affects the output torque of the engine. This may prevent the change in the output torque of the engine caused by forcible injection of the fuel through the second nozzle hole under the engine operating conditions requiring no fuel injection through the second nozzle hole.
  • FIG. 1 is an enlarged view of an essential portion of a fuel injection control system for an internal combustion engine according to an embodiment of the invention.
  • a needle valve 2 is urged in a valve opening direction (upward direction in FIG.1) to be lifted when electricity is applied to a known solenoid or piezoresistive element (not shown).
  • the needle valve 2 is urged in a valve closing direction (downward direction in FIG.1) by a spring (not shown).
  • the lift amount of the needle valve 2 is kept zero so long as no electricity is applied to the solenoid or the piezoresistive element.
  • the lift amount of the needle valve 2 becomes relatively small.
  • the lift amount of the needle valve 2 becomes relatively large.
  • the solenoid is employed to lift the needle valve 2.
  • the needle valve may be lifted by a hydraulic pressure as disclosed in Japanese Patent Laid-Open No. 11-351105.
  • a nozzle housing 3 Formed in a nozzle housing 3 are a set of first nozzle holes 4 through which the fuel is injected when the needle valve 2 is lifted, and a set of second nozzle holes 5.
  • first nozzle holes 4 Formed in a nozzle housing 3 are a set of first nozzle holes 4 through which the fuel is injected when the needle valve 2 is lifted, and a set of second nozzle holes 5.
  • the lift amount of the needle valve 2 is relatively small, that is, the needle valve 2 is set at a low-lift position, the fuel is not injected through the second nozzle holes 5.
  • the lift amount of the needle valve 2 is relatively large, that is, the needle valve 2 is set at a high-lift position, the fuel is injected through the second nozzle holes 5.
  • the needle valve 2 is seated on a first seat portion 6.
  • FIG.2 shows the injector at the low-lift state in which the lift amount of the needle valve 2 is relatively small.
  • the needle valve 2 In the low-lift state, the needle valve 2 is not seated on the first seat portion 6, and the tip of the needle valve 2 fits into the second seat portion 7. Therefore, the fuel is injected only through the first nozzle holes 4, and is not injected through the second nozzle holes 5.
  • FIG. 3 shows the injector at the high-lift state in which the lift amount of the needle valve 2 is relatively large. In the high-lift state, the needle valve 2 is not seated on the first seat portion 6, and the tip of the needle valve 2 does not fit into the second seat portion 7. Therefore, the fuel is injected both through the first nozzle holes 4 and the second nozzle holes 5.
  • the needle valve 2 is seated on the first seat portion 6.
  • the tip of the needle valve 2 fits into the second seat portion 7, and a small gap is defined by the tip of the needle valve 2 and the second seat portion 7.
  • the fuel is not injected through the second nozzle holes 5.
  • the fuel may infiltrate into the second nozzle holes 5 through the gap between the tip of the needle valve 2 and the second seat portion 7.
  • deposits may be accumulated in the periphery or inside of the outlet of the second nozzle holes 5, resulting in clogging.
  • the clogging of the second nozzle holes 5, thus, may change the fuel injection quantity or spray characteristics, promote smoke generation, and decrease the output torque of the engine
  • FIG.4 shows a flowchart of a fuel injection control executed by the fuel injection control system of the embodiment of the invention.
  • the control routine is executed at a predetermined time interval, for example, at every calculation of a command value for the fuel injection quantity in each stroke.
  • step 101 it is determined whether a flag indicating an unclogging mode has been turned ON. If the flag indicating the unclogging mode has been turned ON through steps to be described later, YES is obtained in step 101, and the process proceeds to step 110. If the flag indicating the unclogging mode has been turned OFF through steps to be described later, NO is obtained in step 101, and the process proceeds to step 102.
  • step 102 the lift amount of the needle valve 2 is estimated according to a relationship between the fuel injection pressure (common rail pressure) and a fuel injection quantity both calculated in step (not shown) referring to the graph shown in FIG.5. As shown in FIG.5, the more the fuel injection quantity becomes, the larger the lift amount of the needle valve 2 becomes, and the higher the fuel injection pressure becomes, the smaller the lift amount of the needle valve becomes.
  • Step 103 of the flowchart shown in FIG. 4 it is determined whether the engine is operated in the low-lift state as shown in FIG.2 based on the lift amount of the needle valve 2 estimated in step 102. If YES is obtained in step 103, that is, the low-lift operation as shown in FIG.2 is being performed, the process proceeds to step 104. In step 104, a low-lift counter indicating a continuous low-lift operation time, that is, the accumulated amount of deposits in the periphery or inside of the outlet of the second nozzle holes 5 is incremented. Meanwhile, if NO is obtained in step 103, that is, the high-lift operation as shown in FIG.3 is being performed, the process proceeds to step 105.
  • step 105 the low-lift counter is decremented.
  • step 106 it is determined whether the count of the low-lift counter exceeds a predetermined value. That is, it is determined whether the engine operation continues for a predetermined period of time under the engine operating conditions requiring the needle valve 2 to be set at the low-lift position (refer to FIG.2). If YES is obtained in step 106, the process proceeds to step 107. If NO is obtained in step 106, the routine ends without changing the value of the low-lift counter. In step 107, the flag indicating the unclogging mode is turned ON. Then in step 108, a counter indicating the number of times for performing unclogging is set to FULL. In step 109, the low-lift counter is cleared.
  • step 110 the needle valve 2 is forcibly set to the high-lift position (refer to FIG.3), and the fuel is injected through the second nozzle holes 5 during the exhaust stroke.
  • the flag indicating the unclogging mode is turned ON in step 107 in the last control routine shown in FIG. 4
  • the process proceeds to step 110 in which the needle valve 2 is forcibly moved to the high-lift position such that the fuel is injected at a high pressure through the second nozzle holes 5.
  • the fuel injected during the exhaust stroke is oxidized by an HC purification device, for example, an oxidization catalyst, disposed in an exhaust passage of the engine.
  • an HC purification device for example, an oxidization catalyst
  • the needle valve 2 is set at the high-lift position and the fuel is injected through the second nozzle holes 5 at high pressure, the deposits accumulated in the periphery or inside of the outlet of the second nozzle holes 5 can be forcibly swept away by the injected spray.
  • the fuel is injected during the exhaust stroke when the needle valve 2 is forcibly set at the high-lift position.
  • the needle valve 2 may be forcibly set at the high-lift position at the timing other than the exhaust stroke so as to inject the fuel so long as the output torque of the engine is kept unchanged.
  • step 111 the counter indicating the number of times for unclogging, that represents the necessity of the fuel injection during the exhaust stroke is decremented. Then in step 112, it is determined whether the counter is decremented to zero. If YES is obtained in step 112, that is, the counter is decremented to zero, the process proceeds to step 113. In step 113, the flag indicating the unclogging mode is turned OFF. If NO is obtained in step 112, that is, the counter is not decremented to zero, the control routine ends without executing step 113. In other words, the fuel injection during the exhaust stroke in which the needle valve 2 is forcibly set at the high-lift position is executed at every control routine to be executed until the counter becomes zero from FULL.
  • step 106 when it is determined in step 106 that the engine operation has continued for a predetermined time under the engine operating conditions requiring the needle valve 2 to be set at the low-lift position (refer to FIG. 2), the process proceeds to step 110 by which the fuel is forcibly injected through the second nozzle holes 5. More specifically, when it is determined in step 106 that the engine operation has continued for the predetermined time period under the engine operating conditions requiring the needle valve 2 to be set at the low-lift position, the fuel is forcibly injected through the second nozzle holes 5 even when no fuel injection through the second nozzle holes 5 is required. This may prevent the needle valve 2 from being kept at the low-lift position to cut off the fuel injection through the second nozzle holes 5 for a relatively long period of time. The resultant accumulation of deposits in the periphery or inside of the second nozzle holes 5 may be prevented.
  • the fuel is forcibly injected through the second nozzle holes 5 at a timing that hardly affects the output torque of the engine.
  • the fuel is forcibly injected through the second nozzle holes 5 during the exhaust stroke that hardly affects the output torque of the engine. Even if the fuel injection is forcibly performed through the second nozzle holes 5 under the engine operating conditions requiring no fuel injection through the second nozzle holes 5, the output torque of the engine may be kept unchanged.
  • the fuel injection is forcibly performed even when the needle valve has been kept at the second nozzle holes for a relatively long period of time. Therefore, even in the state where no injection through the second nozzle holes has continued for a long period of time, clogging of the second nozzle holes owing to accumulation of deposits in the periphery or inside of the output of the second nozzle holes may be prevented.
  • the fuel injection control system of the aforementioned embodiment may prevent the output torque from being changed accompanied with forcible fuel injection through the second nozzle holes under the engine operating conditions requiring no fuel injection through the second nozzle holes.
  • Fuel injection is performed both through a first nozzle holes 4 and a second nozzle holes 5 by setting a needle valve 2 at a high-lift position in a fuel injector.
  • the fuel injection is performed only through the first nozzle holes 4, not through the second nozzle holes 5 by setting the needle valve 2 at a low-lift position of the fuel injector.
  • the fuel injection is forcibly performed through the second nozzle holes 5.
  • Control for injecting fuel is performed both through a first nozzle hole (4) and a second nozzle hole (5) by setting a needle valve (2) at a high-lift position in a fuel injector.
  • the fuel injection is performed only through the first nozzle hole (4), not through the second nozzle hole (5) by setting the needle valve (2) at a low-lift position of the fuel injector.
  • control for injecting the fuel through the nozzle hole (5) is performed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (4)

  1. Système de commande d'injection de carburant destiné à commander un système d'injection de carburant d'un moteur à combustion interne, le système d'injection de carburant comprenant une soupape d'ouverture/fermeture de trou de buse (2), un premier trou de buse (4), et un deuxième trou de buse (5), dans lequel un carburant est injecté par l'intermédiaire du premier trou de buse (4) et du deuxième trou de buse (5) dans un cylindre du moteur à combustion interne lorsque la soupape d'ouverture/fermeture de trou de buse (2) est établie au niveau d'une première position, et le carburant est injecté seulement par l'intermédiaire du premier trou de buse (4) mais pas par l'intermédiaire du deuxième trou de buse (5) dans le cylindre du moteur à combustion interne lorsque la soupape d'ouverture/fermeture de trou de buse (2) est établie au niveau d'une deuxième position, le système de commande d'injection de carburant étant caractérisé en ce que :
    une commande destinée à injecter le carburant par l'intermédiaire du deuxième trou de buse (5) est exécutée lorsqu'un fonctionnement du moteur à combustion interne continue pendant une période de temps prédéterminée dans des conditions de fonctionnement nécessitant que la soupape d'ouverture/fermeture de trou de buse (2) soit établie à la deuxième position ;
    la commande destinée à injecter le carburant par l'intermédiaire du deuxième trou de buse (5) est exécutée même lorsque la condition de fonctionnement ne nécessite pas l'injection du carburant par l'intermédiaire du deuxième trou de buse ;
    dans lequel
    la commande destinée à injecter le carburant par l'intermédiaire du deuxième trou de buse (5) est exécutée à un cadencement permettant de maintenir un couple de sortie du moteur à combustion interne inchangé.
  2. Système de commande d'injection de carburant selon la revendication 1, dans lequel la commande destinée à injecter le carburant par l'intermédiaire du deuxième trou de buse (5) est exécutée pendant une course d'échappement dudit cylindre du moteur à combustion interne.
  3. Procédé de commande d'injection de carburant destiné à commander un système d'injection de carburant d'un moteur à combustion interne, le système d'injection de carburant comprenant une soupape d'ouverture/fermeture de trou de buse (2), un premier trou de buse (4), et un deuxième trou de buse (5), dans lequel un carburant est injecté par l'intermédiaire du premier trou de buse (4) et du deuxième trou de buse (5) dans un cylindre du moteur à combustion interne lorsque la soupape d'ouverture/fermeture de trou de buse (2) est établie au niveau d'une première position, et le carburant est injecté seulement par l'intermédiaire du premier trou de buse (4) mais pas par l'intermédiaire du deuxième trou de buse (5) dans le cylindre du moteur à combustion interne lorsque la soupape d'ouverture/fermeture de trou de buse (2) est établie au niveau de la deuxième position, le procédé de commande d'injection de carburant étant caractérisé en ce que :
    la commande destinée à injecter le carburant par l'intermédiaire du deuxième trou de buse (5) est exécutée lorsqu'un fonctionnement du moteur à combustion interne continue pendant une période de temps prédéterminée dans des conditions de fonctionnement nécessitant que la soupape d'ouverture/fermeture de trou de buse (2) soit établie à la deuxième position ; dans lequel
    la commande destinée à injecter le carburant par l'intermédiaire du deuxième trou de buse (5) est exécutée même lorsque la condition de fonctionnement ne nécessite pas l'injection du carburant par l'intermédiaire du deuxième trou de buse (5) ; dans lequel
    la commande destinée à injecter le carburant par l'intermédiaire du deuxième trou de buse (5) est exécutée à un cadencement permettant de maintenir un couple de sortie du moteur à combustion interne inchangé.
  4. Procédé de commande d'injection de carburant selon la revendication 3, dans lequel la commande destinée à injecter le carburant par l'intermédiaire du deuxième trou de buse (5) est exécutée pendant une course d'échappement dudit cylindre du moteur à combustion interne.
EP20020008007 2001-04-11 2002-04-10 Procédé et dispositif de commande de l'injection Expired - Lifetime EP1249600B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2001113116 2001-04-11
JP2001113116A JP3518521B2 (ja) 2001-04-11 2001-04-11 内燃機関の燃料噴射制御装置

Publications (3)

Publication Number Publication Date
EP1249600A2 EP1249600A2 (fr) 2002-10-16
EP1249600A3 EP1249600A3 (fr) 2004-09-15
EP1249600B1 true EP1249600B1 (fr) 2006-06-14

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EP20020008007 Expired - Lifetime EP1249600B1 (fr) 2001-04-11 2002-04-10 Procédé et dispositif de commande de l'injection

Country Status (3)

Country Link
EP (1) EP1249600B1 (fr)
JP (1) JP3518521B2 (fr)
DE (1) DE60212242T2 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
US9915215B2 (en) 2016-04-28 2018-03-13 Caterpillar Inc. Fuel injector for pulsed injections and system and method thereof

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DE10305178A1 (de) * 2003-02-08 2004-08-19 Robert Bosch Gmbh Verfahren zum Betreiben eines Einspritzventils einer Brennkraftmaschine
JP4135642B2 (ja) * 2004-01-13 2008-08-20 トヨタ自動車株式会社 内燃機関の噴射制御装置
DE102004002286A1 (de) * 2004-01-16 2005-08-11 Man B & W Diesel Ag Kraftstoffeinspritzdüse
JP2007132249A (ja) * 2005-11-09 2007-05-31 Denso Corp 燃料噴射装置
JPWO2007119293A1 (ja) * 2006-03-14 2009-08-27 トヨタ自動車株式会社 内燃機関の燃料噴射制御装置
JP4265645B2 (ja) * 2006-11-07 2009-05-20 トヨタ自動車株式会社 燃料噴射装置
JP2008231996A (ja) * 2007-03-20 2008-10-02 Toyota Motor Corp 内燃機関の制御装置
JP4433000B2 (ja) 2007-06-15 2010-03-17 トヨタ自動車株式会社 内燃機関の制御装置
DE102012204482A1 (de) * 2012-03-21 2013-09-26 Robert Bosch Gmbh Brennstoffeinspritzventil
WO2014022640A1 (fr) * 2012-08-01 2014-02-06 3M Innovative Properties Company Injecteurs de carburant ayant une face d'entrée de buse tridimensionnelle non estampée
WO2014022631A1 (fr) 2012-08-01 2014-02-06 3M Innovative Properties Company Injecteurs de carburant avec un coefficient de décharge de carburant amélioré
CN103362710A (zh) * 2013-03-26 2013-10-23 哈尔滨工程大学 可变喷孔式电控喷油器
KR102189095B1 (ko) * 2018-01-23 2020-12-11 바르실라 핀랜드 오이 연료 분사 배열체 및 피스톤 엔진을 작동하는 방법
DE102018214595A1 (de) * 2018-08-29 2020-03-05 Robert Bosch Gmbh Kraftstoffinjektor
CN113279886B (zh) * 2021-06-16 2022-11-04 哈尔滨工程大学 柴油机高压共轨喷油器清洁度检测装置
DE102022119512A1 (de) * 2021-08-06 2023-02-09 Transportation Ip Holdings, Llc Systeme und Verfahren zur Kraftstoffeinspritzsteuerung

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DE3818862C2 (de) * 1987-06-19 1999-01-07 Volkswagen Ag Kraftstoffeinspritzdüse
JP3823540B2 (ja) * 1998-06-05 2006-09-20 株式会社デンソー 内燃機関用燃料噴射弁
EP2003323B1 (fr) * 1999-10-06 2010-06-30 Delphi Technologies Holding S.à.r.l. Injecteur de carburant
DE60219396T2 (de) * 2001-08-06 2007-12-20 Toyota Jidosha Kabushiki Kaisha, Toyota Brennkraftmaschine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9915215B2 (en) 2016-04-28 2018-03-13 Caterpillar Inc. Fuel injector for pulsed injections and system and method thereof

Also Published As

Publication number Publication date
DE60212242D1 (de) 2006-07-27
DE60212242T2 (de) 2007-06-14
JP3518521B2 (ja) 2004-04-12
JP2002310042A (ja) 2002-10-23
EP1249600A3 (fr) 2004-09-15
EP1249600A2 (fr) 2002-10-16

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