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
• • 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
  • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
  • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
  • F02M45/08—Injectors peculiar thereto
• • 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
• • 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
  • 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
  • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
  • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
  • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
  • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift

Definitions

• the present invention relates to a fuel injection device for diesel engines equipped with pulsed-flow injection pumps, this device comprising, by piston, at least one injector receiving a calibrated injector needle arranged for injecting calibrated fuel jets in the combustion chamber of said piston, a high pressure fuel supply line and a low pressure fuel return line.
• the start of fuel introduction is carried out at low flow rate so as not to mix too much fuel with the air in the combustion chamber during the ignition delay.
• the injected flow is constantly increasing so that combustion accompanies the start of expansion associated with the displacement of the piston in the engine cylinder.
• the fuel pressure is important to obtain a good spraying and therefore a good performance of mixing the fuel with the air.
• the injection pump In traditional injection devices using a pulsed flow pump, the injection pump, by discharging the fuel, gradually increases the pressure in the volumes of the pump, the pipes and the injector. This progressivity took place before and then during the injection period. After the pump discharge stops, the injection ends with the effect of depressurization of these same volumes, the injector needle being controlled only by a simple return device comprising one or more springs.
• the advantage of these injection devices relates to the start of injection which is, in this case, relatively moderate and, therefore, favorable to the points 1 and 2 mentioned above, except if a injector opening pressure too high.
• the major drawback is that the injector does not close until the pressure has become significantly lower than the opening pressure. As a result, the end of the injection is not efficient and generates combustion tails, inducing soot emissions and penalizing the yield.
• an injection device as defined in the preamble and characterized in that it includes a device for controlling the opening and closing of the injector needle, this device comprising a discharge circuit. connecting the supply line and the return fuel line, this circuit being controlled by a solenoid valve and comprising, upstream of the solenoid valve. a discharge valve provided with a calibrated orifice, this valve being in communication both with said solenoid valve and a discharge orifice disposed on the return pipe and being arranged to ensure both the progressiveness of the start of injection and the speed of closure of this injection by deflection of the flow of uninjected fuel towards said discharge orifice which. by depressurizing the supply line, generates closing pressure on the injector needle.
• control device may include a calibrated valve disposed upstream or downstream of the solenoid valve, this valve being arranged to maintain the injection device at a required level of pressure between two injections .
• the discharge circuit is independent of the high pressure fuel injection circuit during the injection cycle, the discharge valve and the solenoid valve being closed.
• the closing pressure can be applied directly to the injector needle or by means of a piston.
• control device may include a delay orifice disposed downstream of the calibrated orifice and arranged to delay the opening of the discharge valve so as to cause the momentary opening of the needle. injector for pre-injecting fuel.
• the calibrated orifice can be integrated into the relief valve.
• the orifices, valve, flap and solenoid valve of the control device can be partially or totally integrated into the assembly carrying the injector.
• the fuel return pipes of each injector can be advantageously connected to each other to a common return gallery.
• This common return gallery can be subjected to a calibrated return valve arranged to maintain a level of pressure required in said return pipes of each injector.
• first discharge circuits can be linked together by a common control gallery, which can also be subjected to a calibrated control valve arranged to maintain a level of pressure required in said discharge circuits of each injector.
• the common return gallery and the common control gallery can be linked together by a calibrated check valve.
• FIG. 1 is a functional diagram of the basic configuration of the injection device according to the invention
• FIG. 2 is a view in axial section along the axis II-LT in FIG. 4.
• FIG. 3 is a view in axial section along the axis IH-IH in FIG. 4,
• FIG. 4 is a view in radial section along the axis IV-IV of FIG. 3,
• FIG. 5 is a detail view in section along the axis V-V of FIG. 4.
• FIG. 6 is a detailed view in section of the discharge valve
• FIG. 7 is a detailed view in section of the calibrated valve
• FIG. 8 is a functional diagram of a first variant configuration of the injection device of FIG. 1.
• FIG. 9 is a block diagram of a second variant configuration of the injection device of Figure 1.
• FIG. 10 is a block diagram of an improvement made to the configuration of the injection device of Figure 1. for performing a pre-injection.
• FIG. 11 is a block diagram of another improvement made to the configuration of the injection device of Figure 1, allowing to simultaneously adjust several injection devices of the same engine.
• FIGS. 12 to 15 are functional diagrams of different variant configurations of the device of FIG. 11, - Figures 16 to 19 show an example of rehsation of the injection device illustrated schematically in Figure 14 and simplified by the absence of the piston which acts on the injector needle, in which: "Figure 16 is a sectional view axial along axis XVI-XVI of figure 18.
• FIG. 17 is a view in axial section along the axis XVLI-XV ⁇ of FIG. 18.
• FIG. 18 is a view in radial section along the axis X VT ⁇ -XVLL ⁇ of FIG. 17,
• Figure 19 is a detailed sectional view of the discharge valve and the orifice c delay.
• FIGS. 20 and 21 partially represent a second example of reahsation of the injection device illustrated diagrammatically in FIG. 14. in which:
• FIG. 20 is an axial sectional view similar to FIG. 16.
• FIG. 21 is an axial sectional view similar to FIG. 17,
• FIGS. 22 to 25 represent injection diagrams corresponding to different configurations of the injection device, in which:
• Figure 22 corresponds to a traditional injection device.
• C “Figure 23 corresponds to the injection device of Figure 1.
• FIG. 24 corresponds to the injection device of FIG. 8.
• FIG. 25 corresponds to the injection device of FIG. 10.
• the injection device 1 for diesel engines comprises, in a known manner, a low pressure pipe 2 which supplies fuel to a pump 3 with pulsed flow rate.
• This pump 3 supplies an injector 4 provided with an injector needle 5 by a non-return valve 6 and a high pressure pipe 7.
• the injector 4 is also connected to a low pressure return pipe 8.
• a control valve 9 of the discharge of the pump 2 can be mounted as a bypass on the non-return valve 6.
• the injector needle 5 is subjected to the action of one or more calibration springs 10 and allows controlling the high pressure fuel jets 1 1 which penetrate into the combustion chamber (not shown) of a piston of a diesel engine (not shown).
• the cavity containing the calibration spring or springs 10, not connected to the high pressure is in communication with said low pressure return pipe 8.
• the injection device 1. in accordance with the present invention, comprises, on the side of the injector 4, a control device 20 acting directly on the injector needle 5 to initiate its piloting both at opening and at closing.
• This control device 20 comprises a first discharge circuit 21 in bypass between the supply lines 7 and return 8 of the fuel.
• A comprises a cradled orifice 23, a calibrated valve 24 and a solenoid valve 25 controlled by a solenoid 26.
• the control device 20 also comprises a second discharge circuit 21 'parallel to the first and comprising a calibrated discharge valve 22 and a orifice cahbrée discharge 27 provided on the return pipe 8. This second discharge circuit 21 'is in communication with the injector needle 5 upstream of the discharge orifice 27.
• Each injector 4 of diesel engine will receive the same control device 20.
• the injection device 1 is illustrated according to a preferred form of reaction of the invention in which the control device 20 is completely integrated in an injector assembly 40 containing the injector 4.
• This injector 4 of standard shape carries the injector needle 5 whose tip 5a closes fuel injection nozzles 12 when the needle is in the low position.
• This injector needle 5 is conventionally controlled by a calibration spring 10 which exerts pressure on its head 5b. the spring and the head being housed in a cavity 13 coaxial with a guide housing 14 receiving said needle.
• the injector assembly is composed of several parts assembled one on the other to facilitate the integration of the control device 20. More particularly, from bottom to top, this injector assembly 40 comprises:
• a part B which serves as a stop for the injector needle 5, in which the base of the cavity 13 receiving the head 5b of the needle and the continuation of the high pressure supply pipe 7 are formed,
• a part D which constitutes the main block of the control device 20, in which the continuation of the circuit 21 ′ is arranged, the return line 8 of the fuel, the discharge valve 22 and its capped socket 23, the calibrated valve 24 and the discharge orifice 27,
• the chambered orifice 23, also called a nozzle, is integrated in the discharge valve 22 (FIG. 6). this valve comprising a calibrated return spring 22 '.
• the calibrated valve 24 includes a calibrated return spring 24 ′ and radial orifices 28 (FIG. 7).
• the solenoid valve 25 includes a return spring 25 '.
• the first discharge circuit 21 is bypassed with the high pressure supply line 7. crosses the cradled orifice 23. the calibrated valve 24 and the solenoid valve 25 towards the low pressure return pipe 8.
• This first discharge circuit 21 is divided into a second parallel discharge circuit 21 'passing through the discharge valve 22 and the discharge orifice 27 towards the return pipe 8.
• the cavity 13 of the calibration spring 10 is in communication with this second parallel discharge circuit 21 'upstream of the discharge orifice 27.
• the latter delivers its flow through the non-return valve 6.
• the pressure increases in the supply line 7 as well as in front of the discharge valve 22, in its baffled orifice 23 and in front of the calibrated valve 24.
• the discharge valve 22 opens and lets flow through the second circuit of paraUAN discharge 21 'to the return pipe 8.
• the start of the injection is controlled by the electrical signal on the solenoid 26 which closes the solenoid valve 25.
• the flow through the calibrated valve 24 is interrupted.
• the flow through the cambered orifice 23 of the discharge valve 22 combined with the force supplied by the spring 22 'gradually closes the discharge valve 22.
• the fuel pressure applied to the injector needle 5 in the chamber 15 and called opening pressure increases, while the closing pressure applied on the side of the calibration spring 10 decreases, until the injector needle 5 opens.
• the injection begins as soon as it opens.
• the modulation of the start of the injection depends mainly on the closing speed of the discharge valve 22.
• valves 22. 25 are closed.
• the entire flow supplied by the injection pump 3 is routed to the injector needle 5 without no restriction and generates injection jets 11 with all the pressure which the injection device 1 is capable of.
• the end of the injection is triggered when the electrical signal on the solenoid 26 is interrupted.
• the solenoid valve 25 opens under the effect of its spring 25 '.
• the closing pressure on the discharge valve 22 is suddenly reduced. This valve then opens quickly.
• the pressure in the injection circuit decreases slightly due to the low discharge flow routed to the discharge orifice 27.
• the increase in pressure on the side of the calibration spring 10 on the injector needle 5 ensures its closing.
• the injector needle 5 closing, the injection abruptly stops, before the pressure drop in the supply line 7 high pressure is significant.
• the flow rate, still supplied by the injection pump 3, passes through the discharge valve 22 and the orifices 23 and 27 to evacuate in the return pipe 8.
• the pressure gradually decreases by the effect of the discharge through the discharge orifice 27 and the return line 8 .
• the construction choices and the operating modes of the injection device 1 according to the invention it is possible to envisage different variants.
• a piston 30 which acts directly on the injector needle 5.
• the hydraulic pressure generated by the flow received by the discharge valve 22 passing through the orifice Discharged discharge 27 acts indirectly on the injector needle 5 by means of a piston 30.
• the dead volume is therefore more limited. Therefore, the discharge closing the injector 4 requires a lower pressure drop at the supply pipe 7.
• the end of the injection is improved.
• the section of the piston 30 can be equal to or greater than that of the housing 14 of the needle 5 in order to increase the closing thrust.
• the calibrated valve 24 can be placed upstream, as in Figures 1 to 8. or downstream of the solenoid valve 25 with reference to Figure 9.
• This configuration has the effect of limiting the volume closed between the orifice 23 and the seat of the solenoid valve 25.
• the operating precision of the relief valve 22 is thereby improved and the possibility of better slowing its closing by using a smaller orifice 23 becomes possible without risk of inadvertent opening due to pressure pulsations.
• an injection pump 3 having a control of the quantity injected by ramps on the pump piston, which makes it possible either to limit the quantity delivered to optimize the energy necessary for pumping, either to control the injection in emergency mode.
• This backup mode is then obtained by leaving the solenoids, or by forcing mechanically, with a view to permanently closing the solenoid valves.
• control device 20 it is also possible to attach the control device 20 to a shortened injection range, possibly until the high pressure supply pipe 7 is eliminated, including an injector-pump.
• control solenoid valve 25 remains open and the discharge valve 22 lets all the fuel flow pass to the discharge circuit 21 in the return pipe 8.
• the maximum quantity injected is limited to the quantity delivered by the injection pump. This quantity can be adjusted by the pump emergency mode in the case where the injection pump is traditional.
• This injection device 1 can be further optimized by:
• the closing pressure does not depend on the opening pressure, which avoids oversizing the calibration spring 10 of the injector needle 5.
• the closing is caused by the pressure generated by the flow conveyed in the discharge circuits 21. 21 'to the low pressure return canahsation 8 through the discharge port 27. for this purpose the sum of the sections of cahbré orifices 23 and discharge 27 must be greater than the sum of the sections of the injection nozzles 12 feeding the fuel jets 11.
• this injection device it is also possible to improve this injection device 1, in particular by providing a control member making it possible to perform a pre-injection.
• the opening of the discharge valve 22 is delayed to leave the injector needle 5 the possibility of starting to open under the effect of a fuel supply pressure greater than its setting pressure. . It is then quickly closed before the main injection.
• a delay orifice 31 is interposed between the chambered orifice 23 and the return pipe 8, whether upstream, downstream or incorporated in the calibrated valve 24 or in the controlled solenoid valve 25. This delay port 31 can therefore be added to any configuration of the injection device 1 described above.
• FIGS. 11 to 15 iUustrate five variants of reahsation making it possible to jointly control all the injectors of the same engine.
• the low pressure return ducts 8 are connected between them at a common return gallery 32 comprising a return valve 33 allowing the pressurization of the ducts 8 and therefore the adjustment of the opening pressure of the needle injector 5.
• the common and external adjustment of the back pressure applied to the control devices 20 is not provided.
• FIG. 12 The configuration of FIG. 12 is similar to that of FIG. 11 with the only difference that the calibrated valve 24 has been removed to avoid any difference in behavior of the individual calibrated valves 24.
• control devices 20 do not have a calibrated valve 24 and are received between them. at the outlet of the controlled solenoid valves 25, to a common control gallery 34.
• This common control gallery 34 is connected to the common return gallery 32 by a control valve 35 allowing the pressurization of the control devices 20 as well as the adjustment of the pre-injection dosage. In this case, the common and external adjustment of the opening pressure of the injector needles is not provided.
• FIG. 15 is similar to that of FIG. 13 with the only difference that the common return gallery 32 is supplemented by its return valve 33. It is therefore possible to adjust the pressure of the pressure devices in common and externally control 20 by modulating the pressure difference between the control galleries 34 and return 32. the opening pressure of the injector needles 5 as well as the pre-injection dosage.
• FIGS. 1 to 10 Figures 16 to 19 are similar to Figures 2. 3, 4 and 6 and illustrate a preferred form of reahsation of an injection device corresponding substantially to Figure 14 and simplified by the absence of the piston acting on the needle d 'injector.
• the control device 20 is fully integrated in an injector assembly 40 containing the injector 4 and composed of parts A to E. The differences lie in the fact that the return and control circuits are separate.
• the part C receives the return duct 8 which communicates directly with the cavity 13 of the calibration spring 10 of the injector needle 5 through the discharge orifice 27.
• This return duct 8 is intended to be removed from the return gallery common and external 32.
• the canahsation 36 is intended to be connected to the common and external control gallery 34.
• Room E is completed by the delay orifice 31 and a conduit 37 putting this orifice of communication into communication. delay 31 with the solenoid valve controlled 25.
• the baffled orifice 23 is also integrated into the discharge valve 22 (FIG. 19) and the delay orifice 31 is arranged coaxially with this relief valve 22 and its baffled orifice 23.
• the calibrated valve 24a been deleted.
• This load shedding causes a pressure drop in the chamber 15 of the injector needle 5 and an increase in the pressure in the cavity 13 which pushes on the injector needle 5 to close it and interrupt the pre-injection.
• the pressurization of the cavity 13 is provided by the discharge orifice 27 and by the common and external return gallery 32 combined with its return valve 33 not shown.
• the start of the injection is driven by the electrical signal on the solenoid 26 which closes the solenoid valve 25.
• the fuel pressure applied to the injector needle 5 in the chamber 15 increases, while the closing pressure applied to the side of the calibration spring 10 decreases, up to the injector needle 5 opens.
• the injection begins as soon as it opens.
• the end of the injection is triggered when the electrical signal on the solenoid 26 is interrupted.
• the solenoid valve 25 opens under the effect of its spring 25 '.
• the closing pressure on the discharge valve 22 is suddenly reduced. This valve then opens quickly.
• the pressure in the injection circuit decreases slightly due to the low discharge flow routed to the common control gallery 34.
• the pressure increase on the side of the calibration spring 10 on the injector needle 5 ensures its closure.
• the flow rate, still supplied by the injection pump 3 passes through the discharge 22 to evacuate in the return 32 and control galleries 34.
• the closing and opening pressures, on either side of the injector needle 5 being close, the needle remains closed under the action of its spring 10. The pressure gradually decreases by the effect of the discharge through said galleries 32, 34.
• Figures 20 and 21 are views similar to Figures 16 and 17. They illustrate only parts C and D of the injector assembly 40 to show a variant of rehsation in which the injector needle 5 is closed by the action of a piston 30.
• This piston 30 is housed and guided in a cavity 38 arranged coaxially and just above the cavity 13. This cavity 38 is surmounted by a compression chamber 39 receiving the upper part of the piston 30 and being in communication with the discharge circuit paraUele 21 '.
• This piston 30 is held in abutment against the injector needle 5 by a spring 41.
• H also has an internal conduit replacing the discharge orifice 27 which places the compression chamber 39 in communication with the return pipe 8. In this reahsation. the operation is similar to that of the previous reahsation. The only difference lies in the fact that the addition of the piston 30 makes it possible to considerably reduce the volume to be compressed in order to close the injector needle 5.
• orifices 23, 27, 3 1 provided in the different variants of reahsation described above.
• These orifices can be of the "capillary” type for which the pressure drop is proportional to the flow rate or of the "nozzle” type for which the pressure drop increases proportionally to the square of the flow. It is then possible to combine these different types to obtain:
• these can be reheated for example by machining a groove, either hehcoidal, on the cylindrical part of the guide of the valve, of the valve, of the piston or of a force-fitted pin, or in a spiral on a flat surface in contact with another surface.
• each diagram are represented four curves 3. to d corresponding from top to bottom to the lifting of the injector needle 5 (curve a), to the flow of fuel injected by the nozzles 12 into the combustion chamber of a piston of a Diesel engine (curve D). at the pressure supplied by the injection pump 3 (curve C) and at the pressure in the pipe 7 at the inlet of the injector 4 (curve d).
• curves are represented as a function of time for a fraction of the cycle.
• FIG. 22 represents the injection diagram of a conventional and known injection device corresponding to the prior art of the invention. It is clearly observed that the end of the injection is very inefficient which is detrimental to the performance of the engine and to the emissions of smoke.
• FIG. 23 represents the injection diagram of the injection device of FIG. 1, in which the control of the closing of the injector needle 5 is carried out by the control device 20. It is observed that the end of the 'injection is very much astonished. On the other hand, the start of the injection remains abrupt, which can generate combustion noises.
• FIG. 24 represents the injection diagram of the injection device of FIG. 8, in which the injector needle 5 is controlled by the piston 30. It is observed that the end of injection is still improved. This solution is therefore very satisfactory for the performance of the engine. However, combustion noises are still present.
• FIG. 25 represents the injection diagram of the injection device of FIG. 10, in which the delay orifice 31 is provided, which makes it possible to re-inject a pre-injection before the main injection. This solution provides the correction required at the start of the injection to attenuate the combustion noise. EUe therefore combines all the advantages. It is understood that the pre-injection cycle can be added to that of the main injection as a function of the synchronization of the commands.

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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)
• Output Control And Ontrol Of Special Type Engine (AREA)
• High-Pressure Fuel Injection Pump Control (AREA)

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• 1998
  • 1998-07-13 AT AT98938739T patent/ATE211525T1/de not_active IP Right Cessation
  • 1998-07-13 ES ES98938739T patent/ES2171038T3/es not_active Expired - Lifetime
  • 1998-07-13 AU AU87351/98A patent/AU8735198A/en not_active Abandoned
  • 1998-07-13 JP JP2000503339A patent/JP2001510265A/ja active Pending
  • 1998-07-13 WO PCT/FR1998/001524 patent/WO1999004160A1/fr active IP Right Grant
  • 1998-07-13 US US09/462,836 patent/US6189509B1/en not_active Expired - Fee Related
  • 1998-07-13 EP EP98938739A patent/EP0995031B1/de not_active Expired - Lifetime
  • 1998-07-13 DE DE69803384T patent/DE69803384T2/de not_active Expired - Lifetime

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