US20010037783A1 - Internal combustion engine arrangement - Google Patents
Internal combustion engine arrangement Download PDFInfo
- Publication number
- US20010037783A1 US20010037783A1 US09/682,037 US68203701A US2001037783A1 US 20010037783 A1 US20010037783 A1 US 20010037783A1 US 68203701 A US68203701 A US 68203701A US 2001037783 A1 US2001037783 A1 US 2001037783A1
- Authority
- US
- United States
- Prior art keywords
- fuel
- intake manifold
- arrangement according
- injectors
- 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.)
- Granted
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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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/112—Intake manifolds for engines with cylinders all in one line
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10078—Connections of intake systems to the engine
- F02M35/10085—Connections of intake systems to the engine having a connecting piece, e.g. a flange, between the engine and the air intake being foreseen with a throttle valve, fuel injector, mixture ducts or the like
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
- F02M35/10216—Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
-
- 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
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
- F02M55/025—Common rails
-
- 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
- F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
- F02M35/10111—Substantially V-, C- or U-shaped ducts in direction of the flow path
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to an arrangement for internal combustion engines of the piston engine type having at least one row of cylinders.
- the arrangement has at least one fuel injector for each cylinder and at least one intake manifold for admission of air to the cylinders.
- EGR exhaust gas recirculation
- the inlets of the fuel injectors are connected to a fuel channel arranged in the intake manifold.
- the fuel channel is advantageously integrated in the intake manifold construction, with the inlets of the injectors preferably connected to openings adapted for them in the intake manifold.
- a particularly advantageous embodiment has the intake manifold divided into two parts.
- the first part accommodates the fuel channel and the attachments to the fuel injectors, and the second part constitutes the rest of the intake system with, inter alia, the pipes.
- the intake manifold may be designed with an attachment to an air-cleaning system or the like.
- One advantage of dividing an intake manifold in two is that the first part can be made of a material well suited for the special material treatment that is needed, while the other part can be made of a material with lower requirements, i.e., a less expensive material.
- the first part may be coupled to the fuel injectors with their associated demands, such as leak tightness and, therefore, surface fineness in the openings where the injectors are attached.
- the handling of the work pieces during material treatment is also made easier by the fact that the part which is treated is smaller than a complete intake manifold, e.g., if the material is to be treated in a furnace. It is also expedient to accommodate in the first part valves for swirl effect, since assembly is simpler.
- FIG. 1 illustrates a perspective view of a cylinder head of an engine according to the invention, with attached fuel injectors
- FIG. 2 illustrates a perspective view of a first intake manifold part from the side intended to be connected to the intake side of the cylinder head and the fuel injectors;
- FIG. 3 shows the same cylinder head as in FIG. 1, with an attached first portion of an intake manifold according to FIG. 2;
- FIG. 4 shows a cross-section view through a fuel injector and its connection to a fuel channel in the intake manifold
- FIG. 5 again shows the same cylinder head as in FIGS. 1 and 3, but with a complete intake manifold according to the invention fitted on it.
- FIG. 1 is a perspective view of a conventional cylinder head 1 intended for a customary double overhead camshaft.
- the valve cap, camshafts, valve mechanisms and their associated bearings and bearing covers have been omitted since they do not pertain to the invention.
- the cylinder head 1 is intended for an engine with five cylinders. However, the invention should not be interpreted as being limited to five cylinders.
- Each cylinder has two inlet ports for air (concealed in the figure), which are connected to an adapter part 3 that belongs to the intake manifold construction and extend along the side 2 of the cylinder head.
- the adapter part 3 has inlet channels 4 , 5 , 6 , 7 and 8 that are connected in pairs to the inlet ports of the engine.
- a fuel injector 9 is mounted between the channels in each pair of inlet channels, (here, a total of five fuel injectors).
- the fuel injectors 9 which may be any known type available on the market, have an electrical connection 10 for a control signal and a circular-cylindrical fuel inlet 11 .
- the fuel injectors 9 and their inlets 11 have a direction that is angled in relation to the cylinder head's connection plane to the engine and the main axis of the engine cylinders.
- the connection plane faces downwards and is indicated by an arrow labeled 12 .
- the adapter part 3 is designed with first and second connection planes 13 and 14 .
- the first plane 13 is connected to a corresponding plane on the side 2 of the cylinder head 1 so that the cylinder inlet ports opening out in the side of the cylinder head connect to and continue in the inlet channels 4 - 8 .
- the second connection plane 14 is arranged at an angle to the first connection plane 13 such that the connection plane 14 lies at right angles to the direction of the fuel inlet 11 .
- FIG. 2 illustrates a first, inner part 15 a of an intake manifold 15 whose side 16 shown in the figure has one or more inlet openings 17 and one or more fuel holes 18 corresponding to the inlet channels 4 - 8 of the second connection plane 14 and the fuel inlets 11 of the injectors 9 .
- the fuel holes 18 are in direct communication with a fuel channel 19 (shown diagrammatically) that is integrated in the part 15 a and that in turn receives fuel from a feed line (not shown) via a fuel inlet 20 .
- FIG. 3 shows the first part 15 a of the intake manifold 15 mounted on the adapter 3 .
- the inlet openings 17 are arranged in such a way that they have a direct continuation in the inlet channels 4 - 8 .
- the fuel inlets 11 of the fuel injectors 9 are connected to corresponding fuel holes 18 in the part 15 a.
- the connection plane 14 is at right angles to the direction of the fuel inlets 11 on the injectors 9 , there is no uneven loading of the injectors 9 from the intake manifold 15 a.
- the injectors 9 are secured to the cylinder head 1 by bolts or in a similar manner.
- the intake manifold 15 a lie on the outside via support surfaces (not shown) that are arranged on the bottom of the fuel holes 18 and that bear against the fuel inlets 11 of the injectors.
- a pressure sensor 28 and safety valve 29 for the fuel are also connected to the part 15 a.
- FIG. 4 shows a cross-section of a fuel injector 9 and its attachment to the intake manifold part 15 a.
- An extension part 21 with a portion 22 inserted into a fuel hole 18 is connected coaxially to the fuel inlets 11 of the injectors.
- This construction affords a tolerance-absorbing effect between the inlets 11 of the fuel injectors and the fuel holes 18 in the intake manifold 15 a.
- the figure also shows an inlet port 17 , indicated by broken lines.
- a swirl valve 25 is shown diagrammatically in the port 17 .
- the swirl valve 25 can be controlled in a known manner via a diagrammatically represented control rod 26 in a rod hole 27 (see, FIG. 5).
- Swirl valves are arranged in one of the two inlet ports 17 belonging to each cylinder.
- a bolthole 28 for attachment of the adapter part 3 is also shown.
- the intake manifold 15 is completed in FIG. 5 by an outer part 15 b that comprises pipes 30 , one pair for each cylinder, and a connection 31 to the air supply system, valve housing and similar components normally belonging to a car engine.
- the part 15 a of the intake manifold 15 connected to the fuel injectors 9 must, in the fuel holes 18 connected to the inlets 11 of the fuel injectors 9 , have a surface fineness that ensures that no leakage occurs. It is also important that the walls in the intake manifold 15 withstand the fuel pressure while at the same time are as thin as possible in order to take up the least possible space and have the lowest possible weight.
- a suitable material for the pipe is aluminum, which can be chilled-cast. Thixocasting can also be used, and hot isostatic pressing (“HiPping”) to have the pores pressed together. In these treatments it is a great advantage that the work pieces are not unnecessarily large and unwieldy. In addition, a less expensive material can be chosen for the part 15 b, which does not need to meet stringent specifications.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Description
- This is a continuation patent application of International Application Number PCT/SE00/00031 filed Jan. 12, 2000 that designates the United States. The full disclosure of said application, in its entirety, is hereby expressly incorporated by reference into the present application.
- 1. Technical Field
- The present invention relates to an arrangement for internal combustion engines of the piston engine type having at least one row of cylinders. The arrangement has at least one fuel injector for each cylinder and at least one intake manifold for admission of air to the cylinders.
- 2. Background Art
- Nearly all vehicles are equipped with an internal combustion engine or diesel engine. Today's internal combustion engines, which run on gasoline, are provided with fuel injectors in contrast to carburetors for older engines. This is due to the increasingly stringent requirements regarding exhaust gas. An engine that has become more common recently is one having injectors that injects the fuel directly into the cylinder, known as direct injection. This type of engine permits lean running. However, direct injection engines have a construction-related problem in finding room on the engine's cylinder head for the injectors and their admission lines, together with intake manifolds and other lines arranged around the cylinder head. The intake manifolds themselves take up a substantial amount of room, requiring perhaps several ports per cylinder, exhaust gas recirculation (“EGR”) inlets, valves, and pipes with selectable airways. In this context, use is often made of a fuel pipe system having a feed pipe to the side of the engine and narrow lines from the feed pipe to the injectors. These are relatively costly constructions since the demands on compactness and strength in this environment are high. Direct injection is also found on diesel engines, which have similar problems.
- The present invention provides a solution to the above problems. In the invention, the inlets of the fuel injectors are connected to a fuel channel arranged in the intake manifold. The fuel channel is advantageously integrated in the intake manifold construction, with the inlets of the injectors preferably connected to openings adapted for them in the intake manifold.
- A particularly advantageous embodiment has the intake manifold divided into two parts. The first part accommodates the fuel channel and the attachments to the fuel injectors, and the second part constitutes the rest of the intake system with, inter alia, the pipes. At the end facing away from the engine, the intake manifold may be designed with an attachment to an air-cleaning system or the like. One advantage of dividing an intake manifold in two is that the first part can be made of a material well suited for the special material treatment that is needed, while the other part can be made of a material with lower requirements, i.e., a less expensive material. The first part may be coupled to the fuel injectors with their associated demands, such as leak tightness and, therefore, surface fineness in the openings where the injectors are attached. The handling of the work pieces during material treatment is also made easier by the fact that the part which is treated is smaller than a complete intake manifold, e.g., if the material is to be treated in a furnace. It is also expedient to accommodate in the first part valves for swirl effect, since assembly is simpler.
- The invention will be described and explained below with reference to the figures shown in the attached drawings, in which:
- FIG. 1 illustrates a perspective view of a cylinder head of an engine according to the invention, with attached fuel injectors;
- FIG. 2 illustrates a perspective view of a first intake manifold part from the side intended to be connected to the intake side of the cylinder head and the fuel injectors;
- FIG. 3 shows the same cylinder head as in FIG. 1, with an attached first portion of an intake manifold according to FIG. 2;
- FIG. 4 shows a cross-section view through a fuel injector and its connection to a fuel channel in the intake manifold; and
- FIG. 5 again shows the same cylinder head as in FIGS. 1 and 3, but with a complete intake manifold according to the invention fitted on it.
- FIG. 1 is a perspective view of a conventional cylinder head1 intended for a customary double overhead camshaft. The valve cap, camshafts, valve mechanisms and their associated bearings and bearing covers have been omitted since they do not pertain to the invention.
- The cylinder head1 is intended for an engine with five cylinders. However, the invention should not be interpreted as being limited to five cylinders. Each cylinder has two inlet ports for air (concealed in the figure), which are connected to an
adapter part 3 that belongs to the intake manifold construction and extend along theside 2 of the cylinder head. Theadapter part 3 hasinlet channels 4, 5, 6, 7 and 8 that are connected in pairs to the inlet ports of the engine. Afuel injector 9 is mounted between the channels in each pair of inlet channels, (here, a total of five fuel injectors). Thefuel injectors 9, which may be any known type available on the market, have anelectrical connection 10 for a control signal and a circular-cylindrical fuel inlet 11. Depending on the desired injection angle in the cylinder, thefuel injectors 9 and theirinlets 11 have a direction that is angled in relation to the cylinder head's connection plane to the engine and the main axis of the engine cylinders. On the cylinder head 1 shown in the figure, the connection plane faces downwards and is indicated by an arrow labeled 12. - Along the engine, the
adapter part 3 is designed with first andsecond connection planes first plane 13 is connected to a corresponding plane on theside 2 of the cylinder head 1 so that the cylinder inlet ports opening out in the side of the cylinder head connect to and continue in the inlet channels 4-8. Thesecond connection plane 14 is arranged at an angle to thefirst connection plane 13 such that theconnection plane 14 lies at right angles to the direction of thefuel inlet 11. - FIG. 2 illustrates a first,
inner part 15 a of anintake manifold 15 whoseside 16 shown in the figure has one ormore inlet openings 17 and one ormore fuel holes 18 corresponding to the inlet channels 4-8 of thesecond connection plane 14 and thefuel inlets 11 of theinjectors 9. Thefuel holes 18 are in direct communication with a fuel channel 19 (shown diagrammatically) that is integrated in thepart 15 a and that in turn receives fuel from a feed line (not shown) via afuel inlet 20. - FIG. 3 shows the
first part 15 a of theintake manifold 15 mounted on theadapter 3. Theinlet openings 17 are arranged in such a way that they have a direct continuation in the inlet channels 4-8. On that side of theintake manifold part 15 a directed towards and connected to theadapter part 3, thefuel inlets 11 of thefuel injectors 9 are connected tocorresponding fuel holes 18 in thepart 15 a. By virtue of the fact that theconnection plane 14 is at right angles to the direction of thefuel inlets 11 on theinjectors 9, there is no uneven loading of theinjectors 9 from theintake manifold 15 a. Normally, theinjectors 9 are secured to the cylinder head 1 by bolts or in a similar manner. However, it is also possible for them to be held secure solely by having theintake manifold 15 a lie on the outside via support surfaces (not shown) that are arranged on the bottom of thefuel holes 18 and that bear against thefuel inlets 11 of the injectors. Apressure sensor 28 andsafety valve 29 for the fuel are also connected to thepart 15 a. - FIG. 4 shows a cross-section of a
fuel injector 9 and its attachment to theintake manifold part 15 a. Anextension part 21 with aportion 22 inserted into afuel hole 18 is connected coaxially to thefuel inlets 11 of the injectors. Arranged between theextension part 21 and the outside of theinlet 11 of the fuel injector, and between theportion 22 of the extension part and the inside of thefuel hole 18 of theintake manifold part 15 a, are sealingrings inlets 11 of the fuel injectors and thefuel holes 18 in theintake manifold 15 a. The figure also shows aninlet port 17, indicated by broken lines. Aswirl valve 25 is shown diagrammatically in theport 17. Theswirl valve 25 can be controlled in a known manner via a diagrammatically representedcontrol rod 26 in a rod hole 27 (see, FIG. 5). Swirl valves are arranged in one of the twoinlet ports 17 belonging to each cylinder. Abolthole 28 for attachment of theadapter part 3 is also shown. - The
intake manifold 15 is completed in FIG. 5 by anouter part 15 b that comprisespipes 30, one pair for each cylinder, and aconnection 31 to the air supply system, valve housing and similar components normally belonging to a car engine. - The
part 15 a of theintake manifold 15 connected to thefuel injectors 9 must, in the fuel holes 18 connected to theinlets 11 of thefuel injectors 9, have a surface fineness that ensures that no leakage occurs. It is also important that the walls in theintake manifold 15 withstand the fuel pressure while at the same time are as thin as possible in order to take up the least possible space and have the lowest possible weight. A suitable material for the pipe is aluminum, which can be chilled-cast. Thixocasting can also be used, and hot isostatic pressing (“HiPping”) to have the pores pressed together. In these treatments it is a great advantage that the work pieces are not unnecessarily large and unwieldy. In addition, a less expensive material can be chosen for thepart 15 b, which does not need to meet stringent specifications. - Other embodiments of the present invention include, for example, integrating the intake manifold into a single piece comprising the
adapter 3, theinner part 15 a and theouter part 15 b in a design with the fuel holes 18 arranged directly on theinlets 11 of the fuel injectors. It is also possible to integrate only theadapter part 3 and theinner part 15 a, and it is likewise possible for the adapter part to be integrated in the cylinder head, i.e., the cylinder head is designed with aconnection plane 2 at right angles to the direction of the inlets of the fuel injectors. - While there has been disclosed effective and efficient embodiments of the invention using specific terms, it should be well understood that the invention is not limited to such embodiments as there might be changes made in the arrangement, disposition, and form of the parts without departing from the principle of the present invention as comprehended within the scope of the accompanying claims.
Claims (10)
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE9900049A SE9900049D0 (en) | 1999-01-12 | 1999-01-12 | Device for internal combustion engines |
SE9900049 | 1999-01-12 | ||
SE9900049-9 | 1999-01-12 | ||
PCT/SE2000/000031 WO2000042314A1 (en) | 1999-01-12 | 2000-01-12 | Arrangement for internal combustion engines |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/SE2000/000031 Continuation WO2000042314A1 (en) | 1999-01-12 | 2000-01-12 | Arrangement for internal combustion engines |
Publications (2)
Publication Number | Publication Date |
---|---|
US20010037783A1 true US20010037783A1 (en) | 2001-11-08 |
US6412466B2 US6412466B2 (en) | 2002-07-02 |
Family
ID=20414055
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/682,037 Expired - Fee Related US6412466B2 (en) | 1999-01-12 | 2001-07-12 | Internal combustion engine arrangement |
Country Status (6)
Country | Link |
---|---|
US (1) | US6412466B2 (en) |
EP (1) | EP1151191B1 (en) |
AU (1) | AU2141000A (en) |
DE (1) | DE60016895T2 (en) |
SE (1) | SE9900049D0 (en) |
WO (1) | WO2000042314A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20060118088A1 (en) * | 2004-12-03 | 2006-06-08 | Man Nutzfahrzeuge Ag | Supercharged diesel engine with a common-rail injection system |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19920195B4 (en) * | 1999-05-03 | 2007-12-06 | Audi Ag | Air intake system for a multi-cylinder internal combustion engine |
DE10026215A1 (en) * | 2000-05-26 | 2001-11-29 | Volkswagen Ag | Fuel feed device to supply fuel to injection valves especially in internal combustion engine has intermediate flange connected to feed line for fuel supply of at least one injection valve |
US6869919B2 (en) * | 2002-09-10 | 2005-03-22 | Infineum International Ltd. | Lubricating oil compositions |
US20050051138A1 (en) * | 2003-09-08 | 2005-03-10 | Robert Bosch Corporation | Intake manifold assembly |
KR100589148B1 (en) * | 2003-10-29 | 2006-06-12 | 현대자동차주식회사 | variable control module of engine |
JP4439452B2 (en) | 2005-09-28 | 2010-03-24 | 株式会社クボタ | Vertical in-line multi-cylinder engine |
DE102014219036A1 (en) * | 2014-09-22 | 2016-04-07 | Volkswagen Aktiengesellschaft | Suction tube for an internal combustion engine |
CH718805A1 (en) * | 2021-07-12 | 2023-01-13 | Liebherr Machines Bulle Sa | Internal combustion engine with intake manifold injection, in particular hydrogen internal combustion engine with intake manifold injection. |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2195394A (en) * | 1986-09-17 | 1988-04-07 | Ford Motor Co | Fuel injection system component |
DE3739108A1 (en) * | 1987-11-19 | 1989-06-01 | Opel Adam Ag | INTERNAL COMBUSTION ENGINE WITH A FUEL INJECTION SYSTEM |
FR2697293B1 (en) * | 1992-10-26 | 1994-11-10 | Solex | Feeding device with integrated tubing. |
US5394850A (en) * | 1993-11-19 | 1995-03-07 | Siemens Electric Limited | Top-feed fuel injector mounting in an integrated air-fuel system |
US5771863A (en) * | 1996-10-11 | 1998-06-30 | Siemens Electric Limited | Integrated intake manifold and fuel rail with enclosed fuel filter |
US6338333B1 (en) * | 1999-06-10 | 2002-01-15 | Delphi Technologies, Inc. | Integrated fuel delivery module for direct injection |
-
1999
- 1999-01-12 SE SE9900049A patent/SE9900049D0/en unknown
-
2000
- 2000-01-12 AU AU21410/00A patent/AU2141000A/en not_active Abandoned
- 2000-01-12 DE DE60016895T patent/DE60016895T2/en not_active Expired - Lifetime
- 2000-01-12 WO PCT/SE2000/000031 patent/WO2000042314A1/en active IP Right Grant
- 2000-01-12 EP EP00901368A patent/EP1151191B1/en not_active Expired - Lifetime
-
2001
- 2001-07-12 US US09/682,037 patent/US6412466B2/en not_active Expired - Fee Related
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20060118088A1 (en) * | 2004-12-03 | 2006-06-08 | Man Nutzfahrzeuge Ag | Supercharged diesel engine with a common-rail injection system |
US7370639B2 (en) | 2004-12-03 | 2008-05-13 | Man Nutzfahrzeuge Ag | Supercharged diesel engine with a common-rail injection system |
Also Published As
Publication number | Publication date |
---|---|
SE9900049D0 (en) | 1999-01-12 |
EP1151191A1 (en) | 2001-11-07 |
AU2141000A (en) | 2000-08-01 |
DE60016895D1 (en) | 2005-01-27 |
EP1151191B1 (en) | 2004-12-22 |
WO2000042314A1 (en) | 2000-07-20 |
DE60016895T2 (en) | 2005-12-08 |
US6412466B2 (en) | 2002-07-02 |
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