EP3265668B1 - Kraftstoffeinspritzeinheit für einen verbrennungsmotor - Google Patents

Kraftstoffeinspritzeinheit für einen verbrennungsmotor Download PDF

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Publication number
EP3265668B1
EP3265668B1 EP15710221.1A EP15710221A EP3265668B1 EP 3265668 B1 EP3265668 B1 EP 3265668B1 EP 15710221 A EP15710221 A EP 15710221A EP 3265668 B1 EP3265668 B1 EP 3265668B1
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EP
European Patent Office
Prior art keywords
needle
fuel
injection unit
fuel injection
flow
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Active
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EP15710221.1A
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English (en)
French (fr)
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EP3265668A1 (de
Inventor
Janne ENLUND
Antti VUOHIJOKI
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Wartsila Finland Oy
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Wartsila Finland Oy
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Publication of EP3265668A1 publication Critical patent/EP3265668A1/de
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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
    • 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
    • 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
    • F02M63/0205—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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/0215—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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by draining or closing fuel conduits
    • 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
    • F02M63/0205—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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/022—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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by acting on fuel control mechanism
    • 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
    • F02M2200/18—Fuel-injection apparatus having means for maintaining safety not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/44—Valves, e.g. injectors, with valve bodies arranged side-by-side

Definitions

  • the present invention relates to a fuel injection unit for an internal combustion engine having a plurality of cylinders and using a common rail fuel system in accordance with the preamble of claim 1.
  • the present invention relates also to an internal combustion engine having a plurality of cylinders with cylinder heads and utilizing a common rail fuel system, each cylinder head being provided with the fuel injection unit in accordance with any one of claims 1-11.
  • each cylinder is provided with an injection pump of its own for pumping fuel through an injector into the combustion chamber of the cylinder.
  • the use and control of the conventional system has significant limitations. The settings of the system cannot be adjusted easily. Additionally, the pressure in the injection pumps may vary, so that the injection into the different cylinders may take place under different pressures and may thus provide different amounts of fuel, respectively.
  • the injection nozzles of prior art have been predominantly hydromechanical, i.e. opening at a certain predetermined fuel pressure and closing when the pressure decreases below the predetermined value, the control of the injection timing and duration should be able to take into account the wearing of the system components also during the use of the system, i.e. when the engine is running.
  • a more recent solution is the so called “common rail injection” or “common pressure injection”, in which the provision of pressure and the injection of fuel are functionally separated from each other.
  • Fuel is fed by means of at least one high pressure fuel pump into a common pressure supply, i.e. rail, from which it is led through separate pipes into the injector of each cylinder.
  • a common pressure supply i.e. rail
  • the operation of an injector is electronically controlled, for instance by means of a solenoid or piezoelectric control valve, in order to obtain a sufficiently short and precise injection.
  • a number of the most obvious problem areas of traditional fuel feeding systems have been solved by the use of a high pressure (up to about 2200 bar) common fuel supply, and electronically controlled fuel injectors by means of which it is, for instance, possible to inject fuel into an engine cylinder several times during the same compression stroke.
  • the timing of the injection, the duration of the injection and the quantity of injected fuel is in clearly better control than with the fuel injection pumps of prior art, whereby also the emission levels in normal operating conditions of an internal combustion engine have been drastically reduced.
  • the operation of the fuel injectors is nowadays controlled by an electronic control valve that is arranged in flow communication with the nozzle.
  • the control valve and the nozzle function such that a full fuel rail pressure is provided in the cavity around the needle, i.e. in the needle cavity, the pressure tending to open the needle of the nozzle.
  • the needle is provided with a spring that pushes the needle against its seat surface upstream of the injection nozzle openings.
  • a so-called needle control volume is arranged such that the pressure in the needle control volume pushes the needle in the same direction as the spring.
  • the needle control volume and the needle cavity are arranged in flow communication with each other via one or mode well dimensioned openings or flow channels that restrict the flow between the two cavities, i.e. restrict the speed the pressure is able to raise in the needle control volume.
  • the actual control of the needle takes place by opening the control valve electronically, whereby the pressurized fuel in the needle control volume is able to escape through the control valve to the low pressure fuel drain such that the full fuel pressure affects to the injector needle and lifts it off its seat surface opening the injection nozzle, and the injection starts.
  • the control valve is closed, and the pressure in the needle control volume is raised, whereby the needle control volume pressure together with the spring closes the nozzle, i.e. pushes the needle against it seat.
  • US-B2-7,556,017 discusses a fuel injector having an injector body defining a hollow interior configured to receive pressurized fuel, a first nozzle configured for providing a first fuel spray pattern, and a second nozzle configured for providing a second fuel spray pattern different from the first fuel spray pattern.
  • the first and second nozzles may be configured to inject fuel supplied from a common source into a combustion space.
  • the nozzles may be used in separate stages during the compression stroke of piston such that the first nozzle injects a predetermined amount of fuel in an early stage of the compression stroke, and the second nozzle at a later stage or at the end of the compression stroke.
  • the first nozzle is often called a pilot nozzle and the second one a main nozzle.
  • a flow fuse or a flow-limiting valve that is arranged in communication with fuel injectors to take care of situations where the injector needle gets stuck in such a position that fuel is able to bleed in the cylinder.
  • the flow fuse functions by detecting changes in fuel pressure and it affects the flow in case of abnormal pressure drop conditions. For example, if the injector needle is leaking the pressure after the flow fuse drops, whereby the flow fuse stops feeding fuel to the injector.
  • the flow fuse is designed and dimensioned to allow an injection quantity corresponding to requirements set for the fuel quantity by the cylinder at full load, naturally with some margin, before shutting down the injector.
  • Such a flow fuse is for example disclosed in the document EP 2 646 674 A1 .
  • the flow fuse is not able to detect the small variations the leaking pilot needle causes in the fuel pressure.
  • fuel may flow in the fuel volume and be injected from the nozzle openings to the engine cylinder without interruption.
  • the pilot needle may be leaking for two separate reasons. Firstly, the needle of the pilot nozzle may get stuck open, or secondly, the control valve may fail. The latter problem is now taken into closer consideration, as the prior art has not discussed that the control valve may also be a component that may fail. In other words, the pin of the control valve may not, for some reason, return on its seat after the time period the fuel injection via the pilot needle is supposed to take, but the control valve remains open and allows the fuel to drain into the low pressure fuel line through the control valve. In practice such a fuel drain means that the pressure, which would be normally raised in the needle control volume if the control valve is closed, is not raised, whereby the pilot needle remains open and fuel continues to be injected into the cylinder.
  • An object of the present invention is to solve the above discussed problem.
  • Another object of the present invention is to increase safety in the common rail fuel-injection system.
  • a further object of the present invention is to prevent excessive fuel injection to an engine cylinder.
  • a still further object of the present invention is to reduce emissions created by the internal combustion engine.
  • At least an object of the invention is met by a fuel injection unit as defined in claim 1.
  • At least one object of the invention is met by the large internal combustion engine having a plurality of cylinders with cylinder heads and utilizing a common rail fuel system, wherein each cylinder head is provided with a fuel injection unit in accordance with any one of claims 1 - 10.
  • the present invention when solving at least one of the above-mentioned problems, also brings about, in case of control pin failure, a number of advantages, of which a few has been listed in the following:
  • FIG. 1 illustrates schematically a cross sectional view of the fuel injection unit of the present invention.
  • the fuel injection unit 10 comprises a fuel accumulator 12 receiving fuel at a desired pressure from a common rail (not shown), a main flow fuse 14, a first control valve 16, a second control valve 18, and a fuel injector 20.
  • the fuel injector 20 comprises a first or pilot nozzle 22 with a first needle 24 and a second or main nozzle 26 with a second needle 28.
  • the first and the second nozzles 22, 26 have a common needle cavity 30. Both nozzles have seat surfaces and nozzle openings at an end of the injection unit 10 facing the engine cylinder. The ends of the needles, i.e.
  • first needle control volume 34 At the opposite end, i.e. the end facing away from the engine cylinder or the second end, of the first needle 24 there is a first needle control volume 34, and at the upper end, i.e. the end facing away from the engine cylinder or the second end, of the second needle 28 there is a second needle control volume 36.
  • the needle control volumes 34 and 36 are arranged in flow communication with the common needle cavity 30 via first restricted flow passages 38 and 40, respectively.
  • the first and the second needles 26 and 28 are maintained in their closed position, i.e. pressed on their seat surfaces at a first end of the needles facing the cylinder of the engine, by means of the springs 42 and 44 and the fuel pressure acting in the needle control volumes 34 and 36. What has been this far described is a prior art fuel injection unit.
  • the first nozzle 22 is taken as an example.
  • the starting point is that the full fuel rail pressure is present in the accumulator 12 and in the needle cavity 30 acting on all surfaces of the first needle 26 including the surfaces, when subjected to the fuel pressure, tending to lift the first needle 28 off its seat surface.
  • the first control valve 16 is closed the same rail pressure affects in the first needle control volume 34, too, whereby the fuel pressure in the needle control volume 34 and the force of the compressed spring 42 are able to keep the first needle 26 against its seat surface, whereby the first nozzle 22 is closed.
  • the electronic control unit of the engine instructs the first control valve 16 to open a direct flow path for pressurized fuel from the first needle control volume 34 to the low pressure fuel outlet drain 46 is formed via the flow passage 48 between the first needle control volume 34 and the first control valve 16.
  • the pressure in the first needle control volume 34 drops and since the spring 42 is not alone capable of keeping the first needle 26 against its seat surface, the full fuel pressure lifts the first needle 26 off its seat surface and a high pressure fuel jet is sprayed into the cylinder via the first nozzle 22.
  • the electronic control unit of the engine instructs the first control valve 16 to close and thereby also to close the direct flow path from the needle control volume 34 to the low pressure fuel outlet drain 46.
  • the pressure in the needle control volume 34 starts to raise, whereby the pressure together with the spring 42 are capable of pushing the first needle 26 against its seat surface to cease the spraying action.
  • the function of the second nozzle 24 is exactly the same.
  • the above discussed injector unit, and especially its first nozzle 22 has a weakness, and it is the first control valve 16. If the control valve 16 fails, i.e. it is not able to close the direct flow path for pressurized fuel from the first needle control volume 34 to the low pressure fuel outlet drain 46, the pressure in the first needle control volume 34 is not raised, and the first needle 26 remains in its lifted state so that fuel is sprayed continuously in the cylinder of the engine. At the same time there is a continuous flow from the needle control volume 34 via the flow passage 48 and the first control valve 16 to the low pressure fuel outlet drain 46.
  • the present invention suggest an improvement in the injection unit.
  • the flow fuse 50 which is discussed in more detail in Figure 2 , is formed of a cylindrical cavity 52 having an inside wall 54 and a bottom surface 56, the flow passage 48 has an opening 48' therein.
  • a cup-shaped piston 58 formed of a bottom 60 facing the first needle control volume 34 and a skirt 62 facing away from the first needle control volume 34 and extending from the bottom 60 is arranged in the cylindrical cavity 52 such that a spring 64 is arranged inside the piston skirt 62 between the bottom 60 of the piston 58 and the bottom surface 56 of the cylindrical cavity 52.
  • the bottom 60 and the skirt 62 of the piston 58 leave at least one restricted flow passage 66 between themselves and the inside wall 54 of the cylindrical cavity 52.
  • the flow fuse 50 functions such that in normal operating condition, i.e.
  • the piston 58 of the flow fuse 50 moves away from the first needle control volume 34, i.e. the pressure in the first needle control volume 34 compresses the spring 64 and moves the piston 58.
  • a prerequisite for this kind of an operation is that the flow resistance of the first control valve 16 is lower than that of the at least one restricted flow passage 66, whereby the volume flow via the control valve 16 is higher than that via the at least one restricted flow passage 66.
  • the needle control volume 34 is quickly filled with pressurized fuel via the at least one first restricted flow passage 38, whereby the first needle 26 is pushed back against its seat surface.
  • the spring 64 pushes the piston 58 towards the needle control volume 34 as some of the fuel in the needle control volume 34 is able to pass the piston 58 along the at least one second restricted flow passage 66 so that the fuel pressure on both sides of the piston 58 is equalized.
  • the piston 58, its skirt 62 and the cylindrical cavity 52, as well as the at least one second restricted flow passage 66, are dimensioned such that when the piston 58 moves in a direction away from the needle control volume 34 the released space is sufficient for reducing the pressure in the space below the pressure needed to keep the first needle 28 against its seat surface.
  • the flow resistance of the first restricted flow passage 38 is higher than that of the second restricted flow passage 66.
  • the pressure in the first needle control volume 34 may be raised as it normally does when the first control valve 16 is closed so that the first needle 26 will be pushed back against its seat surface.
  • the fuel pressure in the first needle control volume 34 is not able to enter the interior of the piston 58, there is no pressure inside the piston 58 aiding in returning the piston 58 back towards the needle control volume 34, whereby the first needle 28 remains closed until the first control valve 16 is closed.
  • the above is only an exemplary description of a novel and inventive fuel injection unit of an internal combustion engine. It should be understood that though the specification above discusses a certain position of a flow fuse, its position does not limit the invention to the position discussed. The same applies to the type of the flow fuse, i.e. for instance, the detailed construction of the flow fuse is only limited to such that functions as discussed above.
  • the flow fuse can be a ball-type, piston-type, or any other type of floating valve.
  • the flow fuse may be positioned wherever along the length of the flow passage between the first needle control volume at the second end of the first needle and the first control valve.
  • the flow fuse may be arranged, not only in direct communication with the first needle control volume, but upstream thereof all the way up to the control valve.

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

Claims (12)

  1. Kraftstoff-Einspritzeinheit, die zur Anbringung an einem Zylinderkopf und zum Einspritzen von Kraftstoff in einen Zylinder einer Verbrennungskraftmaschine geeignet ist, die eine Kraftstoffanlage mit gemeinsamer Druckleitung mit wenigstens einer Hochdruck-Kraftstoffpumpe aufweist, wobei die Kraftstoff-Einspritzeinheit (10) mit der Kraftstoffanlage mit gemeinsamer Druckleitung verbunden werden kann, wobei die Kraftstoff-Einspritzeinheit (10) eine Leerlaufdüse (22) und eine Hauptdüse (24) umfasst, wobei die Leerlaufdüse (22) eine Leerlaufnadel (26) und ein Leerlaufnadel-Steuervolumen (34), das mit Hilfe eines Strömungsdurchgangs (48) mit einem Leerlauf-Steuerventil (16) verbunden ist, aufweist, wobei die Leerlaufdüse (22) und die Hauptdüse (24) einen gemeinsamen Nadelhohlraum (30) aufweisen, gekennzeichnet durch eine Strömungssicherung (50), die in Verbindung mit dem Strömungsdurchgang (48), der das Leerlaufnadel-Steuervolumen (34) mit dem Leerlauf-Steuerventil (16) verbindet, angeordnet ist.
  2. Kraftstoff-Einspritzeinheit nach Anspruch 1, dadurch gekennzeichnet, dass die Strömungssicherung (50) Mittel zum Schließen einer Strömungsverbindung von dem Leerlaufnadel-Steuervolumen (34) zu dem Steuerventil (16) umfasst.
  3. Kraftstoff-Einspritzeinheit nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Strömungssicherung (50) ein Schwimmerventil vom Kugeltyp oder Kolbentyp ist.
  4. Kraftstoff-Einspritzeinheit nach Anspruch 2 oder 3, dadurch gekennzeichnet, dass das Strömungsverbindungsschließmittel ein Kolben (58) ist, der in einem zylindrischen Hohlraum (52) zwischen dem Leerlaufnadel-Steuervolumen (34) und dem ersten Steuerventil (16) angeordnet ist.
  5. Kraftstoff-Einspritzeinheit nach Anspruch 4, dadurch gekennzeichnet, dass der Kolben (58) einen Boden (60) und einen Mantel (62) aufweist, wobei der Boden (60) dem Leerlaufnadel-Steuervolumen (34) gegenüberliegt und sich der Mantel (62) von dem Boden (60) aus in einer Richtung, weg von dem Leerlaufnadel-Steuervolumen (34), erstreckt.
  6. Kraftstoff-Einspritzeinheit nach Anspruch 4, dadurch gekennzeichnet, dass der zylindrische Hohlraum (52) eine Bodenfläche (56) und eine Feder (64), die in Verbindung mit dem Kolben (58) zwischen dem Boden (60) des Kolbens (58) und der Bodenfläche (56) des zylindrischen Hohlraums (52) angeordnet ist, aufweist.
  7. Kraftstoff-Einspritzeinheit nach Anspruch 1, 5 und 6, gekennzeichnet durch eine Öffnung (48') für den Strömungsdurchgang (48) in der Bodenfläche (56) des zylindrischen Hohlraums (52), die derart angeordnet und bemessen ist, dass der Mantel (62) des Kolbens (58), wenn er gegen die Bodenfläche (56) gepresst wird, die Öffnung (48') umgibt und die Strömungsverbindung von um den Kolben (58) zu dem Strömungsdurchgang (48) sperrt.
  8. Kraftstoff-Einspritzeinheit nach einem der vorhergehenden Ansprüche, gekennzeichnet durch wenigstens einen ersten eingeschränkten Strömungsdurchgang (38), der einen ersten Strömungswiderstand zwischen dem gemeinsamen Nadelhohlraum (30) und dem Leerlaufnadel-Steuervolumen (34) aufweist.
  9. Kraftstoff-Einspritzeinheit nach Anspruch 5, gekennzeichnet durch wenigstens einen zweiten eingeschränkten Strömungsdurchgang (66), der einen zweiten Strömungswiderstand zwischen dem Kolben (58) und der Seitenwand (54) zylindrischen Hohlraums (52) aufweist.
  10. Kraftstoff-Einspritzeinheit nach Anspruch 8 und 9, dadurch gekennzeichnet, dass der erste Strömungswiderstand höher ist als der zweite Strömungswiderstand.
  11. Kraftstoff-Einspritzeinheit nach Anspruch 1 und 9, dadurch gekennzeichnet, dass das Leerlauf-Steuerventil (16) einen Strömungswiderstand aufweist und dass der Strömungswiderstand des Leerlauf-Steuerventils (16) niedriger ist als der zweite Strömungswiderstand.
  12. Verbrennungskraftmaschine, die mehrere Zylinder mit Zylinderköpfen aufweist und eine Kraftstoffanlage mit gemeinsamer Druckleitung benutzt, dadurch gekennzeichnet, dass jeder Zylinderkopf mit einer Kraftstoff-Einspritzeinheit (10) nach einem der Ansprüche 1 bis 11 versehen ist.
EP15710221.1A 2015-03-06 2015-03-06 Kraftstoffeinspritzeinheit für einen verbrennungsmotor Active EP3265668B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/FI2015/050145 WO2016142570A1 (en) 2015-03-06 2015-03-06 A fuel injection unit for an internal combustion engine

Publications (2)

Publication Number Publication Date
EP3265668A1 EP3265668A1 (de) 2018-01-10
EP3265668B1 true EP3265668B1 (de) 2018-12-19

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EP15710221.1A Active EP3265668B1 (de) 2015-03-06 2015-03-06 Kraftstoffeinspritzeinheit für einen verbrennungsmotor

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EP (1) EP3265668B1 (de)
KR (1) KR101999908B1 (de)
CN (1) CN107110102B (de)
WO (1) WO2016142570A1 (de)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7556017B2 (en) 2006-03-31 2009-07-07 Caterpillar Inc. Twin needle valve dual mode injector
FI123513B (fi) * 2010-12-02 2013-06-14 Waertsilae Finland Oy Polttoaineen syöttöyksikkö, menetelmä sen käyttämiseksi ja polttomoottori
FI20115126L (fi) * 2011-02-09 2012-08-10 Waertsilae Finland Oy Polttoaineen ruiskutusjärjestelmä
FI123474B (en) * 2012-01-19 2013-05-31 Waertsilae Finland Oy Fuel injection system
EP2669503A1 (de) * 2012-05-29 2013-12-04 Delphi Technologies Holding S.à.r.l. Kraftstoffeinspritzdüse
US20140069387A1 (en) * 2012-09-07 2014-03-13 Caterpillar Inc. Dual fuel injector and common rail fuel system using same

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
CN107110102A (zh) 2017-08-29
KR20170102534A (ko) 2017-09-11
EP3265668A1 (de) 2018-01-10
WO2016142570A1 (en) 2016-09-15
KR101999908B1 (ko) 2019-07-12
CN107110102B (zh) 2019-08-06

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