WO2002004805A1 - Dispositif a injection - Google Patents
Dispositif a injection Download PDFInfo
- Publication number
- WO2002004805A1 WO2002004805A1 PCT/JP2001/005939 JP0105939W WO0204805A1 WO 2002004805 A1 WO2002004805 A1 WO 2002004805A1 JP 0105939 W JP0105939 W JP 0105939W WO 0204805 A1 WO0204805 A1 WO 0204805A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- fuel
- orifice
- solenoid valve
- fuel injection
- pipe
- Prior art date
Links
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
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable 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
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
-
- 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
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/02—Injectors structurally combined with fuel-injection pumps
- F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
- F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
-
- 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
- F02M59/20—Varying fuel delivery in quantity or timing
- F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
- F02M59/366—Valves being actuated electrically
-
- 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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/44—Valves, e.g. injectors, with valve bodies arranged side-by-side
-
- 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
- F02M63/0049—Combined valve units, e.g. for controlling pumping chamber and injection valve
Definitions
- the present invention relates to a fuel injection device for an internal combustion engine, particularly a diesel engine,
- the present invention relates to a fuel injection device designed to reduce the generation of (NO x) and improve mechanical reliability.
- the air taken into the cylinder is compressed at a high compression ratio, and the fuel is atomized and injected into the high-temperature and high-pressure air to self-ignite, and the piston is generated by the pressure of the generated combustion gas. Generates pushing power. For this reason, it is essential for such diesel engines to have a fuel injection device for injecting fuel into the combustion chamber at an appropriate injection timing and with an appropriate injection amount.
- FIG. 13 is a fuel injection system diagram.
- the figure shows fuel using a unit injector 33 in which an injection nozzle for injecting fuel into the combustion chamber of the engine and a plunger for pumping high-pressure fuel to the injection nozzle are integrated into an injector body.
- An injection system is shown, and as shown in the figure, a fuel supply section 10 is composed of a fuel tank 11, a supply pump 12, and a polymer 13.
- the fuel in the fuel tank 11 is pressure-fed by a supply pump 12 and is stored in a high-pressure state in the film 13 before being delivered.
- the fuel pumped from the fuel supply unit 10 is sent to the fuel injection pipe 39 of the unit injector 33 via a fuel passage 21, and the fuel leaked at the unit injector 33 is The fuel returns from the injection pipe 39 to the fuel supply section 10 through the overflow pipe 22.
- the mode of the leak will be described later.
- a main solenoid valve 41 for opening and closing the fuel passage 21 is provided in the fuel passage 21, and a sub solenoid valve 42 for opening and closing the overflow pipe 22 and the fuel injection valve are provided for the overflow pipe 22.
- a check valve 43 that allows only the flow of fuel is interposed only from the launch tube 39 to the fuel supply unit 10 side.
- the main solenoid valve 41 and the sub solenoid valve 42 are two-position type normally open direction control solenoid valves having an open position and a closed position. The opening / closing control operation of the solenoid valves 41 and 42 will be described later.
- the unit injector 33 has a plunger section 31 and an injection nozzle section 35 integrally incorporated in an injector body (not shown).
- the plunger section 31 and the injection nozzle section 35 are connected in series.
- the plunger section 31 and the injection nozzle section 35 are communicated via a fuel injection pipe 39 formed in the unit injector 33.
- a roller 51 is connected to the plunger 32 of the plunger portion 31, and the roller 51 is in rolling contact with the cam 52.
- the cam 52 rotates by transmitting torque from an output shaft (crankshaft) of the diesel engine, and the plunger 32 reciprocates according to the rotation of the cam 52. Therefore, when the plunger 32 is pushed when both of the solenoid valves 41 and 42 are closed, the fuel pressurized by the plunger 32 passes through the fuel injection pipe 39 and enters the injection nozzle 35. Pumped.
- the fuel valve (nozzle needle) 36 of the injection nozzle section 35 is urged by a pressurized spring 37 so as to come into close contact with the nozzle seat surface. For this reason, when the pressure (fuel injection pressure) of the fuel pressure-fed from the plunger section 31 becomes larger than the pressure of the pressure spring 37, the fuel valve 36 is pushed toward the pressure spring 37, Fuel is atomized from the nozzle 38 and injected into the combustion chamber of the cylinder.
- FIG. 14 is an operation timing diagram.
- FIGS. 14 (a) to 14 (f) show the following, respectively.
- the main solenoid valve 41 shifts from the open state to the closed state. At this time, the plunger 32 is pushed out, so that the fuel injection pressure increases.
- the check valve 43 of the overflow pipe 22 has a built-in panel, and after the fuel injection pressure becomes larger than the panel force of the panel, the check valve 43 is opened, and the fuel overflows. It leaks to the fuel supply unit 10 side through 22. Further, as the fuel injection pressure increases, the lift amount of the fuel valve 36 increases, and the injection rate increases.
- the sub solenoid valve 42 changes from the open state to the closed state. Since the sub solenoid valve 42 is open from the time the main solenoid valve 41 is completely closed, fuel passes through the low buff port and the pipe 22 to the fuel supply unit 10 side. As the fuel leaks, the fuel injection pressure becomes flat (constant). Depending on the design, the fuel injection pressure is not flat, but may increase or decrease at a slight rate from the flat state, but the fuel injection pressure will be approximately flat.
- the two solenoid valves 41 and 42 are controlled to open and close, the injection rate in the initial period of the fuel injection period, particularly in the period T1, can be suppressed, and the fuel Is no longer injected into the cylinder at once, and the injection amount during the initial injection period can be suppressed.
- a large amount of fuel can be prevented from rapidly burning from the initial injection period, the temperature in the cylinder can be kept low, and the generation of nitrogen oxides (NOx) can be suppressed.
- NOx nitrogen oxides
- the check valve 43 is used for the pipeline of 2.
- the check valve 43 has mechanically movable parts such as panels and valve bodies. There was a problem with the durability of the fuel injection device.
- the present invention provides an appropriate fuel injection performance over the entire operating range of the engine, can further reduce nitrogen oxides (NO x), and has high mechanical reliability. It is intended to provide a device.
- NO x nitrogen oxides
- the present invention solves such a problem, and the invention described in claims 1 to 6 relates to a fuel injection device provided with a unit injector.
- a unit injector in which a plunger unit and an injection nozzle unit are physically incorporated; a fuel supply unit that pumps fuel to the unit injector; and an injection that sends fuel from the fuel supply unit to the unit injector.
- a main solenoid valve interposed in the pipe; and a sub solenoid valve interposed in an overflow pipe for returning fuel to be leaked by the unit injector to the fuel supply unit.
- the invention set forth in claim 2 is characterized in that, in claim 1, the opening area of the orifice is variable.
- the invention according to claim 3 is the invention according to claim 1, wherein the orifice is disposed on an upstream side and the sub solenoid valve is disposed on a downstream side with respect to a fuel leak flow direction in the overflow pipe. It is characterized by having.
- the invention according to claim 4 is the invention according to claim 1 or 2, wherein the sub solenoid valve is disposed on the upstream side and the orifice is disposed on the downstream side in the fuel leak flow direction in the overflow pipe.
- Characterized by being arranged in The invention described in claim 5 is characterized in that the plunger part and the injection nozzle part are physically assembled.
- the invention according to claim 6 is characterized in that a unit injector in which a plunger portion and an injection nozzle portion are physically incorporated, a fuel supply portion that pressurizes fuel to the unit injector, and the fuel
- a main solenoid valve interposed in an injection pipe for sending fuel from a supply unit to the unit injector, and a sub solenoid valve interposed in an overflow pipe for returning fuel to be leaked by the unit injector to the fuel supply unit
- the sub solenoid valve has a closed position, a throttle position with a reduced opening, and an open position.
- the invention according to claims 7 to 12 relates to a fuel injection device provided with a separate fuel injection pump in which a fuel injection pump and an injection nozzle portion are connected by a fuel injection pipe.
- the invention described in claim 7 is a fuel injection pump having a plunger portion, a fuel passage, and a main solenoid valve interposed in the fuel passage, a fuel supply unit for supplying fuel to the fuel injection pump, A fuel injection pipe for sending fuel from the fuel injection pump to the injection nozzle portion; and a sub solenoid valve interposed in an overflow pipe for returning fuel leaked by the fuel injection pump to the fuel supply portion.
- an orifice is interposed in the overflow pipe! [
- the invention according to claim 8 is the invention according to claim 7, wherein the orifice has a variable opening area.
- the invention according to claim 9 is the invention according to claim 7 or 8, wherein the orifice is disposed on the upstream side and the sub solenoid valve is disposed on the downstream side with respect to the fuel leak flow direction in the one pipe of the overflow port.
- Characterized by being arranged in The invention according to claim 10 is the invention according to claim 7 or 8, wherein the sub solenoid valve is disposed upstream and the orifice is downstream with respect to the fuel leak flow direction in the overflow pipe. It is characterized in that it is arranged on the side.
- the invention according to claim 11 is a fuel injection pump having a plunger portion, a fuel passage, and a main solenoid valve interposed in the fuel passage; and a fuel supply portion for supplying fuel to the fuel injection pump.
- the sub solenoid valve has a closed position and an open position where the opening degree is narrowed.
- the invention according to claim 12 is a fuel injection pump having a plunger portion, a passage, and a main solenoid valve interposed in the fuel passage; a fuel supply portion for supplying fuel to the fuel injection pump; A fuel injection pipe for sending fuel from the fuel injection pump to an injection nozzle portion; and a sub solenoid valve interposed in a single puff opening pipe for returning fuel leaked by the fuel injection pump to the fuel supply portion.
- the sub solenoid valve has a closed position, a throttle position where the opening is narrowed, and an open position.
- the overflow pipe is provided with an orifice and the main solenoid valve and the sub solenoid valve are controlled to open and close as described above.
- the rising of the injection in the period can be further suppressed as compared with the conventional technology, so that the fuel is not rapidly injected into the cylinder, and the injection amount in the initial period can be further suppressed as compared with the conventional technology.
- the orifice since the orifice has no mechanically movable parts, it does not break down even when used for a long period of time, has durability, and has higher mechanical reliability than a conventional check valve or the like.
- the orifice has a variable opening area, so that it is possible to optimally adjust the amount of leak through one pipe of the overflow port. it can.
- the orifice is arranged on the upstream side with respect to the fuel leak flow direction in the overflow pipe and the sub solenoid valve is provided.
- the sub solenoid valve is arranged on the upstream side with respect to the fuel leak flow direction in the one pipe of the overflow opening as described in Claims 4 and 10, and the orifice is arranged on the downstream side.
- the sub solenoid valve is closed between the closed position and the open position where the opening degree is reduced.
- the throttle function is provided by the sub solenoid valve without providing an orifice separately, by having a configuration having the throttle position and an open position in which the sub solenoid valve is closed and the opening degree is narrowed. Therefore, the configuration of the fuel injection device can be simplified.
- the invention described in claims 13 to 16 is an invention applicable to both the unit injector and a fuel injection device having a separate fuel injection pump, and the invention described in claim 13
- the invention provides a plunger section having a plunger for pressurizing fuel supplied from a fuel supply section, and an injection for injecting high-pressure fuel pumped from the plunger section through a fuel injection pipe into a combustion chamber of an internal combustion engine.
- a first or a second orifice interposed in each of the two fuel passages to reduce a flow passage area of the fuel passage, and an operation of the first orifice and the second orifice.
- the invention according to claim 14 is the invention according to claim 13, wherein a rotation detector for detecting an engine speed of the internal combustion engine, a load detector for detecting a load or an output of the internal combustion engine, An orifice control device for judging whether or not the first orifice or the second orifice is required to be operated based on the engine speed and the load or output detection signal, and outputting the result to the orifice switching device. It is characterized by the following.
- the invention described in claim 15 is the invention according to claim 13 or claim 14, wherein the first orifice and the second orifice are respectively formed as fixed throttle orifices having different throttle flow passage areas. It is characterized by being done.
- the invention described in claim 16 is claimed in claim 13 or claim 14, It is characterized in that the first orifice and the second orifice are each configured as a variable throttle orifice having a variable throttle channel area.
- the orifice control device activates the orifice having a large throttle passage area to increase the injection pressure. Becomes gradual.
- the orifice with a small throttle flow area is operated to correspond to the amount of oil flow from the plunger during the initial period of fuel injection. Can be reduced to prevent a decrease in injection pressure during the initial period, and a normal injection pressure mode can be obtained.
- FIG. 1 is a system diagram of a fuel injection device for a diesel engine according to a first embodiment of the present invention.
- FIG. 2 is a timing chart showing operation characteristics of the fuel injection system in each embodiment.
- FIG. 3 is a main part system diagram of the fuel injection device in each embodiment.
- FIG. 4 is a system diagram of a fuel injection device for a diesel engine according to a second embodiment of the present invention.
- FIG. 5 is a plan view of the fuel injection pump according to the second embodiment.
- FIG. 6 is a longitudinal sectional view (sectional view taken along line AA of FIG. 5) of the fuel injection pump.
- FIG. 7 is a longitudinal sectional view (a sectional view taken along line BB of FIG. 5) of the fuel injection pump.
- FIG. 8 is a cross-sectional view taken along line C-C of FIG.
- FIG. 9 is an enlarged view of a part D in FIG.
- FIG. 10 is a system diagram of a fuel injection device for a diesel engine according to a third embodiment of the present invention.
- FIG. 11 is a control block diagram of the first and second orifices.
- FIG. 12 is an injection pressure and orifice switching timing diagram.
- FIG. 13 is a diagram corresponding to FIG. 1 showing the prior art.
- FIG. 14 is a diagram corresponding to FIG. 2 showing the prior art. BEST MODE FOR CARRYING OUT THE INVENTION
- FIG. 1 is a system diagram of a fuel injection device using a unit injector according to a first embodiment of the present invention, where 10 is a fuel supply unit, 33 is an injection nozzle unit 35 and the injection nozzle.
- This is a unit injector in which a plunger section 31 for pumping high-pressure fuel to the nozzle section 35 is integrated into an injector body.
- the fuel supply unit 10 includes a fuel tank 11, a supply pump 12, and a volume 13.
- the fuel in the fuel tank 11 is pressure-fed by a supply pump 12, and is temporarily stored in a high-pressure state in a poly-medium 13 before being delivered.
- the fuel pumped from the fuel supply unit 10 is sent to a fuel injection pipe 39 of the unit injector 33 via a fuel passage 21, and the fuel leaked from the unit injector 33 is
- the pipe 39 is configured to return to the fuel supply unit 10 through the overflow pipe 22.
- the fuel passage 21 is provided with a main solenoid valve 41 for opening and closing the fuel passage 21, and the overflow pipe 22 is provided with a sub solenoid valve 42 for opening and closing the same.
- the main solenoid valve 41 and the sub solenoid valve 42 are two-position type normally open direction control solenoid valves having an open position and a closed position.
- the unit injector 33 includes a plunger 31 and an injection nozzle 35.
- the plunger section 31 and the injection nozzle section 35 are arranged integrally in an injector body (not shown).
- the plunger section 31 and the injection nozzle section 35 are arranged in series. Are communicated via a fuel injection pipe 39 formed in the unit injector 33.
- a roller 51 is connected to the plunger 32 of the plunger section 31, and the roller 51 is in rolling contact with the cam 52.
- the cam 52 rotates by transmitting torque from an output shaft (crankshaft) of the diesel engine, and the plunger 32 reciprocates according to the rotation of the cam 52. Therefore, when the plunger 32 is pushed when both of the solenoid valves 41 and 42 are closed, the fuel pressurized by the plunger 32 passes through the fuel injection pipe 39 and enters the injection nozzle 35. Pumped.
- the fuel valve (nozzle needle) 36 of the injection nozzle section 35 is urged by a pressurized spring 37 so as to come into close contact with the nozzle seat surface. For this reason, when the pressure (fuel injection pressure) of the fuel pressure-fed from the plunger section 31 becomes larger than the pressure of the pressure spring 37, the fuel valve 36 is pushed toward the pressure spring 37, Fuel is atomized from the nozzle 38 and injected into the combustion chamber of the cylinder.
- the overflow pipe 22 has an orifice 60 at a position between the sub solenoid valve 42 and the fuel injection pipe 39 of the unit injector 33. It is interposed. That is, the orifice 60 is provided in place of the check valve 43 in the prior art shown in the figure.
- the fuel is injected immediately when the fuel injection pressure increases. While the fuel on the injection pipe 39 side can leak to the sub solenoid valve 42 and the fuel supply section 10 side through the overflow pipe 22, the fuel injection pressure of the check valve 43 according to the prior art is reduced. Since the fuel starts to leak after the spring force of the plunger spring 32 becomes larger than the spring force, the fuel leak timing is different. As described above, since the fuel leak timing is different between the embodiment and the related art, the operation during the fuel injection period is different. Therefore, the operation timing during the fuel injection period in this embodiment will be described with reference to FIG. FIGS. 2 (a) to 2 (f) show the following, respectively.
- a solid line indicates an embodiment of the present invention
- a dotted line indicates a conventional technology.
- the main solenoid valve 41 shifts from the open state to the closed state. At this time, the plunger 32 is pushed out, so that the fuel injection pressure increases. As the fuel injection pressure increases, the fuel immediately leaks to the fuel supply unit 10 side through the orifice 60 and the sub solenoid valve 42 interposed in the uppuff / pipe 22. On the other hand, as the fuel injection pressure increases, the lift amount of the fuel valve 36 increases, and the injection rate increases. When the cam lift of the cam 52 further increases, the sub solenoid valve 42 changes from the open state to the closed state.
- the period T2 in which the fuel injection pressure is suppressed in such an embodiment is longer than the period T1 in which the fuel injection pressure is suppressed in the related art.
- the start point of the injection rate in the period T2 is earlier than the start point of the period T1.
- the injection rate in the period T2 is determined by the characteristic (dotted line) in the conventional technology as shown in FIG. 2 (a). Characteristics).
- the orifice 60 is provided in the overflow pipe 22 and the solenoid valves 41 and 42 are controlled to open and close as described above.
- the injection rate in the initial period can be further suppressed as compared with the conventional technology, so that the fuel is not injected into the cylinder at once, and the injection amount in the initial period can be further suppressed as compared with the conventional technology. it can.
- a large amount of fuel can be prevented from rapidly burning from the initial period, the temperature in the cylinder can be kept lower, and the generation of nitrogen oxides (N ⁇ x) can be further suppressed.
- the orifice 60 since the orifice 60 has no mechanically movable parts, it does not break down even when used for a long period of time, has durability, and has high mechanical reliability.
- FIGS. 3 (a) to 3 (e) show configuration examples in the vicinity of an overflow port pipe and a sub solenoid valve which are main parts of the present invention.
- the sub solenoid valve 42 is arranged on the upstream side and the orifice 60 is arranged on the downstream side in the fuel leak flow direction (the direction of arrow A in the figure).
- the sub solenoid valve 42 and the variable orifice 60a having a variable opening area are interposed in the overflow pipe 22.
- the variable orifice 60a is arranged on the upstream side and the sub solenoid valve 42 is arranged on the downstream side.
- the sub solenoid valve 42 is arranged on the upstream side and the downstream side.
- Variable orifice 6 0 a is placed.
- a 3-position type sub solenoid valve 42b is arranged in the overflow pipe 22.
- the sub solenoid valve 42b has an open position, a throttle position, and a closed position, and the opening (opening area) at the throttle position is narrowed to the same degree as the orifice.
- FIG. 4 is a system diagram of a fuel injection device according to a second embodiment of the present invention.
- a fuel injection pump and an injection nozzle are provided with a separate fuel injection device which is separate.
- 30 is a fuel injection pump
- 31 is a plunger section of the fuel injection pump 30.
- Reference numeral 35 denotes an injection nozzle portion
- 39 denotes a fuel injection pipe connecting the fuel outlet of the plunger portion and the injection nozzle portion 35.
- the sub solenoid valve 42 and the orifice 60 are interposed in the overflow pipe 22 of the fuel injection pump 30. That is, the orifice 60 is provided in place of the check valve 43 in the prior art shown in FIG.
- FIG. 5 to 9 show the structure of the fuel injection pump 30 and the arrangement of the solenoid valves in the second embodiment shown in FIG. 4,
- FIG. 5 is a plan view of the fuel injection pump
- FIG. Fig. 5 is a sectional view taken along line A-A
- Fig. 7 is a sectional view taken along line B-B in Fig. 5
- Fig. 8 is a sectional view taken along line C-C in Fig. 6,
- Fig. 9 is D in Fig. 8. It is a part enlarged view.
- the fuel passage 21 provided with the main solenoid valve 41 is divided into passages 21a and 21b, and the sub solenoid valve 42 and the orifice 60 are provided.
- the overflow pipe 22 shown is divided into pipes 22a and 22b. That is
- the passage 21a is connected to the main solenoid valve 41 of the fuel passage 21 by the fuel supply. This is the part arranged between the feeder 10 and
- the passage 2 lb is a portion of the fuel passage 21 arranged between the main solenoid valve 41 and the plunger portion 31,
- the pipe 22 a is a portion of the overflow pipe 22 arranged between the sub solenoid valve 42 and the fuel supply unit 10,
- the pipe 22 b is a portion of the overflow pipe 22 arranged between the sub solenoid valve 42 and the plunger section 31.
- a main solenoid valve 41 and a sub solenoid valve 42 are horizontally arranged in parallel.
- the main solenoid valve 41 is mainly composed of an electromagnetic stone 41a and a spool 41b
- the sub solenoid valve 42 is mainly composed of an electromagnet 42a and a spool 42b.
- the spool 41b and the spool 42b may have the same diameter.
- the lift of the two solenoid valves 41 and 42 is determined according to the target injection rate. However, when the solenoid valves 41 and 42 having the same diameter are used as described above, the sub solenoid valve 4 is used. 2 is set to a smaller lift than the main solenoid valve 41.
- the lifts L (shown in FIG. 9) of the solenoid valves 41 and 42 may be the same, and both diameters may be determined according to the target injection rate. That is, when using the solenoid valves of the same lift, the diameter of the sub solenoid valve 42 is set smaller than the diameter of the main solenoid valve 41.
- FIGS. 6 and 7 a discharge portion 70 is formed at an upper portion of the fuel injection pump 30, and the fuel injection pipe 39 is connected to the discharge portion 70.
- a discharge valve 071 is interposed between the discharge section 070 and the plunger section 31.
- the fuel supplied to the injection nozzle section 35 is sent along a route of the plunger section 31 ⁇ the discharge valve 071 ⁇ the discharge section 0700 ⁇ the fuel injection pipe 39 ⁇ the injection nozzle section 35.
- 10 to 12 show a fuel injection device according to a third embodiment of the present invention.
- FIG. 10 is a system diagram of the fuel injection device
- FIG. 11 is a control of the first and second orifices.
- FIG. 12 is a block diagram of the injection pressure and orifice switching timing.
- a fuel injection pump and an injection nozzle are provided with a separate fuel injection device which is separate from the fuel injection pump.
- the fuel injection pipe connects the fuel outlet of the plunger section 31 and the injection nozzle section 35.
- a roller 51 is connected to the plunger 32 of the plunger section 31, and the roller 51 is in rolling contact with the cam 52.
- the cam 52 rotates by transmitting torque from the output shaft (crankshaft) of the diesel engine, and the plunger 32 reciprocates according to the rotation of the cam 52.
- the fuel supply section 10 is a fuel supply unit.
- the fuel supply section 10 is composed of a fuel tank 11, a supply pump 12, and a volume 13.
- the fuel in the fuel tank 11 is pumped by the supply pump 12, and the volume in a high pressure state is increased. Once stored in 13 they are sent out.
- Reference numeral 21 denotes a fuel passage connecting the fuel supply unit 10 and the fuel injection pipe 39.
- Reference numeral 22 denotes an overflow pipe that connects a portion of the fuel injection pipe 39 downstream of the connection with the fuel passage 21 to the fuel supply section 10.
- the main passage 41 is provided with a main solenoid valve 41 for opening and closing the fuel passage 21, and the overflow pipe 22 is provided with a sub solenoid valve 42 for opening and closing the same.
- the fuel passage 21 in which the main solenoid valve 41 is interposed is divided into passages 21a and 21b, and the fuel passage 21 in which the sub solenoid valve 42 is interposed is shown.
- the low pipe 22 is shown divided into pipes 22a and 22b.
- the main solenoid valve 41 and the sub solenoid valve 42 are two-position type normally open direction control solenoid valves having an open position and a closed position.
- the plunger 32 of the plunger part 31 is pushed by the force 52 when both the main solenoid valve 41 and the sub solenoid valve 42 are closed, the plunger 32 is pressurized.
- the fuel is pumped to the injection nozzle section 35 through the fuel injection pipe 39.
- reference numeral 36 denotes a fuel valve (nozzle needle), and the fuel valve 36 is urged by a presser spring 37 so as to adhere to the nozzle seat surface. . Therefore, when the pressure (fuel injection pressure) of the fuel pressure-fed from the plunger section 31 becomes larger than the pressure of the pressure spring 37, the fuel valve 36 is pushed to the pressure spring 37 side and opened. Valve and fuel nozzle 3 8 Mist is injected into the combustion chamber of the cylinder.
- a first orifice 61 and a second orifice 62 are interposed in the fuel passage 21 and the overflow pipe 22, respectively.
- reference numeral 61 denotes a first orifice which is interposed in the fuel passage 21 b of the fuel passage 21 between the main solenoid valve 41 and the fuel injection pipe 39.
- a second orifice 62 is provided in a fuel passage 22 b between the sub solenoid valve 42 of the overflow pipe 22 and the fuel injection pipe 39.
- the first orifice 61 is interposed in the fuel passage 21a between the main solenoid valve 41 and the fuel supply unit 10, and the second orifice 62 is connected to the sub solenoid valve 42 and the fuel passage 21. It may be interposed in the fuel passage 22 a between the fuel supply unit 10.
- the main solenoid valve 41 and the sub solenoid valve 42 are configured as a three-position solenoid valve having a throttle position, and the first orifice 61 is a main solenoid valve. 41, and the second orifice 62 may be built in the sub solenoid valve 42.
- the first orifice 6 1 interposed with the main solenoid valve 41 in the fuel passage 21 and the second orifice 6 2 interposed with the sub solenoid valve 42 in the overflow flow pipe 22 are: It is composed of fixed throttle orifices with different throttle channel areas.
- Reference numeral 79 denotes an orifice switching device
- 70 denotes an orifice control device
- a switching control signal which will be described later, is input from the orifice control device 70 to the orifice switching device 79.
- 71 is a rotation detector for detecting the engine speed of the diesel engine
- 72 is a load detector for detecting the load (or output) of the engine, and is a load detector for detecting the engine speed from the rotation detector 71.
- the detection signal and the detection signal of the engine load from the load detector 72 are input to the orifice controller 70.
- the fuel injection pressure increases as shown in FIG. 2 (c).
- the fuel immediately leaks to the fuel supply unit 10 through the second orifice 62 and the sub solenoid valve 42 interposed in the overflow pipe 22.
- the lift amount of the fuel valve 36 increases, and the injection rate increases.
- the sub solenoid valve 42 changes from the open state to the closed state.
- the orifice 60 and the sub solenoid valve 42 are opened. In this state, the fuel leaks through the overflow pipe 22 to the fuel supply unit 10 side, and the fuel injection pressure is suppressed as compared with the characteristics (dotted line characteristics) of the conventional technology. .
- the throttle passage of the main solenoid valve 4 1 When the area and the throttle passage area of the sub solenoid valve 42 including the orifice 60 are set to be large in accordance with the high speed range (or high load range) of the engine, as shown in FIG. 12 (C), In the initial period S of fuel injection in the low engine speed range (or low load range), the throttle passage area becomes excessive with respect to the amount of oil supplied from the plunger 32, and the injection pressure increases as shown in FIG. As shown in (C), it is difficult to obtain good combustion due to a decrease, which leads to deterioration of smoke emission and an increase in fuel consumption rate.
- the throttle passage area is set to the low engine speed range (or low load range) of the engine. If it is set to a small value in order to meet the requirements, the injection pressure will be excessive in the high rotation speed range (or high load range), the maximum pressure in the cylinder will be excessive, and the durability of the components will be reduced, and the nitrogen oxides ( NO x) is generated.
- the first orifice 61 interposed in the fuel passage 21 together with the main solenoid valve 41 and the sub-buff outlet-pipe 22 A second orifice 62, which is interposed with the solenoid valve 42, is provided.
- the orifice 61 and the second orifice 62 are configured so that the throttle flow areas are different, and the operation of the first orifice 61 and the second orifice 62 is switched by an orifice switching device 79. Therefore, the following problems have been solved by operating as follows.
- a detection signal of the engine speed from the rotation detector 71 and a detection signal of the engine load (or output) from the load detector 72 are provided. Is the orifice throttle area calculation unit of the orifice control device 70
- the orifice throttle area calculation unit 73 calculates the orifice throttle channel area corresponding to the detected values of the engine speed and the engine load (or output), and inputs it to the orifice selection unit 76.
- the orifice throttle passage area is smaller than the engine rotation speed and engine load in the low rotation speed range (or low load range), and becomes larger as the rotation speed becomes higher (or higher load range).
- the detected values of the engine speed and the engine load are input to the orifice throttle area calculation unit 73, the detected values are Calculate (or select) the corresponding orifice throttle flow area.
- Reference numeral 7 4 denotes a first orifice throttle amount setting section in which the throttle passage area of the first orifice 61 is set
- reference numeral 75 denotes a second orifice throttle amount setting section in which the throttle passage area of the second orifice 62 is set. Is set.
- the throttle passage area has a different value between the first orifice 61 and the second orifice 62, and the throttle passage area of the first orifice throttle amount setting section 74 is higher than the height of the engine.
- the throttle flow path area is set to a large throttle flow path area suitable for the rotation speed range (or high load range), and the throttle flow path area of the second orifice throttle amount setting unit 75 is suitable for the low rotation speed range (or low load range) of the engine. It is set to a small throttle flow path area.
- the throttle passage area of the first orifice throttle amount setting unit 74 may be set small, and the throttle passage area of the second orifice throttle amount setting unit 75 may be set large.
- the orifice throttle passage area corresponding to the detected value of the engine speed and the engine load (or output) calculated by the orifice throttle area calculating section 73 is set to the first orifice throttle amount.
- the setting section 74 and the second orifice throttle amount setting section 75 are matched with each other, and the throttle flow path area that matches the calculated value of the orifice throttle flow path area among the first orifice 61 and the second orifice 62 is set. Select the orifice that is
- the orifice selecting section 76 in the low rotation speed range (or low load range) in which the calculated value of the orifice throttle passage area is smaller than a certain value, the second orifice in which the small throttle passage area is set is set.
- the throttle amount setting unit 75 is selected, and in the high rotation speed range (or high load range) where the calculated value of the orifice throttle flow path area is larger than a certain value, the first throttle flow area is set to be larger.
- the selection signal in the orifice selection section 76 is output to the orifice switching device 79, and the main solenoid valve 41 on the first orifice 61 side selected in the orifice switching device 79 as described above. Alternatively, open the sub solenoid valve 42 on the second orifice 62 side.
- the solenoid valve 1 on the side of the first orifice 61 having a large throttle passage area, that is, the main valve, has a large throttle passage area in the high engine speed region.
- the solenoid valve 41 By opening the solenoid valve 41, the injection pressure rises slowly.
- the orifice 2 having a small throttle passage area that is, the solenoid valve 2 on the second orifice 62 side, that is, the sub solenoid valve 42 is opened.
- the throttle flow passage area is reduced in accordance with the amount of oil supplied from the plunger 32, so that the injection pressure is prevented from decreasing in the initial period S, as shown by the solid line in the figure.
- Such a normal injection pressure mode can be obtained.
- the first and second orifices 61 and 62 are fixed orifices. However, the first and second orifices 61 and 62 are variable orifices.
- the orifice switching device 79 changes the throttle passage area (opening area) of the first and second orifices 61, 62 into a low engine speed range (or low load range) and a high engine speed range (or high speed range). (Load range). Industrial applicability
- the orifice is provided in the overflow pipe, and the main solenoid valve and the sub solenoid valve are freely opened and closed.
- the rise of the injection in the initial period can be further suppressed as compared with the conventional technology, so that the fuel is not rapidly injected into the cylinder, and the injection amount in the initial period can be further suppressed as compared with the conventional technology. it can.
- the orifice since the orifice has no mechanical moving parts, it can be used for a long period of time. It is durable without any trouble and has higher mechanical reliability than conventional check valves.
- the opening since the opening has a variable opening area, the amount of leakage through the overflow pipe can be adjusted optimally. it can.
- an orifice is disposed on the upstream side and a sub solenoid valve is disposed on the downstream side in the fuel leak flow direction in the overflow pipe, or in claims 4 and 9,
- the configuration in which the sub solenoid valve is disposed upstream and the orifice is disposed downstream, respectively, with respect to the fuel leak flow direction in the overflow pipe makes it possible to optimize the fuel injection device.
- Arrangement configuration can be arbitrarily selected.
- the sub solenoid valve is closed between the closed position and the closed position where the opening is narrowed.
- the sub solenoid valve can perform a throttling function without providing an orifice separately. Therefore, the configuration of the fuel injection device can be simplified.
- the orifice control device activates the orifice having a large throttle passage area to increase the injection pressure. This reduces sudden combustion in the high engine speed range (or high load range), prevents the maximum pressure in the cylinder and the temperature in the cylinder from rising, and reduces the durability of components around the combustion chamber. And the amount of nitrogen oxides (NO x) generated is reduced.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/332,501 US7100579B2 (en) | 2000-07-10 | 2001-07-09 | Fuel injection device |
JP2002509644A JP3825406B2 (ja) | 2000-07-10 | 2001-07-09 | 燃料噴射装置 |
EP01947926A EP1302656B1 (en) | 2000-07-10 | 2001-07-09 | Fuel injection device |
AT01947926T ATE526501T1 (de) | 2000-07-10 | 2001-07-09 | Brennstoffeinspritzvorrichtung |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2000207681 | 2000-07-10 | ||
JP2000-207681 | 2000-07-10 | ||
JP2000-320227 | 2000-10-20 | ||
JP2000320227 | 2000-10-20 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2002004805A1 true WO2002004805A1 (fr) | 2002-01-17 |
Family
ID=26595656
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2001/005939 WO2002004805A1 (fr) | 2000-07-10 | 2001-07-09 | Dispositif a injection |
Country Status (5)
Country | Link |
---|---|
US (1) | US7100579B2 (ja) |
EP (1) | EP1302656B1 (ja) |
JP (1) | JP3825406B2 (ja) |
AT (1) | ATE526501T1 (ja) |
WO (1) | WO2002004805A1 (ja) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2006074969A1 (en) | 2005-01-11 | 2006-07-20 | Ciba Specialty Chemicals Holding Inc. | Process for the post-modification of homo and copolymers prepared by controlled free radical polymerization processes |
US7261090B2 (en) | 2005-02-28 | 2007-08-28 | Mitsubishi Heavy Industries, Ltd. | Electromagnetic controlled fuel injector |
US7311085B2 (en) | 2005-02-28 | 2007-12-25 | Mitsubishi Heavy Industries, Ltd. | Electromagnetic controlled fuel injection apparatus |
WO2022112190A1 (en) | 2020-11-30 | 2022-06-02 | Basf Se | Process of producing polymer dispersions |
WO2022200398A1 (en) | 2021-03-26 | 2022-09-29 | Basf Se | Polymer composition comprising polyacrylic block copolymer and aromatic based polyalkyleneoxide as dispersant |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10351711B3 (de) * | 2003-11-05 | 2005-06-02 | Volkswagen Mechatronic Gmbh & Co. Kg | Pumpe-Düse-Vorrichtung |
EP2285681B1 (en) * | 2008-05-13 | 2018-09-12 | Sikorsky Aircraft Corporation | Fuel feed system |
US20130312706A1 (en) * | 2012-05-23 | 2013-11-28 | Christopher J. Salvador | Fuel system having flow-disruption reducer |
IT201700037056A1 (it) * | 2017-04-04 | 2018-10-04 | Bosch Gmbh Robert | Gruppo di pompaggio per alimentare combustibile, preferibilmente gasolio, ad un motore a combustione interna |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01502768A (ja) * | 1987-04-07 | 1989-09-21 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | 燃料噴射量の制御法および装置 |
JPH02500207A (ja) * | 1987-07-06 | 1990-01-25 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | 内燃機関用燃料噴射装置 |
JPH06341357A (ja) * | 1993-05-31 | 1994-12-13 | Yanmar Diesel Engine Co Ltd | ディーゼル機関用ユニットインジェクタ |
JPH08133079A (ja) * | 1994-11-02 | 1996-05-28 | Nippon Sharyo Seizo Kaisha Ltd | ダンパ装置 |
JPH11501709A (ja) * | 1995-03-14 | 1999-02-09 | マーン・ベー・オグ・ドバルドヴェー・ディーゼール・アクティーゼルスカブ | 高圧噴射ディーゼルエンジンの燃料噴射タイミング可変調節装置を備えた噴射装置 |
EP0992675A2 (en) | 1998-10-09 | 2000-04-12 | Lucas Industries Limited | Fuel system |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2045347B (en) * | 1979-02-24 | 1983-04-20 | Huber Motorenbau Inst | I c engine fuel injection system |
WO1981000431A1 (en) * | 1979-08-08 | 1981-02-19 | Caterpillar Tractor Co | Rotary fuel injection apparatus |
JPS5835260A (ja) * | 1981-08-28 | 1983-03-01 | Hitachi Ltd | 分配型燃料噴射ポンプ |
GB2105406B (en) * | 1981-09-05 | 1985-02-27 | Lucas Ind Plc | Fuel injection nozzle systems for compression ignition engines |
JPH0759919B2 (ja) * | 1986-04-04 | 1995-06-28 | 日本電装株式会社 | デイ−ゼルエンジン用燃料噴射制御装置 |
JP2819963B2 (ja) | 1992-09-21 | 1998-11-05 | 日産自動車株式会社 | 蓄圧式インジェクタ |
KR0143005B1 (ko) | 1994-09-07 | 1998-08-17 | 정장호 | 무선사설 교환 시스템에서의 시스템 본체와 접속장치간 연결장치 |
JPH09209867A (ja) * | 1996-02-07 | 1997-08-12 | Mitsubishi Motors Corp | 燃料噴射装置 |
GB9616521D0 (en) * | 1996-08-06 | 1996-09-25 | Lucas Ind Plc | Injector |
JP3237549B2 (ja) * | 1996-11-25 | 2001-12-10 | トヨタ自動車株式会社 | 内燃機関の高圧燃料供給装置 |
JPH11198797A (ja) | 1998-01-12 | 1999-07-27 | Denso Corp | 電磁弁及びその電磁弁を備えたブレーキ制御装置 |
US6868831B2 (en) * | 1998-10-16 | 2005-03-22 | International Engine Intellectual Property Company, Llc | Fuel injector with controlled high pressure fuel passage |
-
2001
- 2001-07-09 WO PCT/JP2001/005939 patent/WO2002004805A1/ja active Application Filing
- 2001-07-09 US US10/332,501 patent/US7100579B2/en not_active Expired - Lifetime
- 2001-07-09 JP JP2002509644A patent/JP3825406B2/ja not_active Expired - Lifetime
- 2001-07-09 EP EP01947926A patent/EP1302656B1/en not_active Expired - Lifetime
- 2001-07-09 AT AT01947926T patent/ATE526501T1/de not_active IP Right Cessation
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01502768A (ja) * | 1987-04-07 | 1989-09-21 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | 燃料噴射量の制御法および装置 |
JPH02500207A (ja) * | 1987-07-06 | 1990-01-25 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | 内燃機関用燃料噴射装置 |
JPH06341357A (ja) * | 1993-05-31 | 1994-12-13 | Yanmar Diesel Engine Co Ltd | ディーゼル機関用ユニットインジェクタ |
JPH08133079A (ja) * | 1994-11-02 | 1996-05-28 | Nippon Sharyo Seizo Kaisha Ltd | ダンパ装置 |
JPH11501709A (ja) * | 1995-03-14 | 1999-02-09 | マーン・ベー・オグ・ドバルドヴェー・ディーゼール・アクティーゼルスカブ | 高圧噴射ディーゼルエンジンの燃料噴射タイミング可変調節装置を備えた噴射装置 |
EP0992675A2 (en) | 1998-10-09 | 2000-04-12 | Lucas Industries Limited | Fuel system |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2006074969A1 (en) | 2005-01-11 | 2006-07-20 | Ciba Specialty Chemicals Holding Inc. | Process for the post-modification of homo and copolymers prepared by controlled free radical polymerization processes |
US7261090B2 (en) | 2005-02-28 | 2007-08-28 | Mitsubishi Heavy Industries, Ltd. | Electromagnetic controlled fuel injector |
US7311085B2 (en) | 2005-02-28 | 2007-12-25 | Mitsubishi Heavy Industries, Ltd. | Electromagnetic controlled fuel injection apparatus |
WO2022112190A1 (en) | 2020-11-30 | 2022-06-02 | Basf Se | Process of producing polymer dispersions |
WO2022200398A1 (en) | 2021-03-26 | 2022-09-29 | Basf Se | Polymer composition comprising polyacrylic block copolymer and aromatic based polyalkyleneoxide as dispersant |
Also Published As
Publication number | Publication date |
---|---|
ATE526501T1 (de) | 2011-10-15 |
EP1302656A4 (en) | 2009-05-13 |
JPWO2002004805A1 (ja) | 2004-01-08 |
EP1302656A1 (en) | 2003-04-16 |
EP1302656B1 (en) | 2011-09-28 |
US20040025847A1 (en) | 2004-02-12 |
JP3825406B2 (ja) | 2006-09-27 |
US7100579B2 (en) | 2006-09-05 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US7284543B2 (en) | Fuel injection system | |
US5771865A (en) | Fuel injection system of an engine and a control method therefor | |
CN101258313B (zh) | 用于内燃机的燃料系统 | |
US7789071B2 (en) | Fuel supply system for an internal combustion engine | |
JP2008157094A (ja) | 内燃機関 | |
JP2005315195A (ja) | 増圧コモンレール式燃料噴射装置の燃料噴射制御方法 | |
WO2002004805A1 (fr) | Dispositif a injection | |
GB2367588A (en) | Accumulator type fuel injector | |
JP3932688B2 (ja) | 内燃機関用燃料噴射装置 | |
JPH04308355A (ja) | 内燃機関の燃料噴射装置 | |
JP2002221069A (ja) | 燃料供給装置を備えた内燃機関の制御装置 | |
JP4211733B2 (ja) | コモンレール式燃料噴射装置 | |
US7891341B2 (en) | Control device for internal combustion engine | |
JP4229059B2 (ja) | 内燃機関用燃料噴射装置 | |
JP4550991B2 (ja) | 燃料・水噴射内燃機関 | |
JPH11351105A (ja) | 内燃機関用燃料噴射弁 | |
US10087873B2 (en) | Control system for internal combustion engine | |
JP2004156552A (ja) | 燃料噴射装置 | |
JP4158541B2 (ja) | 内燃機関の燃料噴射装置 | |
JP4239332B2 (ja) | 内燃機関の燃料噴射装置 | |
JP4256771B2 (ja) | ディーゼル機関の燃料制御方法及びその装置 | |
JP4508411B2 (ja) | 燃料・水噴射内燃機関 | |
JP5910376B2 (ja) | 内燃機関の燃料噴射システム | |
JP2795138B2 (ja) | 内燃機関用燃料供給装置 | |
JP2002188541A (ja) | 燃料噴射装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AK | Designated states |
Kind code of ref document: A1 Designated state(s): CN CZ IN JP KR US |
|
AL | Designated countries for regional patents |
Kind code of ref document: A1 Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE TR |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
DFPE | Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101) | ||
ENP | Entry into the national phase |
Ref country code: JP Ref document number: 2002 509644 Kind code of ref document: A Format of ref document f/p: F |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2001947926 Country of ref document: EP |
|
WWP | Wipo information: published in national office |
Ref document number: 2001947926 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 10332501 Country of ref document: US |