EP2568156B1 - Kraftstoffeinspritzsystem für einen Verbrennungsmotor, Verfahren zum Einspritzen von Kraftstoff und Verbrennungsmotor - Google Patents

Kraftstoffeinspritzsystem für einen Verbrennungsmotor, Verfahren zum Einspritzen von Kraftstoff und Verbrennungsmotor Download PDF

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Publication number
EP2568156B1
EP2568156B1 EP12179866.4A EP12179866A EP2568156B1 EP 2568156 B1 EP2568156 B1 EP 2568156B1 EP 12179866 A EP12179866 A EP 12179866A EP 2568156 B1 EP2568156 B1 EP 2568156B1
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EP
European Patent Office
Prior art keywords
pressure
fuel
amplifier
combustion engine
injection system
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
EP12179866.4A
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English (en)
French (fr)
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EP2568156A1 (de
Inventor
Edwin Fullagar
Leif Knipström
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
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Wartsila NSD Schweiz AG
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Priority to EP12179866.4A priority Critical patent/EP2568156B1/de
Publication of EP2568156A1 publication Critical patent/EP2568156A1/de
Application granted granted Critical
Publication of EP2568156B1 publication Critical patent/EP2568156B1/de
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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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0265—Pumps feeding common rails
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0265—Pumps feeding common rails
    • F02M63/027—More than one high pressure pump feeding a single common rail
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure

Definitions

  • the invention relates to a fuel injection system for injecting a fuel into a cylinder of a reciprocating combustion engine, a method for injecting a fuel, as well as an internal combustion engine, in particular two-stroke large diesel engine in accordance with the pre-characterising part of the respective independent claims.
  • the fuel is injected only in a narrow range of crank angle degrees of the whole working cycle.
  • the fuel injection has to be accurately controlled to have the correct start of injection and the correct duration in order to properly control for example the power, the maximum cylinder pressure, and in particular the emission of noxious substances. More strict emission requirements are increasing the need to have more flexible fuel injection systems with more accurate control.
  • Common rail fuel injection systems are typically used on diesel engines today, see for example DE 19939421 .
  • a well known fuel injection system 1' as exemplarily shown by Fig. 1a and Fig. 1b , there is a directly engine driven high pressure fuel oil pump 6' delivering fuel 2' to a fuel common rail volume 10', the so called common rail 10'.
  • the fuel delivery to the rail 10' is typically controlled by throttling the fuel inlet to the pump 6' based on the feedback from a pressure sensor in the common rail 10'.
  • the fuel oil pump 6' typically works with several oscillating plungers pumping fuel 2' to the fuel oil rail 10'.
  • the pump 6' has a roller 600' following a cam 601', giving the plunger an oscillating movement.
  • the pump 6' has a filling stroke, the downwards stroke when new fuel 2' from the low pressure fuel system is filled into the fuel pump chamber and it has a delivery stroke, the upwards stroke, when the fuel 2' is pressed out into the high pressure common rail 10'.
  • a non return valve 602' prevents fuel 2' to flow back from the high pressure system to the low pressure system during the return stroke, that is during the filling stroke of the plunger.
  • the delivery for the different plungers is typically not phased with the injection events but the high pressure common rail volume 10' is sized large enough to prevent high pressure fluctuations to a certain, but not to a sufficient extent.
  • the pump 6' is thus controlled purely based on rail pressure feedback and not based on feedback when the injection events into the different cylinders 3' of the combustion engine are happening.
  • the injection into the cylinders itself is controlled by an electronic control unit CU' either with an injection control unit CU' at directly the fuel oil rail 10' or in the injector 4' itself.
  • the fuel injectors 4' are typically connected to the common rail 10' by means of a high pressure pipe 5'.
  • the start and the end of the fuel injection are typically controlled by a solenoid included with the injector 4'.
  • the fuel 2' is stored in the rail volume 10' under a given high pressure PH', wherein the fuel rail volume 10' is designed to have a relatively large volume of fuel in order to not to have too high pressure drops during the injection events.
  • the control of the fuel pumps 6' raising the pressure of the fuel 2' from a low pressure PL' to the high pressure PH' and delivering the fuel 2' to the common rail 10' under the high pressure PH' is typically based on the feedback from the rail pressure signal in order to keep the average high pressure PH' within a correct pressure range.
  • the injection of the fuel 2' into the cylinders 3' is thereby controlled by an injector control unit CU', wherein the known injection system 1' according to Fig. 1b includes in addition to that presented by Fig. 1 a a volumetric injection control VIC' allowing a more accurate timing and dosage of the fuel injection compared to the more simple injection system 1' according to Fig. 1a .
  • Fig. 1c showing the common rail pressure variations PH' given in bar in dependence from the crank angle ⁇ ' given in degrees as measured in a known fuel injection system 1' according to Fig. 1a or Fig. 1b , respectively, there are significant pressure drops in the common rail storage 10' during the injection of fuel 2' into the cylinders 3' since the control of the pump 6' cannot cope with the very high frequency pressure variations due to the injection events.
  • Document DE 199 39 421 A1 relates to a method for injecting fuel with at least two different fuel pressures via injectors into the combustion chamber of an internal combustion engine.
  • the fuel with the lower fuel pressure is injected in a stroke-controlled manner and the fuel with the higher fuel pressure is injected in a pressure-controlled manner.
  • the control chamber and the nozzle room via a non-return valve are connected to a low-pressure fuel supply.
  • the nozzle chamber is connected to the high-pressure fuel supply.
  • the object of the invention is thus to suggest an improved fuel injection system in which the variations of the high pressure are significantly reduced compared with the known prior art systems, and wherein at the same time, the fuel injection can be controlled more accurate resulting in a reduced fuel consumption and in significantly reduced emissions of noxious substances.
  • the invention thus relates to a fuel injection system for injecting a fuel into a cylinder of a reciprocating internal combustion engine, in particular two-stroke large diesel engine.
  • Said fuel injection system includes a fuel injector comprising an injector control means for controlling the injection of the fuel into the cylinder.
  • the fuel injector is fluidly connected by means of a high pressure pipe to an outlet of a pressure amplifier, and the pressure amplifier has an inlet for receiving the fuel being provided under a low inlet pressure and transforming the low inlet pressure of the fuel to a high outlet pressure being provided at the outlet of the pressure amplifier.
  • the pressure amplifier is connected to and driven by a hydraulic servo oil being provided under an intermediate pressure which intermediate pressure is higher than the low inlet pressure and lower than the high outlet pressure.
  • the common rail system has a smart control pressure amplifier driven by an hydraulic servo oil.
  • the pressure amplifier is preferably electronically controlled in such a way that it is only pumping fuel to the injectors during the injection events.
  • the pressure amplifier and the respective injector can be activated for example at the same time, leading to a small pressure drop at the beginning of the injection.
  • the pressure amplifier can be activated just before the start of the injection in order to avoid pressure drops a the beginning of the injection.
  • the fuel injection system according to the present invention does not compulsory require a large high pressure common rail storage as known from the prior art and as exemplarily displayed by Fig. 1 a or Fig. 1b , respectively.
  • the high pressure fuel is provided just and only during a relatively small time range in which the injection occurs.
  • no storage of a relatively large reservoir of high pressure fuel is required, resulting in an injection system which is of very simple construction, which is less expensive, and which needs less maintenance and being more reliable in operation.
  • a common rail storage for high pressure fuel may be present in an injection system according to the invention in order to further reduce the pressure drops in the high pressure fuel line to an absolute minimum.
  • the pressure amplifiers can also be more than one pressure amplifier feeding the system as for example shown in Fig. 2b .
  • the pressure amplifiers can made smaller and, thus, less expensive.
  • At low engine loads for example, when less fuel is needed it is possible to operate only with one pressure amplifier, and at increased engine load more pressure amplifiers can additionally be switched on to deliver more fuel.
  • the overall efficiency of the system will be increased by this since only the amount of fuel needed to deliver to the system is compressed.
  • the activation of the different pressure amplifiers can be done either at the same time for all amplifiers or at different time for different amplifiers to get a different pressure increase rate during the injection.
  • the different pressure amplifiers can either be identical or they may have a different design either different size or slightly different pressure amplifying ratio. This gives more freedom for different injection rate shapes.
  • the correct start and end of the fuel injection into the cylinder of the combustion engine and also the correct duration can be most accurately controlled so that a proper control for example of the power, the control of a maximum cylinder pressure, and in particular the control and reduction of the emission of noxious substances is firstly properly ensured by the present invention.
  • the hydraulic servo oil is provided under the intermediate pressure in a hydraulic supply volume being fluidly connected to the pressure amplifier by a hydraulic driving pipe.
  • the pressure amplifier includes a pressure amplifier piston for transforming the low inlet pressure to the high outlet pressure, wherein the pressure amplifier in practice may include a hydraulic control means for actuating and controlling the pressure amplifier piston.
  • a plurality of pressure amplifiers may be provided, wherein the hydraulic supply volume is preferably a hydraulic common rail volume, most preferably being connected to all pressure amplifiers being present in the fuel injection system and providing the hydraulic servo oil to all pressure amplifiers being present in the fuel injection system.
  • a fuel common rail volume may be provided between the fuel injector and the outlet of the pressure amplifier in order to reduce pressure drops in the high pressure pipe to an absolute minimum.
  • the injector control means and / or the pressure amplifier is electronically controllable, in particular independently electronically controllable in order to ensure a maximum of flexibility regarding the injection of the fuel into the cylinder of the combustion engine.
  • the present invention relates furthermore to a method for injecting a fuel into a cylinder of a reciprocating internal combustion engine, in particular two-stroke large diesel engine.
  • the fuel is injected into the cylinder by means of a fuel injection system including a fuel injector comprising an injector control means for controlling the injection of the fuel into the cylinder.
  • the fuel injector is fluidly connected by means of a high pressure pipe to an outlet of a pressure amplifier, the pressure amplifier having an inlet for receiving the fuel being provided under a low inlet pressure and transforming the low inlet pressure of the fuel to a high outlet pressure and providing the high outlet pressure at the outlet of the pressure amplifier.
  • the pressure amplifier is connected to and driven by a hydraulic servo oil being provided under an intermediate pressure wherein the intermediate pressure is chosen higher than the low inlet pressure and lower than the high outlet pressure.
  • the low inlet pressure is transformed to the high outlet pressure by means of a pressure amplifier piston, wherein the pressure amplifier piston is preferably actuated and controlled by a hydraulic control means.
  • a plurality of pressure amplifiers is provided, wherein in particular a hydraulic supply volume is provided and designed as a hydraulic common rail volume, being connected to and providing the hydraulic servo oil to all pressure amplifiers being present in the fuel injection system used for working the method of the invention.
  • the injector control means and / or the pressure amplifier is electronically controlled, preferably independently electronically controlled, wherein the pressure amplifier and the fuel injector are activated at the same time and / or wherein the pressure amplifier is activated before the fuel injector is started.
  • At least one pressure amplifier of the fuel injection system may be deactivated in order to reduce the fuel consumption.
  • the number of pressure amplifiers being in operation may be increased successively, respectively.
  • the invention is related to an internal combustion engine, in particular to a two-stroke large diesel engine comprising a fuel injection system as described and / or being operated using a method in accordance with the present invention.
  • Fig. 1a , Fig1b , and Fig. 1c show examples known from the prior art which have been discussed above in great detail, already, and thus, do not need any further consideration.
  • Fig. 2a and Fig. 2b two special embodiments of fuel injection systems 1 for an internal combustion engine are displayed, wherein the fuel injection system 1 according to Fig. 2 has a plurality of pressure amplifiers 6 of which, for reasons of clarity, two pressure amplifiers 6 are shown, only.
  • the fuel injection system 1 for injecting a fuel 2 into a cylinder 3 of a reciprocating internal combustion engine which is in the present examples of Fig. 2a and Fig. 2b a two-stroke large diesel engine for a vessel, includes a fuel injector 4 comprising an injector control means 41 for controlling the injection of the fuel 2 into the cylinder 3.
  • the fuel injector 4 is fluidly connected by means of a high pressure pipe 5 to an outlet 62 of a pressure amplifier 6.
  • the pressure amplifier 6 has an inlet 61 for receiving the fuel 2 being provided under a low inlet pressure PL and increases the low inlet pressure PL of the fuel 2 to a high outlet pressure PH being provided at the outlet 62 of the pressure amplifier 6.
  • the pressure amplifier 6 is connected to and driven by a hydraulic servo oil 7 being provided under an intermediate pressure PI being higher than the low inlet pressure PL and lower than the high outlet pressure PH.
  • the hydraulic servo oil 7 is provided under the intermediate pressure PI in a hydraulic supply volume 8, 81 which is fluidly connected to the pressure amplifier 6 by a hydraulic driving pipe 9.
  • the pressure amplifier 6 as such includes a pressure amplifier piston 63 for transforming the low inlet pressure PL to the high outlet pressure PH in a per se known manner.
  • the pressure amplifier 6 includes a hydraulic control means 64 for actuating and controlling the pressure amplifier piston 63, wherein the control means 64 is connected to and supplied from the hydraulic supply volume 8, 81 with the hydraulic servo oil 7.
  • a plurality of pressure amplifiers 6 is provided of which for reasons of clarity of the drawing two pressure amplifiers 6 are shown, only.
  • the hydraulic supply volume 8, 81 according to Fig. 2a and Fig. 2b respectively, is a hydraulic common rail volume 81, which is in the embodiment according to Fig. 2b connected to all pressure amplifiers 6 being present in the fuel injection system 1 and, thus, providing the hydraulic servo oil 7 to all pressure amplifiers 6 being present in the fuel injection system 1 at the same time.
  • a fuel common rail volume 10 is provided between the fuel injector 4 and the outlet 62 of the pressure amplifier 6, which is not necessarily compulsory.
  • the injector control means 41 as well as the pressure amplifier 4 is electronically controllable, preferably independently electronically controllable by an electronic control means not explicitly shown in Fig. 2a or Fig. 2b .

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (6)

  1. Verfahren zum Einspritzen eines Kraftstoffes (2) in einen Zylinder (3) einer Hubkolben-Brennkraftmaschine, insbesondere einer großen Zweitakt-Diesel-Kraftmaschine, wobei der Kraftstoff (2) in den Zylinder (3) mittels eines Kraftstoffeinspritzsystems (1) eingespritzt wird, das eine Kraftstoffeinspritzvorrichtung (4) mit einem Einspritzvorrichtungssteuermittel (41) zum Steuern einer Einspritzung des Kraftstoffes (2) in den Zylinder (3) umfasst, und wobei die Kraftstoffeinspritzvorrichtung (4) fluidtechnisch mittels eines Hochdruckrohrs (5) mit einem Auslass (62) eines Druckverstärkers (6) verbunden ist, wobei der Druckverstärker (6) einen Einlass (61) zur Aufnahme des Kraftstoffs (2), der unter einem niedrigen Einlassdruck (PL) geliefert wird, und zum Umwandeln des niedrigen Einlassdrucks (PL) des Kraftstoffes (2) in einen hohen Auslassdruck (PH) und zum Bereitstellen des hohen Auslassdrucks (PH) an dem Auslass (62) des Druckverstärkers (6) aufweist, wobei der Druckverstärker (6) an unter einem Zwischendruck (PI) bereitgestelltes Hydraulikservoöl (7) angeschlossen ist und durch dieses angetrieben wird, wobei der Zwischendruck (PI) höher als der niedrige Einlassdruck (PL) und niedriger als der hohe Auslassdruck (PH) gewählt wird, dadurch gekennzeichnet, dass das Einspritzvorrichtungssteuermittel (41) und/oder der Druckverstärker (6) elektronisch gesteuert werden, wobei der Druckverstärker (6) und die Kraftstoffeinspritzvorrichtung (4) gleichzeitig aktiviert werden und/oder wobei der Druckverstärker (6) aktiviert wird, bevor die Kraftstoffeinspritzvorrichtung (4) gestartet wird, um Druckabfälle zu Beginn der Einspritzung zu vermeiden.
  2. Verfahren nach Anspruch 1,
    wobei der niedrige Einlassdruck (PL) mittels eines Druckverstärkerkolbens (63) in den hohen Auslassdruck (PH) umgewandelt wird, wobei der Druckverstärkerkolben (63) durch ein hydraulisches Steuermittel (64) betätigt und gesteuert wird.
  3. Verfahren nach einem der Ansprüche 1 oder 2,
    wobei eine Mehrzahl von Druckverstärkern (6) vorgesehen ist.
  4. Verfahren nach Anspruch 3,
    wobei ein Hydraulikversorgungsvolumen (8, 81) als ein hydraulisches Common-Rail-Volumen (81) vorgesehen und konstruiert ist, das an das Hydraulikservoöl (7) angeschlossen ist und dieses an alle in dem Kraftstoffeinspritzsystem (1) vorhandene Druckverstärker (6) liefert.
  5. Verfahren nach einem der Ansprüche 1 bis 4,
    wobei in einem Niederlastbetriebszustand zumindest ein Druckverstärker (6) des Kraftstoffeinspritzsystems (1) deaktiviert wird.
  6. Brennkraftmaschine, insbesondere große Zweitakt-Diesel-Kraftmaschine, die unter Verwendung eines Verfahrens nach einem der Ansprüche 1 bis 5 betrieben wird.
EP12179866.4A 2011-09-08 2012-08-09 Kraftstoffeinspritzsystem für einen Verbrennungsmotor, Verfahren zum Einspritzen von Kraftstoff und Verbrennungsmotor Not-in-force EP2568156B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12179866.4A EP2568156B1 (de) 2011-09-08 2012-08-09 Kraftstoffeinspritzsystem für einen Verbrennungsmotor, Verfahren zum Einspritzen von Kraftstoff und Verbrennungsmotor

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP11180496 2011-09-08
EP12179866.4A EP2568156B1 (de) 2011-09-08 2012-08-09 Kraftstoffeinspritzsystem für einen Verbrennungsmotor, Verfahren zum Einspritzen von Kraftstoff und Verbrennungsmotor

Publications (2)

Publication Number Publication Date
EP2568156A1 EP2568156A1 (de) 2013-03-13
EP2568156B1 true EP2568156B1 (de) 2015-08-05

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EP12179866.4A Not-in-force EP2568156B1 (de) 2011-09-08 2012-08-09 Kraftstoffeinspritzsystem für einen Verbrennungsmotor, Verfahren zum Einspritzen von Kraftstoff und Verbrennungsmotor

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EP (1) EP2568156B1 (de)
JP (1) JP2013057313A (de)
KR (1) KR20130027996A (de)
CN (1) CN102996260A (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104819083A (zh) * 2015-04-27 2015-08-05 江苏海事职业技术学院 大型低速二冲程柴油机用高压共轨燃油喷射控制系统

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60162021A (ja) * 1984-01-31 1985-08-23 Kawasaki Heavy Ind Ltd 内燃機関の燃料噴射制御装置
DE4341932A1 (de) * 1993-12-09 1995-06-14 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE19939421A1 (de) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Kombiniertes hub-/druckgesteuertes Kraftstoffeinspritzverfahren und -system für eine Brennkraftmaschine
DE10112154A1 (de) * 2001-03-14 2002-09-26 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
CN202148954U (zh) * 2011-06-30 2012-02-22 徐玉国 柴油机燃油高压定压喷射系统

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KR20130027996A (ko) 2013-03-18
JP2013057313A (ja) 2013-03-28
EP2568156A1 (de) 2013-03-13
CN102996260A (zh) 2013-03-27

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