EP0235569B1 - Dispositif pour injecter sélectivement du diesel-oil et du combustible d'allumage dans la chambre de combustion d'un moteur alternatif à combustion interne utilisant comme combustible principal le diesel-oil ou le gaz - Google Patents

Dispositif pour injecter sélectivement du diesel-oil et du combustible d'allumage dans la chambre de combustion d'un moteur alternatif à combustion interne utilisant comme combustible principal le diesel-oil ou le gaz Download PDF

Info

Publication number
EP0235569B1
EP0235569B1 EP87101144A EP87101144A EP0235569B1 EP 0235569 B1 EP0235569 B1 EP 0235569B1 EP 87101144 A EP87101144 A EP 87101144A EP 87101144 A EP87101144 A EP 87101144A EP 0235569 B1 EP0235569 B1 EP 0235569B1
Authority
EP
European Patent Office
Prior art keywords
diesel oil
fuel
pressure
piston
igniting
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
EP87101144A
Other languages
German (de)
English (en)
Other versions
EP0235569A2 (fr
EP0235569A3 (en
Inventor
Anton Steiger
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.)
Sulzer AG
Original Assignee
Gebrueder Sulzer AG
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 Gebrueder Sulzer AG filed Critical Gebrueder Sulzer AG
Publication of EP0235569A2 publication Critical patent/EP0235569A2/fr
Publication of EP0235569A3 publication Critical patent/EP0235569A3/de
Application granted granted Critical
Publication of EP0235569B1 publication Critical patent/EP0235569B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • 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
    • 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
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to an injection device with the features of the preamble of claim 1.
  • a four-stroke type reciprocating internal combustion engine which can be operated either with diesel oil or gas as the main fuel.
  • a quantity of pilot oil consisting of diesel fuel is injected into the combustion chamber through the same spray holes through which the diesel oil is also injected when the machine is operated with diesel oil as the main fuel. Since the quantity of pilot oil should be 5 to 10% of the quantity injected at full load in diesel operation, poor quality is achieved for the pilot oil injection in gas operation, because the entire cross-section of the spray hole is too large for such small quantities of injection, especially since today there is a tendency to the quantity of pilot oil to be injected to decrease to 1% and less. In addition, it is not possible to use the known device to inject such small injection quantities in a precisely controlled manner at the same pressure as is the case for the larger quantity when the machine is operated with diesel oil.
  • the invention has for its object to provide an injection device of the type mentioned, with which the very small quantities of pilot oil are injected in a precisely controlled manner when the machine is operated at high pressure under gas pressure, as is the case with the much larger injection quantities when the machine is operated with this oil as the main fuel.
  • the hole cross section for the ignition oil injection can be optimally dimensioned for the small amount of 1% or less, so that when the machine is operated with gas, the quality of the ignition oil injection is optimal, because then the larger overall cross section of the diesel oil injection holes which is injected during diesel operation is switched off. If the machine is operated with diesel oil as the main fuel, then the diesel oil injection holes also come into operation, the overall cross section of which is dimensioned for the then much larger amount of diesel oil injected.
  • An injection valve for a diesel internal combustion engine is known from US Pat. No. 2,398,834, which is operated exclusively with diesel oil.
  • the injection valve has two rows of spray holes, each row being assigned a valve needle.
  • the two valve needles are each held in the closed position by a spring; the spring force of one spring is larger than that of the other spring.
  • the pressure of the fuel to be injected acts on the valve needles in the opening sense.
  • the valve needle loaded by the weaker spring opens first and leaves a relatively large one at a lower pressure The amount of fuel gets into the combustion chamber (pre-injection), whereas the valve needle, which is loaded by the stronger spring, opens later and a smaller amount of fuel flows into the combustion chamber at a higher pressure (main injection).
  • This known valve is not time-controlled. Furthermore, since it is not set up to inject diesel oil through only one row of spray holes during operation of the machine, it is not suitable for achieving the object on which the invention is based.
  • a time-controlled injection valve 10 which has an accumulator chamber 22 for the liquid fuel and projects into the combustion chamber 3 of a reciprocating piston internal combustion engine, not shown, with its lower end, which has a plurality of spray holes 18, 19.
  • the liquid fuel consists of diesel oil, which is injected either in small quantities as pilot oil or in larger quantities as main fuel.
  • gas possibly mixed with combustion air, is also supplied to the cylinder 4 (dashed line 6), which also serves as the main fuel and then through the pilot oil is ignited.
  • the reciprocating piston internal combustion engine is a two-fuel machine that is operated either with diesel oil as the main fuel or with gas as the main fuel and can work according to the two- or four-stroke process.
  • the combustion chamber 3 is delimited by the cylinder 4 and the working piston 5 movable up and down therein.
  • the diesel oil is fed via a fuel line 76 to a pump device l2, which pumps it under high pressure via a line 63 into the accumulator chamber 22 of the injection valve l0.
  • a relief line 34 leads from this injection valve to a control device 11, by means of which the injection time is controlled.
  • the injection valve l0 has a valve body which consists of an upper part l3, a middle part l4 and a lower part l5, the three parts being held together by means which are not shown in detail.
  • the valve body penetrates a cylinder head l6 and projects with the lower end of its lower part l5 into the combustion chamber 3 of the cylinder, not shown here.
  • the end of part 15 projecting into combustion chamber 3 has a central spray hole 18 and, at a higher level, a series of spray holes 19, the axes of which are at an acute angle to the longitudinal axis of the valve body.
  • the lower part l5 of the valve body contains a valve needle 20 with a cylindrical cross section, which is guided in an axial bore 2l of the part l5.
  • the end face of the valve needle 20 facing the combustion chamber 3 is conical and cooperates sealingly with a corresponding counter surface in part 15.
  • the spray holes l9 which are connected on the inlet side via an annular groove, are arranged such that there is a distance "d" between the lower boundary of this annular groove and the transition from the cylindrical surface of the bore 2l to the conical counter surface.
  • the upper part l3 of the valve body contains the accumulator space 22, in which the fuel to be injected is stored under high pressure.
  • a fuel supply channel 23 extends through the central part 14 and opens into an annular groove 24 in the wall of the lower part 15. This annular groove extends approximately to the middle of the bore 2l leading the valve needle 20.
  • the fuel supply channel 23 continues from the annular groove 24 in an oblique bore 23 ', which opens into the bore 2l.
  • the valve needle 20 In the mouth region of the bore 23 ', the valve needle 20 has an annular groove into which a diametrical channel 25 opens. From this channel 25 a central channel 26 leads in the valve needle in the direction of its conical end face.
  • the channel 26 bifurcates into two short channels, the axes of which are perpendicular to the conical surface.
  • the mouths of the short channels are somewhat widened in such a way that sealing portions of the conical surface remain on both sides of each widening, which block the fuel flow to the spray holes 18 and 19 in the closed position of the valve needle 2l.
  • a central leakage space 27 is provided, to which a leakage channel 28 is connected, which leads out of the component l4 above the cylinder head l6.
  • a load piston 29, which presses on the valve needle 20, projects into the leakage space 27 from above, by means of a spring 30 and by means of the fuel pressure prevailing in the accumulator chamber 22, which acts on the upper end face of the loading piston.
  • a connecting channel 3l is provided in part l4, which connects the accumulator space 22 to a space 32 above the loading piston 29 and which has a throttle point.
  • the diameter of the loading piston 29 is dimensioned somewhat larger than the diameter of the valve needle 20.
  • a relief channel 33 leads out of the space 32 out of the injection valve 10.
  • the relief line 34 which leads to the control device 11, is connected to the relief channel 33.
  • the control device 11 has a housing 35, in which a slide sleeve 36 and a control slide 37 are arranged.
  • the slide sleeve 36 has an annular groove 38 in the region of the connection of the relief line 34, from which a first control bore 39 leads to the inside of the slide sleeve.
  • a second control bore 40 is provided axially below the first control bore 29 in the slide sleeve 36.
  • the second control bore 40 is connected via an annular groove 4l to a further relief line 42 connected to the housing 35, which leads to a slide plate 44 which is arranged on a camshaft 43 and is fixed relative to this.
  • the control bores 39 and 40 cooperate with two control edges 45 and 46 on the control slide 37, the upper control edge 45 being inclined to the longitudinal axis and the lower control edge 46 being perpendicular to the longitudinal axis of the slide.
  • the lower end of the control slide 37 rests on the free end 47 of a one-armed lever 48 which can be pivoted with its other forked end about a pivot point 49 and is supported on a cam 5l of the camshaft 43 via a roller 50 arranged between the two ends.
  • the Cam 5l is a so-called drop cam and rotates in the direction of arrow 52 when the device is in operation.
  • the lower slide end is slotted, the lever end 47 engaging in the slot.
  • the control slide 37 is pressed against the lever 48 by a conical spring 53 supported in the housing 35.
  • the slide sleeve 36 is mounted immovably in the housing 35 in the axial direction, but can be pivoted about the longitudinal axis of the slide 37 via a lever 54.
  • connection point of the further relief line 42 on the slide plate 44 is connected via a channel 55 to a groove 56 which is arranged in the lateral surface of the camshaft 43 and extends only over part of the circumference of the camshaft.
  • the groove 56 is in turn connected via a radial bore 57 to a central bore 58 in the camshaft.
  • the pump device 12 whose housing common to the control device contains a pump head 60 with a spring-loaded pressure valve 6l at the upper end.
  • a fuel pressure line 63 is connected to the pump cover 62 and opens out into the accumulator chamber 22 of the injection valve 10 on the one hand and into a pressure compensation vessel 85 via a throttle valve 84 on the other hand.
  • an axially movable piston 64 is provided in the lower region of the pumping device, which is supported with its lower end on the control slide 37 and, because of the conical spring 53, follows the movements of the slide.
  • the piston 64 protrudes axially movable cylinder liner 65 which is guided in a cylindrical fixed housing part 66.
  • the cylinder liner 65 has a flange 67 at its upper end, with which it bears against a shoulder 68 of the cylinder-like part 66 in the position shown.
  • a spring 69 is provided underneath the flange 67 and tends to lift the flange 67 off the shoulder 68.
  • a centrally drilled, axially immovable force compensation piston 70 projects into the upper end of the cylinder liner 65.
  • the central bore of the piston 70 leads to the pressure valve 6l in the pump head 60.
  • the piston 70 has a round base 7l at its upper end, with which it Radially movable within limited limits - is supported on the pump head 60 in a sealing manner.
  • This sealing support is provided on the one hand by means of a conical spring washer 72 and on the other hand hydraulically by providing a relief ring groove 73, the inside diameter of which is smaller than the outside diameter of the piston 70.
  • the ring groove 73 is connected via a radial groove to the space 88 surrounding the piston 70 .
  • the cylinder liner 65 has an annular groove 74 on the inside approximately in the middle, which is connected via radial bores to a recess 75 in the outer surface of the liner 65.
  • a line 76 is connected to the pump housing 35, which leads from a fuel reservoir 77 and contains a low-pressure feed pump 78.
  • the feed pump 78 supplies via parallel lines 76 'identically constructed devices of other cylinders of the reciprocating piston internal combustion engine.
  • a line 79 branches off from the line 76 and is connected to the pump housing via a pressure regulator 80 and a line 81, in the region close to the foot 71 of the piston 70. In this way, the ones rotation 75, the space 87 between the pistons 64 and 70, the central bore and the space 88 above the flange 67 filled with fuel.
  • An overflow line 82 with a pressure relief valve 83 is connected to the line 79 and leads back to the fuel tank 77.
  • lines 76 '80 lines 8l' are connected to the pressure regulator, which lead to the other devices.
  • the fuel pressure line 63 corresponding fuel pressure lines 63 'of the other devices are each connected via a throttle valve 84' to the pressure compensation vessel 85, from which a measuring line 86 leads to the pressure regulator 80.
  • the injector described works as follows, assuming gas operation.
  • the control slide 37 was moved downwards at a very high speed by means of the strong conical spring 53, since the straight section of the cam 5l, over which the roller 50 of the lever 48 had previously been moved downward, was opposite the radial is only slightly inclined.
  • the dimensioning of the lever lengths of the lever 48 results in a large axial path during the movement of the control slide 37, which makes it possible to provide the sealing gap between the control slide and the surrounding slide sleeve 36 to a relatively small diameter, so that the inevitable leakage quantities are kept relatively small can.
  • the oblique control edge 45 first passes the second control bore 40 and then the first control bore 39, which - although there is now a connection between the relief lines 34 and 42 - has no consequences for the injection valve l0 because the connection the line 42 on the slide plate 44 is still blocked, because the groove 56 in the camshaft 43 is now not connected to the channel 55.
  • the second control bore 40 is closed by the control edge 46, which corresponds to a position of the roller 50 of the lever 48 shortly before the tip of the cam 5l.
  • the stroke of the valve needle 20 remains smaller than the distance "d", so that no diesel oil can escape through the spray holes l9.
  • the amount escaping through the spray hole 18 is therefore very small and serves as ignition oil for the gas contained in the combustion chamber 3.
  • the gas supply via line 6 is interrupted and the slide sleeve 36 is pivoted in the control device 11 with the aid of the lever 54.
  • the valve needle 20 also makes a larger one Opening stroke so that the diesel oil is also injected into the combustion chamber via spray holes l9. In diesel operation, a significantly larger amount of diesel oil is injected than in gas operation. Otherwise, the device described functions in the same way as in gas operation, that is to say that when the control slide 37 moves upward, the connection of the relief lines 34 and 42 has no consequences, because then the channel 55 does not communicate with the groove 56 in the camshaft 43.
  • the delivery rate can also be changed with the pump device 12, which is done in the following manner with the aid of the controller 80.
  • the fuel pressure in the accumulator chamber 22 is registered via the throttle valve 84, the pressure compensation vessel 85 and the measuring line 86 in the pressure regulator 80.
  • the pressure regulator allows the full pressure of the feed pump 78 to act via the lines 79 and 81 in the space 88, as a result of which the cylinder liner 65 is pressed onto the shoulder 68 with its flange 67. This happens because no hydraulic forces act on the bush 65 from the high pressure side because of the force compensation piston 70.
  • the quantity delivered by the piston 64 corresponds to the largest possible delivery quantity. If the fuel pressure in the accumulator space 22 exceeds the selected pressure, the feed pressure is reduced by the pressure regulator 80, so that this reduced pressure also takes effect in the space 88. As a result, the cylinder liner 65, supported by the spring 69, can move upward, so that the delivery stroke of the piston 64 starts later. The maximum stroke of the cylinder liner 65 is reached when this rests with its upper end face on the foot 7l of the piston 70. In this position of the cylinder liner, the piston 64 makes an idle stroke, ie the delivery rate is zero. During the downward movement of the piston 64, vacuum is generated in the delivery chamber 87, which is filled with diesel oil from the feed pressure when the upper end face of the piston 64 has reached the annular groove 74 in the cylinder liner.

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)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (9)

  1. Dispositif pour l'injection, au choix, de carburant diesel comme carburant principal et de carburant diesel code carburant d'allumage dans la chambre de combustion d'un moteur à combustion interne à piston alternatif qui, dans le cas d'une injection de carburant diesel d'allumage, fonctionne au gaz comme carburant principal, caractérisé en ce que la chambre de combustion (3) comporte une soupape d'injection (10) commandée dans le temps, contenant une chambre d'accumulation (22) pour du carburant diesel sous haute pression et présentant au moins un orifice (18) pour l'injection de carburant diesel servant de carburant d'allumage et, en outre, des orifices (19) pour l'injection de carburant diesel servant de carburant principal, ces derniers orifices d'injection (19) n'étant pas en fonction dans le cas d'une injection de carburant d'allumage, en ce que la soupape d'injection (10) présente un pointeau de soupape (20) commun à l'orifice d'injection (18) pour le carburant d'allumage et aux orifices d'injection (19) pour le carburant diesel, se fermant sous l'action de la pression régnant dans la chambre d'accumulation (22), et en ce qu'on prévoit un dispositif de commande (11) qui, lorsque le moteur à combustion interne fonctionne au gaz en tant que carburant principal, ne libère cycliquement que l'orifice (18) de carburant d'allumage et, dans le cas d'un fonctionnement au carburant diesel servant de carburant principal, libère cycliquement l'orifice d'injection de carburant d'allumage et les orifices d'injection de carburant diesel (l9), l'orifice d'injection (18) pour le carburant d'allumage et les orifices d'injection (19) pour le carburant diesel étant libérés par la détente du pointeau de soupape (20).
  2. Dispositif selon la revendication 1, caractérisé en ce que le dispositif de commande (11) présente un registre de commande (37), pourvu de deux bords de commande (45, 46), qui est déplacé vers le haut et vers le bas par une came (51) - tournant, pour les moteurs à deux temps, à la vitesse du vilebrequin et pour les moteurs à quatre temps, à la moitié de la vitesse du vilebrequin du moteur à combustion interne à piston alternatif - et est monté dans une douille de registre (36) qui comporte deux alésages de commande (39, 40) disposés à distance axiale et coopérant avec les bords de commande, alésages auxquels est raccordé un conduit de détente (34), relié à la soupape d'injection (10), et un conduit de détente (42) menant à un organe de commande (44, 55 à 58), lequel supprime la liaison établie, par le registre de commande (37) pendant son déplacement vers le haut, entre les deux conduits de détente.
  3. Dispositif selon la revendication 2, caractérisé en ce que l'organe de commande présente un canal (55) prévu dans un élément (44), fixe par rapport à l'arbre à cames (43), et une rainure (56) s'étendant sur une partie de la surface périphérique de l'arbre à came (43), laquelle ne communique pas avec le canal (55) pendant le déplacement vers le haut du registre de commande (37).
  4. Dispositif selon la revendication 3, caractérisé en ce que la douille de registre (36) peut pivoter autour de l'axe longitudinal du registre de commande (37).
  5. Dispositif selon les revendications 2 à 4, caractérisé en ce que l'entraînement des cames pour le dispositif de commande (11) sert en même temps d'entraînement pour un dispositif de pompe (12) pour le carburant diesel à injecter.
  6. Dispositif selon la revendication 5, caractérisé en ce que sur le registre de commande (37), prend appui un piston de refoulement (64) du dispositif de pompe qui coulisse dans une extrémité d'une chemise de cylindre (65) se déplaçant axialement et qui, de son côté, entoure avec possibilité de glissement, par son autre extrémité, un piston (70) alésé axialement dont l'alésage débouche, par une soupape de pression (61) placée dans le dispositif de pompe, dans le conduit de pression de carburant (63) menant à la soupape d'injection (10).
  7. Dispositif selon la revendication 6, caractérisé en ce que la chemise de cylindre (65) présente, à peu près au milieu de sa longueur, des ouvertures par lesquels le carburant diesel à envoyer pénètre dans la chambre de refoulement (87).
  8. Dispositif selon la revendication 6, caractérisé en ce que le piston (70) alésé est pourvu, à son extrémité tournée vers la soupape de pression (61), d'un pied (71) par lequel ce piston est pressé, de manière étanche, contre le carter de pompe, de manière à pouvoir se déplacer radialement dans des limites étroites.
  9. Dispositif selon les revendications 6 à 8, caractérisé en ce que la chemise de cylindre (65) est pourvue, à son extrémité tournée vers le piston alésé (70), d'une bride (67) qui, dans la position la plus basse de la chemise de cylindre, repose sur un épaulement (68) de l'enveloppe entourant la chemise de cylindre et qui, avec la bride, délimite un espace (88) qui entoure le piston alésé (70) et qui est rempli de carburant diesel sous pression variable.
EP87101144A 1986-02-12 1987-01-28 Dispositif pour injecter sélectivement du diesel-oil et du combustible d'allumage dans la chambre de combustion d'un moteur alternatif à combustion interne utilisant comme combustible principal le diesel-oil ou le gaz Expired - Lifetime EP0235569B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH562/86A CH669015A5 (de) 1986-02-12 1986-02-12 Einrichtung zum wahlweisen einspritzen von dieseloel und zuendoel in den brennraum einer mit dieseloel oder mit gas als hauptbrennstoff betriebenen hubkolbenbrennkraftmaschine.
CH562/86 1986-02-12

Publications (3)

Publication Number Publication Date
EP0235569A2 EP0235569A2 (fr) 1987-09-09
EP0235569A3 EP0235569A3 (en) 1988-11-02
EP0235569B1 true EP0235569B1 (fr) 1991-02-20

Family

ID=4189882

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87101144A Expired - Lifetime EP0235569B1 (fr) 1986-02-12 1987-01-28 Dispositif pour injecter sélectivement du diesel-oil et du combustible d'allumage dans la chambre de combustion d'un moteur alternatif à combustion interne utilisant comme combustible principal le diesel-oil ou le gaz

Country Status (5)

Country Link
US (1) US4754733A (fr)
EP (1) EP0235569B1 (fr)
JP (1) JP2706447B2 (fr)
CH (1) CH669015A5 (fr)
DE (1) DE3768031D1 (fr)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2538908B2 (ja) * 1987-03-15 1996-10-02 三菱重工業株式会社 ２種燃料エンジンの噴射システム
US4913113A (en) * 1989-01-09 1990-04-03 Baranescu George S Internal combustion engine with fuel tolerance and low emissions
GB8915352D0 (en) * 1989-07-04 1989-08-23 Ortech Corp Dual fuel natural gas/diesel 2-stroke engine
US4966103A (en) * 1989-11-09 1990-10-30 Cooper Industries, Inc. Combustion system for dual fuel engine
US6230683B1 (en) * 1997-08-22 2001-05-15 Cummins Engine Company, Inc. Premixed charge compression ignition engine with optimal combustion control
JP3913785B2 (ja) 1996-08-23 2007-05-09 カミンス エンジン カンパニー インコーポレイテッド 最適燃焼制御を有する予混合給気圧縮点火エンジン
BR9904839A (pt) 1998-02-23 2000-07-18 Cummins Engine Co Inc Motor a explosão por compressão de carga pré-misturada com comtrole de combustão ótimo
US5870978A (en) * 1998-05-15 1999-02-16 Caterpillar Inc. Dual fuel engine which utilizes valve lubricant as a pilot fuel
US6032617A (en) * 1998-05-27 2000-03-07 Caterpillar Inc. Dual fuel engine which ignites a homogeneous mixture of gaseous fuel, air, and pilot fuel
US6095102A (en) * 1998-10-02 2000-08-01 Caterpillar Inc. Dual fuel engine which creates a substantially homogeneous mixture of gaseous fuel, air, and pilot fuel during a compression stroke
US6601566B2 (en) * 2001-07-11 2003-08-05 Caterpillar Inc Fuel injector with directly controlled dual concentric check and engine using same
US6863034B2 (en) 2003-01-17 2005-03-08 Robert D. Kern Method of controlling a bi-fuel generator set
EP1936142A1 (fr) * 2006-12-22 2008-06-25 Dualon International Holding SA Système de mélange et d'allumage pour moteurs à combustion interne
BE1017913A5 (nl) * 2007-12-24 2009-11-03 Vandenberghe Erwin Erik Paul Georges Interne verbrandingsmotor.
AT511075B1 (de) * 2011-05-26 2012-09-15 Avl List Gmbh Zweistoffbrennkraftmaschine
CN114704410B (zh) * 2022-04-27 2023-02-03 中船动力研究院有限公司 一种双燃料增压喷射装置

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2398834A (en) * 1940-07-25 1946-04-23 Kammer George Stephen Fuel injection in internalcombustion engines
AT304172B (de) * 1970-12-22 1972-12-27 Steyr Daimler Puch Ag Regelung des Mischungsverhältnisses bei Zweistoff-Fahrzeugmotoren und Vorrichtung zu dieser Regelung
DE2710138A1 (de) * 1977-03-09 1978-09-14 Maschf Augsburg Nuernberg Ag Mehrloch-einspritzduese
DE2710216A1 (de) * 1977-03-09 1978-09-14 Bosch Gmbh Robert Kraftstoffeinspritzduese
JPS56501096A (fr) * 1979-09-04 1981-08-06
US4603674A (en) * 1981-06-19 1986-08-05 Yanmar Diesel Engine Co., Ltd. Gas-diesel dual fuel engine
JPS5939947A (ja) * 1982-08-27 1984-03-05 Yanmar Diesel Engine Co Ltd デユアルフユエル機関の燃料供給装置
CA1226183A (fr) * 1982-10-30 1987-09-01 Timothy J. Bedford Moteur a injection de mazout
JPS59141757A (ja) * 1983-02-02 1984-08-14 Kawasaki Heavy Ind Ltd デイ−ゼルガスエンジンの制御方法および装置
JPS59201921A (ja) * 1983-04-30 1984-11-15 Isuzu Motors Ltd 渦流燃焼室式デイ−ゼル機関
JPS6036772A (ja) * 1983-08-10 1985-02-25 Diesel Kiki Co Ltd 燃料噴射弁
US4637353A (en) * 1984-02-06 1987-01-20 Codrington Ernest R Pilot fuel regulating device
JPS60228766A (ja) * 1984-04-26 1985-11-14 Nissan Motor Co Ltd 直噴式デイ−ゼル機関の燃料噴射ノズル

Also Published As

Publication number Publication date
EP0235569A2 (fr) 1987-09-09
EP0235569A3 (en) 1988-11-02
CH669015A5 (de) 1989-02-15
JP2706447B2 (ja) 1998-01-28
JPS62191659A (ja) 1987-08-22
US4754733A (en) 1988-07-05
DE3768031D1 (de) 1991-03-28

Similar Documents

Publication Publication Date Title
EP0235569B1 (fr) Dispositif pour injecter sélectivement du diesel-oil et du combustible d'allumage dans la chambre de combustion d'un moteur alternatif à combustion interne utilisant comme combustible principal le diesel-oil ou le gaz
DE2809762C2 (fr)
DE3300876A1 (de) Kraftstoffeinspritzpumpe
DE2806788A1 (de) Pumpe-duese fuer brennkraftmaschinen
DE2704688A1 (de) Kraftstoffeinspritzvorrichtung
DE3011831C2 (fr)
EP0688950B1 (fr) Système d'injection de carburant
DE2332666A1 (de) Kraftstoff-einspritzeinrichtung
DE3211877A1 (de) Kraftstoffeinspritzpumpe
DE2740879C2 (fr)
DE2726411A1 (de) Kraftstoff-kolbeneinspritzpumpe
EP0327819B1 (fr) Pompe à injection à carburant pour moteurs à combustion interne
CH672661A5 (fr)
CH671809A5 (fr)
DE3535005C2 (fr)
DE2727899A1 (de) Kraftstoffeinspritzvorrichtung
DE1576498B2 (de) Kraftstoffverteilereinspritzpumpe fuer brennkraftmaschinen
DE1601985B2 (fr)
DE3236828A1 (de) Brennstoffeinspritzvorrichtung
DE2258309A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3928219A1 (de) Kraftstoff-einspritzpumpe mit verteilerfunktion
DE3922231A1 (de) Kraftstoffeinspritzpumpe
DE4441113C1 (de) Kraftstoffhochdruckpumpe für Brennkraftmaschinen
EP0906506B1 (fr) Pompe d'injection de carburant pour moteur a combustion interne
DE2922426A1 (de) Kraftstoffeinspritzpumpe mit unterteilter foerderung

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): DE FR GB IT NL

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): DE FR GB IT NL

17P Request for examination filed

Effective date: 19890427

17Q First examination report despatched

Effective date: 19890906

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT NL

ITF It: translation for a ep patent filed

Owner name: ING. ZINI MARANESI & C. S.R.L.

REF Corresponds to:

Ref document number: 3768031

Country of ref document: DE

Date of ref document: 19910328

ET Fr: translation filed
GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 19921214

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Effective date: 19940128

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 19940128

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 19991216

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19991221

Year of fee payment: 14

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20010801

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20010928

NLV4 Nl: lapsed or anulled due to non-payment of the annual fee

Effective date: 20010801

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20060112

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20060131

Year of fee payment: 20