JPH039045A - Fuel feeding device for two-cycle internal combustion engine - Google Patents
Fuel feeding device for two-cycle internal combustion engineInfo
- Publication number
- JPH039045A JPH039045A JP14316789A JP14316789A JPH039045A JP H039045 A JPH039045 A JP H039045A JP 14316789 A JP14316789 A JP 14316789A JP 14316789 A JP14316789 A JP 14316789A JP H039045 A JPH039045 A JP H039045A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- speed
- engine
- fuel injection
- internal combustion
- 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
- 239000000446 fuel Substances 0.000 title claims abstract description 59
- 238000002485 combustion reaction Methods 0.000 title claims description 29
- 238000002347 injection Methods 0.000 claims abstract description 61
- 239000007924 injection Substances 0.000 claims abstract description 61
- 230000001050 lubricating effect Effects 0.000 claims abstract description 6
- 238000001514 detection method Methods 0.000 claims description 10
- 238000001816 cooling Methods 0.000 abstract description 8
- 239000010687 lubricating oil Substances 0.000 abstract description 5
- 230000000694 effects Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 8
- 238000005461 lubrication Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 230000002000 scavenging effect Effects 0.000 description 3
- 238000009834 vaporization Methods 0.000 description 3
- 230000008016 vaporization Effects 0.000 description 3
- 239000002828 fuel tank Substances 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 230000035807 sensation Effects 0.000 description 2
- 235000014676 Phragmites communis Nutrition 0.000 description 1
- 239000000428 dust Substances 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
［産業上の利用分野］
本発明は船外機等に用いて好適な２サイクル内燃機関の
燃料供給装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a fuel supply system for a two-stroke internal combustion engine suitable for use in outboard motors and the like.
［従来の技術］
従来、４輪自動車等の４サイクル内燃機関ては、機関の
過回転による機関破損等を回避するため、機関回転速度
か所定値を超えることを条件に燃料の供給を停止する制
御を行なっている。[Prior Art] Conventionally, in four-stroke internal combustion engines such as four-wheeled vehicles, fuel supply is stopped when the engine rotational speed exceeds a predetermined value in order to avoid damage to the engine due to overspeeding of the engine. is in control.
船外機等の２サイクル内燃機関においても、機関の過回
転を防止するため、上述の４サイクル内燃機関における
と同様に燃料の供給を停止する制御を行なうことが考え
られる。Even in a two-stroke internal combustion engine such as an outboard motor, in order to prevent the engine from over-speeding, it is conceivable to perform control to stop the supply of fuel in the same manner as in the above-mentioned four-stroke internal combustion engine.
［発明が解決しようとする課題］
然しながら、２サイクル内燃機関では、燃料か燃焼エネ
ルギー源としての機能の他に、■気化による機関の冷却
作用、及び■混合潤滑油による機関の潤滑作用を営むこ
とを期待されている。このため、過回転防止のために、
燃料の供給を停止することは、機関の冷却、及び潤滑が
行なえなくなり、採用し難い。[Problems to be Solved by the Invention] However, in a two-stroke internal combustion engine, in addition to its function as a fuel or combustion energy source, it also has two functions: ■ cooling the engine through vaporization, and ■ lubricating the engine through mixed lubricating oil. is expected. Therefore, to prevent over-speeding,
Stopping the fuel supply is difficult to adopt because the engine cannot be cooled and lubricated.
尚、本出願人は、特願昭５７−２２７５５８号により、
２サイクル内燃機関の過回転を防止するため、機関回転
速度が所定値を超えることを条件にスロットル弁を閉じ
て機関出力を制御する方法を提案している。然しなから
、この方法ては複雑な機械的構成が必要になる。In addition, the present applicant, by Japanese Patent Application No. 57-227558,
In order to prevent overspeeding of a two-stroke internal combustion engine, a method has been proposed in which the engine output is controlled by closing the throttle valve on the condition that the engine rotational speed exceeds a predetermined value. However, this method requires a complex mechanical configuration.
又、本出願人は、特願昭５７−１７３１５３号により、
２サイクル内燃機関の過回転を防止するため、機関回転
速度が所定値を超えることを条件に点火停止する方法を
提案している。然しなから、この方法では着火から失火
、失火から着火に移る瞬間の機関の出力変動が大きく、
体感を損なう。In addition, the present applicant, by Japanese Patent Application No. 57-173153,
In order to prevent overspeeding of a two-stroke internal combustion engine, a method has been proposed in which ignition is stopped on condition that the engine rotational speed exceeds a predetermined value. However, with this method, there is a large fluctuation in engine output at the moment of transition from ignition to misfire, and from misfire to ignition.
It impairs the physical experience.
本発明は、簡素な構成により、２サイクル内燃機関の冷
却、及び潤滑性能を阻害することなく、かつ体感を損な
うことなく、過回転を防止することを目的とする。An object of the present invention is to prevent over-speeding of a two-stroke internal combustion engine with a simple configuration without impairing the cooling and lubrication performance and without impairing the user's experience.
［課題を解決するための手段］
本発明は、燃焼室への吸気経路に潤滑油混合燃料を噴射
する燃料噴射装置と、燃料噴射装置の噴射量を制御する
制御ユニットとを備えて構成される２サイクル内燃機関
の燃料供給装置において、機関回転速度を検出する回転
速度検出装置を備え、制御ユニットは、回転速度検出装
置の検出結果が所定値を超えることを条件に燃料噴射装
置の噴射量を増量せしめるようにしたものである。[Means for Solving the Problems] The present invention includes a fuel injection device that injects lubricating oil-mixed fuel into an intake path to a combustion chamber, and a control unit that controls the injection amount of the fuel injection device. A fuel supply system for a two-stroke internal combustion engine includes a rotation speed detection device that detects the engine rotation speed, and a control unit controls the injection amount of the fuel injection device on the condition that the detection result of the rotation speed detection device exceeds a predetermined value. It was designed to increase the amount.
［作用］ 本発明によれば、下記■〜■の作用がある。[Effect] According to the present invention, the following effects (1) to (4) are achieved.
■機関速度が所定値を超えると、燃料噴射量が増量せし
められ、結果として燃焼用混合気の空燃比のバランスを
濃い側に崩し、機関出力を制限して過回転を防止てきる
。■When the engine speed exceeds a predetermined value, the amount of fuel injected is increased, and as a result, the air-fuel ratio of the combustion air-fuel mixture is unbalanced to the rich side, limiting the engine output and preventing overspeed.
■過回転防止のための機関出力の制限に際し、燃料噴射
量を増量するものであるため、燃料の気化による機関の
冷却作用、及び混合潤滑油による機関の潤滑作用を喪失
するものてなく、かえってそれらの作用を増強できる。■When restricting engine output to prevent overspeeding, the amount of fuel injection is increased, so the engine cooling effect due to fuel vaporization and the engine lubrication effect due to mixed lubricating oil are not lost, but rather It can enhance their effects.
■制御ユニットによる増量制御は複雑な機械的構成を伴
うことなく自在である。■Increase control by the control unit is possible without any complicated mechanical configuration.
■制御ユニットによる増量制御は、燃料供給量の変化を
滑らかにすることが容易てあり、体感を損なうことかな
い。■The increase control by the control unit makes it easy to smooth out changes in the amount of fuel supplied, without impairing the user's experience.
即ち、上記■〜■により、簡素な構成により、２サイク
ル内燃機関の冷却、及び潤滑性能を阻害することなく、
かつ体感を損なうことなく、過回転を防止できる。That is, with the above-mentioned items 1 to 2, a simple configuration can be used without impairing the cooling and lubrication performance of a two-stroke internal combustion engine.
Moreover, over-rotation can be prevented without impairing the user's experience.
［実施例］
第１図は本発明の一実施例を示す制御系統図、第２図は
噴射量を増量する一例を示す流れ図、第３図は噴射時間
の補正係数を示す線図、第４図は船外機を示す模式図で
ある。[Example] Fig. 1 is a control system diagram showing an example of the present invention, Fig. 2 is a flow chart showing an example of increasing the injection amount, Fig. 3 is a diagram showing a correction coefficient for injection time, and Fig. 4 is a diagram showing an example of increasing the injection amount. The figure is a schematic diagram showing an outboard motor.
第４図で、船外機１は、船舶２に取付けて用いられ、推
進ユニット３の上部に２サイクル内燃機関１０を搭載し
ている。船外機１は、内燃機関１０の回転力をドライブ
軸４によりプロペラ５に伝え、船舶２を推進せしめる。In FIG. 4, an outboard motor 1 is used attached to a boat 2, and a two-stroke internal combustion engine 10 is mounted on the upper part of a propulsion unit 3. The outboard motor 1 transmits the rotational force of the internal combustion engine 10 to the propeller 5 through the drive shaft 4 to propel the boat 2.
然るに、第１図は本発明による内燃機関１０の燃料供給
装置を示す制御系統図であり、１２はシリンダ、１４は
ピストン、１５は燃焼室、１６は点火栓、１８はクラン
クケース、２０はクランク軸、２２はコンロッドである
。クランクケース１８内にクランク室２４が形成される
。However, FIG. 1 is a control system diagram showing a fuel supply system for an internal combustion engine 10 according to the present invention, in which 12 is a cylinder, 14 is a piston, 15 is a combustion chamber, 16 is a spark plug, 18 is a crankcase, and 20 is a crank. The shaft 22 is a connecting rod. A crank chamber 24 is formed within the crankcase 18.
２６は吸気管であり、この吸気管２６ばリード弁２８を
介して吸気ボート３０に接続されている。26 is an intake pipe, and this intake pipe 26 is connected to an intake boat 30 via a reed valve 28.
３２は排気ボート、３４は排気管である。尚、シリンダ
１２にば掃気ボート３６が開口し、この掃気ボート３６
は掃気通路３８によりクランク室２４へ連通している。32 is an exhaust boat, and 34 is an exhaust pipe. Incidentally, a scavenging boat 36 is opened in the cylinder 12, and this scavenging boat 36
communicates with the crank chamber 24 through a scavenging passage 38.
４０は潤滑油混合燃料のタンク、４２は燃料中のごみを
除去するためのストレーナ、４４は電動式燃料ポンプで
ある。４６は吸気管２６に潤滑油混合燃料を噴射する電
磁式燃料噴射弁であり、この噴射弁４６へは燃料ポンプ
４４より圧送された燃料が供給されている。４８は圧力
調整器であって、燃料ポンプ４４より噴射弁４６へ圧送
される燃料圧を一定に保つ。即ち、燃料ポンプ４４より
噴射弁４６へ供給される燃料圧が所定の圧力以上になる
と圧力調整器４８が開き燃料の一部をパイプ５０を介し
て前記燃料タンク４０へ還流させる。40 is a lubricating oil mixed fuel tank, 42 is a strainer for removing dust from the fuel, and 44 is an electric fuel pump. Reference numeral 46 denotes an electromagnetic fuel injection valve that injects lubricating oil-mixed fuel into the intake pipe 26, and fuel pumped by the fuel pump 44 is supplied to this injection valve 46. Reference numeral 48 denotes a pressure regulator that keeps the pressure of the fuel fed from the fuel pump 44 to the injection valve 46 constant. That is, when the fuel pressure supplied from the fuel pump 44 to the injection valve 46 exceeds a predetermined pressure, the pressure regulator 48 opens and a portion of the fuel is returned to the fuel tank 40 via the pipe 50.
５２はクランクケース１８に取付けられた圧力センサて
あり、クランク室２４の内圧を検出し、この内圧に対応
した電圧の電気信号、即ち圧力信号Ｐを出力する。A pressure sensor 52 is attached to the crankcase 18, detects the internal pressure of the crank chamber 24, and outputs an electric signal with a voltage corresponding to this internal pressure, that is, a pressure signal P.
５４は燃焼室１５への吸入空気量を制御するスロットル
弁である。54 is a throttle valve that controls the amount of air taken into the combustion chamber 15.
５６は機関回転速度を検出する回転速度検出装置であり
、検出結果に対応した電圧の電気信号、即ち回転速度信
号Ｎを出力する。Reference numeral 56 denotes a rotational speed detection device for detecting the engine rotational speed, and outputs an electric signal of a voltage corresponding to the detection result, that is, a rotational speed signal N.
５８は燃料噴射弁４６の噴射量を制御する制御ユニット
であり、第２図に示すとおり、前記回転速度信号Ｎを連
続的に取込み、この制御ユニット５８内に予め記憶され
た演算プロクラムに従って、今回の検出速度Ｎが予め定
めた臨界速度ＮＯを超えるものであるか否かを判定する
。58 is a control unit that controls the injection amount of the fuel injection valve 46, and as shown in FIG. It is determined whether the detected speed N exceeds a predetermined critical speed NO.
制御ユニット５８は、上記検出速度Ｎか臨界速度ＮＯ以
下であれば、下記（Ａ）の通常制御動作を実行し、検出
速度Ｎか臨界速度ＮＯを超えれば、下記（Ｂ）の増量制
御動作を行なう。If the detected speed N is below the critical speed NO, the control unit 58 executes the normal control operation (A) below, and if the detected speed N exceeds the critical speed NO, the control unit 58 executes the increase control operation (B) below. Let's do it.
（Ａ）通常制御動作
前記圧力信号Ｐ、及びクランク軸２０の回転角度Ｏを得
て、運転状況に最適な燃料供給量を、この制御ユニット
５８内に予め記憶された演算プロクラムに従って算出し
、基本噴射信号■を前記噴射弁４６へ出力する。この基
本噴射信号■は、クランク軸２０の回転角度θに同期す
る間欠的な基本噴射時間Ｔの電気信号（噴射パルスＴ）
であり、噴射弁４６内の電磁ソレノイドかこの基本噴射
信号■によって作動し、噴射弁４６を開く。制御ユニッ
ト５８の通常制御動作は、この基本噴射信号■の基本噴
射時間１゛を運転状況に対応して最適となるように決定
する。(A) Normal control operation The pressure signal P and the rotation angle O of the crankshaft 20 are obtained, and the optimum fuel supply amount for the operating conditions is calculated according to the calculation program stored in advance in this control unit 58. An injection signal (■) is output to the injection valve 46. This basic injection signal ■ is an electric signal (injection pulse T) with an intermittent basic injection time T that is synchronized with the rotation angle θ of the crankshaft 20.
The electromagnetic solenoid in the injection valve 46 is actuated by this basic injection signal (2), and the injection valve 46 is opened. In the normal control operation of the control unit 58, the basic injection time 1'' of the basic injection signal (2) is determined to be optimal in accordance with the operating situation.
（Ｂ）増量制御動作
この制御ユニット５８内に予め記憶された演算プロクラ
ムに従って、上述の検出速度Ｎと臨界速度ＮＯとの差Δ
Ｎを演算し、予め設定されている第３図に示す如くの補
正チャートを用いて、上記ΔＮに対応する噴射時間の補
正係数Ｋを決定する。更に、上記（Ａ）におけると同様
にして、基本噴射時間Ｔを決定する。更に、基本噴射時
間Ｔに上記Ｋを乗じ、今回噴射時間を基本噴射時間Ｔよ
り長い増量噴射時間Ｔ′とする。これにより、制御ユニ
ット５８はクランク軸２０の回転角度θに同期して上記
増量噴射時間Ｔ′の電気信号（噴射パルスＴ′） 即ち
増量噴射信号１′を噴射弁４６へ出力する。(B) Increase control operation According to the calculation program stored in advance in this control unit 58, the difference Δ between the above-mentioned detected speed N and critical speed NO
N is calculated, and a correction coefficient K for the injection time corresponding to the above ΔN is determined using a preset correction chart as shown in FIG. Furthermore, the basic injection time T is determined in the same manner as in (A) above. Furthermore, the basic injection time T is multiplied by the above K to make the current injection time an increased injection time T' which is longer than the basic injection time T. As a result, the control unit 58 outputs an electric signal (injection pulse T') of the increased injection time T', that is, an increased injection signal 1', to the injection valve 46 in synchronization with the rotation angle θ of the crankshaft 20.
次に、上記実施例の作動について説明する。Next, the operation of the above embodiment will be explained.
内燃機関１０の通常運転時には、制御ユニッ１〜５８が
前記圧力信号Ｐ、及びクランク軸２０の回転角度Ｏに基
づき上述の（Ａ）通常制御動作により最適燃料噴射量に
見合う基本噴射時間Ｔを演算し、この基本噴射時間Ｔた
け噴射弁４６を開き、適量の燃料を吸気管２６へ噴射す
る。During normal operation of the internal combustion engine 10, the control units 1 to 58 calculate the basic injection time T corresponding to the optimum fuel injection amount by the above-mentioned (A) normal control operation based on the pressure signal P and the rotation angle O of the crankshaft 20. Then, the injection valve 46 is opened for this basic injection time T, and an appropriate amount of fuel is injected into the intake pipe 26.
然るに、内燃機関１０の過回転時には、回転速度検出装
置５６が検出した機関の過回転程度（ΔＮ）に応して、
燃料噴射弁４６による潤滑油混合燃料の噴射量が、制御
ユニッｌ〜５８の制御動作により増量せしめられる。即
ち、制御ユニット５８は上記ΔＮに基づき上述のＣＢ）
増制御動作により増量噴射時間Ｔ′を演算し、この増量
噴射時間Ｔ′だけ噴射弁４６を開き、増量された燃料を
吸気管２６に供給する。However, when the internal combustion engine 10 overspeeds, depending on the degree of overspeed (ΔN) of the engine detected by the rotational speed detection device 56,
The amount of lubricant-mixed fuel injected by the fuel injection valve 46 is increased by control operations of the control units 1 to 58. That is, the control unit 58 performs the above-mentioned CB) based on the above-mentioned ΔN.
The increased injection time T' is calculated by the increased control operation, the injection valve 46 is opened for this increased injection time T', and the increased amount of fuel is supplied to the intake pipe 26.
従って、上記実施例によれば、下記■〜■の作用がある
。Therefore, according to the above embodiment, the following effects (1) to (4) are achieved.
■機関速度Ｎが臨界値ＮＯを超えると、燃料噴射量が増
量せしめられ、結果として燃焼用混合気の空燃比のバラ
ンスを濃い側に崩し、機関出力を制限して過回転を防止
てきる。(2) When the engine speed N exceeds the critical value NO, the fuel injection amount is increased, and as a result, the air-fuel ratio of the combustion air-fuel mixture is unbalanced to the rich side, limiting the engine output and preventing overspeed.
■過回転防止のための機関出力の制限に際し、燃料噴射
量を増量するものであるため、燃料の気化による機関の
冷却作用、及び混合潤滑油による機関の潤滑作用を送出
するものでなく、かえってそれらの作用を増強てきる。■Since the amount of fuel injection is increased when restricting engine output to prevent overspeed, it does not deliver the cooling effect of the engine due to fuel vaporization nor the lubricating effect of the engine due to mixed lubricating oil, but rather It can enhance their effects.
■制御ユニット５８による増量制御は複雑な機械的構成
を伴うことなく自在である。(2) The amount increase control by the control unit 58 can be performed freely without any complicated mechanical configuration.
■制御ユニット５８による増量制御は、燃料供給量の変
化を滑らかにすることか容易であり、体感を損なうこと
がない。(2) The increase control by the control unit 58 is easy to smooth the change in the amount of fuel supplied, and does not impair the user's experience.
即ち、上記■〜■により、簡素な構成により、２サイク
ル内燃機関１０の冷却、及び潤滑性能を阻害することな
く、かつ体感を損なうことなく、過回転を防止できる。That is, according to (1) to (4) above, over-speed can be prevented with a simple configuration without impeding the cooling and lubrication performance of the two-stroke internal combustion engine 10 and without impairing the bodily sensation.
［発明の効果］
以上のように本発明によれは、簡素な構成により、２サ
イクル内燃機関の冷却、及び潤滑性能を阻害することな
く、かつ体感を損なうことなく、過回転を防止できる。[Effects of the Invention] As described above, according to the present invention, overspeed can be prevented with a simple configuration without impeding the cooling and lubrication performance of a two-stroke internal combustion engine and without impairing the bodily sensation.
第１図は本発明の一実施例を示す制御系統図、第２図は
噴射量を増量する一例を示す流れ図、第３図は噴射時間
の補正係数を示す線図、第４図は船外機を示す模式図で
ある。
１０・・・内燃機関、
１５・・・燃焼室、
４６・・・燃料噴射弁（燃料噴射装置）、１６・・・回
転速度検出装置、
５８・・・制御ユニット。Fig. 1 is a control system diagram showing an embodiment of the present invention, Fig. 2 is a flow chart showing an example of increasing the injection amount, Fig. 3 is a diagram showing a correction coefficient for injection time, and Fig. 4 is a diagram showing an example of increasing the injection amount. FIG. DESCRIPTION OF SYMBOLS 10... Internal combustion engine, 15... Combustion chamber, 46... Fuel injection valve (fuel injection device), 16... Rotation speed detection device, 58... Control unit.
Claims (1)
燃料噴射装置と、燃料噴射装置の噴射量を制御する制御
ユニットとを備えて構成される２サイクル内燃機関の燃
料供給装置において、機関回転速度を検出する回転速度
検出装置を備え、制御ユニットは、回転速度検出装置の
検出結果が所定値を超えることを条件に燃料噴射装置の
噴射量を増量せしめることを特徴とする２サイクル内燃
機関の燃料供給装置。(1) A fuel supply system for a two-stroke internal combustion engine that includes a fuel injection device that injects lubricating oil-mixed fuel into an intake path to a combustion chamber, and a control unit that controls the injection amount of the fuel injection device, The two-stroke internal combustion engine is characterized in that it includes a rotation speed detection device that detects the engine rotation speed, and the control unit increases the injection amount of the fuel injection device on condition that the detection result of the rotation speed detection device exceeds a predetermined value. Engine fuel supply system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1143167A JP2873017B2 (en) | 1989-06-07 | 1989-06-07 | Fuel supply system for two-stroke internal combustion engine for outboard motor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1143167A JP2873017B2 (en) | 1989-06-07 | 1989-06-07 | Fuel supply system for two-stroke internal combustion engine for outboard motor |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH039045A true JPH039045A (en) | 1991-01-16 |
| JP2873017B2 JP2873017B2 (en) | 1999-03-24 |
Family
ID=15332477
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1143167A Expired - Lifetime JP2873017B2 (en) | 1989-06-07 | 1989-06-07 | Fuel supply system for two-stroke internal combustion engine for outboard motor |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2873017B2 (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5424810A (en) * | 1991-09-13 | 1995-06-13 | Canon Kabushiki Kaisha | Magnetic toner, magnetic developer, apparatus unit, image forming apparatus and facsimile apparatus |
| EP0686882A1 (en) | 1994-05-13 | 1995-12-13 | Canon Kabushiki Kaisha | Toner for developing electrostatic images, process cartridge, and image forming method |
| EP0699963A1 (en) | 1994-08-05 | 1996-03-06 | Canon Kabushiki Kaisha | Magnetic toner and image forming method |
| US5599627A (en) * | 1993-10-08 | 1997-02-04 | Toda Kogyo Corporation | Magnetic particles comprising magnetite core and process for producing the same |
| US5885740A (en) * | 1996-09-27 | 1999-03-23 | Titan Kogyo Kabushiki Kaisha | Magnetite particles, a process for producing them and applications thereof |
| US6002895A (en) * | 1994-05-13 | 1999-12-14 | Canon Kabushiki Kaisha | Process cartridge |
| US6447969B1 (en) | 1999-06-02 | 2002-09-10 | Canon Kabushiki Kaisha | Toner and image forming method |
| US6465144B2 (en) | 2000-03-08 | 2002-10-15 | Canon Kabushiki Kaisha | Magnetic toner, process for production thereof, and image forming method, apparatus and process cartridge using the toner |
| US6596452B2 (en) | 2000-02-21 | 2003-07-22 | Canon Kabushiki Kaisha | Magnetic toner and image-forming method making use of the same |
| US7160660B2 (en) | 2003-04-07 | 2007-01-09 | Canon Kabushiki Kaisha | Magnetic toner |
-
1989
- 1989-06-07 JP JP1143167A patent/JP2873017B2/en not_active Expired - Lifetime
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5424810A (en) * | 1991-09-13 | 1995-06-13 | Canon Kabushiki Kaisha | Magnetic toner, magnetic developer, apparatus unit, image forming apparatus and facsimile apparatus |
| US5599627A (en) * | 1993-10-08 | 1997-02-04 | Toda Kogyo Corporation | Magnetic particles comprising magnetite core and process for producing the same |
| EP0686882A1 (en) | 1994-05-13 | 1995-12-13 | Canon Kabushiki Kaisha | Toner for developing electrostatic images, process cartridge, and image forming method |
| US5736288A (en) * | 1994-05-13 | 1998-04-07 | Canon Kabushiki Kaisha | Toner for developing electrostatic images, process cartridge, and image forming method |
| US6002895A (en) * | 1994-05-13 | 1999-12-14 | Canon Kabushiki Kaisha | Process cartridge |
| EP0699963A1 (en) | 1994-08-05 | 1996-03-06 | Canon Kabushiki Kaisha | Magnetic toner and image forming method |
| US5641600A (en) * | 1994-08-05 | 1997-06-24 | Canon Kabushiki Kaisha | Magnetic toner and image forming method |
| US5885740A (en) * | 1996-09-27 | 1999-03-23 | Titan Kogyo Kabushiki Kaisha | Magnetite particles, a process for producing them and applications thereof |
| US6447969B1 (en) | 1999-06-02 | 2002-09-10 | Canon Kabushiki Kaisha | Toner and image forming method |
| US6596452B2 (en) | 2000-02-21 | 2003-07-22 | Canon Kabushiki Kaisha | Magnetic toner and image-forming method making use of the same |
| US6465144B2 (en) | 2000-03-08 | 2002-10-15 | Canon Kabushiki Kaisha | Magnetic toner, process for production thereof, and image forming method, apparatus and process cartridge using the toner |
| US7160660B2 (en) | 2003-04-07 | 2007-01-09 | Canon Kabushiki Kaisha | Magnetic toner |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2873017B2 (en) | 1999-03-24 |
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