EP1978239B1 - Mehrfachkapillare Kraftstoffeinspritzdüse für einen Verbrennungsmotor - Google Patents

Mehrfachkapillare Kraftstoffeinspritzdüse für einen Verbrennungsmotor Download PDF

Info

Publication number
EP1978239B1
EP1978239B1 EP08009560A EP08009560A EP1978239B1 EP 1978239 B1 EP1978239 B1 EP 1978239B1 EP 08009560 A EP08009560 A EP 08009560A EP 08009560 A EP08009560 A EP 08009560A EP 1978239 B1 EP1978239 B1 EP 1978239B1
Authority
EP
European Patent Office
Prior art keywords
fuel
capillary flow
flow passages
capillary
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP08009560A
Other languages
English (en)
French (fr)
Other versions
EP1978239A1 (de
Inventor
Mimo Elia
Jan-Roger Linna
John Paul Mello
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.)
Philip Morris USA Inc
Original Assignee
Philip Morris USA Inc
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 Philip Morris USA Inc filed Critical Philip Morris USA Inc
Publication of EP1978239A1 publication Critical patent/EP1978239A1/de
Application granted granted Critical
Publication of EP1978239B1 publication Critical patent/EP1978239B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • F02M53/06—Injectors with heating, cooling, or thermally-insulating means with fuel-heating means, e.g. for vaporising
    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
    • F02M51/0625—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures
    • F02M51/0635—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a plate-shaped or undulated armature not entering the winding
    • F02M51/0639—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a plate-shaped or undulated armature not entering the winding the armature acting as a valve

Definitions

  • the present invention relates to fuel delivery in an internal combustion engine.
  • the engine must be at sufficient temperature to allow for vaporization of liquid fuel as it impinges upon intake components, such as port walls and/or the back of valves.
  • the effectiveness of this process is important in that it provides a proper degree of control over the stoichiometry of the fuel/air mixture and, thus, is coupled to idle quality and the performance of the three-way catalyst, and it ensures that the fuel supplied to the engine is burned during combustion and, thus, eliminates the need for over-fueling to compensate for liquid fuel that does not vaporize sufficiently and/or collects on intake components.
  • a stoichiometric combustible mixture contains the exact quantities of air (oxygen) and fuel required for complete combustion. For gasoline, this air-to-fuel ratio is about 14.7:1 by weight.
  • the products of an ideal combustion process are water (H 2 O) and carbon dioxide (CO 2 ). If combustion is incomplete, some carbon is not fully oxidized, yielding carbon monoxide (CO) and unburned hydrocarbons (HC).
  • control strategies can include exhaust gas recirculation, variable valve timing, retarded ignition timing, reduced compression ratios, the use of catalytic converters and air injection to oxidize unburned hydrocarbons and produce an exothermic reaction benefiting catalytic converter light-off.
  • U.S. Patents proposing fuel vaporization techniques include U.S. Patent No. 5,195,477 issued to Hudson, Jr. et al , U.S. Patent No. 5,331,937 issued to Clarke , U.S. Patent No. 4,886,032 issued to Asmus , U.S. Patent No. 4,955,351 issued to Lewis et al ., U.S. Patent No. 4,458,655 issued to Oza , U.S. Patent No. 6,189,518 issued to Cooke , U.S. Patent No. 5,482,023 issued to Hunt , U.S. Patent No. 6,109,247 issued to Hunt , U.S. Patent No.
  • U.S. Patent No. 3,716,416 discloses a fuel-metering device for use in a fuel cell system.
  • the fuel cell system is intended to be self-regulating, producing power at a predetermined level.
  • the proposed fuel metering system includes a capillary flow control device for throttling the fuel flow in response to the power output of the fuel cell, rather than to provide improved fuel preparation for subsequent combustion.
  • the fuel is intended to be fed to a fuel reformer for conversion to H 2 and then fed to a fuel cell.
  • the capillary tubes are made of metal and the capillary itself is used as a resistor, which is in electrical contact with the power output of the fuel cell.
  • the fuels suggested for use include any fluid that is easily transformed from a liquid to a vapor phase by applying heat and flows freely through a capillary. Vaporization appears to be achieved in the manner that vapor lock occurs in automotive engines.
  • U.S. Patent No. 6,276,347 proposes a supercritical or near-supercritical atomizer and method for achieving atomization or vaporization of a liquid.
  • the supercritical atomizer of U.S. Patent No. 6,276,347 is said to enable the use of heavy fuels to fire small, light weight, low compression ratio, spark-ignition piston engines that typically burn gasoline.
  • the atomizer is intended to create a spray of fine droplets from liquid, or liquid-like fuels, by moving the fuels toward their supercritical temperature and releasing the fuels into a region of lower pressure on the gas stability field in the phase diagram associated with the fuels, causing a fine atomization or vaporization of the fuel.
  • Utility is disclosed for applications such as combustion engines, scientific equipment, chemical processing, waste disposal control, cleaning, etching, insect control, surface modification, humidification and vaporization.
  • U.S. Patent No. 6,276,347 proposes keeping the fuel below the supercritical temperature until passing the distal end of a restrictor for atomization. For certain applications, heating just the tip of the restrictor is desired to minimize the potential for chemical reactions or precipitations. This is said to reduce problems associated with impurities, reactants or materials in the fuel stream which otherwise tend to be driven out of solution, clogging lines and filters.
  • Working at or near supercritical pressure suggests that the fuel supply system operate in the range of 21 kg/cm 2 (300 psig) to 56 kg /cm 2 (800 psig).
  • US 2003/178011 A1 and US 2003/178010 A1 disclose a fuel injector comprising a plurality of capillary flow passages, a heat source arranged along each of said plurality of capillary flow passages, and a valve downstream of the capillary flow passages.
  • US-A-3868939 teaches a semi-spherical valve member.
  • the fuel injectors provided are effective in reducing cold-start and warm-up emissions of an internal combustion engine. Efficient combustion can be promoted by forming an aerosol of fine droplet size when the substantially vaporized fuel condenses in air.
  • the substantially vaporized fuel can be supplied directly or indirectly to a combustion chamber of an internal combustion engine during cold-start and warm-up of the engine, or at other periods during the operation of the engine, and reduced emissions can be achieved due to the capacity for improved mixture control during cold-start, warm-up and transient operation.
  • the capillary passage can be formed within a capillary tube and the heat source can include a resistance heating element or a section of the tube heated by passing electrical current therethrough.
  • the fuel supply can be arranged to deliver pressurized or non-pressurized liquid fuel to the flow passage.
  • the fuel injectors can provide a stream of vaporized fuel that mixes with air and forms an aerosol having a mean droplet size of 25 ⁇ m or less.
  • FIG. 1 shows an isometric view of another multiple capillary fuel injector having an electronically heated capillary bundle positioned upstream of a solenoid activated fuel metering valve;
  • FIG. 2 is a partial cross-sectional side view of the multiple capillary fuel injector of FIG. 1 ;
  • FIG. 3 is a chart illustrating the trade-off between minimizing the power supplied to the injector and minimizing the warm-up time associated with the injector for different heated masses;
  • FIG. 4 is a chart illustrating that maximum emission reduction may be achieved by injecting vapor only during the portion of the engine cycle in which the intake valves are open;
  • FIG. 5 is a schematic of a fuel delivery and control system, in accordance with a preferred form
  • FIG. 6 presents the liquid mass flow rate and vapor mass flow rate of fuel through a single 3.8 cm (1.5 in) capillary as a function of the pressure drop over the capillary;
  • FIG. 7 presents fuel droplet size (SMD in microns) as a function of the resistance set-point of a 3.8 cm (1.5 in) thin wall capillary.
  • a multiple capillary fuel injector with metering valve and a fuel system employing same that is useful for cold-start, warm-up and normal operation of an internal combustion engine.
  • the fuel system includes a fuel injector having a plurality of capillary flow passages, each capillary flow passage capable of heating liquid fuel so that substantially vaporized fuel is supplied when desired.
  • the substantially vaporized fuel can be combusted with reduced emissions compared to conventional fuel injector systems.
  • the fuel delivery system of the present invention requires less power, and has shorter warm-up times than other vaporization techniques.
  • the injector designs provided herein are specifically aimed at meeting several automotive fuel injector design requirements including: provide an acceptable pressure drop across the injector body, provide an acceptable vaporized fuel flow rate at 100% duty cycle, provide an acceptable liquid fuel flow rate at 100% duty cycle, exhibit minimal heat-up time, possess minimal power requirement, exhibit a linear relationship between duty cycle and vaporized fuel flow and exhibit a linear relationship between duty cycle and liquid fuel flow.
  • gasoline does not readily vaporize at low temperatures.
  • relatively little vaporization of the liquid fuel takes place.
  • combustion gases discharged from the cylinders include unburned fuel and undesirable gaseous emissions.
  • the liquid fuel readily vaporizes, so that less fuel is needed to achieve an air/fuel mixture that will readily combust.
  • the air/fuel mixture upon reaching normal operating temperature, can be controlled at or near stoichiometry, thereby reducing emissions of unburned hydrocarbons and carbon monoxide. Additionally, when fueling is controlled at or near stoichiometry, just enough air is available in the exhaust stream for simultaneous oxidation of unburned hydrocarbons and carbon monoxide and reduction of nitrogen oxides over a three-way catalyst (TWC) system.
  • TWC three-way catalyst
  • the fuel injector and fuel system disclosed herein injects fuel that has been substantially vaporized into the intake flow passage, or directly into an engine cylinder, thereby eliminating the need for excess fuel during the start-up and warm-up period of an engine.
  • the fuel is preferably delivered to the engine in a stoichiometric or fuel-lean mixture, with air, or air and diluent, so that virtually all of the fuel is burned during the cold start and warm-up period.
  • system and method of the present invention enables the engine to operate at stoichiometric or even slightly fuel-lean conditions during the cold-start and warm-up period, eliminating both the need for over-fueling and the need for an additional exhaust air pump, reducing the cost and complexity of the exhaust after treatment system.
  • the three-way catalyst is initially cold and is not able to reduce a significant amount of the unburned hydrocarbons that pass through the catalyst.
  • Much effort has been devoted to reducing the warm-up time for three-way catalysts, to convert a larger fraction of the unburned hydrocarbons emitted during the cold-start and warm-up period.
  • One such concept is to deliberately operate the engine very fuel-rich during the cold-start and warm-up period. Using an exhaust air pump to supply air in this fuel-rich exhaust stream, a combustible mixture can be generated which is burned either by auto-ignition or by some ignition source upstream of, or in, the catalytic converter.
  • the engine could be controlled to operate alternating cylinders fuel-rich and fuel-lean to achieve the same effect but without the need for an air pump.
  • two cylinders could be operated fuel-rich during the cold-start and warm-up period to generate unburned hydrocarbons in the exhaust.
  • the two remaining cylinders would be operated fuel-lean during cold-start and warm-up, to provide oxygen in the exhaust stream.
  • the system and method of the present invention may also be utilized with gasoline direct injection engines (GDI).
  • GDI engines the fuel is injected directly into the cylinder as a finely atomized spray that evaporates and mixes with air to form a premixed charge of air and vaporized fuel prior to ignition.
  • Contemporary GDI engines require high fuel pressures to atomize the fuel spray.
  • GDI engines operate with stratified charge at part load to reduce the pumping losses inherent in conventional indirect injected engines.
  • a stratified-charge, spark-ignited engine has the potential for burning lean mixtures for improved fuel economy and reduced emissions.
  • an overall lean mixture is formed in the combustion chamber, but is controlled to be stoichiometric or slightly fuel-rich in the vicinity of the spark plug at the time of ignition.
  • the stoichiometric portion is thus easily ignited, and this in turn ignites the remaining lean mixture.
  • the operating window currently achievable for stratified charge is limited to low engine speeds and relatively light engine loads.
  • the limiting factors include insufficient time for vaporization and mixing at higher engine speeds and insufficient mixing or poor air utilization at higher loads.
  • the system and method of the present invention can widen the operating window for stratified charge operation, solving the problem associated with insufficient time for vaporization and mixing.
  • the fuel pressure employed in the practice of the present invention can be lowered, reducing the overall cost and complexity of the fuel system.
  • the invention provides a fuel delivery device for an internal combustion engine which includes a pressurized liquid fuel supply that supplies liquid fuel under pressure, a plurality of capillary flow passages connected to the liquid fuel supply, and a heat source arranged along the plurality of capillary flow passages.
  • the heat source is operable to heat liquid fuel in the at least one capillary flow passage sufficiently to deliver a stream of substantially vaporized fuel.
  • the fuel delivery device is preferably operated to deliver the stream of vaporized fuel to one or more combustion chambers of an internal combustion engine during start-up, warm-up, and other operating conditions of the internal combustion engine. If desired, the plurality of capillary flow passages can be used to deliver liquid fuel to the engine under normal operating conditions.
  • the invention also provides a method of delivering fuel to an internal combustion engine, including the steps of supplying the pressurized liquid fuel to a plurality of capillary flow passages, and heating the pressurized liquid fuel in the plurality of capillary flow passages sufficiently to cause a stream of vaporized fuel to be delivered to at least one combustion chamber of an internal combustion engine during start-up, warm-up, and other operating conditions of the internal combustion engine.
  • a fuel delivery system includes a plurality of capillary-sized flow passage through which pressurized fuel flows before being injected into an engine for combustion.
  • Capillary-sized flow passages can be provided with a hydraulic diameter that is preferably less than 2 mm, more preferably less than 1 mm, and most preferably less than 0.75 mm.
  • the hydraulic diameter is used for the flow of fluids in noncircular fluid carrying elements. From the definition of hydraulic radius, the diameter of a fluid-carrying element having circular cross section is four times its hydraulic radius. Therefore, hydraulic diameter is defined as four times the hydraulic radius.
  • substantially vaporized it is meant that at least 50% of the volume of the liquid fuel is vaporized by the heat source, more preferably at least 70%, and most preferably at least 80% of the liquid fuel is vaporized. Although it may be difficult to achieve 100% vaporization due to the complex physical effects that take place, nonetheless complete vaporization would be desirable.
  • Each capillary-sized fluid passage is preferably formed within a capillary body such as a single or multilayer metal, ceramic or glass body.
  • Each passage has an enclosed volume opening to an inlet and an outlet, either of which, or both, may be open to the exterior of the capillary body or may be connected to another passage within the same body or another body or to fittings.
  • the heater can be formed using a portion of the body; for example, a section of a stainless steel or Inconel tube or the heater can be a discrete layer or wire of resistance heating material incorporated in or on the capillary body.
  • Each fluid passage may be any shape comprising an enclosed volume opening to an inlet and an outlet and through which a fluid may pass.
  • Each fluid passage may have any desired cross-section with a preferred cross-section being a circle of uniform diameter.
  • Other capillary fluid passage cross-sections include non-circular shapes such as triangular, square, rectangular, oval or other shape and the cross section of the fluid passage need not be uniform.
  • each tube can have an inner diameter of 0.01 to 3 mm, preferably 0.1 to 1 mm, most preferably 0.3 to 0.75 mm.
  • the capillary passages can be defined by transverse cross sectional area of the passage, which can be 8 x 10 -5 to 7 mm 2 , preferably 8 x 10 -3 to 8 x 10 -1 mm 2 and more preferably 7 x 10 -2 to 4.5 x 10 -1 mm 2 .
  • transverse cross sectional area of the passage can be 8 x 10 -5 to 7 mm 2 , preferably 8 x 10 -3 to 8 x 10 -1 mm 2 and more preferably 7 x 10 -2 to 4.5 x 10 -1 mm 2 .
  • the liquid fuel can be supplied to the capillary flow passage under a pressure of at least 0.7 kg/cm 2 (10 psig), preferably at least 1.4 kg/cm 2 (20 psig).
  • each capillary flow passage is defined by the interior of a stainless steel or Inconel tube having an internal diameter of approximately 0.051 cm (0.020 in) to 0.076 cm (0.030 in) and a length of approximately 2.54 cm (1 in) to 7.62 cm (3 in)
  • the fuel is preferably supplied to the capillary passageway at a pressure of 7 kg/cm 2 (100 psig) or less to achieve mass flow rates required for stoichiometric start of a typical size automotive engine cylinder (on the order of 100-200 mg/s).
  • each capillary tube be characterized as having a low thermal inertia, so that each capillary passageway can be brought up to the desired temperature for vaporizing fuel very quickly, preferably within 2.0 seconds, more preferably within 0.5 second, and most preferably within 0.1 second, which is beneficial in applications involving cold starting an engine.
  • the low thermal inertia also could provide advantages during normal operation of the engine, such as by improving the responsiveness of the fuel delivery to sudden changes in engine power demands.
  • valve arrangement effective to regulate vapor flow from the distal end of a fuel injector is required. Because of the small thermal mass of capillary flow passages contemplated herein, the valve arrangement used to regulate vapor flow must be designed to add minimal thermal mass to the heated system so that warm-up time and effectiveness is not degraded. Likewise, the surface area wetted by the fuel must be minimized so that the vaporized fuel does not re-condense on contact and jeopardize performance.
  • the vapor flow path through the capillary flow passages is actively heated such that the working fluid is in the vapor phase upon coming into contact with the valve. It is preferred that the valve itself not be actively heated.
  • Fuel injector 100 has an inlet 190 and outlet 192, which may advantageously be designed in a manner similar to conventional port fuel injectors, so as to be substantially interchangeable therewith. As is particularly preferred, this embodiment possesses a ball-in-cone valve assembly 144. A capillary bundle 115 is positionable within central bore 170.
  • Capillary bundle 115 is shown having a plurality of capillary flow passages 112, each having an inlet end 114 and an outlet end 116, with the inlet end 114 in fluid communication with a liquid fuel source F.
  • a heat source 120 is arranged along each capillary flow passage 112.
  • Each heat source 120 is provided by forming capillary flow passage 112 from a tube of electrically resistive material, a portion of each capillary flow passage 112 forming a heater element when a source of electrical current is connected to the tube at electrical connections 122 and 124 for delivering current therethrough.
  • Each heat source 120 is then operable to heat the liquid fuel in each capillary flow passage 112 to a level sufficient to change at least a portion thereof from a liquid state to a vapor state and deliver a stream of substantially vaporized fuel from outlet end 116 of each capillary flow passage 112.
  • this method of vapor delivery into the body of the injector minimizes the surface area of the material that comes into contact with the vaporized fuel and, therefore, also minimizes the thermal mass that must be heated in order to prevent premature condensation of the vapor.
  • Capillary bundle 115 may consist of from 2 to 4 thin-walled capillary flow passages 112 (0.081 cm (0.032 in) outer diameter (OD) and 0.071-0.074 cm (0.028-0.029 in) inner diameter (ID)).
  • Capillary flow passages 112 may be constructed from stainless steel or annealed Inconel 600 tubes, each having a heated length 20 of from about 3.18 cm (1.25 in) to about 6.25 cm (2.50 in).
  • the heated source 120 of each capillary passage 112 becomes hot and subsequently vaporizes fuel as the fuel flows through the capillary passages 112.
  • One method having utility in the attaching of the capillary bundle 115 in the region of the ball-in-cone valve assembly 144 is through the use of laser welding.
  • the capillary passages 112 are laser welded onto a securing disk, where the capillary passages 112 extend through the thickness of the disk.
  • This securing disk is then welded to the inner diameter of the central bore 170 that extends down the centerline of the injector 100.
  • the capillary passages 112 are secured in position through this welding process.
  • a brazing technique may be used to attach the capillary bundle 115 in the region of the ball-in-cone valve assembly 144.
  • a cup-and-disk apparatus is used to secure the outlet ends 16 of the capillary passages 112 in place.
  • the cup portion of this assembly consists of a short cylindrical piece of metal, into which the outlet ends 116 of the capillary passages 112 are fit.
  • the ends of the capillary passages are then brazed to the inner diameter of the cup.
  • the end of the cup closest to the ball-in-cone valve assembly 144 is flared out such that it is perpendicular to the axis of the cylinder. This cup portion is then brazed to the inner diameter of a separate disk.
  • a separate method is used to ensure that there is no fluid flow path between the disk and the fuel injector housing 180.
  • Some examples of such methods include the use of a soft weld to create a physical connection between the disk and the fuel injector housing 180 or the use of an O-ring. It should be noted that the non-magnetic property of the braze, the magnetic properties of the cup and the disk, and the orientation and thickness of each piece in this assembly are designed to act as part of the magnetic circuit of the fuel injector 100.
  • a low-mass ball valve assembly 144 is operated by solenoid 128.
  • Solenoid 128 has coil windings 132 connected to electrical connectors 176. When the coil windings 132 are energized, a magnetic field is directed through plate 146, which is connected to ball 140, thereby causing it to lift from conical sealing surface 142, exposing an orifice 152, and allowing fuel to flow.
  • a spring (not shown) returns the plate 146 and attached ball 140 to their original position.
  • a solenoid element (not shown) could be drawn into the center of coil windings 132 to lift ball 140, which could be connected to the solenoid element. Movement of the solenoid element, caused by applying electricity to the coil windings 132, would cause the ball 40 to be drawn away from conical sealing surface 142, exposing an orifice 152, and allowing fuel to flow. Again, when electricity is cut off from the coil windings 132, a spring (not shown) returns the ball 140 to its original position.
  • the spring is dimensioned such that the force of the spring pushing the ball against the conical section of the injector exit is sufficient to block the flow of the pressurized liquid fuel in the injector.
  • the metering section 150 consists of a solenoid operated ball-in-cone metering valve assembly 144.
  • the act of actuating the solenoid 128 to move the plate 146 and ball 140 assembly between the open and closed position serves to meter the flow of fuel exiting the injector 100.
  • the fuel flows through a conical chimney section 160 to create the desired spray atomization and spray angle.
  • the angle of the cone can span a wide range of values provided that the ball forms a seal with the surface of the cone.
  • Chimney section 160 also serves to allow the injector 100 to satisfy overall length requirements of conventional port fuel injectors. As may be appreciated, proper operation of injector 100 is possible without the inclusion of the chimney section 160.
  • the ball-in-cone valve assembly 144 allows vaporized fuel flow to be metered through a metering section 150 having low thermal inertia and minimal wetted area. These features are useful for ensuring that vaporized fuel delivery is achieved with a minimal temporal delay after initial power-up. These features have been found to also mitigate against premature recondensation of fuel vapor as it exits the injector 100. This ensures that minimal droplet sizes are achieved during steady-state operation of the injector 100 when operated in the fuel vaporizer mode. Nevertheless, it should be readily recognized that the ball-in-cone valve assembly 140 depicted in FIG. 1 represents one of several valve designs that can be used in the design of the injectors of the present invention.
  • the electric circuit used to supply heat to the capillary passages 112 consists of a power supply (not shown) and a controller 2050 (see FIG. 5 ), capillary bundle 115, and spades 174 attached to the capillary bundle 115 to allow resistance heating of heated section 120 of the capillary passages 112.
  • the capillary bundle 115 is formed through the use of a bus proximate to the inlet ends 114 of the capillary passages 112 and another bus proximate to the outlet ends 116 of the capillary passages 112 such that the entire capillary bundle 115 forms a single conductive unit. Electrical connections are made such that four spade connections 174 and 176 are molded into the bobbin 130.
  • Two of the connections at the feed end of the bobbin 130 serve to power the solenoid 128.
  • An additional connection at the inlet end of the bobbin 130 is attached to the inlet end of the capillary bundle 115.
  • a fourth electrical connection is embedded through the bobbin 130 and terminates at the distal end of the bobbin 130 such that an electrical connection is made with the outlet ends 116 of the capillary bundle 115.
  • the fuel injector must have the capacity to accommodate the requisite turndown ratio, from cranking to idle to other engine operating conditions.
  • maximum emission reduction is achieved by injecting vapor only during the portion of the engine cycle in which the intake valves are open.
  • FIG. 4 Such an injection profile is illustrated in FIG. 4 , together with the approximate times associated with each portion of a four-stroke cycle. As indicated, at 1500 rpm, open valve injection is achieved through control of the vapor flow rate such that injection occurs for 20 ms followed by a 60 ms period in which little to no vapor is delivered to the engine.
  • Control system 2000 is used to operate an internal combustion engine 2110 incorporating a liquid fuel supply valve 2220 in fluid communication with a liquid fuel supply 2010 and a liquid fuel injection path 2260, a vaporized fuel supply valve 2210 in fluid communication with a liquid fuel supply 2010 and capillary flow passages 2080, and an oxidizing gas supply valve 2020 in fluid communication with an oxidizing gas supply 2070 and capillary flow passages 2080.
  • the control system includes a controller 2050, which typically receives a plurality of input signals from a variety of engine sensors such as engine speed sensor 2060, intake manifold air thermocouple and intake pressure sensor 2062, coolant temperature sensor 2064, exhaust air-fuel ratio sensor 2150, fuel supply pressure 2012, etc.
  • the controller 2050 executes a control algorithm based on one or more input signals and subsequently generates an output signal 2024 to the oxidizer supply valve 2020 for cleaning clogged capillary passages in accordance with the invention, an output signal 2014 to the liquid fuel supply valve 2220, an output signal 2034 to the fuel supply valve 2210, and a heating power command 2044 to a power supply which delivers power to heat to the capillaries 2080.
  • the system herein proposed can also be configured to feed back heat produced during combustion through the use of exhaust gas recycle heating, such that the liquid fuel is heated sufficiently to substantially vaporize the liquid fuel as it passes through the capillary flow passages 2080 reducing or eliminating or supplementing the need to electrically or otherwise heat the capillary flow passages 2080.
  • the preferred forms of fuel injectors depicted in FIGS. 1 and 2 may also be used in connection with another embodiment of the present invention.
  • the injector may also include means for cleaning deposits formed during operation of injector.
  • the means for cleaning deposits includes placing each capillary flow passage in fluid communication with a solvent, enabling the in-situ cleaning of each capillary flow passage when the solvent is introduced into each capillary flow passage.
  • the solvent may comprise liquid fuel from the liquid fuel source.
  • the heat source should be phased-out over time or deactivated during the cleaning of capillary flow passage.
  • the injector design depicted in FIGS. 1 and 2 can be easily adapted to employ in-situ solvent cleaning.
  • the heated capillary flow passages 112 of fuel injector 100 can produce vaporized streams of fuel, which condense in air to form an aerosol.
  • the aerosol has an average droplet size of less than 25 ⁇ m SMD, preferably less than 15 ⁇ m SMD.
  • the majority of the fuel droplets produced by the heated capillary injectors according to the invention can be carried by an air stream, regardless of the flow path, into the combustion chamber.
  • the difference between the droplet size distributions of a conventional injector and the fuel injectors disclosed herein is particularly critical during cold-start and warm-up conditions.
  • relatively cold intake manifold components necessitate over-fueling such that a sufficient fraction of the large fuel droplets, impinging on the intake components, are vaporized to produce an ignitable fuel/air mixture.
  • the vaporized fuel and fine droplets produced by the fuel injectors disclosed herein are essentially unaffected by the temperature of engine components upon start-up and, as such, eliminate the need for over-fueling during engine start-up conditions.
  • Fuel can be supplied to the injectors disclosed herein at a pressure of less than 7 kg/cm 2 (100 psig), preferably less than 4.9 kg/cm 2 (70 psig), more preferably less than 4.2 kg/cm 2 (60 psig) and even more preferably less than 3.2 kg/cm 2 (45 psig). It has been shown that this embodiment produces vaporized fuel that forms a distribution of aerosol droplets that mostly range in size from 2 to 30 ⁇ m SMD with an average droplet size of about 5 to 15 ⁇ m SMD, when the vaporized fuel is condensed in air at ambient temperature. The preferred size of fuel droplets to achieve rapid and nearly complete vaporization at cold-starting temperatures is less than about 25 ⁇ m.
  • This result can be achieved by applying approximately 10.2 to 40.8 kg/sec (100 to 400W), e.g., 20.4 kg/sec (200W) of electrical power, which corresponds to 2-3% of the energy content of the vaporized fuel to the capillary bundle.
  • Alternatives for heating the tube along its length could include inductive heating, such as by an electrical coil positioned around the flow passage, or other sources of heat positioned relative to the flow passage to heat the length of the flow passage through one or a combination of conductive, convective or radiative heat transfer. After cold-start and warm-up, it is not necessary to heat the capillary bundle and the unheated capillaries can be used to supply adequate volumes of liquid fuel to an engine operating at normal temperature.
  • the power used to heat the capillaries can be turned off and liquid injection initiated, for normal engine operation.
  • Normal engine operation can be performed by liquid fuel injection via continuous injection or pulsed injection, as those skilled in the art will readily recognize.
  • the fuel injectors disclosed herein can be positioned in an engine intake manifold at the same location as existing port-fuel injectors or at another location along the intake manifold.
  • the fuel injectors disclosed herein provide advantages over systems that produce larger droplets of fuel that must be injected against the back side of a closed intake valve while starting the engine.
  • the outlet of the capillary tube is positioned flush with the intake manifold wall similar to the arrangement of the outlets of conventional fuel injectors.
  • SMD Sauter Mean Diameter
  • FIG. 6 presents the liquid mass flow rate and vapor mass flow rate of fuel through a single 1.5" capillary as a function of the pressure drop over the capillary.
  • flow through a "regular wall” (0.081 cm (0.032 in) OD, 0.051 cm (0.020 in) ID) capillary is compared to flow through a "thin wall” (0.081 cm (0.032 in) OD, 0.071-0.074 cm (0.028-0.029 in) ID) capillary.
  • each capillary was constructed of 304 stainless steel, although it should be readily recognized that similar results are achievable with Inconel 600.
  • a critical difference between the use of stainless steel 304 and Inconel 600 in this application is the electrical resistivity of each material.
  • Inconel 600 has a higher resistivity than stainless steel 304 and, therefore, is better suited to the present application where higher resistivity is essential for compatibility with the electrical circuit used to supply heat to the capillaries.
  • the increased flow area of the "thin wall” capillary results in significant increases in both liquid and vapor mass flow rate compared to the "regular wall” capillary.
  • the solid vertical line on the graph represents a design point based on a total fuel injector pressure of 3.5 kg/cm 2 (50 psig) and a requirement of less than 10% pressure drop over the capillary.
  • the results in FIG. 6 indicate that the liquid and vapor flow rate requirements for most automotive port fuel injection applications can be met with 2-4 thin-walled, 3.8 cm (1.5 in) capillaries.
  • FIG. 7 presents fuel droplet size (SMD in microns) as a function of the resistance set-point of a 3.8 cm (1.5 in) thin wall capillary.
  • SMD fuel droplet size
  • the results indicate that the droplet sizes vary significantly with the temperature set-point of the capillary expressed as the ratio of the heated capillary resistance (R) to the cold capillary resistance (R o ).
  • R heated capillary resistance
  • R o cold capillary resistance
  • the preferred range for the temperature set-point of the stainless steel capillary is around an R/R o value of 1.12 to 1.2. For stainless steel, this range corresponds to a bulk capillary temperature on the order of 140 °C to 220°C.

Claims (12)

  1. Kraftstoffeinspritzeinrichtung (100) zum Verdampfen und Dosieren eines flüssigen Kraftstoffs für eine Brennkraftmaschine (2110), die umfasst:
    (a) mehrere Kapillarströmungsdurchlässe (112), wobei jeder der mehreren Kapillarströmungsdurchlässe (112) ein Einlassende (114) und ein Auslassende (116) besitzt;
    (b) eine Wärmequelle (120), die längs jedes der mehreren Kapillarströmungsdurchlässe (112) angeordnet ist, wobei jede Wärmequelle (120) durch Bilden eines Kapillarströmungsdurchlasses (112) aus einem Rohr aus einem elektrisch resistiven Material geschaffen ist, wobei ein Abschnitt jedes Kapillarströmungsdurchlasses (112) ein Heizelement bildet, wenn mit dem Rohr eine Quelle für elektrischen Strom verbunden ist, wobei die Wärmequelle (120) betreibbar ist, um den flüssigen Kraftstoff in jedem der mehreren Kapillarströmungsdurchlässe (112) auf ein Niveau zu erwärmen, das ausreicht, um wenigstens einen Teil hiervon vom flüssigen Zustand in einen dampfförmigen Zustand zu verwandeln und um einen Strom von im Wesentlichen verdampftem Kraftstoff von jedem Auslassende (116) der mehreren Kapillarströmungsdurchlässe (112) auszugeben;
    (c) ein Ventil zum Dosieren von im Wesentlichen verdampftem Kraftstoff für die Brennkraftmaschine (2110), wobei sich das Ventil stromabseitig jedes Auslassendes (116) der mehreren Kapillarströmungsdurchlässe (112) befindet,
    wobei das Ventil zum Dosieren von Kraftstoff für die Brennkraftmaschine (2110) eine Kugelventilanordnung (144) mit geringer Masse ist, die durch ein Solenoid (128) betätigt wird.
  2. Kraftstoffeinspritzeinrichtung nach Anspruch 1, wobei die Kugelventilanordnung (144) mit geringer Masse eine Kugel (140), die mit dem Solenoid (128) verbunden ist, eine konische Dichtungsoberfläche (142) und eine Feder, die so bemessen ist, dass sie eine Federkraft bereitstellt, um die Kugel (140) gegen den konischen Abschnitt zu drängen und um eine Fluidströmung von der Einspritzeinrichtung (100) zu blockieren, umfasst.
  3. Kraftstoffeinspritzeinrichtung nach Anspruch 1 oder 2, wobei die Kugelventilanordnung (144) mit geringer Masse ferner eine Austrittsöffnung (152) umfasst, wobei die Bewegung des Solenoids (128), die durch Anlegen einer elektrischen Spannung an das Solenoid (128) hervorgerufen wird, veranlasst, dass die Kugel (140) von der konischen Dichtungsoberfläche (142) weggezogen wird, um zu ermöglichen, dass Kraftstoff durch die Austrittsöffnung (152) strömt.
  4. Kraftstoffeinspritzeinrichtung nach einem vorhergehenden Anspruch, wobei jeder der mehreren Kapillarströmungsdurchlässe (112) in einem Rohr ausgebildet ist, das aus der Gruppe gewählt ist, die aus Edelstahl und Inconel besteht, und einen Innendurchmesser im Bereich von etwa 0,508 mm bis etwa 0,762 mm (etwa 0,020 bis 0,030 Zoll) sowie eine Länge im Bereich von etwa 2,54 cm bis etwa 7,62 cm (etwa 1 bis etwa 3 Zoll) besitzt.
  5. Kraftstoffeinspritzeinrichtung nach einem vorhergehenden Anspruch, die ferner umfasst:
    (d) Mittel, um Ablagerungen, die während des Betriebs der Einspritzeinrichtung gebildet werden, zu entfernen, wobei die Mittel zum Reinigen von Ablagerungen ein Lösungsmittel verwenden, das flüssigen Kraftstoff von der Flüssigkraftstoffquelle enthält, und wobei die Wärmequelle (120) während des Reinigens des Kapillarströmungsdurchlasses (112) außer Betrieb genommen wird.
  6. Kraftstoffeinspritzeinrichtung nach einem vorhergehenden Anspruch, wobei die Wärmequelle eine Widerstandsheizeinrichtung enthält.
  7. Verfahren zum Ausgeben von verdampftem Kraftstoff an eine Brennkraftmaschine (2110), das die folgenden Schritte umfasst:
    (a) Zuführen von flüssigem Kraftstoff zu mehreren Kapillarströmungsdurchlässen (112) einer Kraftstoffeinspritzeinrichtung (100)
    (b) Erwärmen des flüssigen Kraftstoffs in den mehreren Kapillarströmungsdurchlässen (112) der Kraftstoffeinspritzeinrichtung (100) mittels einer Wärmequelle (120), die längs jedes der mehreren der Kapillarströmungsdurchlässe (112) angeordnet ist, wobei jede Wärmequelle (120) einen Kapillarströmungsdurchlass (112) aus einem Rohr aus einem elektrisch resistiven Material bildet, wobei ein Abschnitt jedes Kapillarströmungsdurchlasses (112) ein Heizelement bildet, wenn eine Quelle für elektrischen Strom mit dem Rohr verbunden ist, und wobei veranlasst wird, dass sich verdampfter Kraftstoff durch jeden Auslass der mehreren Kapillarströmungsdurchlässe (112) bewegt, und
    (c) Dosieren des verdampften Kraftstoffs für eine Brennkammer der Brennkraftmaschine (2110) mittels eines Ventils, das sich stromabseitig jedes Auslasses der mehreren Kapillarströmungsdurchlässe (112) befindet, wobei im Schritt (c) das Ventil zum Dosieren von Kraftstoff für die Brennkraftmaschine (2110) eine Ventilanordnung (144) mit geringer Masse ist, die durch ein Solenoid (128) betätigt wird.
  8. Verfahren nach Anspruch 7, wobei der Schritt des Dosierens von verdampftem Kraftstoff für die Brennkammer der Brennkraftmaschine (2110) auf ein Anlassen und Aufwärmen der Brennkraftmaschine (2110) eingeschränkt ist.
  9. Verfahren nach Anspruch 7 oder 8, das ferner das Ausgeben von flüssigem Kraftstoff zu der Brennkammer der Brennkraftmaschine (2110), wenn die Brennkraftmaschine (2110) in einem vollständig erwärmten Zustand ist, umfasst.
  10. Verfahren nach den Ansprüchen 7, 8 oder 9, das ferner das periodische Reinigen der mehreren Kapillarströmungsdurchlässe (112) umfasst, wobei der Schritt des periodischen Reinigens umfasst: (i) Unterbrechen des Heizens der mehreren Kapillarströmungsdurchlässe (112), (ii) Zuführen eines Lösungsmitteln zu den mehreren Kapillarströmungsdurchlässen (112), wobei Ablagerungen, die in den mehreren Kapillarströmungsdurchlässen (112) gebildet sind, im Wesentlichen entfernt werden, wobei das Lösungsmittel flüssigen Kraftstoff von der Flüssigkraftstoffquelle enthält.
  11. Verfahren nach Anspruch 7, wobei die Kugelventilanordnung (144) mit geringer Masse eine Kugel (140), die mit dem Solenoid (128) verbunden ist, eine konische Dichtungsoberfläche (142) und eine Feder, die so bemessen ist, dass sie eine Federkraft bereitstellt, um die Kugel (140) gegen den konischen Abschnitt zu drängen und um eine Fluidströmung aus der Einspritzeinrichtung (100) zu blockieren, umfasst.
  12. Verfahren nach Anspruch 11, wobei die Bewegung des Solenoids (128), die durch Anliegen einer elektrischen Spannung an das Solenoid hervorgerufen wird, veranlasst, dass die Kugel (140) von der konischen Dichtungsoberfläche (142) weggezogen wird, um zu ermöglichen, dass Kraftstoff durch eine Auslassöffnung (152) strömt.
EP08009560A 2003-10-30 2004-10-29 Mehrfachkapillare Kraftstoffeinspritzdüse für einen Verbrennungsmotor Not-in-force EP1978239B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US51592403P 2003-10-30 2003-10-30
EP04817490A EP1697630B1 (de) 2003-10-30 2004-10-29 Kraftstoffeinspritzdüse mit mehreren kapillaren für einen verbrennungsmotor

Related Parent Applications (2)

Application Number Title Priority Date Filing Date
EP04817490A Division EP1697630B1 (de) 2003-10-30 2004-10-29 Kraftstoffeinspritzdüse mit mehreren kapillaren für einen verbrennungsmotor
EP04817490.8 Division 2004-10-29

Publications (2)

Publication Number Publication Date
EP1978239A1 EP1978239A1 (de) 2008-10-08
EP1978239B1 true EP1978239B1 (de) 2010-12-15

Family

ID=34549463

Family Applications (2)

Application Number Title Priority Date Filing Date
EP08009560A Not-in-force EP1978239B1 (de) 2003-10-30 2004-10-29 Mehrfachkapillare Kraftstoffeinspritzdüse für einen Verbrennungsmotor
EP04817490A Not-in-force EP1697630B1 (de) 2003-10-30 2004-10-29 Kraftstoffeinspritzdüse mit mehreren kapillaren für einen verbrennungsmotor

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP04817490A Not-in-force EP1697630B1 (de) 2003-10-30 2004-10-29 Kraftstoffeinspritzdüse mit mehreren kapillaren für einen verbrennungsmotor

Country Status (6)

Country Link
EP (2) EP1978239B1 (de)
JP (1) JP4567687B2 (de)
AT (2) ATE426093T1 (de)
DE (2) DE602004030630D1 (de)
TW (1) TWI346741B (de)
WO (1) WO2005042964A1 (de)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5204488B2 (ja) 2004-11-03 2013-06-05 フィリップ・モリス・ユーエスエイ・インコーポレイテッド 高周波蒸発燃料噴射装置
DE102006058881A1 (de) 2006-12-13 2008-06-19 Siemens Ag Düsenbaugruppe für ein Einspritzventil und Einspritzventil
FR2928703B1 (fr) * 2008-03-11 2011-07-29 Renault Sas Moteur a combustion interne et procede d'injection
JP5821262B2 (ja) * 2011-04-26 2015-11-24 株式会社デンソー 燃料噴射装置

Family Cites Families (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3716416A (en) 1971-05-20 1973-02-13 Engelhard Min & Chem Fuel metering device for fuel cell
DE2210250C2 (de) * 1972-03-03 1982-05-13 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzvorrichtung für den Kaltstart und den Warmlauf fremdgezündeter Brennkraftmaschinen
US3868930A (en) 1974-05-24 1975-03-04 Gen Motors Corp Rotary engine with auxiliary combustion chamber
US4458655A (en) 1983-06-27 1984-07-10 General Motors Corporation Fuel injection nozzle with heated valve
US4886032A (en) 1988-11-22 1989-12-12 Chrysler Motors Corporation Fuel injector heating method
US4955351A (en) 1989-02-02 1990-09-11 Lewis Alfred M Vapor-accelerated combustion fuel system
JPH03106172U (de) * 1990-02-16 1991-11-01
DE4022335C2 (de) * 1990-07-13 1996-03-28 Mathias Dipl Chem Dr Boenig Verfahren zur Verdampfung eines flüssigen Mediums
US5195477A (en) 1991-12-11 1993-03-23 Walbro Corporation Cold start fuel atomizer and process
US5331937A (en) 1993-01-07 1994-07-26 Ford Motor Company Charge inlet system for internal combustion engine
JPH0828407A (ja) * 1994-07-11 1996-01-30 Unisia Jecs Corp フューエルインジェクタ
DE4438335A1 (de) 1994-10-27 1996-05-02 Bosch Gmbh Robert Brennstoffeinspritzvorrichtung für eine Brennkraftmaschine
US5482023A (en) 1994-12-27 1996-01-09 Hitachi America, Ltd., Research And Development Division Cold start fuel control system
DE19542317A1 (de) 1995-11-14 1997-05-15 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für einen Verbrennungsmotor
US5758826A (en) 1996-03-29 1998-06-02 Siemens Automotive Corporation Fuel injector with internal heater
US5813388A (en) 1997-01-16 1998-09-29 Ford Motor Company Heated assembly for vaporization of fuel in an internal combustion engine
US5836289A (en) 1997-06-10 1998-11-17 Southwest Research Institute Porous element fuel vaporizer
US6276347B1 (en) 1998-09-25 2001-08-21 Micro Coating Technologies, Inc. Systems and methods for delivering atomized fluids
US6189518B1 (en) 1999-04-29 2001-02-20 Emission Controls Corp. Fuel supply and cold start apparatus for an internal combustion engine
US6109247A (en) 1999-09-21 2000-08-29 Hitachi America, Ltd. Heater for a cold start fuel injector
US6913004B2 (en) * 2002-03-22 2005-07-05 Chrysalis Technologies Incorporated Fuel system for an internal combustion engine and method for controlling same
US6820598B2 (en) 2002-03-22 2004-11-23 Chrysalis Technologies Incorporated Capillary fuel injector with metering valve for an internal combustion engine

Also Published As

Publication number Publication date
DE602004020104D1 (de) 2009-04-30
TW200521323A (en) 2005-07-01
JP4567687B2 (ja) 2010-10-20
TWI346741B (en) 2011-08-11
DE602004030630D1 (de) 2011-01-27
WO2005042964A1 (en) 2005-05-12
ATE426093T1 (de) 2009-04-15
EP1978239A1 (de) 2008-10-08
EP1697630A1 (de) 2006-09-06
EP1697630B1 (de) 2009-03-18
ATE491882T1 (de) 2011-01-15
JP2007510095A (ja) 2007-04-19

Similar Documents

Publication Publication Date Title
CA2480108C (en) Fuel injector for an internal combustion engine
US7337768B2 (en) Multiple capillary fuel injector for an internal combustion engine
EP1556602B1 (de) Brennstoffeinspritzsystem für eine brennkraftmaschine und verfahren zur steuerung derselben
US7249596B2 (en) Fuel system for an internal combustion engine and method for controlling same
US6820598B2 (en) Capillary fuel injector with metering valve for an internal combustion engine
AU2004230521B2 (en) System and method for purging fuel from a fuel injector during start-up
EP1488098B1 (de) Kraftstoffeinspritzventil für eine brennkraftmaschine
US7357124B2 (en) Multiple capillary fuel injector for an internal combustion engine
EP1978239B1 (de) Mehrfachkapillare Kraftstoffeinspritzdüse für einen Verbrennungsmotor

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

17P Request for examination filed

Effective date: 20080526

AC Divisional application: reference to earlier application

Ref document number: 1697630

Country of ref document: EP

Kind code of ref document: P

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

AKX Designation fees paid

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

17Q First examination report despatched

Effective date: 20091028

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AC Divisional application: reference to earlier application

Ref document number: 1697630

Country of ref document: EP

Kind code of ref document: P

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REF Corresponds to:

Ref document number: 602004030630

Country of ref document: DE

Date of ref document: 20110127

Kind code of ref document: P

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20101215

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

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110315

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

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

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110316

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110415

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110326

Ref country code: BE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

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

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

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

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

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

26N No opposition filed

Effective date: 20110916

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602004030630

Country of ref document: DE

Effective date: 20110916

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

Ref country code: MC

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

Effective date: 20111031

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

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

Ref country code: CH

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

Effective date: 20111031

Ref country code: LI

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

Effective date: 20111031

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

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

Ref country code: IE

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

Effective date: 20111029

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

Ref country code: LU

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

Effective date: 20111029

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

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

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

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101215

REG Reference to a national code

Ref country code: GB

Ref legal event code: 732E

Free format text: REGISTERED BETWEEN 20140123 AND 20140129

REG Reference to a national code

Ref country code: FR

Ref legal event code: TP

Owner name: PHILIP MORRIS PRODUCTS S.A., CH

Effective date: 20140217

REG Reference to a national code

Ref country code: DE

Ref legal event code: R082

Ref document number: 602004030630

Country of ref document: DE

Representative=s name: ABITZ & PARTNER, DE

Effective date: 20140320

Ref country code: DE

Ref legal event code: R081

Ref document number: 602004030630

Country of ref document: DE

Owner name: PHILIP MORRIS PRODUCTS S.A., CH

Free format text: FORMER OWNER: PHILIP MORRIS USA INC., RICHMOND, US

Effective date: 20140320

Ref country code: DE

Ref legal event code: R081

Ref document number: 602004030630

Country of ref document: DE

Owner name: PHILIP MORRIS PRODUCTS S.A., CH

Free format text: FORMER OWNER: PHILIP MORRIS USA INC., RICHMOND, VA., US

Effective date: 20140320

Ref country code: DE

Ref legal event code: R082

Ref document number: 602004030630

Country of ref document: DE

Representative=s name: ABITZ & PARTNER PATENTANWAELTE MBB, DE

Effective date: 20140320

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

Ref country code: DE

Payment date: 20141022

Year of fee payment: 11

Ref country code: GB

Payment date: 20141021

Year of fee payment: 11

Ref country code: FR

Payment date: 20141022

Year of fee payment: 11

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

Ref country code: IT

Payment date: 20141029

Year of fee payment: 11

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602004030630

Country of ref document: DE

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

Effective date: 20151029

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: 20151029

Ref country code: IT

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

Effective date: 20151029

Ref country code: DE

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

Effective date: 20160503

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20160630

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: 20151102