EP0582993A1 - Dispositif d'injection de carburant avec accumulateur - Google Patents

Dispositif d'injection de carburant avec accumulateur Download PDF

Info

Publication number
EP0582993A1
EP0582993A1 EP93112796A EP93112796A EP0582993A1 EP 0582993 A1 EP0582993 A1 EP 0582993A1 EP 93112796 A EP93112796 A EP 93112796A EP 93112796 A EP93112796 A EP 93112796A EP 0582993 A1 EP0582993 A1 EP 0582993A1
Authority
EP
European Patent Office
Prior art keywords
pressure
nozzle
control chamber
pressure control
end side
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
Application number
EP93112796A
Other languages
German (de)
English (en)
Other versions
EP0582993B1 (fr
Inventor
Takashi Of Raionzu Manshon Iwanaga
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.)
Denso Corp
Original Assignee
NipponDenso Co Ltd
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 NipponDenso Co Ltd filed Critical NipponDenso Co Ltd
Publication of EP0582993A1 publication Critical patent/EP0582993A1/fr
Application granted granted Critical
Publication of EP0582993B1 publication Critical patent/EP0582993B1/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
    • F02M45/083—Having two or more closing springs acting on injection-valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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 present invention relates to an accumulator fuel injection apparatus and, more particularly, to a fuel injection apparatus for a diesel engine, which facilitates setting of an amount of pre-lift of a nozzle needle.
  • U.S. Patent No. 5,156,132 which comprises common accumulator piping called a common rail for accumulating high-pressure fuel, and an injector for injecting the fuel.
  • a nozzle needle for opening and closing an injection bore is slidably arranged within the injector.
  • the nozzle needle defines a back-pressure chamber for retaining fuel pressure which acts on the nozzle needle. Pressure within the back-pressure chamber is so controlled as to be switched to fuel pressure on the high-pressure side and fuel pressure on the low-pressure side by a three-way electromagnetic valve.
  • the high-pressure fuel supplied from the accumulator piping is injected from the injection bore.
  • pre-lift of a nozzle needle is so set as to achieve boot-type injection which is such an injection rate that an amount of injection at initial time of injection is constant, the amount of injection is made substantially constant after the amount of injection rises again, and running-out of the injection is completed instantaneously.
  • the amount of pre-lift of the nozzle needle which determines or decides the initial amount of injection is decided by uppermost portions of the group of parts which are moved together with the nozzle needle. Accordingly, there is a problem that dimensional management or administration of a plurality of parts in a longitudinal direction and an estimate of longitudinal deformation of the parts due to hydraulic pressure are extremely difficult.
  • an accumulator fuel injection apparatus comprising: a casing element formed therein with a guide bore; a nozzle body reciprocally guided in the guide bore; a first pressure control chamber against which a one end side of the nozzle body faces; an injection bore; a seat provided at the other end side of the nozzle body for opening and closing the injection bore; accumulator piping in which high-pressure fluid is accumulated; a low-pressure chamber; and a control valve, wherein the first pressure control chamber communicates with the accumulator piping, and the low-pressure chamber in switching by the control valve, to reciprocate the nozzle body, to thereby control the injection bore in opening and closing, and wherein the nozzle body is divided into a first nozzle having the one end side and a second nozzle having the other end side, the accumulator fuel injection apparatus further comprising: a stopper for setting a maximum-movement position of the first nozzle toward the second nozzle; a second pressure control chamber communicating in switching with the accumulator piping and the low
  • the nozzle body is divided into a plurality of elements, which have conventionally been united together, and the nozzle body is provided in which the maximum-movement position is set. It is possible to set the amount of pre-lift by a location between one end to the other end of the nozzle body.
  • an accumulator fuel injection apparatus comprising: accumulator piping accumulating therein high-pressure fuel; a first piston reciprocally guided in a guide bore formed in a lower element and having a one end side thereof which faces a first pressure control chamber; a stopper for setting a maximum movement position toward the other end side of the first piston; a second piston reciprocally guided in a guide bore formed in a spacer, and having a one end side thereof abutted against the other end of the first piston and the other end side facing a second pressure control chamber which communicates with the first pressure control chamber; a nozzle needle whose one end side faces the second pressure control chamber, the nozzle needle having a seat at the other end side of the nozzle needle; a valve casing having a guide bore for reciprocally guiding the nozzle needle, a valve seat abutted against the seat of the nozzle needle, and an injection bore; delay means for delaying reduction of pressure within the first pressure control chamber due to the fact that fluid flows into
  • the accumulator fuel injection apparatus it is possible to manage or administer setting of the amount of pre-lift of the nozzle needle by the spacer and the second piston.
  • it is possible to facilitate operation of adjustment of the amount of pre-lift and operation of maintenance and inspection.
  • an injector 100 has a casing 1 which comprises a lower element 1a, a spacer 1b, a distance piece 1c and a valve casing element 1d.
  • the lower element 1a and the spacer 1b are coupled together by a first retaining ring 1e.
  • the spacer 1b, the distance piece 1c and the valve casing element 1d are coupled together by a second retaining ring 1f.
  • a valve sliding bore 2 and a fuel reservoir chamber 3 are defined in the valve casing element 1d.
  • a nozzle needle 5 has a larger diameter portion 6 which is slidably fitted in the valve sliding bore 2 which communicates with the fuel reservoir chamber 3.
  • a connecting portion 7 is formed at the larger diameter portion 6 of the nozzle needle 5.
  • a smaller-diameter portion 8 and a valve portion 9 are integrally formed at a location below the connecting portion 7.
  • a seat x is opened and closed by the valve portion 9 so that injection from a jetting or injection bore 4 is turned on and off.
  • a first piston 11 is slidably fitted within a cylinder 14 which is defined in the lower element 1a.
  • the first piston 11 is abutted against one end of a second piston 12.
  • the other end of the second piston 12 is formed with a smaller-diameter portion 54, as shown in Fig. 3.
  • the connecting portion 7 of the nozzle needle 5 has a forward end thereof which is slidably fitted in a cylinder 55 formed in the smaller-diameter portion 54.
  • a first pressure control chamber 15 is defined within the cylinder 14, as shown in Fig. 5, to form a one-way orifice 38.
  • the first pressure control chamber 15 communicates with a passage 36 through a restriction passage 35 which is defined in a valve body 29.
  • a compressive coil spring 32 has one end 32a thereof which is abutted against the valve body 29. The other end 32b of the compressive coil spring 32 is abutted against the first piston 11 through a valve seat 34. If high pressure is introduced to a passage 36 from a passage 22 through an inner valve 19 and an outer valve 18, the valve body 29 is depressed or is moved downwardly so that the compressive coil spring 32 and the valve body 29 are abutted against the first piston 11 to push down the first piston 11.
  • a second pressure control chamber 50 communicates with the passage 36 through a high-pressure fuel passage 56.
  • an annular spring element 51 is received within the second pressure control chamber 50.
  • the annular spring element 51 has one end 51a thereof which is abutted against an annular groove 52 which is formed in a bottom surface of the distance piece 1c.
  • the other end 51b of the annular spring element 51 is abutted against a larger-diameter spring seat 53 which is formed at a rearward end of the nozzle needle 5.
  • the connecting portion 7 is slidable vertically within the cylinder 55 which is defined in the smaller-diameter solid cylindrical portion 54 which is formed at a rearward end of the second piston 12.
  • an amount of full lift and an amount of pre-lift of the nozzle needle 5 are decided.
  • the amount of pre-lift H is decided by a difference between the spacer 1b and a top of the second piston 12 illustrated in Fig. 4 upon assembling.
  • the three-way electromagnetic valve (control valve) 16 is arranged above the first piston 11.
  • the three-way electromagnetic valve (control valve) 16 comprises valve means and magnetizing or exciting means.
  • the valve means has the outer valve 18 slidably guided by a cylinder 17, and the inner valve 19 slidably guided by an internal bore 18a in the outer valve 18.
  • the exciting means has a coil 20 mounted on a solenoid housing 63, a stator 60 fixedly mounted on a case 62 through the solenoid housing 63, a movable core 61 fixedly mounted on the outer valve 18 and attracted against the stator 60 upon energization, and a compressive coil spring 21 for biasing the outer valve 18 toward a side opposite to the attracting side.
  • the outer valve 18 When the coil 20 is deenergized, the outer valve 18 is located at a lower position by a biasing force of the compressive coil spring 21 so that the passage 22 and the first pressure control chamber 15 communicate with each other through the passage 36. Further, when the coil 20 is energized, the outer valve 18 is moved upwardly so that the first pressure control chamber 15 and the drain passage 23 communicate with each other. In this connection, as shown in Fig. 2, fuel within a drain passage 23 can be drawn to a drain tank (not shown) through passages 43 and 44 and an outlet 27.
  • the casing 1 is formed therein with a fuel supply passage 24.
  • the fuel supply passage 24 has one end thereof which is connected to the fuel reservoir chamber 3 and the other end which is connected to the passage 22 in the three-way electromagnetic valve 16.
  • An accumulator piping 26 accumulates high-pressure fuel which is supplied from a high-pressure supply pump (not shown).
  • the accumulator piping 26 supplies the high-pressure fuel to the injectors 100 arranged respectively for cylinders, through an inlet 25.
  • Signals from a cylinder judgment sensor, a cam-angle sensor, an accelerator-opening sensor and the like are inputted to a controller 28 so that the controller 28 controls the three-way electromagnetic valve 16 at predetermined fuel injection timing.
  • the high-pressure fuel in the accumulator piping 26 is supplied into the injector 100 through the inlet 25.
  • the fuel is supplied to the fuel reservoir chamber 3 through the fuel supply passage 24, and is supplied to the three-way electromagnetic valve 16.
  • the outer valve 18 is seated by the compressive coil spring 21.
  • the fuel supplied to the three-way electromagnetic valve 16 moves the inner valve 19 upwardly in the figures and flows into the passage 36.
  • the fuel flowing into the passage 36 flows into the first pressure control chamber 15 through the restriction passage 35.
  • the first pressure control chamber 15 is filled with the high-pressure fuel.
  • the first pressure control chamber 15, the second pressure control chamber 50 and the fuel reservoir chamber 3 are high in pressure.
  • the first piston 11 is abutted against a stopper 45.
  • the second piston 12 is abutted against the first piston 11.
  • the nozzle needle 5 is seated upon the seat x by a difference between a pressure receiving area within the second control chamber and a pressure receiving area at the fuel reservoir chamber 3 and the setting force of the annular spring element 51.
  • the outer valve 18 When the three-way electromagnetic valve 16 is excited or energized, the outer valve 18 is attracted upwardly in the figures, and the fuel within the first pressure control chamber 15 escapes toward the low pressure side through the passage 36 and the drain passage 23. At this time, however, the first pressure control chamber 15 is restricted in outflow of the fuel by the restriction passage 35. Accordingly, the pressure within the first pressure control chamber 15 is not at once reduced, but is maintained to high pressure during a predetermined period of time. Thus, the first piston 11 is retained to a condition abutted against the stopper 45. At this time, the second piston 12 is located while being abutted against the first piston 11. The nozzle needle 5 rises or is moved upwardly by the amount of pre-lift indicated in Fig. 3, by a difference between pressure (low pressure) received by the pressure receiving area of the second pressure control chamber 56 and pressure (high pressure) received by the pressure receiving area at the fuel reservoir chamber 3 and the setting pressure of the annular spring element 51.
  • the three-way electromagnetic valve 16 when the three-way electromagnetic valve 16 is deenergized, the high-pressure fuel is supplied to the fist pressure control chamber 15 and the second pressure control chamber 50 through the three-way electromagnetic valve 16 and the passage 36. Then, the first piston 11 receives the pressure within the first pressure control chamber 15 and is instantaneously moved downwardly in the figures. In keeping therewith, the second piston 12 and the nozzle needle 5 are moved downwardly. Thus, injection has soon come to an end.
  • Fig. 6 is a time chart showing pressure variation or change of the passage 36, the second pressure control chamber 50 and the first pressure control chamber 15 due to the above-described operation.
  • Fig. 7 is a time chart showing displacement of each of the first piston 11, the second piston 12 and the nozzle needle 5 in the above-mentioned operation.
  • an amount of pre-lift can be adjusted by axial length of each of the distance piece 1c and the spacer 1b illustrated in Fig. 4.
  • Fig. 9 by regulation or adjustment of the restriction diameter of the restriction passage 35, it is possible to control an inclination of full-lift ascending of the nozzle needle 5.
  • Fig. 10 since it is possible to reduce the amount of injection during a period of ignition lag or delay time as compared with the conventional delta-type injection, it is possible to prevent dash combustion from occurring to reduce nitrogen oxides.
  • the second piston 12 upon assembling, the second piston 12 is abutted against the nozzle needle 5, and the amount of pre-lift H is set by a step between the second piston 12 and the spacer 1b.
  • Setting of the amount of pre-lift H of the nozzle needle 5 can be managed only by the step H between the spacer 1b and the top of the second piston 12 illustrated in Fig. 4.
  • the longitudinal size of the lower element has controlled or governed the amount of pre-lift.
  • dimensional management of the lower element 1a is dispensed with because the amount of pre-lift is decided. Accordingly, setting of the amount of pre-lift is facilitated.
  • only rearrangement of the various parts illustrated in Fig. 4 into a body by the retaining ring 1e makes it possible to perform operation of adjustment of the amount of pre-lift and operation of inspection and maintenance. Thus, there is provided an advantage that serviceability is improved.
  • the fuel injection apparatus for the diesel engine enables the boot-type injection and decides the amount of pre-lift of the nozzle needle which decides the injection rate, by the intermediate portion of the group of parts which are moved together with the nozzle needle. Accordingly, there are produced advantages that the operation of setting of the amount of pre-lift is facilitated, and operability upon maintenance and inspection is also improved. Moreover, there are produced the following advantages. That is, when the amount of pre-lift of the nozzle needle is decided, management of the longitudinal dimension of the plurality of parts which cooperate to form the injector is facilitated. Furthermore, an estimate of the longitudinal deformation of the parts due to the hydraulic pressure is facilitated.
  • An accumulator fuel injection apparatus in which a nozzle element is divided into a first nozzle having a one end side of said nozzle element and a second nozzle having the other end side of the nozzle element.
  • the accumulator fuel injection apparatus comprises a stopper for setting a maximum movement position of the first nozzle toward the second nozzle, a second pressure control chamber communicating with a first pressure control chamber and forming a predetermined space or interval through which the first nozzle and the second nozzle are spaced away from each other under a condition that the first nozzle is arranged at the maximum movement position, and delay means for delaying reduction of pressure within the first pressure control chamber due to the fact that fluid flows into a low-pressure chamber from the first pressure control chamber upon communication of the first pressure control chamber and the low-pressure chamber with each other. It is possible to easily perform operation of setting an amount of pre-lift of the nozzle needle which decides an injection rate, and operation of assembling constitutional elements thereof.

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)
EP19930112796 1992-08-11 1993-08-10 Dispositif d'injection de carburant avec accumulateur Expired - Lifetime EP0582993B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP21408092A JPH0666219A (ja) 1992-08-11 1992-08-11 ディーゼル機関用燃料噴射装置
JP21408092 1992-08-11
JP214080/92 1992-08-11

Publications (2)

Publication Number Publication Date
EP0582993A1 true EP0582993A1 (fr) 1994-02-16
EP0582993B1 EP0582993B1 (fr) 2001-05-09

Family

ID=16649914

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19930112796 Expired - Lifetime EP0582993B1 (fr) 1992-08-11 1993-08-10 Dispositif d'injection de carburant avec accumulateur

Country Status (3)

Country Link
EP (1) EP0582993B1 (fr)
JP (1) JPH0666219A (fr)
DE (1) DE69330195T2 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996010129A1 (fr) * 1994-09-29 1996-04-04 Siemens Aktiengesellschaft Soupape d'injection
EP0726390A1 (fr) * 1995-02-11 1996-08-14 Lucas Industries Public Limited Company Système de carburant
DE19612721A1 (de) * 1995-03-30 1996-10-02 Avl Verbrennungskraft Messtech Speichereinspritzsystem mit Voreinspritzung für eine Brennkraftmaschine
WO2000063550A1 (fr) * 1999-04-16 2000-10-26 Mtu Friedrichshafen Gmbh Injecteur de carburant pour moteur a combustion interne
WO2001014722A1 (fr) * 1999-08-23 2001-03-01 Robert Bosch Gmbh Injecteur de structure compacte pour systeme d'injection a rampe commune de moteur a combustion interne
EP1795738A1 (fr) * 2005-12-12 2007-06-13 C.R.F. Societa Consortile per Azioni Système d'injection de carburant pour un moteur à combustion interne et méthode correspondante pour commander l'injection de carburant
EP2426349A1 (fr) * 2010-09-07 2012-03-07 Robert Bosch GmbH Injecteur de carburant
CN115288902A (zh) * 2022-09-01 2022-11-04 哈尔滨工程大学 低回油量双升程可变喷油规律电控喷油器

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6015398B2 (ja) * 2012-12-05 2016-10-26 株式会社日本自動車部品総合研究所 燃料噴射弁

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1933489A1 (de) * 1968-08-28 1970-03-05 Sopromi Soc Proc Modern Inject Brennstoff-Einspritzventil mit elektromagnetischer Betaetigung
EP0119894A1 (fr) * 1983-02-21 1984-09-26 Regie Nationale Des Usines Renault Perfectionnement aux systèmes d'injection à commande électromagnétique pour moteur Diesel de type pression-temps où l'aiguille de l'injecteur est pilotée par la décharge puis la charge d'une capacité
EP0234314A2 (fr) * 1986-02-12 1987-09-02 GebràœDer Sulzer Aktiengesellschaft Soupape d'injection pour moteurs à combustion interne à piston
EP0393590A2 (fr) * 1989-04-17 1990-10-24 Nippondenso Co., Ltd. Dispositif d'injection de combustible pour moteurs diesel
DE4027493A1 (de) * 1989-09-19 1991-03-28 Avl Verbrennungskraft Messtech Einspritzduese fuer eine brennkraftmaschine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1933489A1 (de) * 1968-08-28 1970-03-05 Sopromi Soc Proc Modern Inject Brennstoff-Einspritzventil mit elektromagnetischer Betaetigung
EP0119894A1 (fr) * 1983-02-21 1984-09-26 Regie Nationale Des Usines Renault Perfectionnement aux systèmes d'injection à commande électromagnétique pour moteur Diesel de type pression-temps où l'aiguille de l'injecteur est pilotée par la décharge puis la charge d'une capacité
EP0234314A2 (fr) * 1986-02-12 1987-09-02 GebràœDer Sulzer Aktiengesellschaft Soupape d'injection pour moteurs à combustion interne à piston
EP0393590A2 (fr) * 1989-04-17 1990-10-24 Nippondenso Co., Ltd. Dispositif d'injection de combustible pour moteurs diesel
DE4027493A1 (de) * 1989-09-19 1991-03-28 Avl Verbrennungskraft Messtech Einspritzduese fuer eine brennkraftmaschine

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996010129A1 (fr) * 1994-09-29 1996-04-04 Siemens Aktiengesellschaft Soupape d'injection
EP0726390A1 (fr) * 1995-02-11 1996-08-14 Lucas Industries Public Limited Company Système de carburant
US5711279A (en) * 1995-02-11 1998-01-27 Lucas Industries, Plc Fuel system
DE19612721A1 (de) * 1995-03-30 1996-10-02 Avl Verbrennungskraft Messtech Speichereinspritzsystem mit Voreinspritzung für eine Brennkraftmaschine
DE19612721C2 (de) * 1995-03-30 2000-11-02 Avl Verbrennungskraft Messtech Speichereinspritzsystem mit Voreinspritzung für eine Brennkraftmaschine
US6622932B1 (en) 1999-04-16 2003-09-23 Mtu Motoren-Und Turbinen-Union Friedrichshafen Gmbh Fuel injector for an internal combustion engine
WO2000063550A1 (fr) * 1999-04-16 2000-10-26 Mtu Friedrichshafen Gmbh Injecteur de carburant pour moteur a combustion interne
WO2001014722A1 (fr) * 1999-08-23 2001-03-01 Robert Bosch Gmbh Injecteur de structure compacte pour systeme d'injection a rampe commune de moteur a combustion interne
US6988680B1 (en) 1999-08-23 2006-01-24 Robert Bosch Gmbh Injector of compact design for a common rail injection system for internal combustion engines
EP1795738A1 (fr) * 2005-12-12 2007-06-13 C.R.F. Societa Consortile per Azioni Système d'injection de carburant pour un moteur à combustion interne et méthode correspondante pour commander l'injection de carburant
US7240859B2 (en) 2005-12-12 2007-07-10 Crf Societa Consortile Per Azioni Fuel-injection system for an internal-combustion engine and corresponding method for controlling fuel injection
EP2426349A1 (fr) * 2010-09-07 2012-03-07 Robert Bosch GmbH Injecteur de carburant
CN115288902A (zh) * 2022-09-01 2022-11-04 哈尔滨工程大学 低回油量双升程可变喷油规律电控喷油器
CN115288902B (zh) * 2022-09-01 2023-12-08 哈尔滨工程大学 低回油量双升程可变喷油规律电控喷油器

Also Published As

Publication number Publication date
DE69330195T2 (de) 2001-10-18
DE69330195D1 (de) 2001-06-13
EP0582993B1 (fr) 2001-05-09
JPH0666219A (ja) 1994-03-08

Similar Documents

Publication Publication Date Title
US5472142A (en) Accumulator fuel injection apparatus
US5423484A (en) Injection rate shaping control ported barrel for a fuel injection system
EP1081372B1 (fr) Dispositif d'injection de carburant
EP0823549A2 (fr) Injecteur
EP1053397B1 (fr) Injecteur de carburant a commande hydraulique, dote d'un actionneur d'aiguille reposant sur son siege
WO2003093668A1 (fr) Systeme d'injection de carburant
EP1199467B1 (fr) Système d'injection de combustible
GB1590666A (en) Fuel injection arrangements for internal combustion engines
US20090114744A1 (en) Device for the Injection of Fuel Into the Combustion Chamber of an Internal Combustion Engine
EP0582993B1 (fr) Dispositif d'injection de carburant avec accumulateur
EP1007839B1 (fr) Systeme electronique d'injection de carburant a actionnement hydraulique
EP1541860B1 (fr) Injecteur avec soupape de commande pour commander la pression dans une chambre de commande
US6935580B2 (en) Valve assembly having multiple rate shaping capabilities and fuel injector using same
EP1063421A2 (fr) Injecteur de carburant
GB2341893A (en) Two-stage electromagnetically actuated fuel injector for i.c. engines
EP0965751B1 (fr) Injecteur de combustible
JPH10110658A (ja) 直接制御型ニードルバルブを有する油圧作動燃料噴射器
CN110546376A (zh) 燃料喷射阀
JP3758727B2 (ja) 燃料噴射装置
EP0965750A2 (fr) Injecteur de carburant
US20030080216A1 (en) Fuel injection system for internal combustion engines
JP2887970B2 (ja) 燃料噴射装置
JP3744577B2 (ja) 蓄圧式燃料噴射装置
JPH09217665A (ja) 燃料噴射装置
US4402457A (en) Fuel injector with abrupt and stable termination

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: A1

Designated state(s): DE FR GB IT

17P Request for examination filed

Effective date: 19940211

17Q First examination report despatched

Effective date: 19960604

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: DENSO CORPORATION

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

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

ITF It: translation for a ep patent filed

Owner name: SOCIETA' ITALIANA BREVETTI S.P.A.

REF Corresponds to:

Ref document number: 69330195

Country of ref document: DE

Date of ref document: 20010613

ET Fr: translation filed
REG Reference to a national code

Ref country code: GB

Ref legal event code: IF02

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: FR

Payment date: 20090814

Year of fee payment: 17

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

Ref country code: GB

Payment date: 20090805

Year of fee payment: 17

Ref country code: DE

Payment date: 20090806

Year of fee payment: 17

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

Ref country code: IT

Payment date: 20090813

Year of fee payment: 17

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

Effective date: 20100810

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20110502

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

Ref country code: IT

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

Effective date: 20100810

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 69330195

Country of ref document: DE

Effective date: 20110301

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

Ref country code: DE

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

Effective date: 20110301

Ref country code: FR

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

Effective date: 20100831

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

Ref country code: GB

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

Effective date: 20100810