EP3181889A1 - Verfahren zum einspritzen eines kraftstoffs in einem grossen dieselmotor, grosser dieselmotor und einspritzvorrichtung - Google Patents

Verfahren zum einspritzen eines kraftstoffs in einem grossen dieselmotor, grosser dieselmotor und einspritzvorrichtung Download PDF

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Publication number
EP3181889A1
EP3181889A1 EP15200190.5A EP15200190A EP3181889A1 EP 3181889 A1 EP3181889 A1 EP 3181889A1 EP 15200190 A EP15200190 A EP 15200190A EP 3181889 A1 EP3181889 A1 EP 3181889A1
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EP
European Patent Office
Prior art keywords
fuel
injection device
pressure
diesel engine
heating
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.)
Withdrawn
Application number
EP15200190.5A
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English (en)
French (fr)
Inventor
Nanda Sangram Kishore
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.)
Winterthur Gas and Diesel AG
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Winterthur Gas and Diesel AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Winterthur Gas and Diesel AG filed Critical Winterthur Gas and Diesel AG
Priority to EP15200190.5A priority Critical patent/EP3181889A1/de
Publication of EP3181889A1 publication Critical patent/EP3181889A1/de
Withdrawn legal-status Critical Current

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    • 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/02—Fuel-injection apparatus characterised by having 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

  • the invention relates to a method for injecting a fuel in a large diesel engine, to a large diesel engine and to an injection device for injecting a fuel in a large diesel engine according to the preamble of the respective independent claim.
  • Modern large diesel engines are electronically controlled and usually comprise a common rail system with a pressure reservoir for supplying the fuel, e.g. heavy oil, to the cylinders.
  • the fuel in the pressure reservoir has a pressure of several hundred bar, for example 700-900 bar, but the pressure may also be higher, even more than 1000 bar.
  • each cylinder at least one, but typically two or three electronically controlled injection devices are provided being connected to the pressure reservoir for receiving pressurized fuel from there.
  • Each injection device has a spring-loaded valve needle cooperating with a valve seat as well as a nozzle head for injecting the fuel into the combustion chamber of the cylinder.
  • the injection device is in fluid communication with the pressure reservoir. If the valve needle is lifted the pressurized fuel can pass between the valve needle and the valve seat and enters the nozzle head for being injected. If the valve needle is pressed into the valve seat the connection to the nozzle head is closed and no fuel can reach the nozzle.
  • large diesel engine or the like encompasses also such large engines, which can be operated beside the diesel operation that is characterized by the self-ignition of the fuel, also in an Otto operation, that is characterized by an external ignition, or in a mixed form of these two operations.
  • a method for injecting a fuel in a large diesel engine having at least one cylinder with a combustion chamber for the combustion of the fuel and with a piston for reciprocating movement between a top dead center position and a bottom dead center position, and an injection device for the injection of the fuel into the combustion chamber of the cylinder, wherein the combustion chamber is containing scavenging air under a compression pressure
  • said method comprising the step of providing the fuel to the injection device in a liquid phase under a fuel pressure, wherein a fuel temperature is determined such that the fuel converts from the liquid phase to a gaseous phase when the fuel expands from the fuel pressure to the compression pressure, the fuel is heated to the fuel temperature and the fuel is injected by the injection device into the combustion chamber of the cylinder.
  • the liquid fuel is injected into the combustion chamber such that the fuel undergoes a phase transition from the liquid to the gaseous phase during the injection process.
  • all the operating parameters like the compression pressure in the combustion chamber, the temperature in the combustion chamber and the pressure of the liquid fuel in the pressure reservoir or the pressure of the fuel in the injection device are known at any time. Knowing the temperature and the pressure in the combustion chamber at the time of the fuel injection as well as the pressure of the fuel prior to injection it is no problem to determine a suited fuel temperature such that the fuel converts from the liquid to the gaseous state during the injection. For example the fuel temperature is determined such that it is higher than the saturation temperature of the fuel at the compression pressure in the combustion chamber. Then, the fuel will change from the liquid to the gaseous phase when the liquid fuel expands from the fuel pressure to the compression pressure.
  • the combustion process is very similar to the combustion of pre-mixed gases rather than the diffusion burning process of a liquid fuel in the combustion chamber that usually causes the production of soot.
  • the NO X production and the generation of smoke are a function of the flame temperature, the oxygen available and the residence time.
  • the flame temperature is somewhat higher as compared to a liquid phase-gas phase reaction, however the residence time is much shorter, which results in an lower absolute value of the amount of NO X produced.
  • a reduction of the NO X production of up to 60% is possible.
  • a considerably lower smoke level i.e. a reduced amount of generated smoke, is achievable.
  • the fuel is heated to the fuel temperature by a heating chamber that is an integral part of the cylinder cover or is attached to the cylinder cover.
  • a heating chamber that is an integral part of the cylinder cover or is attached to the cylinder cover.
  • the fuel is heated to the fuel temperature by a heating chamber that is an integral part of the injection device or is attached to the injection device. This measure enables a heating of the fuel to the defined fuel temperature very close to the location of injection.
  • the fuel is heated to the fuel temperature by an electrical heating device or a microwave heating device.
  • Electrical or microwave heating are very easy to implement and allow a reliable control of the temperature of the fuel.
  • the liquid fuel may be heated to the fuel temperature prior to the injection.
  • the heat of the exhaust gas may be used to heat the fuel, either by a direct contact of the fuel supply line with the exhaust gas system or by transferring heat from the exhaust gas to the fuel by way of a heat exchanger.
  • the invention proposes a large diesel engine, in particular large two-stroke diesel engine, comprising at least one cylinder with a combustion chamber for the combustion of a fuel and with a piston for reciprocating movement between a top dead center position and a bottom dead center position, an injection device with a nozzle head for injecting the fuel into the combustion chamber, a common rail system with a pressure reservoir for delivering the fuel in a liquid phase under a fuel pressure to the injection device, wherein the cylinder comprises at least one scavenging air opening for introducing scavenging air into the cylinder, and wherein the piston compresses the scavenging air to a compression pressure in the combustion chamber, wherein a heating chamber for the fuel is provided, for heating the fuel to a defined fuel temperature such that the fuel converts from the liquid phase to a gaseous phase when the fuel expands from the fuel pressure to the compression pressure, wherein the heating chamber is connectable to the nozzle head for supplying the liquid fuel to the nozzle head.
  • the large diesel engine according to the invention is particularly designed and suited for performing the method according to the invention.
  • the large diesel engine according to the invention renders possible a considerably cleaner combustion of the fuel and a remarkable reduction in the NO X production.
  • the heating chamber is an integral part of the injection device or is attached to the injection device, or when the heating chamber comprises a heating device being designed as an electrical heating device or a microwave heating device.
  • the diesel engine comprises a temperature sensor for controlling the defined fuel temperature.
  • the invention proposes an injection device designed for injecting a fuel in a large diesel engine embodied according to the invention or for a method according to the invention.
  • the injection device comprises a nozzle body and a nozzle head connected to the nozzle body, and a supply line for delivering the fuel in a liquid phase under a fuel pressure from an inlet to the nozzle head, the nozzle head having a longitudinal bore and at least one nozzle hole starting from the longitudinal bore through which the fuel can emerge into the combustion chamber having the compression pressure, wherein a valve needle is arranged in the nozzle body having an end section cooperating with a valve seat for opening or closing a passage for the fuel from the supply line to the nozzle hole, and wherein the injection device comprises a heating chamber for heating the fuel to a defined fuel temperature such that the fuel converts from the liquid phase to a gaseous phase when the fuel expands from the fuel pressure to the compression pressure, wherein the heating chamber is arranged between the inlet and the valve seat.
  • the liquid fuel can be heated to a determined fuel temperature such that the fuel undergoes a phase transition from the liquid phase to the gaseous phase when the fuel expands from the fuel pressure to the compression pressure in the combustion chamber.
  • the heating chamber is an integral part of the nozzle body.
  • the heating chamber has an integrated heating device which heats the fuel in the heating chamber at the fuel pressure to the fuel temperature.
  • the heating device is preferably an electrical heating device or a microwave heating device.
  • each nozzle hole has a variable cross sectional area.
  • cross sectional area of each nozzle hole increases in the flow direction of the fuel.
  • the large diesel engine according to the invention may be designed as a dual fuel engine for the combustion of a liquid fuel, preferably heavy oil, and for the combustion of a gas.
  • Fig. 1 shows in a schematic representation of essential parts of an embodiment of a large diesel engine according to the invention being designated in its entity by reference numeral 1.
  • the large diesel engine 1 has at least one cylinder 3 but typically more, for example up to fourteen cylinders 3. Since it is sufficient for the understanding of the invention, in Fig. 1 only one cylinder 3 is shown.
  • a piston 4 is arranged for a reciprocating movement between a top dead center and a bottom dead center.
  • the top side of the piston 4 and a cylinder cover 31 together with the cylindrical wall of the cylinder 3 are limiting a combustion chamber 32 in which the fuel is injected for the combustion.
  • the exhaust valve of the cylinder is not shown in the schematic Fig. 1 .
  • the large diesel engine 1 is designed as a large two-stroke diesel engine 1 with longitudinal scavenging. Since these large diesel engines 1 are well known in the art, there is no need for a detailed description.
  • the cylinder 3 of the large diesel engine 1 comprises at least one but typically a plurality of scavenging air openings 35 for introducing fresh air as scavenging air into the cylinder 3 as indicated by the arrow SA in Fig. 1 .
  • the piston 4 closes the scavenging air openings 35 and after the closing of the exhaust valve (not shown) the scavenging air in the cylinder 3 is compressed by the movement of the piston 4 to a compression pressure in the combustion chamber 32 which compression pressure is reached when the piston 4 is near the top dead center position.
  • the compression pressure is the pressure existing in the combustion chamber 32 when the fuel is injected into the combustion chamber 32.
  • the invention is not restricted to this specific type of a diesel engine.
  • the engine may be any type of large diesel engine as they are used for example as main propulsion units for ships or also in stationary operation, for example for driving large generators for the production of electrical power.
  • the large diesel engine 1 can be designed as two-stroke or four-stroke engine. It is also possible that the large diesel engine 1 is designed as a dual fuel engine for the combustion of a liquid fuel and for the combustion of a gas, for example natural gas.
  • the large two-stroke diesel engine 1 is usually operated with heavy oil. The same is true for the operation of a dual fuel engine in the liquid mode.
  • An engine control unit (not shown) operates and controls all functions of the large diesel engine 1, for example the operation of the exhaust valves for the gas exchange and the injection process for the fuel, by way of electronic signals and commands.
  • the engine control unit receives information from several detectors, sensors or measuring devices.
  • Fig. 1 also shows components of the common rail system 2 of the large diesel engine 1 that supplies the fuel, e.g. heavy oil, to the combustion chamber 32 of the cylinders 3.
  • the common rail system 2 is designed for the supply of all cylinders 3 of the large diesel engine 1.
  • the common rail system 2 comprises a pressure reservoir 6 also called “fuel rail” which contains the fuel to be delivered to the cylinders 3 under a high pressure that essentially corresponds to the injection pressure.
  • a pressure reservoir 6 also called "fuel rail” which contains the fuel to be delivered to the cylinders 3 under a high pressure that essentially corresponds to the injection pressure.
  • One or more fuel pumps 8 supply the pressure reservoir 6 with the fuel under high pressure.
  • the pressure of the fuel in the pressure reservoir 6 has for example a value of 700-900 bar but may also be higher.
  • a fuel booster pump (not shown) which is connected with a reservoir for the fuel (not shown) delivers the fuel to the fuel pumps 8.
  • a closed-loop control For maintaining the pressure of the fuel in the pressure reservoir 6 on a constant value a closed-loop control is provided.
  • One or more pressure sensors measure the actual value of the pressure in the pressure reservoir 6. This value is transmitted to the engine control unit. Based upon this comparison the engine control unit sends a signal to flow control valves (not shown) with which the delivery rate of the fuel pumps 8 may be adjusted.
  • the pressure of the fuel in the pressure reservoir 6 is kept on a constant value during operation of the engine 1. This constant value is designated as the fuel pressure.
  • the pressure reservoir 6 is in fluid communication with a plurality of electronically controlled injection devices 7 for injecting the fuel into the combustion chamber 32 of the respective cylinder 3.
  • a plurality of electronically controlled injection devices 7 for injecting the fuel into the combustion chamber 32 of the respective cylinder 3.
  • the injection device 7 is designed as an injection device 7 according to the invention.
  • Fig. 2 shows a schematic cross sectional view of an embodiment of an injector device 7 according to the invention
  • the electronically controlled injection device 7 (see Fig. 2 ) is controlled by a control unit 71 for starting and finishing the injection of fuel into the combustion chamber 32.
  • the control unit 71 is in signal communication with the engine control unit and usually operated electric-hydraulically using the fuel from the pressure reservoir 6 as hydraulic medium. This design as such is known in the art and will therefore not be described in any detail.
  • the injector device 7 is mounted to the cylinder cover 31 of the respective cylinder 3.
  • the injector device 7 comprises a nozzle body 72 and a nozzle head 73 connected to the nozzle body 72. Furthermore, the injector device 7 is provided with a supply line 74 extending through the nozzle body 72 for delivering the liquid fuel from an inlet 741 to the nozzle head 73.
  • the inlet 741 of the supply line 74 is in fluid communication with the pressure reservoir 6.
  • a valve needle 75 is arranged in the nozzle body 72 having an end section cooperating with a valve seat 76.
  • the valve needle 75 is spring loaded by a spring 77 exerting a force that presses the valve needle 75 into the valve seat 76.
  • a pressure chamber 78 is provided to which the supply line 74 extends such that the inlet 741 of the supply line 74 is in fluid communication with the pressure chamber 78
  • the pressurized fuel as indicated by the dashed lines in Fig. 1 , being supplied by the pressure reservoir 6 is fed to the inlet 741 of the supply line 74 to the pressure chamber 78 at a location upstream of the valve seat 76.
  • the valve needle 75 is in sealing connection with the valve seat 76 the fuel cannot proceed from the pressure chamber 78 to the nozzle head 73.
  • the nozzle head 73 has a longitudinal bore 731 and at least one nozzle hole 732 starting from the longitudinal bore 731, so that the fuel can emerge from the longitudinal bore 731 through the nozzle hole 732 into the combustion chamber 32.
  • the injection of fuel is performed in the following manner.
  • the control unit 71 keeps the valve needle 75 in a sealing engagement with the valve seat 76 so that the passage for the fuel from the pressure chamber 78 along the valve seat 76 to the nozzle head 73 is closed.
  • the control unit 71 opens the passage for the fuel along the valve seat 75 by causing a release of the downwardly directed force on the valve needle 75.
  • the pressure of the fuel in the pressure chamber 78 prevails and removes the valve needle 75 against the force of the spring 77 from the sealing engagement with the valve seat 76.
  • the fuel may pass along the valve seat 76 into the longitudinal bore 731 of the nozzle head 73.
  • control unit 71 causes an increase of the downwardly directed force on the valve needle thus that with support of the spring 77 the valve needle 75 is pushed into a sealing arrangement with the valve seat 76 which closes the passage for the fuel to the longitudinal bore 731.
  • the fuel to be injected into the combustion chamber 32 is heated to such a fuel temperature that the liquid fuel converts to the gaseous phase when the fuel expands from the fuel pressure to the compression pressure in the combustion chamber 32 what will now be explained in more detail.
  • Fig. 3 shows a general phase diagram demonstrating the state of a substance, for example heavy oil in dependence from the temperature T on the horizontal axis and the pressure P on the vertical axis.
  • a substance for example heavy oil in dependence from the temperature T on the horizontal axis and the pressure P on the vertical axis.
  • Such a diagram basically also applies for the fuel in a large diesel engine, in particular heavy oil.
  • the liquid fuel is delivered from the pressure reservoir 6 at a fuel pressure which is for example at least 700 bar.
  • the fuel pressure is designated in Fig. 3 with PF.
  • the compression pressure PC existing in the combustion chamber 32 just prior to the injection of the fuel when the piston 4 is near its top dead center position is lower than the fuel pressure PF, for example 180 bar.
  • the typical temperature of the compressed scavenging air in the combustion chamber 32 just prior to the injection of the fuel, i.e. when the piston 4 is near the top dead center position is designated in Fig. 3 with TC.
  • TC is usually for example 500°C.
  • the conditions in the combustion chamber 32 just prior to the injection of the fuel are designated in Fig. 3 with the point A2 in the phase diagram having the temperature TC and the compression pressure PC.
  • a fuel temperature TF may be determined which is indicated by the point A1 in Fig. 3 having the fuel temperature TF and the fuel pressure PF.
  • the fuel temperature TF is determined such that a transition of the fuel from point A1 in the phase diagram to point A2 in the phase diagram results in a crossing of a boundary line LG between the liquid phase L and the gaseous phase G of the fuel, e.g. the heavy oil.
  • the fuel moves from point A1 in the phase diagram to point A2 in the phase diagram resulting in a phase transition from the liquid state to the gaseous state.
  • the method according to the invention is in particular characterized by the step that a suited fuel temperature TF is determined such that the fuel converts from the liquid phase to the gaseous phase when the fuel expands from the fuel pressure PF to the compression pressure PC, that the fuel is heated to this fuel temperature TF and then injected into the combustion chamber 32.
  • the fuel pressure PF is usually at least 700 bar.
  • the appropriate fuel temperature TF depends on the specific application. For many applications the fuel temperature TF is at least 400°C.
  • the combustion in the combustion chamber 32 is a gas-gas phase reaction rather than a diffusion burning that typically takes place when the fuel merges and reacts as a liquid with the scavenging air.
  • the gas-gas like reaction the production of soot is avoided and a considerably reduced production of NO X by the combustion process is achieved. Even if the flame temperature is increased in a gas-gas reaction as compared to a fluid-gas reaction, the residence time is considerably reduced in a gas-gas reaction which results in sum in a reduction of the produced NO X which may be 60% or even more.
  • the fuel is heated by a heating chamber that is integral part of or attached to the cylinder cover 31 or integral part of or attached to the injection device 7.
  • a heating chamber 9 comprising a heating device 10 for heating the fuel in the heating chamber 9.
  • the heating device 10 is designed for transferring heat to the fuel in order to heat the liquid fuel to the defined fuel temperature TF.
  • the heating device 10 is preferably designed as an electrical heating device using electric energy to increase the temperature of the fuel to the fuel temperature, for example by induction heating, or as a microwave heating device, exposing the fuel to microwave radiation for increasing the temperature of the fuel.
  • a temperature sensor 11 is provided to control the temperature of the fuel in or after leaving the heating chamber 9.
  • the temperature sensor 11 may be in signal communication with the engine control unit to communicate the actual temperature of the fuel to the engine control unit. In case this temperature is not in accordance with the determined or pre-defined fuel temperature the engine control unit may adjust the power of the heating device 10 in such a way that the desired fuel temperature TF is realized.
  • the heating chamber 9 with the heating device 10 forms an integral part of the injection device 7 as shown in Fig. 2 .
  • the heating chamber 9 is an integral part of the nozzle body 72 and designed as a part of the supply line 74 between the inlet 741 of the supply line 74 and its connection to the pressure chamber 78.
  • the heating chamber 9 comprises the heating device 10 which is designed as an electric or microwave heating device for heating the fuel in the heating chamber 9.
  • This design has the advantage that the liquid fuel is heated to the fuel temperature TF very close to the nozzle head 73.
  • each nozzle hole 732 has a variable cross sectional area perpendicular to the flow direction through the nozzle hole 732.
  • the cross sectional area of each nozzle hole 732 increases in the flow direction of the fuel to facilitate the transition into the gaseous phase.
  • the injection of the fuel takes place at a crankshaft angle between 60 degree before the top dead center position of the piston 4 and a crankshaft angle of 10 degree after the top dead center position.
  • the heating of the liquid fuel to the fuel temperature takes place within the injection device 7other embodiments are of course possible.
  • the heating chamber 9 or the heating device 10 may be integrated or attached to the cylinder cover 31 of the cylinder and the fuel is guided through this heating chamber 9.
  • the heat of the exhaust system may be used by providing a heat contact between the hot parts of the exhaust system and the fuel to be injected. This heat contact may be realized by a heat exchanger transferring heat from the exhaust system to the fuel to be injected.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
EP15200190.5A 2015-12-15 2015-12-15 Verfahren zum einspritzen eines kraftstoffs in einem grossen dieselmotor, grosser dieselmotor und einspritzvorrichtung Withdrawn EP3181889A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15200190.5A EP3181889A1 (de) 2015-12-15 2015-12-15 Verfahren zum einspritzen eines kraftstoffs in einem grossen dieselmotor, grosser dieselmotor und einspritzvorrichtung

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EP15200190.5A EP3181889A1 (de) 2015-12-15 2015-12-15 Verfahren zum einspritzen eines kraftstoffs in einem grossen dieselmotor, grosser dieselmotor und einspritzvorrichtung

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EP3181889A1 true EP3181889A1 (de) 2017-06-21

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EP15200190.5A Withdrawn EP3181889A1 (de) 2015-12-15 2015-12-15 Verfahren zum einspritzen eines kraftstoffs in einem grossen dieselmotor, grosser dieselmotor und einspritzvorrichtung

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115324784A (zh) * 2022-07-14 2022-11-11 强虎 一种柴油机的油气混合结构

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10045753A1 (de) * 2000-09-15 2002-03-28 Daimler Chrysler Ag Verfahren zum Betreiben einer selbstzündenden Brennkraftmaschine
DE102006024665A1 (de) * 2006-05-26 2007-11-29 Robert Bosch Gmbh Kraftstoffeinspritzsystem
EP1867866A2 (de) * 2006-06-12 2007-12-19 Nissan Motor Co., Ltd. System und Verfahren zur Kraftstoffeinspritzung bei einem Verbrennungsmotor
DE102006028639A1 (de) * 2006-06-22 2007-12-27 Robert Bosch Gmbh Verfahren zum Vorwärmen von Kraftstoff
EP2503138A1 (de) * 2011-03-24 2012-09-26 OMT Officine Meccaniche Torino S.p.A. Elektrisch gesteuerter Kraftstoffeinspritzer für große Dieselmotoren
EP2511516A1 (de) * 2011-04-15 2012-10-17 Wärtsilä Schweiz AG Flüssigkeitseinspritzvorrichtung
US20140252122A1 (en) * 2013-03-06 2014-09-11 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Heatable injector for fuel injection in an internal combustion engine

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10045753A1 (de) * 2000-09-15 2002-03-28 Daimler Chrysler Ag Verfahren zum Betreiben einer selbstzündenden Brennkraftmaschine
DE102006024665A1 (de) * 2006-05-26 2007-11-29 Robert Bosch Gmbh Kraftstoffeinspritzsystem
EP1867866A2 (de) * 2006-06-12 2007-12-19 Nissan Motor Co., Ltd. System und Verfahren zur Kraftstoffeinspritzung bei einem Verbrennungsmotor
DE102006028639A1 (de) * 2006-06-22 2007-12-27 Robert Bosch Gmbh Verfahren zum Vorwärmen von Kraftstoff
EP2503138A1 (de) * 2011-03-24 2012-09-26 OMT Officine Meccaniche Torino S.p.A. Elektrisch gesteuerter Kraftstoffeinspritzer für große Dieselmotoren
EP2511516A1 (de) * 2011-04-15 2012-10-17 Wärtsilä Schweiz AG Flüssigkeitseinspritzvorrichtung
US20140252122A1 (en) * 2013-03-06 2014-09-11 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Heatable injector for fuel injection in an internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115324784A (zh) * 2022-07-14 2022-11-11 强虎 一种柴油机的油气混合结构

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