EP2426344A1 - Système de chauffage pour moteur à combustion interne - Google Patents

Système de chauffage pour moteur à combustion interne Download PDF

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Publication number
EP2426344A1
EP2426344A1 EP10175608A EP10175608A EP2426344A1 EP 2426344 A1 EP2426344 A1 EP 2426344A1 EP 10175608 A EP10175608 A EP 10175608A EP 10175608 A EP10175608 A EP 10175608A EP 2426344 A1 EP2426344 A1 EP 2426344A1
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EP
European Patent Office
Prior art keywords
fuel
lube oil
internal combustion
combustion engine
injector
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
EP10175608A
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German (de)
English (en)
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EP2426344B1 (fr
Inventor
Volker Abraham
Holger Jacobs
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.)
Caterpillar Motoren GmbH and Co KG
Original Assignee
Caterpillar Motoren GmbH and Co KG
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 Caterpillar Motoren GmbH and Co KG filed Critical Caterpillar Motoren GmbH and Co KG
Priority to EP10175608.8A priority Critical patent/EP2426344B1/fr
Priority to CN201180043133.1A priority patent/CN103097709B/zh
Priority to KR1020137008745A priority patent/KR101834591B1/ko
Priority to PCT/EP2011/004387 priority patent/WO2012031713A1/fr
Publication of EP2426344A1 publication Critical patent/EP2426344A1/fr
Application granted granted Critical
Publication of EP2426344B1 publication Critical patent/EP2426344B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • 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
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0001—Fuel-injection apparatus with specially arranged lubricating system, e.g. by fuel oil

Definitions

  • the present disclosure generally refers to internal combustion engines configured to bum fuel of a specific type, e.g. heavy fuel oil. More specifically, the present disclosure refers to internal combustion engines configured to operate in an operating mode in which said fuel is burned, and a standby mode in which no fuel is burned, wherein switching from the standby mode into the operation mode may be performed without burning any other fuel than said fuel, for example heavy fuel oil.
  • a specific type e.g. heavy fuel oil
  • the present disclosure refers to a heating system to be used at or together with an internal combustion engine of the type mentioned herein, and, in addition, to a method for operating an internal combustion engine of the type mentioned herein.
  • Internal combustion engines e.g. common rail engines and, in particular, medium-speed common rail engines, may be configured to operate with a specific type of fuel having a relatively high viscosity.
  • the types of fuel include, for example, diesel oil (DO), marine diesel oil (MDO), and particularly heavy fuel oil (HFO), as exemplary shown in Fig. 4 .
  • DO diesel oil
  • MDO marine diesel oil
  • HFO heavy fuel oil
  • the viscosity of these fuels may vary from 2.5 cSt to 16 cSt.
  • internal combustion engine refers to internal combustion engines which may be used as main or auxiliary engines of ships/vessels such as cruiser liners, cargo ships, container ships, and tankers, or in power plants for production of heat and/or electricity.
  • these engines which are also known as “middle” and “large” internal combustion engines, may be configured to bum at least one fuel selected from the group consisting of diesel, marine diesel oil (MDO), and heavy fuel oil (HFO).
  • MDO marine diesel oil
  • HFO heavy fuel oil
  • Heavy fuel oil may contain "asphaltenes”. Asphaltenes may be defined as molecular substances that are found in crude oil, along with resins, aromatic hydrocarbon, and alcane (i.e, saturated hydrocarbons). Asphaltenes may consist primarily of carbon, hydrogen, nitrogen, oxygen, and sulfur, as well as great amounts of vanadium and nickel. Heavy oils may contain a much higher proportion of asphaltenes than of medium API graphic oil or light crude oils. Fuel Standard ISO 8217, for example, describes various parameters of "heavy fuel oil”, also referred to as “marine distillate fuels" or "marine residual fuels”.
  • the fuel injectors used may become soiled by the fuel injected, particularly if a type of fuel with a high viscosity, particularly HFO, is injected.
  • the problems may even get worse when the internal combustion engine is put in a standby mode as defined above.
  • JP 2005146964 A discloses an arrangement including a pump, which supplies liquefied gas fuel from a feed pipe to an injection pipe connected to a fuel injection nozzle of a diesel engine.
  • a cooling-medium path cools the injection pipe.
  • US 7,383,794 shows an injection nozzle having channels connected to lubricant oil or motor oil lines, through which lubricant oil or motor oil can flow. These channels are arranged in the region of the nozzle needle. Channels connected to lubricant oil or motor oil lines, through which lubricant oil or motor oil can flow, are also arranged in the region of the control valve and/or an electromagnet actuating the control valve.
  • the valve needle cooperating with the valve seat has a branch line which allows lubricating oil, such as motor oil, to flow.
  • JP 2007303404A discloses a large sized two-cycle multi cylinder engine of cross head delivery type for use as a main engine in a power station.
  • the engine has a valve that connects a medium-pressure pipe to an injection pipe via a control valve for fuel circulation.
  • a control valve which connects an injection pipe to a common rail during start of fuel injection, controls the flow of heavy fuel oil from the common rail to an injection valve.
  • a fuel valve has an intake connected to the control valve, and an output opening connected to a low pressure pipe.
  • the injection pipe is connected to a medium-pressure pipe during fuel injection.
  • a valve connects the pipe to the pipe via the control valve for fuel circulation, when the engine is not operating.
  • KR 2008/068500 A shows a fuel filter unit for a fuel reduction system.
  • the filter unit has a fuel injection port that is connected to a two-way valve via a link tube, said fuel injection port being provided to introduce fuel into a heating device.
  • the valve selectively supplies fuel to be injected to the filters through the fuel injection port.
  • the fuel injection port is connected to the valve through a link tube.
  • CN 201351555 Y discloses an oil injector cooling unit for diesel engines, having an automatic temperature regulator connected to a feeding hole of a cooler, and a pressure oil pump coupled to a power driving device.
  • the oil pump is driven by a power driving device.
  • the cooling unit has a cooler, i.e. a tube bundle, that is connected to an oil feeding pipe to form two connecting points as a front parallel connection pivot (a) and a back parallel connection pivot (b).
  • the automatic temperature regulator is provided in the front parallel connection pivot and connected to a feeding hole of the cooler.
  • a pressure oil pump is provided in the back parallel connection pivot and connected to the oil feeding pipe.
  • the pressure oil pump is connected to a power driving device, and is driven by the power driving device.
  • the present disclosure is directed, at least in part, to improving or overcoming one or more aspects of prior systems.
  • a heating system for an internal combustion engine may be configured to be operated in an operation mode and a standby mode.
  • a fuel of a specific type e.g. heavy fuel oil of the type mentioned herein
  • the internal combustion engine may do not bum any fuel. Switching from the standby mode into the operation mode may be performed without burning any other fuel than said fuel injected during the operation mode.
  • the heating system may comprise a lube oil supply system and a fuel supply system.
  • the lube oil supply system may be configured to circulate lubricating oil, also known as "lube oil", through the at least one injector in order to heat the at least one injector.
  • the fuel supply system may be configured to circulate said fuel heated during the standby mode for maintaining a predetermined temperature of ate least a part of the internal combustion engine.
  • the fuel supply system may be configured to supply said fuel to the at least one injector for injecting the same into the combustion chamber.
  • a heat exchanger may be provided.
  • the heat exchanger may be connected to the lube oil supply system and the fuel supply system, such that thermal energy from the fuel circulating in the fuel supply system is transferred to the lube oil circulating in the lube oil supply system. This thermal energy transfer may particularly be used for heating lube oil at a predetermined temperature, and, subsequently, for heating the at least one fuel injector during the standby mode by means of the heated lube oil.
  • an internal combustion engine configured to be operated in an operating mode in which a specific fuel is burned, and a standby mode in which no fuel is burned. Switching from the standby mode into the operation mode may be performed by exclusively burning the specific fuel.
  • the internal combustion engine may comprise at least one injector configured to inject the specific fuel in an associated combustion chamber during the operation mode.
  • the at least one fuel injector may be configured such that lube oil for heating the at least one fuel injector can be circulated therein.
  • the internal combustion engine may comprise a heating system of the type mentioned herein.
  • a method for operating an internal combustion engine may comprise the step of circulating heated fuel during a standby mode of the internal combustion engine.
  • no fuel may be burned in the combustion chamber.
  • lube oil may be circulated.
  • a thermal energy transfer from the circulated heated fuel to the circulating lube oil, thereby heating the lube oil may be performed during the standby mode of the internal combustion engine.
  • the circulating heated lube oil may be supplied to the at least one fuel injector which is configured to inject the fuel into an associated combustion chamber.
  • Fig. 1 shows a schematic diagram of an exemplary embodiment of a heating system for an internal combustion engine according to the present disclosure
  • Fig. 2 shows another schematic view of an exemplary embodiment of a part of an internal combustion engine and a heating system according to the present disclosure
  • Fig. 3 shows an exemplary embodiment of a fuel injector which may be used in an internal combustion engine according to the present disclosure
  • Fig. 4 shows an exemplary diagram of an engine operation over a wide range of fuel viscosities.
  • an internal combustion engine may include one or more injectors 15.
  • Each injector 15 may be associated with a combustion chamber of the internal combustion engine.
  • Each combustion chamber of the internal combustion engine may be equipped with one or more injectors 15.
  • the injectors 15 may be configured to inject fuel into the associated combustion chamber.
  • An injector 15 may have a structure as shown in Fig. 3 and will be discussed later in more detail.
  • Each injector 15 may be connected to a branch line 55, which in turn may be connected to a common supply line 50 for heated lube oil.
  • each injector 15 may be connected to a lube oil drain line 60.
  • the common supply line 50 for heated lube oil may be connected to a primary lube oil supply line 70 and/or a secondary lube oil supply line 40.
  • a check valve 45 or any other control means known in the art for controlling the supply of lube oil from the secondary lube oil supply line 40 into the common supply line 50 for lube oil may be provided.
  • Another check valve 65 may be interconnected between the primary lube oil supply line 70 and the common supply line 50 for lube oil.
  • a heat exchanger 25 may be provided in the arrangement shown in Fig. 1 , e.g. providing a heating system 10 for an internal combustion engine.
  • the heat exchanger 25 may be coupled to a lube oil inlet 35 for cool lube oil and a fuel inlet 20 for heated fuel of a specific type, e.g. heavy fuel oil (HFO).
  • the heat exchanger 25 may be also connected to a fuel outlet 30 and the secondary lube oil supply line 40.
  • the heat exchanger 25 may be designed such that lube oil flowing via the lube oil inlet 35 into the heat exchanger 25 and the fuel flowing in the fuel inlet 20 into the heat exchanger, are guided within the heat exchanger 25 in a manner that at least part of the thermal energy of one of the fluids entering via the inlets 20 or 35 is exchanged between the fluids.
  • That transfer of thermal energy may result in that fuel entering the heat exchanger 25 via the HFO inlet 20 leaves the heat exchanger 25 via outlet 30 with a temperature lower than the fuel's entering temperature, and lube oil entering the heat exchanger 25 via the lube oil inlet 35 leaves the heat exchanger 25 via the outlet or secondary lube oil supply line 40 with a temperature higher than the temperature of the lube oil at the entrance of the heat exchanger 25.
  • the heat exchanger 25 may be of any type known in the art, in particular of the type including tube bundle heat exchangers, shell and tube heat exchangers, plate heat exchangers, plate fin heat exchangers etc.
  • FIG. 2 Another schematic diagram of a part of an internal combustion engine equipped with a heating system 10 as outlined above, is shown in Fig. 2 .
  • reference signs used in Fig. 2 that are identical with reference signs used in Fig. 1 may refer to the same components or elements. Accordingly, as far as elements or components in Fig. 2 are labeled with reference signs already mentioned with respect to Fig. 1 , it is referred to the corresponding explanations.
  • the arrangement shown in Fig. 2 shows a an oil pan or reservoir 215 for lube oil 220.
  • the reservoir 215 may include a pre-lubricating pump 240 for lube oil 220.
  • the pre-lubricating pump 240 may be connected to the heat exchanger 25 via the lube oil inlet 35.
  • a pipe coil 210 for lube oil may be housed in the heat exchanger 25.
  • the pipe coil 210 for lube oil 220 may be connected to the lube oil inlet 35 at a first side and may be connected to the secondary lube oil supply line 40 at a second end of the pipe coil 210.
  • the pipe coil 210 may be provided within a chamber 235 defined within the heat exchanger 25.
  • the heat exchanger 25 itself may be arranged within a housing 24 of a fuel filter 23. However, the heat exchanger 25 may be also arranged at another location of the heating system 10. The arrangement within or as part of the fuel filter 23 may provide the benefit of reducing the size of the system.
  • the lube oil drain lines 60 of each injector 15 may extend to the reservoir 215, whereby lube oil leaving an injector body 151 (see Fig. 3 ) of an injector 15 is guided back to the reservoir 215.
  • the heat exchanger 25 as shown in Fig. 2 may be equipped with the fuel inlet 20 and the fuel outlet 30.
  • the fuel outlet 30 may be connected to a common rail 300 from which fuel branch lines 310 are extending to each injector 15.
  • a lube oil pump 250 e.g. mechanically driven by the internal combustion engine during the operation mode, may be provided and connected at an inlet side with the reservoir 215 via a line 255, and at an outlet side of the pump 250 with the primary lube oil supply line 70.
  • a control unit 260 may be connected to the pump 240 and the the pump 270 for controlling the flow rate of the respective fluid, namely the lube oil and the fuel, flowing in the heat exchanger 25 via the lines 20 and 35 respectively.
  • the pump 270 and the line 20, 30 may form a part of a fuel supply system 7.
  • a lube oil supply system 6 may be formed by pumps 240 and/or 250 and associated lines, e.g. 35, 40, 50.
  • Fig. 3 shows a longitudinal cross section of an exemplary embodiment of a fuel injector 15 as may be used in the systems shown in Fig. 1 or 2 and as described herein.
  • the shown injector body 151 may be provided with lube oil channels 152, 153 and 154.
  • the exemplary design of the channels 152, 153, 154 may be such that at least part of the injector 15 can be cooled or heated via the lube oil 220 flowing in direction 155.
  • the channels 152 and 154 are straight, but in other exemplary embodiments these channels may be designed or shaped differently, e.g. like a coil, or the channels 152, 153, 154 may meander.
  • the channel 153 is shown as a ring channel surrounding a movable injector needle 157, but can also have any other design appropriate for providing a thermal heat transfer from the lube oil flowing within channel 153 to parts of the injector 15 in the vicinity of channel 153. The same applies to channels 152, 154.
  • two or more nozzle holes 158 are provided through which fuel can be injected into an associated combustion chamber (not shown).
  • the point of time and the amount of fuel injected via the nozzle holes 158 may be controlled by the movable needle 157.
  • An entrance opening of channel 152 at the upper side of the injector body 151 may be connected to an associated branch line 55.
  • An outlet opening of channel 156 at the upper side of the injector body 151 may be connected to an associated drain line 60.
  • Fig. 4 shows a diagram where kinematic viscosities and the viscosities of different types of fuel are plotted at different temperatures.
  • the different kinematic viscosities and the different viscosities of various kinds of heavy fuel oil are plotted at different temperatures in comparison to marine gas oil and marine diesel oil.
  • the limit for pre-heating and the limit of pumpability are also plotted for different temperatures.
  • marine diesel oil need not be pre-heated to more than 50°C.
  • the heavy fuel oil has to be pre-heated, because otherwise its viscosity would be too high and the HFO could not flow within the fuel supply lines and its components, particularly within the injectors. This problem may particularly arise in a standby mode when the internal combustion engine does not bum any fuel. Accordingly, it might be known that heavy fuel oil is pre-heated and circulated in the supply lines during the standby mode.
  • the principle concept may include using lube oil heated by circulating fuel, e.g. heavy fuel oil, which itself is heated, to keep the injector warm, even in a standby mode.
  • fuel e.g. heavy fuel oil
  • fuel e.g. heavy fuel oil of the type mentioned, for example, in Fig. 4
  • common rail 300 is supplied via common rail 300 and branch lines 310 to each injector 15.
  • an appropriate amount of fuel may be injected into the associated combustion chamber at a controlled point of time.
  • a common rail 300 is used to provide sufficient pressure to the fuel to be injected via the injectors 15.
  • other technologies than common rail technology can also be used, for example an arrangement including separate high-pressure pumps connected to injectors.
  • lube oil 220 may be supplied via the primary lube oil supply line 70 and the common supply line 50 and branch lines 55 to each injector 15.
  • the lube oil 220 may flow in the direction as indicated by reference sign 155 in the injector body 151 within channels 152, 153 and 154, and leave the injector body 151 via the respective drain line 60.
  • the lube oil 220 may cool each injector 15 and the lube oil 220 may have a temperature lower than the temperature of each injector 15 supplied with fuel at a high pressure, e.g. 1500 bar to 2000 bar or even more. Accordingly, the temperatures of the injectors 15 may rise during the operation mode and may have to be lowered by the lube oil 220 circulating therein.
  • the fuel particularly heavy fuel oil
  • a heating device may be provided for heating the circulating fuel during standby mode.
  • check valve 65 may open due to the high pressure of the lube oil 220 supplied by the pump 250, and check valve 45 may close due to the lower pressure of the lube oil within line 40, so that no lube oil in the secondary lube oil supply line 40 can enter the common supply line 50.
  • the pump 240 may be switched off during the operation mode.
  • the system according to the present disclosure may operate as follows.
  • the pump 240 may pump lube oil 220 from the reservoir 215 into the heat exchanger 25.
  • heated fuel circulating in the fuel supply system 7 may be directed into heat exchanger 25 and may leave the heat exchanger via outlet 30.
  • the heated fuel may be circulated back to the inlet 20 as indicated by the broken line in Fig. 2 .
  • the temperature of the lube oil within the pipe coil 210 may be increased.
  • the temperature increase may be controlled by a control unit, which may be connected to pump 240 and the fuel supply pump 270.
  • the pumping rotation speed of the pump 240 and/or of the pump 270 may be adjusted, such that a desired temperature of the lube oil 220 leaving the heat exchanger 25 may be reached.
  • Another alternative may include controlling mechanically the flow rate of heated lube oil 220 entering each injector 15.
  • the flow rate of heated lube oil 220 entering the common supply line 50 may mechanically controlled, e.g. via an aperture plate.
  • the aperture plate may be adjustable, such that the aperture diameter may be adjustable.
  • the heated lube oil may leave the heat exchanger 25 via the secondary lube oil supply line 40 and may flow through the respective injector body 151 via the channels 152, 153, 154.
  • the lube oil leaving each injector 15 may flow back to the reservoir 215 via drain lines 60. Accordingly, the temperatures of injectors 15 may be kept above a predetermined temperature level, such that a solidification of fuel or residues etc. in the proposed system, and particularly in the injectors 15, may be avoided or at least may be reduced.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
EP10175608.8A 2010-09-07 2010-09-07 Système de chauffage pour moteur à combustion interne Not-in-force EP2426344B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP10175608.8A EP2426344B1 (fr) 2010-09-07 2010-09-07 Système de chauffage pour moteur à combustion interne
CN201180043133.1A CN103097709B (zh) 2010-09-07 2011-08-31 用于内燃机的加热系统
KR1020137008745A KR101834591B1 (ko) 2010-09-07 2011-08-31 내연기관용 가열 시스템
PCT/EP2011/004387 WO2012031713A1 (fr) 2010-09-07 2011-08-31 Système de chauffage pour moteur à combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP10175608.8A EP2426344B1 (fr) 2010-09-07 2010-09-07 Système de chauffage pour moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2426344A1 true EP2426344A1 (fr) 2012-03-07
EP2426344B1 EP2426344B1 (fr) 2015-02-25

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EP10175608.8A Not-in-force EP2426344B1 (fr) 2010-09-07 2010-09-07 Système de chauffage pour moteur à combustion interne

Country Status (4)

Country Link
EP (1) EP2426344B1 (fr)
KR (1) KR101834591B1 (fr)
CN (1) CN103097709B (fr)
WO (1) WO2012031713A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012140317A3 (fr) * 2011-04-12 2012-12-06 Wärtsilä Finland Oy Dispositif et procédé de régulation de la température du carburant dans au moins un injecteur de carburant
US10738749B1 (en) 2019-01-18 2020-08-11 Pratt & Whitney Canada Corp. Method of using heat from fuel of common-rail injectors
US10865728B2 (en) 2019-01-18 2020-12-15 Pratt & Whitney Canada Corp. Method of using backflow from common-rail fuel injector

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Publication number Priority date Publication date Assignee Title
CN105473843B (zh) * 2013-08-20 2019-02-12 瓦锡兰芬兰有限公司 燃料喷射回路和操作多燃料活塞发动机的方法
EP3036427B1 (fr) * 2013-08-20 2017-10-04 Wärtsilä Finland Oy Système d'injection de carburant et procédé d'exploitation d'un moteur à pistons polycarburant
CN112594103A (zh) * 2020-12-28 2021-04-02 雷贱来 车用燃油发动机降低油耗的节能方法

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US3354872A (en) * 1964-07-23 1967-11-28 Gratzmuller Jean Louis Fuel supply system for an internal combustion engine
GB1121013A (en) * 1965-07-10 1968-07-24 Maschf Augsburg Nuernberg Ag Improvements in or relating to fuel injection in internal combustion engines
US3945353A (en) * 1974-11-29 1976-03-23 Allis-Chalmers Corporation Two phase nozzle cooling system
US4432329A (en) * 1981-07-08 1984-02-21 Scoma Energie Apparatus for heating fuel injected into a diesel engine
EP0304742A1 (fr) * 1987-08-25 1989-03-01 WEBER S.r.l. Système d'injection de combustible à injecteurs commandés pour moteurs diesel
JP2005146964A (ja) 2003-11-14 2005-06-09 Bosch Automotive Systems Corp ディーゼルエンジンの液化ガス燃料供給装置
WO2006021014A1 (fr) * 2004-08-24 2006-03-02 Robert Bosch Gmbh Gicleur d'injection pour moteurs a combustion interne
JP2007303404A (ja) 2006-05-12 2007-11-22 Man Diesel As 大型２サイクルディーゼルエンジンのための燃料循環式コモンレール燃料噴射装置
KR20080068500A (ko) 2007-01-19 2008-07-23 정영훈 연료 절감 시스템의 연료 필터 유닛
CN201351555Y (zh) 2009-01-22 2009-11-25 广州柴油机厂 一种柴油机喷油器冷却单元

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CH667698A5 (de) * 1985-05-03 1988-10-31 Sulzer Ag Einrichtung zum betrieb einer kolbenbrennkraftmaschine mit einem brennstoff relativ hoher viskositaet.
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US3354872A (en) * 1964-07-23 1967-11-28 Gratzmuller Jean Louis Fuel supply system for an internal combustion engine
GB1121013A (en) * 1965-07-10 1968-07-24 Maschf Augsburg Nuernberg Ag Improvements in or relating to fuel injection in internal combustion engines
US3945353A (en) * 1974-11-29 1976-03-23 Allis-Chalmers Corporation Two phase nozzle cooling system
US4432329A (en) * 1981-07-08 1984-02-21 Scoma Energie Apparatus for heating fuel injected into a diesel engine
EP0304742A1 (fr) * 1987-08-25 1989-03-01 WEBER S.r.l. Système d'injection de combustible à injecteurs commandés pour moteurs diesel
JP2005146964A (ja) 2003-11-14 2005-06-09 Bosch Automotive Systems Corp ディーゼルエンジンの液化ガス燃料供給装置
WO2006021014A1 (fr) * 2004-08-24 2006-03-02 Robert Bosch Gmbh Gicleur d'injection pour moteurs a combustion interne
US7383794B2 (en) 2004-08-24 2008-06-10 Robert Bosch Gmbh Injection nozzle for internal combustion machines
JP2007303404A (ja) 2006-05-12 2007-11-22 Man Diesel As 大型２サイクルディーゼルエンジンのための燃料循環式コモンレール燃料噴射装置
KR20080068500A (ko) 2007-01-19 2008-07-23 정영훈 연료 절감 시스템의 연료 필터 유닛
CN201351555Y (zh) 2009-01-22 2009-11-25 广州柴油机厂 一种柴油机喷油器冷却单元

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012140317A3 (fr) * 2011-04-12 2012-12-06 Wärtsilä Finland Oy Dispositif et procédé de régulation de la température du carburant dans au moins un injecteur de carburant
US10738749B1 (en) 2019-01-18 2020-08-11 Pratt & Whitney Canada Corp. Method of using heat from fuel of common-rail injectors
US10865728B2 (en) 2019-01-18 2020-12-15 Pratt & Whitney Canada Corp. Method of using backflow from common-rail fuel injector

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KR20130103740A (ko) 2013-09-24
CN103097709A (zh) 2013-05-08
WO2012031713A1 (fr) 2012-03-15
EP2426344B1 (fr) 2015-02-25
KR101834591B1 (ko) 2018-03-05
CN103097709B (zh) 2016-03-02

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