EP0961024B1 - Buse d'injection de combustible - Google Patents

Buse d'injection de combustible Download PDF

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Publication number
EP0961024B1
EP0961024B1 EP98810499A EP98810499A EP0961024B1 EP 0961024 B1 EP0961024 B1 EP 0961024B1 EP 98810499 A EP98810499 A EP 98810499A EP 98810499 A EP98810499 A EP 98810499A EP 0961024 B1 EP0961024 B1 EP 0961024B1
Authority
EP
European Patent Office
Prior art keywords
nozzle
valve seat
pressure chamber
fuel injection
fuel
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
EP98810499A
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German (de)
English (en)
Other versions
EP0961024A1 (fr
Inventor
David Imhasly
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.)
Wartsila NSD Schweiz AG
Original Assignee
Wartsila NSD Schweiz 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 Wartsila NSD Schweiz AG filed Critical Wartsila NSD Schweiz AG
Priority to DE59814428T priority Critical patent/DE59814428D1/de
Priority to EP98810499A priority patent/EP0961024B1/fr
Priority to JP11075252A priority patent/JP2000064927A/ja
Priority to PL333390A priority patent/PL196143B1/pl
Priority to KR1019990019350A priority patent/KR100609423B1/ko
Publication of EP0961024A1 publication Critical patent/EP0961024A1/fr
Application granted granted Critical
Publication of EP0961024B1 publication Critical patent/EP0961024B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • F02M53/043—Injectors with heating, cooling, or thermally-insulating means with cooling means other than air cooling
    • 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
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/166—Selection of particular materials
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F2007/0097—Casings, e.g. crankcases or frames for large diesel engines

Definitions

  • the invention relates to a fuel injector for a diesel engine according to the preamble of the independent claim.
  • the invention relates to a fuel injector for a two-stroke large diesel engine as it is used for example for driving ships.
  • valve seat of the fuel injector For large diesel engines, z.
  • marine engines operating on the two-stroke cycle typically have the valve seat of the fuel injector relatively far from the nozzle holes through which the fuel enters the combustion chamber of the cylinder. This has several reasons.
  • the valve seat must be sufficiently strongly supported in order to be able to absorb the pressure loads resulting from the high injection pressures. This requires a mechanically robust arrangement, which takes up relatively much space. Since, however, several injection nozzles are typically provided per cylinder, it would be difficult at least for reasons of space to make the regions of the injection nozzles, which are located in the immediate vicinity of the combustion chamber, mechanically sufficiently robust.
  • the cylinder head is usually so thick that these areas of the injection nozzles are barely cooled and thus exposed to very high temperatures during operation. These high temperatures would easily lead to malfunction of the valve seat. Also, for this reason, the valve seat is usually arranged further away from the nozzle holes, so that it is located further away from the application of heat of combustion.
  • the spatial distance between the valve seat and nozzle holes brings with it a problem that, for example, in the EP-B-0 744 007 is described.
  • the nozzle needle Upon completion of the fuel injection, the nozzle needle is pressed into the valve seat, so that the fuel is downstream of the valve seat and nozzle holes is no longer acted upon by the feed pressure. This part of the fuel can then pass badly atomized into the combustion chamber after completion of the injection through the nozzle holes, but where it burns little or not at all. It thus leads to additional pollution of the exhaust gas and deposits of unburned fuel in all parts of the combustion chamber and the exhaust gas-carrying components.
  • an injection valve in which the main valve seat is arranged in the cooled region of the cylinder head.
  • the valve spool has an upper portion having a valve member which cooperates with the main valve seat and a lower portion having a secondary closure member located in the uncooled valve portion.
  • the secondary closing member is designed so that it closes the fuel passage immediately above the nozzle holes in the closed state of the valve spool, that is, when the valve member of the valve spool is sealingly in the main valve seat.
  • the lower portion of the valve spool with the secondary closure member is either a rigid extension of the upper portion or a separate member which is bolted to the upper portion of the valve spool.
  • the problem solving fuel injection nozzle is characterized by the features of the independent claim 1.
  • a fuel injector for a diesel engine in particular a two-stroke large diesel engine, which comprises a nozzle body and a nozzle head connected to the nozzle body, which has at least one nozzle hole through which the fuel can escape into a combustion chamber.
  • the inventive fuel injection nozzle further has a first pressure chamber in the interior of the nozzle body, a feed line for the fuel, which opens into the first pressure chamber, at least one connecting line between the first pressure chamber and the nozzle hole, so that fuel can pass from the first pressure chamber to the nozzle hole, as well a first nozzle needle arranged in the interior of the nozzle body, which cooperates with a first valve seat such that it opens or closes the passage from the first pressure chamber to the connecting line.
  • a second pressure chamber is arranged, and there is provided a second nozzle needle which cooperates with a second valve seat such that it opens or closes the passage from the second pressure chamber to the nozzle hole, wherein the second valve seat is arranged in the nozzle head and the first and the second nozzle needle are mechanically decoupled from each other, characterized in that the second nozzle needle is completely contained in the nozzle head in the closed state.
  • the injection nozzle according to the invention has two nozzle needles, each of which interacts with a valve seat, wherein the second valve seat is arranged downstream of the first valve seat, that is, between the first valve seat and the nozzle hole.
  • the second valve seat is arranged in the nozzle head, in particular closer to the nozzle hole than to the end of the nozzle head, which faces the nozzle body, that is, the second valve seat is in arranged in the immediate vicinity of the nozzle hole.
  • the volume which is located between the second valve seat and the nozzle hole is particularly small, so that the injection process can be terminated virtually immediately by closing the passage at the second valve seat without any further fuel being able to drip into the combustion chamber.
  • the first and the second nozzle needle are mechanically decoupled from each other. This makes it possible to set the opening or the closing pressure for the second nozzle needles to the desired value substantially independently of the first nozzle needle or the movement of the first nozzle needle.
  • the inventive fuel injector is suitable for diesel engines, especially for two-stroke large diesel engines, as used for example in shipbuilding.
  • Fig. 1 shows in a longitudinal section for the understanding of the invention essential parts of a first embodiment of the inventive fuel injector, which is provided throughout with the reference numeral 1.
  • the fuel injector 1 is designed for installation in the cylinder head of a two-stroke large diesel engine, for example a marine engine. In the mounted state protrudes the lower end of the fuel injector 1 as shown in the combustion chamber of a cylinder of the diesel engine.
  • the fuel injection nozzle 1 comprises a nozzle body 2 and a nozzle head 3 which is connected to the nozzle body 2.
  • the connection takes place by means of a holding sleeve 4, which tapers at its lower end to the longitudinal axis A of the fuel injector 1 out.
  • the retaining sleeve 4 is fixed to the nozzle body 2 by means of a union nut 5 and an elastic element 45, for example a snap ring.
  • the nozzle head 3 is supported in the tapered part of the retaining sleeve 4. In the region of its lower end, the nozzle head 3 has at least one nozzle hole 31, typically z. B. five nozzle holes 31, through which the fuel can escape into the combustion chamber.
  • a first pressure chamber 6 is provided, in which a feed line 12 opens for the fuel.
  • the first Pressure chamber 6 is limited in the axial direction by a first valve seat 8, which serves as a main valve seat.
  • a first nozzle needle 7 is arranged in the interior of the nozzle body 2, which extends substantially parallel to the longitudinal axis A, and which cooperates with the first valve seat 8.
  • the tip of the first nozzle needle 7 is pressed into the first valve seat 8, so that the passage at the first valve seat 8 is closed.
  • the first nozzle needle 7 is in a conventional manner, for. B. via a plunger 14 and a plunger plate 15 which is spring-loaded by a compression spring 16, biased against the first valve seat 8.
  • a second pressure chamber 9 is provided which is limited in the axial direction by a second valve seat 11, which serves as a secondary valve seat.
  • the second valve seat 11 is preferably arranged directly above the uppermost nozzle hole 31 in order to make the blind hole volume 20 below the second valve seat 11 small.
  • a second nozzle needle 10 is further provided for cooperation with the second valve seat 11, which also extends parallel to the longitudinal axis A.
  • the second nozzle needle 10 is configured such that it is hydraulically actuated.
  • the second nozzle needle 10 for example, a head 10a, which limits the second pressure chamber 9 in the axial direction upwards.
  • a shaft 10b adjoins, which cooperates with the second valve seat 11, that the passage from the second pressure chamber 9 to the nozzle holes 31 is either opened or - Fig. 1 shown - is closed.
  • the second nozzle needle 10 is biased toward the second valve seat 11.
  • the means for biasing comprise in this embodiment, a spring 21 which is supported on the one hand in the nozzle body 2 and on the other hand acts on the second nozzle needle 10, namely on the second pressure chamber 9 facing away from the axial end surface of the head 10a of the second nozzle needle 10.
  • the spring 21 is arranged in a spring chamber 22 which is configured as a recess in the nozzle body 2.
  • a washer 23 may be arranged to adjust the force acting on the second nozzle needle 10 spring force.
  • the opening or closing pressure for the Adjust the passage on the second valve seat 11 in a controlled manner to the desired value.
  • other means for accurately adjusting the bias caused by the spring 21 may be provided.
  • a connecting line 13 is provided between the first pressure chamber 6 and the nozzle holes 31 so that fuel from the first pressure chamber 6 can reach the nozzle holes 31.
  • a passage in the form of a bore 13a is provided, which extends in the direction of the longitudinal axis A from the first pressure chamber 6 through the first valve seat 8.
  • two connecting lines 13 branch off from the bore 13a.
  • the two connecting lines 13 each extend obliquely outwards, ie away from the longitudinal axis A, then run parallel to the longitudinal axis A downwards and finally obliquely inwards, ie towards the longitudinal axis A, until they open into the second pressure chamber 9 ,
  • the fuel injector 1 functions as follows.
  • the fuel is z. B. promoted by means of an injection pump, not shown, through the supply line 12 into the first pressure chamber 6 and applied there the first nozzle needle 7. If the fuel pressure in the first pressure chamber 6 is greater than that caused by the compression spring 16 bias, the first nozzle needle 7 is raised and opens the passage at the first valve seat 8.
  • the fuel flows through the connecting lines 13 in the second pressure chamber 9 and there acts on the second nozzle needle 10.
  • the second Nozzle needle 10 raised from the second valve seat 11 and thus opens the passage to the nozzle holes 31, so that the injection process begins, that is, the fuel through the nozzle holes 31 into the combustion chamber of the cylinder entry.
  • the fuel pressure in the first pressure chamber 6 decreases.
  • the first nozzle needle 7 is pressed into the first valve seat 8 and closes the passage from the first pressure chamber 6 in the connecting lines 13.
  • the injection continues until the fuel pressure in the second pressure chamber 9 has fallen so far that the spring 21 presses the second nozzle needle 10 in the second valve seat 11. Thereby, the passage at the second valve seat 11 is closed, and the injection process is completed. Since the blind hole volume 20 downstream of the second valve seat 11 is negligibly small, virtually no fuel can drip into the combustion chamber after the end of the injection process.
  • the second nozzle needle 10 is supported via the spring 21 in the nozzle body 2, so it is mechanically separated from the first nozzle needle 7.
  • This mechanical decoupling of the two nozzle needles 7, 10 has the particular advantage that the opening or closing pressure, that is to say the fuel pressure in the second pressure chamber 9, at which the passage at the second valve seat 11 is opened or lowered by raising or lowering the second nozzle needle 10 is closed, can be adjusted substantially independently of the first nozzle needle 7.
  • This adjustment is made via the bias generated by the spring 21, for example by means of appropriate dimensioning of the washer 23.
  • the possibility of adjusting the opening or closing pressure for the second valve seat 11 ensures that the fuel always with the optimum injection pressure in the combustion chamber is promoted, whereby an economical, economical and efficient operation of the diesel engine is achievable.
  • the hydraulic actuation of the second nozzle needle 10 is advantageous because it is in particular structurally simple to implement and also enables reliable operation of the fuel injection valve.
  • the second nozzle needle 10 is contained in the nozzle head 3.
  • the nozzle head 3 is designed and arranged as an exchangeable unit. Due to the simple connection of the nozzle head 3 with the nozzle body 2 via the retaining sleeve 4 and the union nut 5, the nozzle head 3 can be easily separated from the nozzle body 2 and replaced by a new one. This is in particular an advantage in view of the fact that the nozzle head 3 is exposed in the operating state enormous, especially thermal and corrosive loads and therefore subject to a certain wear, which limits its life.
  • the second nozzle needle 10 is contained in the nozzle head 3 and is interchangeable with this, the tolerances to be complied with in the manufacture of a new nozzle head 3 are less stringent, without requiring concessions to the proper functioning. This means a considerably lower workload in the manufacture of a new nozzle head 3 with a new second nozzle needle 10th
  • Fig. 2 shows a sectional view of the lower portion of a second embodiment of the inventive fuel injector 1 with the nozzle head 3.
  • first embodiment shows a sectional view of the lower portion of a second embodiment of the inventive fuel injector 1 with the nozzle head 3.
  • means for cooling the nozzle head 3 are additionally provided intended.
  • These means comprise an additional sleeve 41, which is arranged between the retaining sleeve 4 and the nozzle head 3.
  • the additional sleeve 41 is supported in the tapered part of the holding sleeve 4 and the nozzle head 3 is supported on or in the additional sleeve 41.
  • the additional sleeve 41 has on its inner side a recess extending in the circumferential direction on which forms a cooling space 42 in the mounted state.
  • the additional sleeve 41 encloses the nozzle head 3 such that the recess in the additional sleeve 41 together with the outer wall of the nozzle head 3 forms the annular cooling space 42 which surrounds the nozzle head 3 in the circumferential direction.
  • cooling lines 43 and 44 are provided, which are preferably designed as bores.
  • Each cooling line 43, 44 extends through the nozzle body 2, the upper part of the nozzle head 3 and the additional sleeve 41 and opens into the cooling chamber 42.
  • a coolant for example water or a cooling oil
  • the nozzle head 3 can cool efficiently in the operating state, which has a positive effect on its life.
  • Fig. 3 Yet another variant of the design of the nozzle head 3 is shown, which can be used for both the first and the second embodiment.
  • the nozzle head 3 at least on a part of its outer surface, a heat protection layer 32, in particular of a ceramic such as Cikron oxide, on.
  • the thermal protection layer 32 extends in the axial direction approximately over the entire length of the part of the outer surface of the nozzle head 3, which is located outside the retaining sleeve 4.
  • the heat protection layer 32 extends only over a part, for example half, of the circumference of the nozzle head 3, wherein this part lies on the side facing away from the nozzle holes 31 of the nozzle head 3.
  • the heat protection layer 32 surrounds the nozzle head 3 along its entire circumference and ends in the axial direction above the nozzle holes 31.
  • the heat-insulating layer 32 has the advantage that it reduces the thermal load on the nozzle head 3.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (10)

  1. Injecteur de combustible pour un moteur Diesel, en particulier un grand moteur Diesel à deux temps, avec un corps de gicleur (2) et une tête de gicleur (3) reliée au corps de gicleur (2), qui présente au moins un trou de gicleur (31) à travers lequel le combustible peut sortir dans une enceinte de combustion, avec une première enceinte de pression (6) à l'intérieur du corps de gicleur (2), avec une conduite d'amenée de combustible qui débouche dans la première enceinte de pression (6), avec au moins une conduite de liaison (13) entre la première enceinte de pression (6) et le trou de gicleur (31) de sorte que le combustible peut passer de la première enceinte de pression (6) au trou de glicleur (31), et avec une première aiguille d'injection (7) disposée dans l'intérieur du corps de gicleur qui coopère avec un premier siège de vanne (8) de façon à ouvrir ou fermer le passage de la première enceinte de pression (6) à la conduite de liaison (13), où est disposé entre la première enceinte de pression (6) et le trou de gicleur (31) une deuxième enceinte de pression (9), et une deuxième aiguille d'injection (10) est prévue qui coopère de telle sorte avec un deuxième siège de vanne (11) qu'elle ouvre ou ferme le passage de la deuxième enceinte de pression (9) au trou de glicleur (31), où le deuxième siège de vanne (11) est disposé dans la tête de gicleur (3), et la première et la deuxième aiguille d'injection (7, 10) sont découplées mécaniquement l'une de l'autre, caractérisé en ce que la deuxième aiguille d'injection (10), à l'état fermé, se trouve complètement dans la tête de gicleur (3).
  2. Injecteur de combustible selon la revendication 1, dans lequel le deuxième siège de vanne est disposé à une plus grande proximité du trou de gicleur (31) qu'à l'extrémité de la tête de gicleur (3) qui est orientée vers le corps de gicleur (2).
  3. Injecteur de combustible selon l'une des revendications précédentes, dans lequel la deuxième aiguille d'injection (10) est réalisée et disposée de façon qu'elle soit actionnable hydrauliquement.
  4. Injecteur de combustible selon l'une des revendications précédentes, dans lequel sont prévus des moyens pour la précontrainte de la deuxième aiguille d'injection (10) vers le deuxième siège de vanne (11).
  5. Injecteur de combustible selon la revendication 4, dans lequel les moyens pour la précontrainte comprennent un ressort (21) qui s'appuie, d'une part, dans le corps de gicleur (2) et qui agit, d'autre part, sur la deuxième aiguille d'injection (10).
  6. Injecteur de combustible selon la revendication 5, dans lequel le ressort (21) est disposé dans un espace de ressort (22) qui est configuré comme évidement dans le corps de gicleur (2), et où une conduite de décharge (24) est prévue qui débouche dans l'espace de ressort (22).
  7. Injecteur de combustible selon l'une des revendications précédentes, dans lequel la tête de gicleur (3) est réalisée et disposée comme unité échangeable.
  8. Injecteur de combustible selon l'une des revendications précédentes, dans lequel sont prévus des moyens (41, 42) pour le refroidissement de la tête de gicleur (3).
  9. Injecteur de combustible selon l'une des revendications précédentes, dans lequel la tête de gicleur (3) présente au moins à une partie de sa face extérieure une couche calorifuge (32), en particulier en céramique.
  10. Moteur Diesel, en particulier grand moteur Diesel à deux temps, avec un injecteur de combustible selon l'une des revendications précédentes.
EP98810499A 1998-05-29 1998-05-29 Buse d'injection de combustible Expired - Lifetime EP0961024B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
DE59814428T DE59814428D1 (de) 1998-05-29 1998-05-29 Brennstoffeinspritzdüse
EP98810499A EP0961024B1 (fr) 1998-05-29 1998-05-29 Buse d'injection de combustible
JP11075252A JP2000064927A (ja) 1998-05-29 1999-03-19 燃料噴射ノズル
PL333390A PL196143B1 (pl) 1998-05-29 1999-05-26 Dysza paliwowa i silnik wysokoprężny
KR1019990019350A KR100609423B1 (ko) 1998-05-29 1999-05-28 연료분사노즐

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP98810499A EP0961024B1 (fr) 1998-05-29 1998-05-29 Buse d'injection de combustible

Publications (2)

Publication Number Publication Date
EP0961024A1 EP0961024A1 (fr) 1999-12-01
EP0961024B1 true EP0961024B1 (fr) 2010-01-13

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP98810499A Expired - Lifetime EP0961024B1 (fr) 1998-05-29 1998-05-29 Buse d'injection de combustible

Country Status (5)

Country Link
EP (1) EP0961024B1 (fr)
JP (1) JP2000064927A (fr)
KR (1) KR100609423B1 (fr)
DE (1) DE59814428D1 (fr)
PL (1) PL196143B1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2397682A1 (fr) 2010-06-18 2011-12-21 Caterpillar Motoren GmbH & Co. KG Système de buse à injection et capot de buse en céramique
EP2397683A1 (fr) 2010-06-18 2011-12-21 Caterpillar Motoren GmbH & Co. KG Système de buse à injection
EP2397684A1 (fr) 2010-06-18 2011-12-21 Caterpillar Motoren GmbH & Co. KG Système de buse à injection et procédé de fonctionnement d'un système de buse à injection
WO2011157375A1 (fr) 2010-06-18 2011-12-22 Caterpillar Motoren Gmbh & Co. Kg Système de buse d'injection et capuchon de buse en céramique

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DE59814428D1 (de) * 1998-05-29 2010-03-04 Waertsilae Nsd Schweiz Ag Brennstoffeinspritzdüse
FI112527B (fi) 1999-12-16 2003-12-15 Waertsilae Finland Oy Ruiskutusventtiilijärjestely
JP2002130087A (ja) 2000-10-23 2002-05-09 Toyota Motor Corp 筒内噴射式内燃機関用燃料噴射弁
DE102006007574A1 (de) * 2006-02-18 2007-08-30 Man Diesel Se Steuerventil eines Einspritzinjektors für Schwerölbetrieb
DE102009054441A1 (de) 2009-11-25 2011-06-30 L'Orange GmbH, 70435 Kraftstoff-Einspritzdüse für Brennkraftmaschinen
AT517054B1 (de) 2015-04-14 2017-02-15 Ge Jenbacher Gmbh & Co Og Anordnung aus einem Zylinderkopf und einem Kraftstoffinjektor
CN106545444B (zh) * 2017-01-18 2023-04-28 哈尔滨工程大学 一种带有刻沟的双路进油旁通式电控喷油器

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DE59814428D1 (de) * 1998-05-29 2010-03-04 Waertsilae Nsd Schweiz Ag Brennstoffeinspritzdüse

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Publication number Priority date Publication date Assignee Title
DE761853C (de) * 1942-06-23 1951-08-23 Bosch Gmbh Robert Fluessigkeitsgesteuertes Einspritzventil fuer Brennkraftmaschinen
DE1076996B (de) * 1957-09-26 1960-03-03 Bosch Gmbh Robert Fluessigkeitsgesteuertes Kraftstoff-einspritzventil

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2397682A1 (fr) 2010-06-18 2011-12-21 Caterpillar Motoren GmbH & Co. KG Système de buse à injection et capot de buse en céramique
EP2397683A1 (fr) 2010-06-18 2011-12-21 Caterpillar Motoren GmbH & Co. KG Système de buse à injection
EP2397684A1 (fr) 2010-06-18 2011-12-21 Caterpillar Motoren GmbH & Co. KG Système de buse à injection et procédé de fonctionnement d'un système de buse à injection
WO2011157374A1 (fr) 2010-06-18 2011-12-22 Caterpillar Motoren Gmbh & Co. Kg Système d'injecteur et son procédé de fonctionnement
WO2011157375A1 (fr) 2010-06-18 2011-12-22 Caterpillar Motoren Gmbh & Co. Kg Système de buse d'injection et capuchon de buse en céramique

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JP2000064927A (ja) 2000-03-03
PL196143B1 (pl) 2007-12-31
KR19990088616A (ko) 1999-12-27
PL333390A1 (en) 1999-12-06
EP0961024A1 (fr) 1999-12-01
KR100609423B1 (ko) 2006-08-03
DE59814428D1 (de) 2010-03-04

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