Alternating Multiple Injectors (e.g., Series Injection) Patents (Class 123/300)
  • Patent number: 6244245
    Abstract: A valve control unit for a fuel injection valve includes a housing body with two valve control chambers that continuously communicate with each other. An end member of a movable valve control piston can be moved inside the first valve control chamber and the first valve control chamber communicates with an inlet conduit for fuel. The second valve control chamber communicates with an outlet conduit that can be closed by a ball valve. The end member is comprised of an inner structural member and an outer structural member that can move in relation to each other. In the movement of the valve control piston, only the outer structural member is moved for a preinjection of fuel and the inner structural member is moved for the main injection. The quantity of preinjected fuel can be further minimized while an increased movement speed of the valve control piston is simultaneously possible during the main injection.
    Type: Grant
    Filed: April 10, 2000
    Date of Patent: June 12, 2001
    Assignee: Robert Bosch GmbH
    Inventor: Friedrich Boecking
  • Patent number: 6240896
    Abstract: An arrangement for controlling diesel engine fuel injection including a first sensor that detects engine temperature and a second sensor that detects outside air temperature. An associated electronic control unit adjusts the amount of advance of pilot injection timing relative to main injection timing based on the difference between the engine temperature and the outside air temperature. Since the amount of advance is determined based on the engine temperature and the outside air temperature, the warmup state of an engine is considered in determining the amount of advance. This means that differences in the temperature inside an engine cylinder are considered. Accordingly, it is possible to obtain an optimum amount of advance.
    Type: Grant
    Filed: April 8, 1999
    Date of Patent: June 5, 2001
    Assignee: Isuzu Motors Limited
    Inventors: Takahiro Ueda, Long Zhang
  • Patent number: 6230683
    Abstract: A premixed charge compression ignition engine, and a control system, is provided which effectively initiates combustion by compression ignition and maintains stable combustion while achieving extremely low nitrous oxide emissions, good overall efficiency and acceptable combustion noise and cylinder pressures. The present engine and control system effectively controls the combustion history, that is, the time at which combustion occurs, the rate of combustion, the duration of combustion and/or the completeness of combustion, by controlling the operation of certain control variables providing temperature control, pressure control, control of the mixture's autoignition properties and equivalence ratio control. The combustion control system provides active feedback control of the combustion event and includes a sensor, e.g. pressure sensor, for detecting an engine operating condition indicative of the combustion history, e.g.
    Type: Grant
    Filed: December 8, 1999
    Date of Patent: May 15, 2001
    Assignee: Cummins Engine Company, Inc.
    Inventors: Axel O. zur Loye, Omowoleola C. Akinyemi, Russ P. Durrett, Patrick F. Flynn, Gary L. Hunter, Greg A. Moore, Jackie M. Mudd, George G. Muntean, Julie A. Wagner, John F. Wright
  • Patent number: 6213089
    Abstract: A concept of pulse input thermal energy to induce a rapid volume change in a vessel is introduced to provide rapid pressure raise as a means to inject fuel into internal combustion engines. A computer and sensors are incorporated to provide pulse width, height and multiple pulse using engine conditions such as RPM, exhaust pollution and efficiency, etc. as control parameters.
    Type: Grant
    Filed: June 7, 1995
    Date of Patent: April 10, 2001
    Inventor: Dah Yu Cheng
  • Patent number: 6213098
    Abstract: A fuel injection device is composed of a valve member to open and close an injection hole, a high pressure passage for generating a basic pressure force to urge the valve member in a direction of opening the injection hole, an electromagnetic valve, first and second springs for generating biasing forces to urge the valve member in a direction of closing the injection hole, and first and second control chambers disposed in the fuel passages. The respective control chambers are communicated with the high pressure passage when the electromagnetic valve is not actuated and respective fuel pressure in the first and second control chambers urge the valve member in a direction of closing the injection hole, and the respective control chambers are communicated one after another at different timings to a low pressure conduit to reduce fuel pressure therein when the electromagnetic valve is actuated.
    Type: Grant
    Filed: August 31, 2000
    Date of Patent: April 10, 2001
    Assignee: Denso Corporation
    Inventors: Masaaki Kato, Satoru Sasaki
  • Patent number: 6192856
    Abstract: In an electronic fuel injection apparatus comprising a control circuit of an electromagnetic spill valve for adjusting a fuel injection quantity in a distribution-type fuel injection pump for a diesel engine, and a computing unit for providing a command signal to the control circuit, a driving current flowing through a solenoid of an electromagnetic spill valve is detected, a state where a delay time interval from a transit point of a command signal provided to the control circuit to a delay point at which the driving current crosses a threshold value is equal to or more than a predetermined value is determined as a slightly abnormal state to invalidate the command signal for a pilot injection, or a state where the delay time interval exceeds an allowable value further larger than the predetermined value is determined as a seriously abnormal state to stop the engine.
    Type: Grant
    Filed: May 23, 2000
    Date of Patent: February 27, 2001
    Assignee: Isuzu Motors Limited
    Inventors: Kenzo Shioi, Keiichi Iida, Tomoo Nishikawa
  • Patent number: 6173571
    Abstract: An exhaust purifying apparatus for an in-cylinder injection type internal combustion engine causes exhaust gas temperature to rise reliably, thereby desorbing reliably a sulfur component (SOx) adhered to an NOx catalyst and enhancing the durability of the NOx catalyst. For this reason, the exhaust purifying apparatus for an in-cylinder injection type internal combustion engine comprises an NOx catalyst (9A) for adhering NOx to itself in an excess oxygen concentration condition and desorbing NOx in an oxygen concentration reduction condition, and sulfur component desorption means (107) for desorbing a sulfur component from the NOx catalyst (9A). The sulfur component desorption means (107) injects additional fuel during an expansion stroke in addition to main injection and burns the additional fuel again so that exhaust gas temperature is raised to a predetermined temperature or beyond, whereby the sulfur component is desorbed.
    Type: Grant
    Filed: November 9, 1998
    Date of Patent: January 16, 2001
    Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
    Inventors: Katsunori Kaneko, Kazuo Koga, Hiromitsu Ando, Taizo Kitada
  • Patent number: 6164264
    Abstract: A method for controlling a compression-ignition internal combustion engine which provides delivery of multiple fuel injection pulses per cylinder firing with precision of pulse quantities, separation, and timing adequate for transition between split and single injection at any speed and load, without disturbing the primary engine governor. The method compensates for variable operating conditions such as supply voltage, injection pressure, injection pulse separation, and injector actuation latency or rise-time.
    Type: Grant
    Filed: June 3, 1999
    Date of Patent: December 26, 2000
    Assignee: Detroit Diesel Corporation
    Inventor: Eric D. Thomas
  • Patent number: 6148790
    Abstract: In a method of operating an internal combustion engine, in a motor vehicle in particular, fuel is injected directly into a combustion chamber of the engine either during an intake phase in a first mode of operation or during a compression phase in a second mode of operation. In this method, fuel is injected at intervals corresponding to predetermined angle of rotation distances of a shaft of the engine. The interval corresponds to larger angle of rotation distances at a high engine rpm and a high load applied to the combustion engine than at a medium or low engine rpm and a medium or low engine load.
    Type: Grant
    Filed: July 9, 1998
    Date of Patent: November 21, 2000
    Assignee: Robert Bosch GmbH
    Inventor: Ulrich Schulmeister
  • Patent number: 6085719
    Abstract: A fuel injection system for internal combustion engines is proposed which supplies fuel injection valves with fuel from a high-pressure fuel source, under the control of a control unit. The fuel injection valve has an injection valve member, whose opening or closing position is determined by a pressure that acts upon this injection valve member and that is set in a control chamber. To that end, to perform an injection, the pressure in the control chamber must be relieved; which is achieved with a control valve that opens two different outflow cross sections of an outflow conduit of the control chamber in succession. This makes it possible to accomplish an adapted opening of the fuel injection valve member for a preinjection and for a main injection.
    Type: Grant
    Filed: April 12, 1999
    Date of Patent: July 11, 2000
    Assignee: Robert Bosch GmbH
    Inventors: Rudolf Heinz, Dieter Kienzler, Roger Potschin, Klaus-Peter Schmoll, Friedrich Boecking
  • Patent number: 6082331
    Abstract: An apparatus and method for determining the current waveform of a fuel injection signal so as to consistently control the amount of fuel injected by an electronically controlled hydraulic actuator unit injector fuel system to an engine is disclosed. The apparatus and method varies the waveform of a fuel injection signal using equations or look-up maps and based on sensed operating parameters, which preferably include a desired speed of the engine or desired fuel quantity to be injected during an injection event, actuating fluid pressure and engine speed.
    Type: Grant
    Filed: December 19, 1997
    Date of Patent: July 4, 2000
    Assignee: Caterpillar Inc.
    Inventors: Travis E. Barnes, Michael S. Lukich, Brian G. McGee, John P. Timmons
  • Patent number: 6082335
    Abstract: A fuel injection pump for internal combustion engines, in particular one-cylinder diesel engines, has a pump piston (1) which can axially slide and rotate in a pump cylinder (13) with at least one fuel suction bore (14), a driving groove (6) arranged on the pump piston (1) parallel to the piston longitudinal axis, and geometrical connection between the front side (4) and the outer surface of the pump piston (1). In order to hydrodynamically regulate the optimum injection beginning during start, idle running and highest speed of rotation, a narrow slot (2,7) is provided as geometrical connection.
    Type: Grant
    Filed: June 24, 1998
    Date of Patent: July 4, 2000
    Assignee: Motorenfabrik Hatz GmbH & Co. KG.
    Inventors: Guenter Kampichler, Theodor Tovar
  • Patent number: 6073608
    Abstract: A method and apparatus for injecting fuel into combustion chambers of an internal combustion engine, in which the total injection quantity for the engine is split into a main injection quantity and a small postinjection quantity, the latter being closely coupled to the end of the main injection quantity and being injected with the same fuel pressure as the main injection quantity. This reduces soot emissions at otherwise identical engine operating parameters. Because of the interaction among soot emissions, NO.sub.x emissions and specific consumption, the postinjection, while soot and NO.sub.x emissions are kept the same, can also be employed to lower the specific consumption of the engine.
    Type: Grant
    Filed: October 19, 1998
    Date of Patent: June 13, 2000
    Assignee: Robert Bosch GmbH
    Inventors: Klaus Krieger, Hermann Grieshaber, Heribert Haerle
  • Patent number: 6067954
    Abstract: A direct injection engine including an injector disposed in an upper portion of a combustion chamber defined above a piston disposed in a cylinder of the engine with a fuel injecting direction of the injector being provided so that a fuel being injected toward a top portion of the piston, an ignition plug disposed at an upper portion of the combustion chamber, an engine operating condition detector for detecting an engine operating condition. The fuel is injected in a compression stroke from the injector when it is detected by the engine operating condition detector that the engine is in a low engine load and speed zone so as to stratify an injected air fuel mixture around the ignition plug to accomplish a stratified combustion.
    Type: Grant
    Filed: September 29, 1998
    Date of Patent: May 30, 2000
    Assignee: Mazda Motor Corporation
    Inventors: Hidetoshi Kudou, Noriyuki Ota, Masashi Marubara, Hiroyuki Yamashita
  • Patent number: 6062194
    Abstract: In a fuel injection system for an internal combustion engine with a fuel injection pump providing for an initial fuel injection and a main fuel injection wherein the fuel injection pump includes a main fuel supply passage section and a side passage and a main fuel control valve disposed in the main fuel supply passage section and an additional control valve arranged in the side passage, at low engine speeds, the main fuel control valve is closed during the initial and main fuel injection periods for generating a pressure sufficient to open a fuel injector nozzle and the additional fuel control valve is opened for reducing the fuel pressure and terminating initial fuel injection and, at high engine speeds, the main fuel control valve is closed during initial fuel injection and again for the main fuel injection.
    Type: Grant
    Filed: January 14, 1999
    Date of Patent: May 16, 2000
    Assignee: Daimler Chrysler AG
    Inventor: Volker Schwarz
  • Patent number: 6055956
    Abstract: An engine control system for a direct injection-spark ignition type of engine which is equipped with a fuel injector for spraying fuel directly into a combustion chamber and an exhaust system having a lean NOx conversion catalyst for lowering an emission level of nitrogen oxides (NOx) in exhaust gas at an air-fuel ratio of .lambda.>1 controls divides a given amount of fuel into two parts which are intermittently delivered through early and late split injection respectively in a intake stroke and controls a fuel injector such that a midpoint between points at which the early and late split injection are timed respectively to start is before a midpoint of a intake stroke while the engine is in a lean fuel charge zone.
    Type: Grant
    Filed: November 25, 1998
    Date of Patent: May 2, 2000
    Assignee: Mazda Motor Corporation
    Inventors: Hirofumi Nishimura, Youichi Kuji
  • Patent number: 6053150
    Abstract: A fuel-injection system for an engine is disclosed for accomplishing a minute fuel injection by learning the minimum conductive duration to electronic devices for the beginning of the minute fuel injection. A controller unit may output at a time Tp a command pulse of an actuating current that is applied to solenoid-operated valves to make injectors to carry out the fuel injection. After a definite length of time T.sub.0 has elapsed, a common rail pressure begins decreasing from a mean value P.sub.0, which is kept until then. The controller unit changes incrementally the conductive duration Pwp of the command pulse for a pilot injection from the minimal conductive duration, and identifies the timing of the beginning of the fuel injection with the timing when an area Ar of pressure reduction is over a preselected value. In case the desired amount of fuel to be injected is too minute, the controller unit may calculate the conductive duration dependently on the minimum command pulse width.
    Type: Grant
    Filed: March 24, 1999
    Date of Patent: April 25, 2000
    Assignee: Isuzu Motors Limited
    Inventors: Susumu Takahashi, Yasuhiro Nishiyama
  • Patent number: 6041591
    Abstract: An exhaust gas heating system for an in-cylinder injection internal combustion engine is disclosed. The system includes a fuel injection device for injecting fuel directly into a combustion chamber of the engine, a spark plug for subjecting fuel, which has been injected as primary fuel from the injection device, to spark ignition such that the primary fuel undergoes primary combustion, an exhaust gas purification device arranged in an exhaust passage of the engine, a purification device temperature computing unit for determining a temperature of the purification device by detecting or estimating the temperature of the purification device, and an additional fuel injection control unit for controlling the injection device when the purification device is found to require activation from the temperature determined by the computing unit, such that an injection of fuel as additional fuel is performed during a flame lasting duration that a flame of the primary combustion remains.
    Type: Grant
    Filed: July 2, 1997
    Date of Patent: March 28, 2000
    Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
    Inventors: Katsunori Kaneko, Kazuo Koga, Taizo Kitada, Hiromitsu Ando
  • Patent number: 6032617
    Abstract: A method of operating an engine assembly having a cylinder assembly which defines a combustion chamber is disclosed. The method includes the steps of performing an intake stroke of the cylinder assembly and advancing a conditioning fuel into the combustion chamber during the intake stroke performing step. The method further includes the steps of advancing a gaseous fuel into the combustion chamber during the intake stroke performing step and performing a compression stroke of the cylinder assembly after the intake stroke performing step. The method yet further includes the steps of advancing a pilot fuel into the combustion chamber during the compression stroke performing step and combusting the pilot fuel in the combustion chamber during the compression stroke performing step so as to ignite the conditioning fuel and the gaseous fuel.
    Type: Grant
    Filed: May 27, 1998
    Date of Patent: March 7, 2000
    Assignee: Caterpillar Inc.
    Inventors: Martin L. Willi, Min Wu
  • Patent number: 6032640
    Abstract: The control system disconnects the throttle from direct connection with the accelerator pedal, which sets the power requirements or demand. The demand signal passes to a computer control or microprocessor which electronically controls the throttle as a function of the engine operating conditions and pre-established values for controlled parameters stored in bitmaps in the microprocessor's memory. It is preferred to use a fuel injecting stratified charge spark plug in conjunction with the electronic control system and use the electronic control system to control the primary and auxiliary fuel injection systems as well as the ignition timing to permit the engine to run under very lean conditions to produce low levels of emissions such as nitrogen oxides, hydrocarbons, and carbon monoxide.
    Type: Grant
    Filed: October 2, 1998
    Date of Patent: March 7, 2000
    Assignee: The University of British Columbia
    Inventor: Robert Lancelot Evans
  • Patent number: 6009848
    Abstract: A cylinder injection type fuel control system for an internal combustion engine ensuring normal ignition and combustion of air fuel mixture while effectively utilizing two-stroke fuel injection includes sensors (1) for generating a variety of information concerning operation state of the internal combustion engine engine operation state detecting device (11) for detecting an engine operation state (D) on the basis of the various information and fuel injectors (2) disposed so as to inject fuel directly into a combustion chamber of each engine cylinder. An injection mode setting device (12A) selectively sets a fuel injection mode (M) to either a one-stroke fuel injection mode or a two-stroke fuel injection mode in dependence on the engine operation state. An injector driving device (13) drives the fuel injectors (2) in accordance with the selected fuel injection mode.
    Type: Grant
    Filed: July 2, 1999
    Date of Patent: January 4, 2000
    Assignee: Mitsubishi Denki Kabushiki Kaisha
    Inventor: Toru Fujiwara
  • Patent number: 5983853
    Abstract: In a method of providing an ignitable fuel/air mixture in the combustion chambers of the various cylinders of an internal combustion engine with direct fuel injection wherein fuel is injected into the combustion chambers by way of injectors including injection nozzles with valve members for controllably opening and closing the injection nozzles, the valve member opening strokes and the valve member opening times are variably adjusted depending on specific engine operating conditions.
    Type: Grant
    Filed: October 15, 1997
    Date of Patent: November 16, 1999
    Assignee: Daimler - Benz AG
    Inventors: Klaus Roessler, Stephan Kraemer, Guenter Karl, Christian Enderle
  • Patent number: 5983630
    Abstract: According to the present invention, there is provided a fuel injecting device for injecting fuel into a cylinder of an engine. A fuel injector injects a main fuel charge into the cylinder at a predetermined first timing, and the fuel injector injects additional fuel into the cylinder at a predetermined second timing which is different from the predetermined first timing. It is judged if an amount of fuel adhering to an inner wall of the cylinder is larger than a predetermined fuel amount when the fuel injector injects the additional fuel. The fuel injector inject the additional fuel such that an amount of fuel adhering to the inner wall of the cylinder becomes smaller than the predetermined fuel amount when it is judged that an amount of fuel adhering to the inner wall of the cylinder is larger than the predetermined fuel amount.
    Type: Grant
    Filed: June 29, 1998
    Date of Patent: November 16, 1999
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Kazuya Kibe, Masato Gotoh, Tatsuji Mizuno, Ichiro Sakata
  • Patent number: 5979410
    Abstract: A fuel injection system with an injector for an internal combustion engine has a binary injection nozzle whose pressure chamber can be alternatingly supplied with fuel and a supplemental fluid. A valve device is provided which can control the high-pressure side fuel delivery to the binary injection nozzle and the connection of the pressure chamber to a low-pressure side and to a supply line of the supplemental fluid. The valve device has a reversing valve that is embodied for controlling the impingement of high or low pressure on the pressure chamber and is also embodied for controlling the filling of the pressure chamber with the supplemental fluid. Therefore, the valve device is improved with regard to more rapid and precise switching operations and is also simplified, resulting in greater reliability and reduced maintenance.
    Type: Grant
    Filed: August 21, 1998
    Date of Patent: November 9, 1999
    Assignee: Robert Bosch GmbH
    Inventor: Hermann Grieshaber
  • Patent number: 5975046
    Abstract: An exhaust-gas temperature raising system for a spark-ignition, in-cylinder injection type internal combustion engine includes an electronic control unit. In case that the engine is in an operating condition where the exhaust-gas temperature is required to rise, on an occasion of a main-fuel injection in a compression stroke, the electronic control unit controls engine control parameters such as ignition timing and air-fuel ratio to cause a cool-flame-reaction product, which remains in a combustion chamber in a middle stage or a subsequent stage of an expansion stroke, to have a concentration close to an inflammable concentration limit, and then causes an additional fuel to be injected into the combustion chamber from the fuel injection valve in the middle stage or the subsequent stage of the expansion stroke.
    Type: Grant
    Filed: October 24, 1997
    Date of Patent: November 2, 1999
    Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
    Inventors: Katsunori Kaneko, Kazunari Kuwabara, Hiromitsu Ando, Toshio Shudo
  • Patent number: 5975056
    Abstract: In a process for regulating the injection quantities of injectors which are fluidically connected with a common pressure line in a common-rail injection system of an internal-combustion engine, a fuel pump provides fuel in the pressure line under a static nominal pressure. Control signals for opening and closing within individual injection periods for achieving respective identical injection quantities are supplied to the injectors by a regulator unit. In the case of different flow rates of the individual injectors respective identical injection quantities are achieved by the regulator unit by changing the respective injection period on the basis of a measuring signal. For this purpose, a pressure gauge inserted into the pressure line generates a measuring signal from a measurement of the static measuring pressure in the pressure line in each case after the closing of an injector.
    Type: Grant
    Filed: January 12, 1998
    Date of Patent: November 2, 1999
    Assignee: DaimlerChrysler AG
    Inventors: Ulrich Augustin, Volker Schwarz
  • Patent number: 5960627
    Abstract: A method and a device for controlling an internal combustion engine, in which first device meters fuel to the internal combustion engine that is burned in the internal combustion engine. Second device performs an exhaust gas aftertreatment. A post-injection takes place, in the case of which, following the combustion, the first device meters fuel which reacts in the second device.
    Type: Grant
    Filed: May 22, 1997
    Date of Patent: October 5, 1999
    Assignee: Robert Bosch GmbH
    Inventors: Wolfgang Krampe, Arno Hafner
  • Patent number: 5954030
    Abstract: The present invention is a fuel injection system having one or more fuel injectors and an electronic control system therefore. The preferred fuel injector has a double magnetic latching solenoid three-way or four-way spool valve that controls the flow of a working fluid that is used to control the discharge of fuel into the combustion chamber or intake manifold of an engine through the nozzle of the injector. The control system provides actuating current pulses to each of the solenoids to actuate and latch the solenoids to effect initiation and termination of the injection. Disclosed are control systems that provide a snap action in one or both actuating directions of the valve by electromagnetically retaining the valve in the latched condition until the force in the actuated solenoid builds to a high level, and then releasing the valve for higher acceleration to the actuated position.
    Type: Grant
    Filed: November 30, 1995
    Date of Patent: September 21, 1999
    Assignee: Oded E. Sturman
    Inventors: Oded E. Sturman, Christopher North, Robert Strom, Steven Massey
  • Patent number: 5947078
    Abstract: A cylinder injection type fuel control system for an internal combustion engine ensuring normal ignition and combustion of air fuel mixture while effectively utilizing two-stroke fuel injection includes sensors (1) for generating a variety of information concerning operation state of the internal combustion engine an engine operation state detecting device (11) for detecting an engine operation state (D) on the basis of the various information and fuel injectors (2) disposed so as to inject fuel directly into a combustion chamber of each engine cylinder. An injection mode setting device (12A) selectively sets a fuel injection mode (M) to either a one-stroke fuel injection mode or a two-stroke fuel injection mode in dependence on the engine operation state. An injector driving device (13) drives the fuel injectors (2) in accordance with the selected fuel injection mode.
    Type: Grant
    Filed: February 11, 1998
    Date of Patent: September 7, 1999
    Assignee: Mitsubishi Denki Kabushiki Kaisha
    Inventor: Toru Fujiwara
  • Patent number: 5947080
    Abstract: The invention is directed towards a method for adjusting the NO.sub.2 to NO content of a diesel engine's exhaust without affecting engine performance. The NO.sub.2 to NO ratio is adjusted by varying the amount and tinting of secondary hydrocarbon injection during the engine's expansion stroke. The appropriate amount of secondary injected hydrocarbon and the appropriate injection timing are determined from calibration values obtained by direct engine measurements and the desired NO.sub.2 :NO ratio.
    Type: Grant
    Filed: December 10, 1997
    Date of Patent: September 7, 1999
    Assignee: Exxon Research and Engineering Company
    Inventors: Walter Weissman, Anthony Marion Dean, Harry Stuard Pink
  • Patent number: 5924403
    Abstract: A method for controlling a compression-ignition internal combustion engine which provides delivery of multiple fuel injection pulses per cylinder firing with precision of pulse quantities, separation, and timing adequate for transition between split and single injection at any speed and load, without disturbing the primary engine governor. The method compensates for variable operating conditions such as supply voltage, injection pressure, injection pulse separation, and injector actuation latency or rise-time.
    Type: Grant
    Filed: June 6, 1997
    Date of Patent: July 20, 1999
    Assignee: Detroit Diesel Corporation
    Inventor: Eric D. Thomas
  • Patent number: 5890459
    Abstract: A standard diesel injection system and a mechanical direct-gas injection system are selectively operable, in combination with a continuous pilot injection system, to provide a combustion system that is capable of operating in either a conventional diesel mode or a dual-fuel mode. Operation between convention diesel or dual-fuel combustion modes is mechanically controlled by a two-position, four-way control valve. The mechanical direct-gas injection system is actuated by pulsed diesel fuel directed to the actuation chamber of a gas injector by the same injection pump used to provide diesel fuel to the combustion chamber during conventional diesel operation.
    Type: Grant
    Filed: September 12, 1997
    Date of Patent: April 6, 1999
    Assignee: Southwest Research Institute
    Inventors: John C. Hedrick, Gary Bourn
  • Patent number: 5884602
    Abstract: A process for suppressing torque jumps during operation of an internal combustion engine prevents torque jumps when switching pilot injection (pre-injection) on and off in a diesel internal combustion engine by forming a difference between a predetermined total quantity of fuel to be injected and a pilot quantity to be injected by a pilot injector and acting upon the difference with a correction factor that produces torque balancing. A difference quantity which is corrected in this manner represents a main injection quantity.
    Type: Grant
    Filed: August 13, 1997
    Date of Patent: March 23, 1999
    Assignee: Siemens Aktiengesellschaft
    Inventors: Arno Friedrich, Klaus Wenzlawski
  • Patent number: 5870996
    Abstract: A diesel fuel injector is provided with a secondary spill aperture operable to increase to a maximum value and then decrease to zero during an early part of the injection portion of the stroke of the injector pump plunger in a manner to maintain injection pressure at relatively high levels at the beginning of such injection portion of the plunger stroke whereas the rate of injection is lower during such early part of such injection portion than it would be in the absence of said secondary spill aperture.
    Type: Grant
    Filed: April 10, 1998
    Date of Patent: February 16, 1999
    Assignee: Alfred J. Buescher
    Inventor: Frank DeLuca
  • Patent number: 5852997
    Abstract: An injector for a common rail fuel injection system employs a solenoid operated valve configuration which functions to control the amount of filling by regulating the start of filling and the end of filling between the injection events. In some embodiments, a three-way solenoid valve is employed. The start of injection is controlled by a control piston. An intensifier piston is employed to increase the injection pressure. A pilot piston assembly may also be employed to regulate the shape of the injection.
    Type: Grant
    Filed: May 20, 1997
    Date of Patent: December 29, 1998
    Assignee: Stanadyne Automotive Corp.
    Inventor: Richard E. Vanderpoel
  • Patent number: 5839275
    Abstract: A fuel injection control device for a direct injection type engine having an exhaust passage and a NO.sub.x catalyst arranged therein to purify NO.sub.x in exhaust gas discharged from the engine comprises fuel injectors for injecting fuel into a cylinder. The injecting operation of the fuel injectors is controlled to carry out a main fuel injection at the latest at the beginning of a power stroke of the engine. The injecting operation of the fuel injectors is controlled to carry out a sub fuel injection at one of a power stroke and an exhaust stroke of the engine after the main fuel injection is completed to increase an amount of hydrocarbon in the exhaust gas. The injecting operation of the fuel injectors is controlled to carry out an additional sub fuel injection after the main fuel injection is completed and before the sub fuel injection is carried out.
    Type: Grant
    Filed: August 15, 1997
    Date of Patent: November 24, 1998
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Shinya Hirota, Kazuya Kibe, Tatsuji Mizuno, Satoshi Iguchi, Toshiaki Tanaka
  • Patent number: 5771865
    Abstract: A fuel injection system of an engine comprises a fuel tank, a fuel pressure pump for pressurizing a fuel supplied from the fuel tank, an injector connected to the fuel pressure pump by means of a fuel pipe. The injector includes a nozzle connected to the fuel pipe by means of a fuel passage, a pressure chamber into which the pressurized fuel is introduced from the fuel passage, and a nozzle valve for opening and closing the nozzle depending on the fuel pressure in the pressure chamber. The system further comprised a fuel return passage connecting the pressure chamber and the fuel tank, and first and second solenoid valves for determining the start and termination of fuel injection through the nozzle.
    Type: Grant
    Filed: February 5, 1997
    Date of Patent: June 30, 1998
    Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
    Inventor: Akio Ishida
  • Patent number: 5730104
    Abstract: A hydraulically-actuated fuel injector comprises an injector body that defines a nozzle chamber that opens to a nozzle outlet and a plunger bore, and a spill port that opens into the plunger bore. A hydraulic means within the injector body pressurizes fuel in the nozzle chamber, and includes a plunger with an end face, a side surface and a centerline. The plunger is positioned in the plunger bore and moveable a stroke distance between a retracted position and an advanced position. A needle valve member is positioned in the nozzle chamber and moveable between an open position in which the nozzle outlet is open and a closed position in which the nozzle outlet is blocked. The plunger includes a groove in its side surface that is arranged in a helical pattern about the centerline and further includes a spill passage extending between the end face and the groove.
    Type: Grant
    Filed: February 19, 1997
    Date of Patent: March 24, 1998
    Assignee: Caterpillar Inc.
    Inventor: Gregory G. Hafner
  • Patent number: 5666916
    Abstract: Under a partial load, a pumping loss is reduced by a stratified combustion to enhance a fuel consumption, and during the maximum output operation, the output is increased by a premixture combustion, and the output of an engine is controlled, thereby enhancing the drivability. Under the partial load, an ignition source is provided in the vicinity of a fuel injection valve, and after the fuel is injected, the mixture is ignited, and a resulting flame is caused by a spray of the fuel to spread into a cylinder, thereby effecting a stratified combustion. When the load increases, so that soot and so on are produced in the stratified combustion, the fuel injection is effected a plurality of times in a divided manner, and a premixture is produced within the cylinder by the front-half injection, and a flame, produced by the latter-half injection, is injected into the cylinder to burn this premixture.
    Type: Grant
    Filed: December 23, 1994
    Date of Patent: September 16, 1997
    Assignee: Hitachi, Ltd.
    Inventors: Mamoru Fujieda, Toshiharu Nogi, Yoshishige Oyama, Minoru Ohsuga, Takuya Shiraishi
  • Patent number: 5642715
    Abstract: Inflow/outflow ports are provided in either one of a distribution member for distributing compressed fuel or a control sleeve which is externally fitted around the distribution member. Each of the ports includes a slit extending therefrom. At the other one of the distribution member and the control sleeve, an intake-cutoff hole that communicates sequentially with the inflow/outflow ports and a pilot port which communicates with the slits during part of the force feed period are provided. Since the fuel flows out through the slits during part of the force feed period, pilot injection can be more easily achieved prior to the main injection during low speed rotation and fuel is less likely to be diverted through the slits due to the constricting effect during high speed rotation so that only the main injection is performed.
    Type: Grant
    Filed: March 29, 1996
    Date of Patent: July 1, 1997
    Assignee: Zexel Corporation
    Inventors: Toru Yamakawa, Ken'ichi Kubo, Hiroshi Ishiwata, Jun Matsubara
  • Patent number: 5642705
    Abstract: In a catalyst activation control system for a direct fuel injection engine for igniting primary fuel injected into each cylinder, an additional fuel is injected at least once into each cylinder from an early period to a middle period of an expansion stroke of the primary fuel combustion in accordance with the engine operating conditions, to fire the additional injection fuel by flame propagation of the preceding fuel combustion (without re-ignition) for eliminating misfire, so that an exhaust gas temperature can be raised stably to activate catalyst for purification of exhaust gas. Further, any one of the additional fuel injection method and an ignition timing retarding method can be appropriately selected in accordance with the engine operating conditions for economization of fuel.
    Type: Grant
    Filed: September 28, 1995
    Date of Patent: July 1, 1997
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Koji Morikawa, Akira Akimoto
  • Patent number: 5617830
    Abstract: A prestroke controller 31 for an engine fuel injection pump 30 utilizes a magnetic coupling 26 and, by taking advantage of the fact that the secondary side (driven side internal magnet) of the magnetic coupling can be controlled to a desired position without being driven by force from a flyweight 11 on the primary side (driving side external magnet), not only secures speed timer characteristics but also provides a greater degree of freedom in determining the injection timing advance characteristic. The prestroke controller 31 includes the magnetic coupling 26 as a member of a displacement transfer section provided between the flyweight 11 and the timing control rod 6 and also includes an add-on device 36 for injection timing advance adjustment which can be engaged with or disengaged from the timing control rod 6 and is capable of controlling the prestroke independently of the magnetic coupling 26.
    Type: Grant
    Filed: July 27, 1995
    Date of Patent: April 8, 1997
    Assignee: Zexel Corporation
    Inventors: Hiroshi Ishiwata, Tohru Yokota, Mitsuaki Kobayashi, Tsutomu Katori, Teruo Ohsawa
  • Patent number: 5601067
    Abstract: In a fuel injection system for injecting fuel into a combustion chamber of an internal combustion engine by means of a dual fluid injector which includes a nozzle with a nozzle needle normally closing the nozzle and which has formed around the nozzle needle an annular space which is in communication with a fluid source and a pressure chamber in communication with the annular space and the working space of a plunger disposed in the injector so as to be movable between upper and lower end positions but being biased to its upper end position, the plunger working space is in communication with a fuel source via a fuel supply line which includes a control valve and an electromagnetically controlled valve is provided for controlling the admission of a hydraulic operating fluid to the plunger for moving the plunger into the working space for the ejection of the fuel and the fluid from the pressure chamber and the annular space around the nozzle and the fuel supply line includes an electronically controllable valve a
    Type: Grant
    Filed: June 27, 1995
    Date of Patent: February 11, 1997
    Assignee: Daimler-Benz AG
    Inventors: Friedrich Wirbeleit, Wolfgang Lehner, Alois Raab
  • Patent number: 5592915
    Abstract: A pilot injection controller and a method of controlling pilot injection quantity enable the quantity of fuel pilot-injected fuel by an internal combustion engine fuel injection system of the type in which the fuel delivery stroke for pilot injection is fixed to be maintained substantially constant irrespective of engine speed by controlling prestroke such that the utilized portion of a cam is shifted to a lower delivery velocity region thereof with increasing engine speed, the principle involved being that the quantity of fuel pilot-injected by a fuel injection system is proportional to the actual plunger delivery velocity and the fact that since the actual delivery velocity is proportional to the product of the cam velocity constant and the cam rotational speed the actual delivery velocity can be maintained substantially constant by increasing the cam velocity constant in the low speed region and decreasing the cam velocity constant in the high speed region.
    Type: Grant
    Filed: September 29, 1995
    Date of Patent: January 14, 1997
    Assignee: Zexel Corporation
    Inventors: Hiroshi Ishiwata, Takashi Ohishi, Nobuhiro Kitahara
  • Patent number: 5575253
    Abstract: A fuel pumping apparatus comprises a body defining a first bore within which a pumping plunger is reciprocable. The first bore communicates with a spill valve. A pilot piston is moveable within a pilot bore under the influence of the pressure within the first bore. A piston member is slidable within a blind drilling provided in the pilot piston such that upon movement of the pilot piston, fuel within the drilling is pressurised to a higher pressure than fuel within the first bore. Passage means connects the drilling with a fuel injection nozzle.
    Type: Grant
    Filed: March 28, 1996
    Date of Patent: November 19, 1996
    Assignee: Lucas Industries Public Limited Company
    Inventors: Malcolm D. D. Lambert, Adam M. Cox, Colin T. Timms
  • Patent number: 5551391
    Abstract: A series of method and apparatus advances in the accumulator-type fuel injector art, applicable to both intensified and unintensified accumulator injectors, which cooperate to provide major improvements in internal combustion engine fuel economy, reduction of noise, and reduction of undesirable exhaust emissions, including smoke, oxides of nitrogen and hydrocarbons. According to the invention, injector needle closure speed is increased for sharper fuel cutoff and better atomization proximate closure and needle closure bounce is minimized to minimize fuel dribble proximate closure by reducing both mass and length of the needle, which can be accomplished by a longitudinally divided needle. Hydraulic damping also damps and cushions both needle closing and needle opening.
    Type: Grant
    Filed: September 3, 1993
    Date of Patent: September 3, 1996
    Assignee: Servojet Electronic Systems, Ltd.
    Inventors: Niels J. Beck, James A. Pena, Alan R. Roach, Bevan H. Johnston
  • Patent number: 5467754
    Abstract: A method of reducing undesired premixed burning in an internal combustion engine includes lifting an injector needle of a fuel injector a constant low-lift increment from a valve seat of a valve covers orifice (VCO) nozzle having an injection hole opening into the valve seat, and preventing lifting of the needle beyond the low-lift increment for a sufficient interval of time to inject a relatively small initial fuel charge into the engine from the VCO nozzle, the injection producing a highly atomized, wide-angle spray plume with relatively low penetration. The interval terminates when lifting forces imposed on the needle overcome holding forces imposed on the needle by a stop plate which has opposed first and second surfaces exposed to an ambient fluid pressure and to a fluid vapor pressure, respectively. A subsequent step includes lifting the needle to a higher lift position to inject a main fuel charge into the engine, the main fuel charge being injected as a relatively narrow jet having high penetration.
    Type: Grant
    Filed: September 7, 1993
    Date of Patent: November 21, 1995
    Assignee: Servojet Electronic Systems, Ltd.
    Inventors: Niels J. Beck, James A. Pena, Alan R. Roach, Bevan H. Johnston
  • Patent number: 5462030
    Abstract: A fuel injection control mechanism for use in a fuel system is adapted to be connected between a fuel injection pump and a fuel injector. The mechanism includes a main passage, a chamber, a primary valve connecting the main passage to the chamber, a piston disposed within the chamber, a spring biasing the piston toward the primary valve and an adjustment compartment. A wall separates the chamber from the adjustment compartment, and a removable cap encloses the adjustment compartment. Apparatus is provided for adjusting the biasing force of the spring and travel limits of the piston. Adjustment can be accomplished to vary fluid characteristics in the fuel delivered to the injector without the need to disassemble the mechanism or disconnect the mechanism from the fuel system.
    Type: Grant
    Filed: May 31, 1994
    Date of Patent: October 31, 1995
    Assignee: Caterpillar Inc.
    Inventor: Ronald D. Shinogle
  • Patent number: 5421710
    Abstract: A fuel injection apparatus which, when raising fuel of a low viscosity and a low lubricating ability such as gasoline or methanol to a high pressure by a fuel injection pump and injecting it into a combustion chamber of an internal combustion engine etc., prevents the lubricating oil for the fuel injection pump from being diluted by this fuel by pressurizing a separate working oil with a viscosity and lubricating ability higher than the fuel by the fuel injection pump and raising the pressure of the fuel by a diaphragm apparatus by the pressure of the high pressure working oil and thereby supplies the same to the fuel injector.
    Type: Grant
    Filed: October 1, 1993
    Date of Patent: June 6, 1995
    Assignee: Nippon Soken Inc.
    Inventors: Hiroshi Yorita, Toshihiko Igashira, Yasuyuki Sakakibara, Kou Otsuka, Shigeiku Enomoto, Moriyasu Gotoh
  • Patent number: 5402760
    Abstract: A pilot injection amount QP, a main injection amount QM, and a lag TDF between the main and pilot injections are obtained (S130). The pilot injection initiating timing TTP, the pilot injection period TP, the main injection initiating timing TTM, and the main injection period TM are obtained on the basis of the pilot injection amount QP, the main injection amount QM, the fundamental injection initiating timing KT and the common rail pressure Pc (S150). The main injection period correction amount .DELTA.TQM and the injection initiating timing correction shift amount .DELTA.T are then obtained on the basis of the pilot injection period TP and the time lag TDF (S160). Finally, modified by these correction amount .DELTA.TQM and the shift amount .DELTA.T, the pilot injection initiating timing TTP', the main injection initiating timing TTM' and the main injection period TM' are obtained as final values (S170).
    Type: Grant
    Filed: May 20, 1993
    Date of Patent: April 4, 1995
    Assignee: Nippondenso Co., Ltd.
    Inventors: Yasuhiro Takeuchi, Hideo Sugimoto, Tetsushi Natsume, Hideo Uono