EP3406891B1 - Einspritzdüse für zweitakt-dieselmotoren mit grossem hubraum und turboaufladung - Google Patents

Einspritzdüse für zweitakt-dieselmotoren mit grossem hubraum und turboaufladung Download PDF

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Publication number
EP3406891B1
EP3406891B1 EP18168976.1A EP18168976A EP3406891B1 EP 3406891 B1 EP3406891 B1 EP 3406891B1 EP 18168976 A EP18168976 A EP 18168976A EP 3406891 B1 EP3406891 B1 EP 3406891B1
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EP
European Patent Office
Prior art keywords
valve
fuel
spool
chamber
port
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EP18168976.1A
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English (en)
French (fr)
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EP3406891A1 (de
Inventor
Johannes Flarup
Mikkel Thramsborg
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MAN Energy Solutions Filial af MAN Energy Solutions SE
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MAN Energy Solutions Filial af MAN Energy Solutions SE
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Priority to PL18168976T priority Critical patent/PL3406891T3/pl
Publication of EP3406891A1 publication Critical patent/EP3406891A1/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
    • 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
    • F02M47/025—Hydraulically 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
    • 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
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0028—Valves characterised by the valve actuating means hydraulic
    • F02M63/0029—Valves characterised by the valve actuating means hydraulic using a pilot valve controlling a hydraulic chamber
    • 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
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0036—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat with spherical or partly spherical shaped valve member ends
    • 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
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0047—Four-way valves or valves with more than four ways

Definitions

  • the present invention relates to a fuel valve for large turbocharged two-stoke diesel engines, in particular to an electronically controlled fuel valve for the large turbocharged inflow two stroke diesel engines with cross heads.
  • These engines are typically provided with two or three fuel valves arranged in each cylinder cover.
  • the fuel valve is provided with a spring biased axially movable valve needle that acts as a movable valve member.
  • a preset pressure typically 350 Bar
  • a conventional nozzle has a longitudinal axis that is arranged roughly at an angle of 10 to 15 deg to the direction of the movement of the piston in the cylinder of the engine and the nozzle is provided with a central bore and a plurality of nozzle bores that direct the fuel away from the cylinder walls and into the combustion chamber.
  • the nozzle bores are directed to inject the fuel with the flow of the swirl although some of the bores may be directed to inject the fuel against the flow of the swirl.
  • a known fuel valve of this type is the MAN Diesel slide fuel valve that has a design with a minimized sac volume of residual fuel.
  • This known fuel valve has two positions: open with all nozzle holes in use or closed.
  • the position of the axially movable valve needle is controlled by a pressure chamber in the valve housing above the axially movable valve needle.
  • the pressure chamber is permanently connected to a high pressure fluid source via a throttled connection, and to a drain via a closable throttled connection. This construction causes substantial drain loses during valve open time and causes relatively slow closing and opening speeds of the fuel valve.
  • the high pressure fluid for controlling the needle valve is the fuel oil.
  • a conventional fuel valve for a large two stroke uniflow diesel engine with cross-heads the opening and closing of the valve needle of the fuel valve is controlled via a pressure chamber arranged in the fuel valve housing at an end of the valve needle that is opposite to the nozzle.
  • the valve needle is slidably and sealingly received in a bore in the fuel valve housing with the pressure chamber forming the end of the bore.
  • the pressure in the pressure chamber is controlled by a throttled connection to the high pressure fluid inlet port and another throttled connection to the tank port.
  • the connection to the tank port can be opened and closed by an electrically controlled solenoid valve that typically is a solenoid controlled ball valve.
  • the throttled connection to tank is less restricted than the throttled connection to the fuel port, and therefore pressure drops in the pressure chamber when the solenoid valve opens the connection to the tank port.
  • the solenoid valve is open during a fuel injection event.
  • the flow through the restricted connections when the solenoids valve is open represents a large leak flow and the energy loss associated with this leak flow is quite substantial since the pressure at the fuel inlet is very high, typically 300 bar or higher.
  • US 7,249,591 discloses a fuel injection apparatus for an internal combustion engine according to the preamble of claim 1, with a pressure intensifier for intensifying pressure of fuel from a fuel injection pump, a fuel injection nozzle for injecting fuel having intensified pressure into a cylinder of the internal combustion engine, a solenoid valve for performing control of intensifying pressure of the pressure intensifier or control of opening or closing the fuel injection nozzle, a first fuel discharge path through which fuel flowing out of the pressure intensifier or the fuel injection nozzle bypasses the solenoid valve to return the fuel to a low pressure side of a fuel system, and a second fuel discharge path through which fuel flowing out of the solenoid valve bypasses the first fuel discharge path to return the fuel to a low pressure side of the fuel system.
  • the valve seat, the opening chamber and the closing chamber are not located in the fuel loan valve housing and instead located in the nozzle.
  • Electronically controlled fuel valves are also known from US2005242211 A1 , WO2007106510 A2 DE10055714 A1 and DE102008043985 A1 .
  • a fuel valve suitable for injecting fuel into the combustion chamber of a large two stroke diesel engine is known from WO2008071187 A1 .
  • the present invention relates to a fuel valve for injecting fuel into the combustion chamber of a large two stroke diesel engine, with a resiliently biased and axially movable valve needle cooperating with a valve seat, an electronically controlled pilot valve connected to a closing chamber for urging the needle valve to its seat for selectively, e.g. alternatingly, connecting the closing chamber to a tank port or to a fuel inlet port.
  • an electronically controlled pilot valve comprising a spool valve for controlling the pressure in the pressure chamber that urges the valve needle towards the seat, i.e. the closing chamber, by selectively connecting the control conduit to the tank port or to the fuel inlet port it becomes possible to reduce the leak oil flow significantly.
  • the needle valve opening and closing can be electronically controlled and, the valve needle can be opened faster and closed faster which results in better control of the fuel injection. These measures are resulting in lower specific fuel of consumption and allow for emission reduction.
  • the electronically controlled valve is a spool valve.
  • the spool valve is provided with a first pressure chamber acting on the spool and urging the spool to a position where the control conduit is connected to the fuel inlet port.
  • the spool valve is provided with a second pressure chamber acting on the spool and urging the spool to a position where the control conduit is connected to the tank port.
  • the pressure chamber is provided with a throttled connection to the fuel inlet port and with another throttled connection to the tank port, with the throttled connection to the tank port is less restricted than the throttled connection to the fuel inlet port and wherein the fuel valve (1) further comprises an electrically controlled solenoid valve for opening and closing the throttled connection to the tank port.
  • the solenoid valve is a solenoid controlled ball valve. This construction allows for the use of an off-the shelf type solenoid valve to control the position of the spool.
  • the restricted connection to the tank port is located inside the valve housing.
  • the restricted connection to the tank port is located extends through the spool of the spool valve.
  • the nozzle is a nozzle with an axial bore and a closed front and the valve needle moves in unison with a cut-off shaft moving in unison with the valve needle and received axially displaceable in the central bore in the nozzle for opening and closing the nozzle holes.
  • the fuel valve 1 according to an exemplary embodiment illustrated in Fig. 1 has an external housing 10 which at its rearmost end has a fuel inlet port 16 and a fuel outlet port or tank port 18.
  • the inlet port 16 is to be connected to a source P of high pressure fuel such as fuel oil, heavy fuel oil from a fuel pump or from a common fuel rail.
  • the outlet port 18 is to be connected to a return line to tank T.
  • the fuel valve 1 may in a known manner be mounted in the cylinder cover of a large two-stroke turbocharged uniflow diesel engine with cross-heads and be connected with a fuel pump, not shown.
  • the fuel inlet port 16 is in flow connection with a duct 17.
  • Duct 17 extends to the seat of a valve needle 20 that is axially displaceable in an axial bore in the valve housing 10.
  • the valve needle 20 is biased to its seat 22 by a closing spring 23.
  • the foremost part of the valve housing 10 holds a nozzle 30 that projects from the valve housing 10 and into the combustion chamber of the engine cylinder (not shown) when the fuel valve 1 is mounted on the cylinder cover.
  • Fig. 1 shows the valve needle 20 resting on the valve seat 22. In this position, fluid flow of fuel from the fuel oil inlet port 16 to the nozzle 30 is blocked. A chamber 25 above the valve seat 22 is connected to duct 17 to receive pressurized fuel.
  • the valve needle 20 carries a foremost cut-off shaft 40 that is thinner than the rearmost section of the valve needle 20 and the cut-off shaft 40 projects into a central bore 33 in the nozzle 30.
  • the cut-off shaft 40 is axially displaced in the central bore of the nozzle 30.
  • the nozzle 30 is further provided with a plurality of nozzle holes 35 through which the fuel is injected into the combustion chamber from the central bore 33. Thus, during a fuel injection event a jet of fuel comes from the nozzle holes 35.
  • the cut-off shaft 40 is in an exemplary embodiment made as one piece of material with the valve needle 20.
  • the cut-off shaft 40 is hollow and the hollow interior of the cut-off shaft 40 connects to the space downstream of the valve seat 22. Thus, when the valve needle 20 is lifted from its seat the flow path extends all the way from the fuel oil inlet 16 to the hollow interior of the cut-off shaft 40.
  • a duct 19 is connected to the outlet port 18 and the duct 19 collects the return oil flow as will be explained in greater detail hereafter.
  • the foremost part of the cut-off shaft 40 is cylindrical and fits exactly into the central bore 33.
  • the upper (upper as in the drawings) part of the valve is a substantially cylindrical section 43 with an enlarged diameter and this section 43 that is slidably received in an axial bore 45 in the valve housing 10 so that the section 43 can act like a piston in the valve housing 10.
  • a closing chamber 46 formed in the upper part (upper as in the drawing) of the valve housing 10 is disposed above the actuation section 43.
  • the spring 23 for urging the valve needle 20 onto its seat 22 is received in the closing chamber 46, and acts on the top of the actuation section 43.
  • the pressure in closing chamber 46 acts on the valve needle 20 to urge the latter in the closing direction with an effective surface area A1.
  • Opening chamber 70 for urging the valve needle 20 in the opening direction is located under section 43 and connected via bore 72 to duct 17. Opening chamber 70 is therefore always pressurized when the fuel inlet port 16 is connected to a source of pressurized fuel (such as a fuel pump). The pressure in opening chamber 70 acts on the valve needle 20 to urge the latter in the opening direction with an effective surface area A2.
  • a bore 52 is formed in the valve housing. In figure 1 the bore is oriented axially. However, other orientations for bore 52, such are radially or tangentially or orientations there in-between are also possible.
  • a spool or slide 53 is slidably received in the axial bore 52 and the position of the spool 53 determines the flow to- and from three ports that open into the axial bore 52.
  • One of the ports connects via a conduit 57 to duct 17 that is connected the source of pressurized fuel via fuel inlet port 16.
  • Another port is connected to duct 19 by a conduit 58 and the third port is connected to closing chamber 46 via a control conduit 59.
  • a reduced diameter section 55 of the spool 53 connects the control conduit 59 with conduit 57 in the lower (lower as in the drawing) position of the spool 53 and connects the control conduit 59 to conduit 58 in the upper (upper as in the drawing) position (shown in Figure 1 ) of the spool 53.
  • closing chamber 46 is connected to the outlet port or tank port 18 (drain) and in the lower position of the spool 53 the closing chamber 46 is connected to the source of pressurized fuel (high pressure).
  • the upper (upper as in Figure 1 ) section of the spool 53 is formed as a piston section 73 with a diameter that is larger than the diameter of the rest of the spool 53 (in other embodiments the diameter of the upper section 73 of the spool 53 is equal or smaller than the diameter of the rest of the spool 53).
  • a pressure chamber 75 above acts on the spool 53 in the downward (downward as in Figure 1 ) direction to urge the spool 53 to the position where closing chamber 46 is connected to the source of pressurized fuel (high pressure) P.
  • a restricted connection 82 e.g. in the form of a conduit with an orifice 84 that acts as a throttle connects pressure chamber 75 to duct 19 and thus to the tank port 18 (drain).
  • the restricted connection can be opened and closed by a ball valve 85 that is connected to a spring biased solenoid 88.
  • the spring of the ball valve 85 urges the ball valve to its seat.
  • Activation of the solenoid 88 causes the ball to be lifted from the seat against the action of the spring 89.
  • a restricted connection e.g. in the form of a conduit with 83 an orifice 86 that acts as a throttle connects pressure chamber 75 to duct 17 and thus to the fuel inlet port 16.
  • the position of spool 53 is controlled by fuel oil pressure and the balance between the orifices 84 and 86.
  • solenoid 88 When the solenoid 88 is activated the valve seat of the ball valve 85 is opened and pressure chamber 75 is connected to the outlet port 18 (drain) via the orifice 84.
  • the fuel oil pressure in the pressure chamber 75 will drop because the flow area of orifice 86 is smaller than the flow area of orifice 84.
  • the decrease pressure in pressure chamber 75 will cause the spool 53 to move upwards under influence of the pressure in pressure chamber 77 and closing chamber 46 will be connected to duct 19 and the outlet port 18 via control conduit 59.
  • a ring chamber 93 below the piston section 73 is connected to duct 19 via a conduit 95 and hence to the tank port. Thus, no force will act on the annulus area of the piston section 53.
  • the spool 53 acts as a 3/2 way valve.
  • the solenoid 88 can in an embodiment be connected to an electronic control unit 50, such as the electronic control unit of the engine. Hence the electronic control unit 50 determines if the solenoid 88 is active or not and thereby the electronic control unit 50 controls the start and end of a fuel injection event.
  • the spool 53 is connected directly to an electronic actuator and then controlled according to the movement of the actuator.
  • Figure 2 shows an embodiment of the invention that is essentially identical to the embodiment of figure 1 , except that the valve needle 20 is not provided with a cut off shaft.
  • the construction of the nozzle 30 and the valve needle is less complicated than in the embodiment of Figure 1 .
  • the sac volume in the nozzle 30 is larger than in the embodiment of Figure 1 .
  • One advantage of the teaching of this disclosure is that it provides for a fuel valve for a large two-stroke diesel engine that allows for precise control of a fuel injection event. It is another advantage of the present fuel valve that it reduces leak oil losses. It is yet another advantage of the of the present fuel valve that it provides for a faster response of the valve needle on control signals.

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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 (7)

  1. Elektronisch gesteuertes Kraftstoffventil (1), wobei das Kraftstoffventil umfasst:
    ein Kraftstoffventilgehäuse (10) und eine Düse (30),
    einen Kraftstoffzulauf (16) in dem Kraftstoffventilgehäuse (10) zur Verbindung mit einer Quelle (P) von Hochdruckkraftstoff,
    einen Tankanschluss (18) zur Verbindung mit einem Tank,
    einen ersten Kanal (17) in dem Kraftstoffventilgehäuse (10), der den Kraftstoffzulauf (16) mit der Düse (30) verbindet,
    eine elastisch vorgespannte und axial bewegbare Ventilnadel (20), die mit einem Ventilsitz (22) zusammenwirkt und dazu ausgestaltet ist, das Fließen von Kraftstoff von dem Kraftstoffzulauf (16) zu der Düse (30) zu steuern, wobei ein Anheben der axial beweglichen Ventilnadel (20) ein Fließen von dem Kraftstoffzulauf (16) zu der Düse (30) gestattet,
    eine Schließkammer (46), die mit einer ersten wirksamen Fläche (A1) auf die Ventilnadel (20) einwirkt und, wenn sie mit Druck beaufschlagt wird, die Ventilnadel zu dem Ventilsitz (22) hin drückt,
    eine Öffnungskammer (70), wobei Druck in der Öffnungskammer (70) mit einer zweiten wirksamen Fläche (A2) auf die Ventilnadel (20) einwirkt und die Ventilnadel (20) von dem Ventilsitz (22) weg drückt,
    eine Steuerleitung (59), welche die Schließkammer (46) direkt mit einem Ventilanschluss eines elektronisch gesteuerten Pilotventils verbindet,
    wobei das elektronisch gesteuerte Pilotventil mit einem Ventilanschluss, der mit dem Tankanschluss (18) verbunden ist, und mit einem Ventilanschluss, der mit dem Kraftstoffzulauf (16) verbunden ist, versehen ist,
    wobei das elektronisch gesteuerte Pilotventil dazu ausgestaltet ist, die Steuerleitung (59) selektiv mit dem Tankanschluss (18) oder mit dem Kraftstoffzulauf (16) zu verbinden, um das Anheben der Ventilnadel (20) elektronisch zu steuern,
    wobei:
    das Kraftstoffventil zum Einspritzen von Kraftstoff in die Brennkammer eines großen Zweitakt-Dieselmotors mit Kreuzköpfen geeignet ist,
    der Ventilsitz (22) in dem Kraftstoffventilgehäuse (10) angeordnet ist,
    die Schließkammer (46) in dem Ventilgehäuse (10) angeordnet ist,
    die Öffnungskammer (70) in dem Ventilgehäuse (10) angeordnet ist,
    und
    der erste Kanal (17) den Kraftstoffzulauf (16) mit der Öffnungskammer (70) verbindet, wobei die Öffnungskammer (70) in Fluidverbindung mit dem ersten Kanal (17) steht, um durch die Quelle (P) von Hochdruckkraftstoff mit Druck beaufschlagt zu werden.
  2. Kraftstoffventil (1) nach Anspruch 1, wobei das elektronisch gesteuerte Pilotventil ein Wegeventil mit einem Schieber (73) ist.
  3. Kraftstoffventil (1) nach Anspruch 2, wobei das Wegeventil mit einer ersten Druckkammer (75) versehen ist, die auf den Schieber (73) einwirkt und den Schieber (73) in eine Stellung drückt, in der die Steuerleitung (59) mit dem Kraftstoffzulauf (16) verbunden ist.
  4. Kraftstoffventil (1) nach Anspruch 2 oder 3, wobei das Wegeventil mit einer zweiten Druckkammer (77) versehen ist, die auf den Schieber (73) einwirkt und den Schieber (73) in eine Stellung drückt, in der die Steuerleitung (59) mit dem Tankanschluss (18) verbunden ist.
  5. Kraftstoffventil (1) nach einem der Ansprüche 2 bis 4, wobei die erste Druckkammer (75) mit einer Drosselverbindung zu dem Kraftstoffzulauf (16) und mit einer anderen Drosselverbindung zu dem Tankanschluss (18) versehen ist, wobei die Drosselverbindung zu dem Tankanschluss (18) weniger verengt ist als die Drosselverbindung zu dem Kraftstoffzulauf (16) und wobei das Kraftstoffventil (1) ferner ein elektronisch gesteuertes Magnetventil (50) zum Öffnen und Schließen der Drosselverbindung zu dem Tankanschluss (16) umfasst
  6. Kraftstoffventil (1) nach Anspruch 1, wobei das Magnetventil ein magnetgesteuertes Kugelventil ist.
  7. Kraftstoffventil (1) nach Anspruch 1, wobei die Düse (30) eine Düse (30) mit einer axialen Bohrung (33) und einer geschlossenen Vorderseite ist und die Ventilnadel (20) sich im Einklang mit einem Wellenstumpf (40) bewegt, der axial verlagerbar in der axialen Bohrung (33) in der Düse (20) aufgenommen ist, um die Düsenöffnungen (35) zu öffnen und zu schließen.
EP18168976.1A 2011-06-27 2012-06-25 Einspritzdüse für zweitakt-dieselmotoren mit grossem hubraum und turboaufladung Active EP3406891B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL18168976T PL3406891T3 (pl) 2011-06-27 2012-06-25 Zawór paliwa dla dużych, turbodoładowanych, dwusuwowych silników diesla

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DKPA201100479A DK177456B1 (en) 2011-06-27 2011-06-27 A fuel valve for large turbocharged two stroke diesel engines
EP12173343.0A EP2541037B1 (de) 2011-06-27 2012-06-25 Einspritzdüse für Zweitakt-Dieselmotoren mit großem Hubraum und Turboaufladung

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP12173343.0A Division EP2541037B1 (de) 2011-06-27 2012-06-25 Einspritzdüse für Zweitakt-Dieselmotoren mit großem Hubraum und Turboaufladung

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Publication Number Publication Date
EP3406891A1 EP3406891A1 (de) 2018-11-28
EP3406891B1 true EP3406891B1 (de) 2021-11-03

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EP12173343.0A Active EP2541037B1 (de) 2011-06-27 2012-06-25 Einspritzdüse für Zweitakt-Dieselmotoren mit großem Hubraum und Turboaufladung
EP18168976.1A Active EP3406891B1 (de) 2011-06-27 2012-06-25 Einspritzdüse für zweitakt-dieselmotoren mit grossem hubraum und turboaufladung

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EP12173343.0A Active EP2541037B1 (de) 2011-06-27 2012-06-25 Einspritzdüse für Zweitakt-Dieselmotoren mit großem Hubraum und Turboaufladung

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Country Link
EP (2) EP2541037B1 (de)
JP (1) JP5526194B2 (de)
KR (1) KR101407811B1 (de)
CN (1) CN102852686B (de)
DK (1) DK177456B1 (de)
PL (2) PL3406891T3 (de)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK178149B1 (en) * 2013-10-30 2015-06-29 Man Diesel & Turbo Deutschland A Fuel Valve for Pilot Oil Injection and for Injecting Gaseous Fuel into the Combustion Chamber of a Self-Igniting Internal Combustion Engine
DK178692B1 (en) * 2015-04-22 2016-11-21 Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland A fuel valve for a large two-stroke self-igniting internal combustion engine
US10450992B2 (en) 2017-10-30 2019-10-22 Stanadyne Llc GDI pump with direct injection and port injection
EP3483420B1 (de) * 2017-11-13 2020-06-17 Winterthur Gas & Diesel AG Brennstoffeinspritzdüse und brennstoffeinspritzverfahren für einen grossdieselmotor, sowie grossdieselmotor

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1382837A2 (de) * 2002-07-15 2004-01-21 Caterpillar Inc. Brennstoffeinspritzventil mit direktgesteuerter Düse und Brennstoffeinspritzsystem mit einer solchen Düse

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JP5526194B2 (ja) 2014-06-18
EP2541037A3 (de) 2013-07-31
JP2013011274A (ja) 2013-01-17
KR20130001685A (ko) 2013-01-04
EP2541037B1 (de) 2018-04-25
CN102852686A (zh) 2013-01-02
PL2541037T3 (pl) 2018-07-31
DK177456B1 (en) 2013-06-17
DK201100479A (en) 2012-12-28
EP2541037A2 (de) 2013-01-02
CN102852686B (zh) 2015-12-16
KR101407811B1 (ko) 2014-06-17
EP3406891A1 (de) 2018-11-28
PL3406891T3 (pl) 2022-02-21

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