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WO2011004741A1 - Système d’injection de carburant et moteur pourvu dudit système - Google Patents

Système d’injection de carburant et moteur pourvu dudit système Download PDF

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Publication number
WO2011004741A1
WO2011004741A1 PCT/JP2010/061104 JP2010061104W WO2011004741A1 WO 2011004741 A1 WO2011004741 A1 WO 2011004741A1 JP 2010061104 W JP2010061104 W JP 2010061104W WO 2011004741 A1 WO2011004741 A1 WO 2011004741A1
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WIPO (PCT)
Prior art keywords
fuel injection
intake manifold
common rail
pipe
intake
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2010/061104
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English (en)
Japanese (ja)
Inventor
洋泰 西川
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yanmar Co Ltd
Original Assignee
Yanmar Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yanmar Co Ltd filed Critical Yanmar Co Ltd
Publication of WO2011004741A1 publication Critical patent/WO2011004741A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025—Common rails

Definitions

  • the present invention relates to a fuel injection system having a common rail and an engine equipped with the fuel injection system.
  • a common rail is used to supply high-pressure fuel to the injectors for each cylinder, and the fuel injection pressure, injection timing, and injection period (injection amount) from each injector are electronically controlled.
  • Techniques for reducing exhausted nitrogen oxides (NOx) and engine noise and vibration are known.
  • Patent Document 1 in the fuel pipe structure between the common rail and each injector, the position of each fuel injection pipe connector on the common rail is set according to the arrangement interval of each cylinder (each injector) in the engine. It is disclosed that all fuel injection pipes connecting each injector are made equal in length.
  • Patent Document 2 discloses that in the fuel pipe structure of the common rail and each injector, all the fuel injection pipes are made equal in length by arranging the fuel injection pipes in a complicated curve and crossing each other. .
  • the present invention has a technical problem to provide a fuel injection system and an engine equipped with the fuel injection system that have been improved by examining these current conditions.
  • the invention of claim 1 is a fuel injection system having a common rail disposed on one side of the engine block in the vicinity of the intake manifold, wherein the common rail has connectors arranged at equal pitch intervals in the longitudinal direction.
  • the common rail connector group includes a plurality of fuel injection pipe connectors connected to injectors corresponding to the cylinders of the engine via fuel injection pipes.
  • the high-pressure pipe is connected to the fuel pump via a high-pressure pipe, and the high-pressure pipe is made a common part among a plurality of engines having different numbers of cylinders without changing its curved shape. It is that.
  • a third aspect of the invention is an engine equipped with the fuel injection system according to the first or second aspect, wherein an EGR device recirculates a part of exhaust gas discharged from an exhaust manifold to the intake manifold as EGR gas. And a relay conduit that communicates the intake throttle member for adjusting the intake amount and the intake manifold, and the relay conduit extends along the intake manifold at a laterally outer portion of the intake manifold. It is attached and the fuel injection pipe is curved along the outer shape of the relay pipe or the intake manifold.
  • a fuel injection system having a common rail disposed adjacent to the intake manifold on one side of the engine block, wherein the common rail has connectors arranged in the longitudinal direction at the same pitch interval.
  • the common rail connector group includes a plurality of fuel injection pipe connectors connected to injectors corresponding to the cylinders of the engine via fuel injection pipes. And a high-pressure pipe connector connected to the fuel pump via a high-pressure pipe.
  • the high-pressure pipe is made a common part among a plurality of engines having different numbers of cylinders without changing the curved shape. Therefore, like the fuel injection pipe, the high-pressure pipe does not have to be a dedicated part for each engine type, and can contribute to further reduction in the number of parts and further cost reduction. Play.
  • an engine equipped with the fuel injection system according to the first or second aspect wherein a part of the exhaust gas discharged from the exhaust manifold is returned to the intake manifold as EGR gas.
  • a relay conduit that communicates the device, an intake throttle member that adjusts the intake air amount, and the intake manifold, and the relay conduit extends along the intake manifold at a laterally outer portion of the intake manifold. Since the fuel injection pipe is curved along the outer shape of the relay pipe or the intake manifold, the curve angle of each fuel injection pipe is set to the angle of the relay pipe or the intake manifold. It can be greatly formed by following the outer shape. For this reason, the piping resistance of the high-pressure fuel supplied to each injector can be reduced, and the engine performance can be improved.
  • FIG. 6 is an enlarged side view around the intake manifold.
  • FIG. 3 is an enlarged plan view around an intake manifold. It is a top sectional view showing the relation between an intake manifold and a collector.
  • FIG. 1 It is an enlarged plan view showing the connection relationship between the recirculation exhaust gas pipe and the EGR valve member. It is an enlarged side view by the side of the cooling fan installation which shows a ventilation path.
  • (A) is a perspective view of an intermediate joint
  • (b) is a side view of the intermediate joint viewed from the EGR valve member side. It is a plane sectional view of an intermediate joint.
  • FIG. 3 is an enlarged side view of a main part showing a relationship between a common rail, a collector, and the like as viewed from the intake manifold installation side in a three-cylinder type diesel engine.
  • FIG. 3 is an enlarged side view of a main part showing a relationship between a common rail and a fuel pump viewed from a cooling fan installation side in a three-cylinder diesel engine.
  • FIG. 3 is an enlarged side view of an essential part of an example in which a positional relationship of a common rail with respect to a fuel pump is made the same as that in a four-cylinder type in a three-cylinder type diesel engine.
  • both sides parallel to the crank axis a are referred to as left and right
  • the flywheel housing 78 installation side is referred to as the front side
  • the cooling fan 76 installation side is referred to as the rear side.
  • these are used as a reference for the positional relationship between the four sides and the upper and lower sides of the diesel engine 70.
  • an intake manifold 73 is provided on one side parallel to the crank axis a of the diesel engine 70, and an exhaust manifold 71 is provided on the other side.
  • the intake manifold 73 is disposed on the left side surface of the cylinder head 72
  • the exhaust manifold 71 is disposed on the right side surface of the cylinder head 72.
  • the cylinder head 72 is mounted on an engine block 75 in which a crankshaft 74 and a piston (not shown) are built.
  • the front and rear front ends of the crankshaft 74 are projected from both front and rear sides of the engine block 75.
  • a cooling fan 76 is provided on one side of the diesel engine 70 that intersects the crank axis a. In the embodiment, the cooling fan 76 is located on the rear side of the engine block 75. The rotational force is transmitted from the rear end side of the crankshaft 74 to the cooling fan 76 via the V belt 77.
  • a flywheel housing 78 is fixed to the other side portion (in the embodiment, the front side surface of the engine block 75) intersecting the crank axis a in the diesel engine 70.
  • a flywheel 79 is disposed in the flywheel housing 78.
  • the flywheel 79 is pivotally supported on the front end side of the crankshaft 74 and is configured to rotate integrally with the crankshaft 74. It is configured such that the power of the diesel engine 70 is taken out via a flywheel 79 to an operation part of a work machine (for example, a hydraulic excavator or a forklift).
  • an oil pan 81 is arranged on the lower surface of the engine block 75.
  • Engine leg mounting portions 82 are respectively provided on the left and right side surfaces of the engine block 75 and the left and right side surfaces of the flywheel housing 78. Each engine leg mounting portion 82 is bolted to an engine leg 83 having vibration-proof rubber.
  • the diesel engine 70 is supported in an anti-vibration manner by an engine support chassis 84 such as a work machine (for example, a hydraulic excavator or a forklift) via the engine legs 83.
  • the inlet side of the intake manifold 73 is connected to an air cleaner (not shown) via a collector 92 of an EGR device 91 (exhaust gas recirculation device) described later.
  • the fresh air (external air) sucked into the air cleaner is dust-removed and purified by the air cleaner, is sent to the intake manifold 73 through the collector 92, and is supplied to each cylinder of the diesel engine 70.
  • the EGR device 91 mixes the recirculated exhaust gas (EGR gas from the exhaust manifold 71) of the diesel engine 70 and fresh air (external air from the air cleaner) and supplies it to the intake manifold 73 as a collector line ( An EGR main body case) 92, an intake throttle member 93 that allows the collector 92 to communicate with the air cleaner, a recirculation exhaust gas pipe 95 as a recirculation pipe connected to the exhaust manifold 71 via an EGR cooler 94, and a recirculation exhaust gas pipe 95 has an EGR valve member 96 for communicating the collector 92.
  • the intake manifold 73 and the intake air intake throttle member 93 for introducing fresh air are connected in communication via the collector 92.
  • An EGR valve member 96 connected to the outlet side of the recirculation exhaust gas pipe 95 is connected to the collector 92 in communication.
  • the collector 92 is formed in a substantially cylindrical shape with a longitudinal longitudinal direction, and an intake throttle member 93 is bolted to the intake intake side (longitudinal front side) of the collector 92.
  • the supply / discharge side of the collector 92 is bolted to the inlet side of the intake manifold 73.
  • the EGR valve member 96 adjusts the supply amount of EGR gas to the collector 92 by adjusting the opening degree of the EGR valve 97 (see FIG. 15) in the EGR valve member 96.
  • Fresh air is supplied into the collector 92, and EGR gas (a part of the exhaust gas discharged from the exhaust manifold 71) is supplied into the collector 92 from the exhaust manifold 71 via the EGR valve member 96.
  • EGR gas a part of the exhaust gas discharged from the exhaust manifold 71
  • the mixed gas in the collector 92 is supplied to the intake manifold 73. That is, a part of the exhaust gas discharged from the diesel engine 70 to the exhaust manifold 71 is recirculated from the intake manifold 73 to the diesel engine 70, so that the maximum combustion temperature during high load operation decreases, The amount of NOx (nitrogen oxide) emissions is reduced.
  • the collector 92 is provided as a relay line for communicating the intake manifold 73 and the intake air intake throttle member 93 for introducing fresh air, and the outlet side of the return line extending from the exhaust manifold 71 is EGR. Since the collector 92 is connected to the collector 92 via the valve member 96, the fresh air and the EGR gas are mixed before being sent to the intake manifold 73. For this reason, the EGR gas can be widely dispersed in the mixed gas, and the variation (unevenness) in the gas mixed state is reduced before the gas is fed into the intake manifold 73.
  • the mixed gas with little unevenness can be distributed to each cylinder of the diesel engine 70, and variations in the amount of EGR gas between the cylinders can be suppressed. As a result, it is possible to reduce the amount of NOx while suppressing the generation of black smoke and maintaining a good combustion state of the diesel engine 70.
  • the turbocharger 100 is disposed on the right side of the cylinder head 72 and above the exhaust manifold 71.
  • the turbocharger 100 includes a turbine case 101 having a turbine wheel (not shown) and a compressor case 102 having a blower wheel (not shown).
  • An outlet side of the exhaust manifold 71 is connected to the exhaust gas intake pipe 105 of the turbine case 101.
  • a tail pipe (not shown) is connected to the exhaust gas exhaust pipe 103 of the turbine case 101 via a diesel particulate filter 1 (hereinafter referred to as DPF) as an exhaust gas purification device.
  • DPF diesel particulate filter 1
  • Exhaust gas discharged from each cylinder of the diesel engine 70 to the exhaust manifold 71 is discharged to the outside through the turbocharger 100, the DPF 1 and the like.
  • the supply / discharge side of the air cleaner is connected to the supply / intake side of the compressor case 102 via the supply pipe 104.
  • An intake air intake side of an intake throttle member 93 is connected to an intake air discharge side of the compressor case 102 via a supercharge pipe 108.
  • the fresh air (external air) removed by the air cleaner is sent from the compressor case 102 to the intake manifold 73 via the intake throttle member 93 and the collector 92 and supplied to each cylinder of the diesel engine 70.
  • the DPF 1 as an exhaust gas purification device is for collecting particulate matter (PM) and the like in the exhaust gas.
  • an exhaust gas intake side and an exhaust gas discharge side are provided separately from each other.
  • the exhaust gas intake side of the DPF 1 is connected to the exhaust gas discharge pipe 103 of the turbine case 101.
  • the exhaust gas discharge side of the DPF 1 is connected to the exhaust gas intake side of the tail pipe 107.
  • the DPF 1 has a structure in which a diesel oxidation catalyst 2 such as platinum and a soot filter 3 having a honeycomb structure are accommodated in series in a substantially cylindrical inner case 4 or 20 built in a DPF casing 60 made of a heat-resistant metal material. (See FIG. 6).
  • the DPF 1 of the embodiment is attached to a flywheel housing 78 via a pair of left and right bracket legs 61 and 62 as a support.
  • one end side of the left bracket leg 61 is bolted to a flange provided on the outer peripheral side of the DPF casing 60.
  • One end side of the right bracket leg 62 is welded and fixed to the outer peripheral side of the DPF casing 60.
  • the other end sides of the left and right bracket legs 61 and 62 are bolted to a DPF attachment portion 80 formed on the upper surface of the flywheel housing 78. That is, the DPF 1 described above is stably connected and supported on the upper portion of the flywheel housing 78 that is a highly rigid member by the left and right bracket legs 61 and 62 and the exhaust gas discharge pipe 103 of the turbine case 101.
  • the DPF casing 60 is provided with an inlet side sensing body 64 and an outlet side sensing body 65 of a differential pressure sensor 63 for detecting an internal clogging state.
  • the differential pressure sensor 63 is for detecting a pressure difference between the upstream side and the downstream side across the soot filter 3 in the DPF 1. Based on the pressure difference, the particulate matter accumulation amount of the soot filter 3 is converted, and the clogged state in the DPF 1 can be grasped. Based on the pressure difference detected by the differential pressure sensor 63, for example, the regeneration control of the soot filter 3 is executed by operating the intake throttle member 93.
  • the detection main body 67 is attached to the sensor bracket 66 fixed to the front side surface of the cylinder head 72. Both sensing bodies 64 and 65 on the DPF casing 60 side are connected to a detection main body 67 of a differential pressure sensor 63 via harnesses 68 and 69, respectively.
  • the exhaust gas of the diesel engine 70 flows from the exhaust gas discharge pipe 103 of the turbine case 101 into the space upstream of the diesel oxidation catalyst 2 in the DPF casing 60, and from the diesel oxidation catalyst 2 to the soot filter 3. In this order, it is purified. Particulate matter in the exhaust gas is collected at this stage without passing through the porous partition walls between the cells in the soot filter 3. Thereafter, exhaust gas that has passed through the diesel oxidation catalyst 2 and the soot filter 3 is discharged to the tail pipe 107.
  • the exhaust gas passes through the diesel oxidation catalyst 2 and the soot filter 3, if the exhaust gas temperature exceeds a renewable temperature (for example, about 300 ° C.), the action of the diesel oxidation catalyst 2 causes NO ( Nitric oxide) is oxidized to unstable NO2 (nitrogen dioxide). And the particulate matter trapping ability of the soot filter 3 is recovered by oxidizing and removing the particulate matter deposited on the soot filter 3 with O (oxygen) released when NO2 returns to NO (soot). The filter 3 is regenerated).
  • a renewable temperature for example, about 300 ° C.
  • FIG. 8 for convenience of explanation, illustration of the EGR device 91 such as the collector 92 and the EGR valve member 96 attached to the intake manifold 73 is omitted.
  • a fuel tank 118 is connected to each of the four cylinders 115 provided in the diesel engine 70 via a fuel pump 116 and a common rail system 117.
  • Each injector 115 has an electromagnetic switching control type fuel injection valve 119.
  • the common rail system 117 has a cylindrical common rail 120 (pressure accumulation chamber).
  • a fuel tank 118 is connected to the suction side of the fuel pump 116 via a fuel filter 121 and a low pressure pipe 122.
  • the fuel in the fuel tank 118 is sucked into the fuel pump 116 via the fuel filter 121 and the low pressure pipe 122.
  • the common rail 120 is connected to the discharge side of the fuel pump 116 via a high-pressure pipe 123.
  • a high pressure pipe connector 124 is provided in the middle of the longitudinal direction of the cylindrical common rail 120.
  • An end portion of the high-pressure pipe 123 is connected to the high-pressure pipe connector 124 by screwing a high-pressure pipe connector nut 125.
  • injectors 115 for four cylinders are connected to the common rail 120 via four fuel injection pipes 126, respectively.
  • Fuel injection pipe connectors 127 for four cylinders are provided in the longitudinal direction of the cylindrical common rail 120. An end of the fuel injection pipe 126 is connected to the fuel injection pipe connector 127 by screwing a fuel injection pipe connector nut 128.
  • the fuel in the fuel tank 118 is pumped to the common rail 120 by the fuel pump 116, and high-pressure fuel is stored in the common rail 120.
  • Each fuel injection valve 119 is controlled to open and close, whereby high-pressure fuel in the common rail 120 is injected from each injector 115 to each cylinder of the diesel engine 70. That is, by electronically controlling each fuel injection valve 119, the injection pressure, injection timing, and injection period (injection amount) of the fuel supplied from each injector 115 are controlled with high accuracy. Therefore, nitrogen oxides (NOx) discharged from the diesel engine 70 can be reduced, and noise vibration of the diesel engine 70 can be reduced.
  • NOx nitrogen oxides
  • a fuel pump 116 is connected to the fuel tank 118 via a pump fuel return pipe 129.
  • a common rail fuel return pipe 131 is connected to the end of the cylindrical common rail 120 in the longitudinal direction via a return pipe connector 130 with a pressure adjustment valve that limits the pressure of fuel in the common rail 120.
  • the surplus fuel in the fuel pump 116 and the surplus fuel in the common rail 120 are collected in the fuel tank 118 via the pump fuel return pipe 129 and the common rail fuel return pipe 131.
  • An intake port (not shown) directed to each cylinder of the diesel engine 70 is opened on one side portion (in the embodiment, the left side surface of the cylinder head 72) parallel to the crank axis a in the diesel engine 70.
  • An intake manifold 73 for distributing a mixture of fresh air and EGR gas is attached to the intake port (see FIGS. 8 to 10).
  • the intake manifold 73 is formed in a longitudinal and longitudinal box shape that opens inward in the lateral direction.
  • the intake manifold 73 is formed by fastening a head side flange 142 integrally formed around the laterally inward head side opening 141 to the left side surface of the cylinder head 72 with a plurality of bolts 143.
  • a flange is joined to the left side surface of the cylinder head 72 in a state of covering and communicating with the intake port group.
  • a soft material sealing member surrounding the head side opening 141 is interposed between the head side flange 142 and the left side surface of the cylinder head 72.
  • an air supply intake side opening portion 144 which is an inlet side is formed.
  • An intake side flange 145 is integrally formed around the intake intake side opening 144.
  • a pair of front and rear fastening bases 133 are integrally formed on the lower surface side of the intake manifold 73.
  • the common rail 120 is integrally formed with a fastening boss portion 134 that protrudes upward and corresponds to the fastening base portion 133 of the intake manifold 73.
  • the common rail 120 is brought close to the corner of the intake manifold 73 that is diagonally below and to the left.
  • the common rail 120 is tilted (laid down) about the longitudinal axis so that the high-pressure pipe connector 124 and the fuel injection pipe connector 127 provided on the common rail 120 are laterally outward (leftward outward). .
  • the collector 92 as a relay pipe constituting the EGR device 91 is located on the laterally outer side (left side in the embodiment) of the intake manifold 73.
  • the collector 92 is formed in a substantially cylindrical shape having a longitudinal direction and is attached to the lateral outer side surface (left side surface) of the intake manifold 73 so as to extend along the longitudinal direction (front-rear direction) of the intake manifold 73. ing. Therefore, the intake manifold 73 and the collector 92 are set in a side-by-side arrangement relationship.
  • a supply air discharge side opening 146 is formed on the rear side near the cooling fan 76 in the lateral inner side surface (right side surface) of the collector 92.
  • a collector-side flange 147 is integrally formed around the air supply / discharge-side opening 146.
  • the inside of the intake manifold 73 and the collector 92 is folded back in a U-turn shape from the intake throttle member 93 to the intake ports through the communicating portions of both openings 144 and 146. It is an intake passage. Further, the communication portion between the intake manifold 73 and the collector 92 (which is also the communication portion between both openings 144 and 146) is located on the rear side near the cooling fan 76. Although not shown in the drawing, a soft material sealing member surrounding the intake intake side opening 144 and the supply air discharge side opening 146 is interposed between the intake side flange 145 and the collector side flange 147. It is inserted.
  • the portion of the collector 92 near the communicating portion has a length in the direction (horizontal direction in the embodiment) that intersects the crank axis a as it approaches the intake manifold 73 in plan view.
  • a shortened inclined portion 150 is formed.
  • the portion of the collector 92 near the communicating portion is an inclined portion 150 having a shape in which a corner is cut off obliquely in plan view.
  • the inclined inner surface 151 of the inclined portion 150 is in a state of covering the passage on the supply air intake side of the collector 92, and one inner surface (left side) of the fresh air flowing from the intake throttle member 93.
  • a reflux opening 152 that opens upward is formed on the upper surface of the collector 92 on the upstream side of the inclined portion 150.
  • a valve flange 153 is integrally formed around the reflux opening 152. The EGR gas discharge side of the EGR valve member 96 is bolted on the valve flange 153.
  • the collector 92 fresh air and EGR gas can be efficiently mixed while being stirred before being sent to the intake manifold 73 (the EGR gas can be smoothly dispersed in the mixed gas), and the gas mixing state in the collector 92 Variation (unevenness) can be more reliably suppressed.
  • the mixed gas mixed in the vicinity of the lower part of the reflux opening 152 is guided to the supply air discharge side opening 146 (communication part) along the inclined inner surface 151 of the inclined part 150, and the flywheel is supplied from the supply air intake side opening 144.
  • the direction is changed to the housing 78 side (front side), flows in the intake manifold 73, and is distributed to each cylinder of the diesel engine 70.
  • the flow direction of the mixed gas inside the intake manifold 73 is one direction from the supply air intake side opening 144 toward the flywheel housing 78, so that the mixed gas with less unevenness is distributed to each cylinder of the diesel engine 70.
  • variation in the amount of EGR gas between the cylinders can be significantly reduced.
  • the generation of black smoke is suppressed, and the NOx amount can be reduced while maintaining the combustion state of the diesel engine 70 in good condition. That is, the exhaust gas can be purified (cleaned) by the recirculation of the EGR gas without causing misfire in a specific cylinder.
  • the intake manifold 73 is provided on one side parallel to the crank axis a and the exhaust manifold 71 is provided on the other side.
  • the engine 70 includes an EGR device 91 that recirculates a part of exhaust gas discharged from the exhaust manifold 71 to the intake manifold 73 as EGR gas, and includes the intake manifold 73 and an intake throttle member 93 for introducing fresh air.
  • the outlet side of the reflux line 95 extending from the exhaust manifold 71 is connected to the relay line 92, and the relay line 92 is connected to the intake manifold 73.
  • the relay pipe line 92 is positioned laterally outward of the intake manifold 73, so that the overall height of the engine 70 can be suppressed low, which contributes to making the engine 70 compact.
  • the length of the relay pipe 92 is set to the length of the intake manifold 73. Since it can be made longer along the direction, the mixing space of fresh air and EGR gas is expanded, contributing to the promotion of mixing of fresh air and EGR gas (EGR gas can be diffused more efficiently in the mixed gas). ).
  • a cooling fan 76 is provided on one side crossing the crank axis a, and the intake manifold 73 and the relay conduit 92 are provided. Since the communication portions 144 and 146 are formed close to the cooling fan 76, the flow direction of the mixed gas inside the intake manifold 73 is one direction. Therefore, the mixed gas with little unevenness can be distributed to each cylinder of the engine 70, and the variation in the amount of EGR gas between the cylinders can be greatly reduced. Further, since the cooling air from the cooling fan 76 hits the communication portions 144, 146 between the intake manifold 73 and the relay pipe line 92, it is effective for cooling the mixed gas with less unevenness.
  • the portion near the communicating portion in the relay pipe 92 is a direction intersecting the crank axis a as approaching the intake manifold 73 in plan view. Is formed, and the outlet side of the reflux conduit 95 is connected to the upstream side of the inclined portion 150 in the relay conduit 92, so that the relay conduit 92 is connected.
  • the fresh air that has flowed into the air one that flows along one inner surface (the left inner surface) collides with the inner surface side of the inclined portion 150, and is near the outlet side of the reflux conduit 95 in the relay conduit 92. It drifts in the direction of the center.
  • an EGR valve member 96 for adjusting the supply amount of EGR gas to the intake manifold 73 is disposed above the intake manifold 73.
  • the EGR valve member 96 extends along the longitudinal direction of the intake manifold 73 (front-rear direction parallel to the crank axis a) on the collector 92 located on the laterally outer side (left side in the embodiment) of the intake manifold 73. Placed in a different posture.
  • the EGR gas discharge side of the EGR valve member 96 having a downward opening is bolted to the valve flange 153 of the collector 92.
  • the upper side of the injector 115 for four cylinders protrudes upward in a state of being aligned in the front-rear direction parallel to the crank axis a.
  • a head cover 160 is attached to a portion of the upper surface of the cylinder head 72 near the exhaust manifold 71. Accordingly, the upper side of each injector 115 is not covered by the head cover 160 and is exposed on the cylinder head 72. Further, the EGR valve member 96 and the head cover 160 are in a state that is one step higher than the upper surfaces of the cylinder head 72 and the intake manifold 73 as viewed from the side of the cooling fan 76, for example.
  • the upper part of the diesel engine 70 (between the EGR valve member 96 and the head cover 160) is recessed upward, and the recessed space (a recessed space extending back and forth between the EGR valve member 96 and the head cover 160) A ventilation path 161 through which cooling air from the cooling fan 76 toward the flywheel housing 78 passes.
  • the EGR gas of the EGR valve member 96 is arranged so that the outlet side of the recirculation exhaust gas pipe 95 as a reflux pipe extending from the exhaust manifold 71 is positioned closer to the ventilation path 161 in a plan view. Offset to the intake side.
  • the outlet side of the recirculation exhaust gas pipe 95 and the EGR gas intake side of the EGR valve member 96 are connected via an intermediate joint 162.
  • an EGR valve 97 for opening and closing the opening is provided at the opening on the EGR gas intake side of the EGR valve member 96.
  • the intermediate joint 162 is formed in a cylindrical shape having an inverted S shape in plan view.
  • the diameter Dg of the gas pipe side opening 163 in the intermediate joint 162 is set smaller than the diameter Db of the valve side opening 164.
  • the center line Cg of the gas pipe side opening 163 is offset upward by an appropriate dimension with respect to the center line Cb of the valve side opening 164.
  • the intermediate communication portion 165 between the gas pipe side opening 163 and the valve side opening 164 in the intermediate joint 162 has a gas pipe side opening due to the relationship between the diameters Dg and Db of the openings 163 and 164 and the offset position.
  • a step 166 is formed that steps downward from 163 toward the valve side opening 164.
  • a protruding portion 167 that protrudes inward so as to cover above the step 166 is formed inside the intermediate communication portion 165 of the intermediate joint 162 facing the step 166.
  • EGR gas flowing down from the gas pipe side opening 163 through the step 166 is caused to flow through the valve side opening 164 due to the presence of the protruding portion 167 that protrudes inward. It is configured to swirl around the center line Cb to form a vortex.
  • the EGR gas that has flowed into the gas pipe side opening 163 of the intermediate joint 162 from the exhaust manifold 71 through the recirculation exhaust gas pipe 95 is the curved inner surface upstream of the step 166 in the intermediate communication part 165. It collides with 168 and flows down to the step 166 side.
  • the periphery (outer peripheral portion) of the curved inner surface 168 of the intermediate joint 162 is more than the EGR valve member 96. It protrudes closer to the ventilation path 161 and is hit by cooling air from the cooling fan 76.
  • the temperature rise of the intermediate joint 162 due to the cooling air can be suppressed, and the EGR gas temperature inside thereof can be lowered.
  • it contributes to cooling of the mixed gas, and there is an effect that it becomes easy to maintain the NOx amount reduction effect by the mixed gas in an appropriate state.
  • the EGR gas flowing down from the gas pipe side opening 163 through the step 166 swirls around the center line Cb in the vicinity of the valve side opening 164 in the presence of the inwardly protruding raised portion 167 and generates a vortex. While forming, the EGR valve member 96 is fed to the EGR gas intake side. Then, when the EGR valve 97 is opened, the vortex EGR gas smoothly flows into the gap between the EGR valve 97 and the opening on the EGR gas intake side without being blocked by the EGR valve 97. Therefore, the effect of facilitating the mixing of EGR gas and fresh air via the EGR valve member 96 can be achieved.
  • Such a configuration is particularly useful when fresh air is compressed and supplied to the intake manifold 73 using the turbocharger 100 as in the embodiment.
  • the pressure of the compressed air in the intake manifold 73 and the collector 92 contributes to the direction in which the EGR gas does not easily flow into the EGR valve member 96, but in a direction to cancel the difficulty in flowing by making the EGR gas vortex. Because you can contribute.
  • the gas pipe side opening 163 in the intermediate joint 162 since the diameter Dg of the gas pipe side opening 163 in the intermediate joint 162 is set smaller than the diameter Db of the valve side opening 164, the gas pipe side opening 163 reaches the valve side opening 164.
  • the cross-sectional area of the path can be enlarged at the intermediate communication portion 165. Accordingly, there is an advantage that an increase in the flow resistance of the EGR gas from the gas pipe side opening 163 to the valve side opening 164 can be avoided.
  • the intermediate joint 162 flows into the intermediate joint 162 on the upstream side of the raised portion 167 (in the embodiment, the outer surface side near the gas pipe side opening 163).
  • An EGR gas temperature sensor 171 for detecting the temperature of the EGR gas is attached.
  • a fresh air temperature sensor 172 for detecting the fresh air temperature is attached to a portion of the collector 92 near the intake throttle member 93.
  • a gas mixture temperature sensor 173 for detecting the temperature of the gas mixture is attached to the inclined portion 150 of the collector 92.
  • the temperature sensors 171 to 173 are used for obtaining the EGR rate of the mixed gas.
  • the EGR rate can be calculated easily and accurately using the fresh air temperature, the EGR gas temperature, and the mixed gas temperature without a means (sensor) for detecting the flow rate and flow velocity of each gas. Further, by adopting a configuration in which the EGR valve member 96 is feedback-controlled based on these calculation results, it is possible to detect the flow rate and flow velocity of each gas without constructing a complicated control system for obtaining the EGR rate. An appropriate amount of EGR gas can be supplied to 92.
  • the EGR gas temperature sensor 171 is attached to the upstream side of the raised portion 167 in the intermediate joint 162, the EGR gas temperature sensor 171 is positioned at a location where the flow velocity is relatively high before flowing into the EGR valve member 96. Will do. For this reason, there exists an effect that the stain
  • the cylinder head 72 is provided with an intake manifold 73 on one side parallel to the crank axis a and an exhaust manifold 71 on the other side, and the exhaust An engine 70 including an EGR device 91 that recirculates part of exhaust gas discharged from the manifold 71 to the intake manifold 73 as EGR gas, and an EGR valve member 96 disposed above the intake manifold 73;
  • a ventilation passage 161 through which cooling air from the cooling fan 76 passes is provided between the head cover 160 on the cylinder head 72 and the outlet side of the reflux pipe 95 extending from the exhaust manifold 71 is seen in a plan view.
  • the cooling joint is located in a portion of the intermediate joint 162 near the ventilation path 161. Cooling air from the fan 76 is hit. For this reason, the temperature rise of the intermediate joint 162 due to the cooling air can be suppressed, and as a result, the EGR gas temperature inside thereof can be lowered. As a result, it contributes to cooling of the mixed gas, and there is an effect that it becomes easy to maintain the NOx amount reduction effect by the mixed gas in an appropriate state.
  • the intermediate joint 162 has an elevated portion for turning EGR gas around the center line Cb on the EGR gas discharge side inside the EGR gas discharge side. Since 167 is formed, the EGR gas flowing from the EGR gas intake side 163 swirls around the center line Cb in the vicinity of the EGR gas discharge side 164 in the presence of the protruding portion 167 projecting inwardly.
  • the EGR valve member 96 is fed into the EGR gas intake side while forming a vortex flow.
  • the eddy current EGR gas is not blocked by the EGR valve 97 when the EGR valve 97 is opened, and is formed in a gap between the EGR gas intake side opening of the EGR valve member 96 and the EGR valve 97. It will flow smoothly. Therefore, the effect of facilitating the mixing of the EGR gas and fresh air via the EGR valve member 96 can be achieved.
  • an EGR gas temperature sensor 171 for detecting the temperature of EGR gas is attached to the upstream side of the raised portion 167 in the intermediate joint 162. Therefore, the EGR gas temperature sensor 171 is located at a location where the flow velocity is relatively high before flowing into the EGR valve member 96. For this reason, there is an effect that the EGR gas temperature sensor 171 can be prevented from being contaminated and performance deteriorated by the EGR gas. In addition, since the temperature of the EGR gas is measured at a location where fresh air cannot be mixed, there is also an advantage that an accurate EGR gas temperature can be measured.
  • FIG. 8 Details of Arrangement Structure of Common Rail System
  • a fuel pump 116 for supplying high pressure fuel to the common rail 120 is provided on the left side surface of the engine block 75 on the intake manifold 73 side. It is arrange
  • the fuel pump 116 pressurizes the fuel via the feed pump 177 for sucking the fuel in the fuel tank 118, the metering valve 178 for adjusting the fuel suction amount by the feed pump 177, and the metering valve 178.
  • a plunger 179 for supplying to the common rail 120.
  • the feed pump 177 is driven by the rotational drive of the crankshaft 74 and the fuel in the fuel tank 118 is sucked through the fuel filter 121. Further, the rotation of the crankshaft 74 drives the plunger 179 to reciprocate, pressurizes the fuel that has passed through the metering valve 178, and then pumps it to the common rail 120.
  • a feed pump 177 is disposed on the front side of the fuel pump 116 near the flywheel housing 78. From the upper side of the fuel pump 116, the upper part of the metering valve 178 and the upper part of the plunger 179 protrude upward. In the embodiment, as viewed from the direction of the crank axis a, the plunger 179 is located on the inner side (right side, engine block 75 side), and the metering valve 178 is located on the outer side (left side). Further, the upper portions of the metering valve 178 and the plunger 179 are arranged in a V shape on the upper side of the fuel pump 116 when viewed from the direction of the crank axis a. Therefore, a V-shaped dead space 180 exists between the upper part of the metering valve 178 and the upper part of the plunger 179.
  • the common rail 120 is directly attached to the intake manifold 73 so as to be located obliquely below the left outside of the intake manifold 73.
  • a pair of front and rear fastening base portions 133 are integrally formed separately from the head side flange 142 on the lower surface side of the intake manifold 73.
  • the common rail 120 is integrally formed with an upward projecting fastening boss portion 134 corresponding to each fastening base portion 133.
  • the common rail 120 can be attached to and detached from the intake manifold 73 in a posture extending along the intake manifold 73. Suspended and fixed. In this case, the common rail 120 is close to the corner of the intake manifold 73 that is diagonally below and to the left. Therefore, the common rail 120 faces the one side surface (left side surface) of the engine block 75 with an appropriate space ⁇ L. In other words, the common rail 120 is arranged away from the one side surface (left side surface) of the engine block 75 by a distance ⁇ L as appropriate to the outside in the lateral direction.
  • the common rail 120 is arranged such that the high-pressure pipe connector 124 and the fuel injection pipe connector 127 provided on the common rail 120 face outward in the lateral direction (left outward). Is tilted around the longitudinal axis (being laid down).
  • the high-pressure pipe connector 124 and the fuel injection pipe connector 127 for four cylinders are provided side by side at the same pitch interval P in the longitudinal direction (front-rear direction).
  • the high-pressure pipe connector 124 is disposed at the longitudinal center of the common rail 120.
  • Two fuel injection pipe connectors 127 are arranged on both sides of the high-pressure pipe connector 124.
  • One fastening boss part 134 protrudes upward from the position of the fuel injection pipe connector 127 at the foremost end (end part on the return pipe connector 130 side) of the common rail 120.
  • the other fastening boss part 134 protrudes upward from the position of the fuel injection pipe connector 127 at the rearmost end.
  • the common rail 120 is hangably fixed to the intake manifold 73 in a posture extending along the intake manifold 73.
  • the fuel when viewed from the direction of the crank axis a, the fuel is such that one end (rear end) in the longitudinal direction of the common rail 120 is positioned between the metering valve 178 on the fuel pump 116 and the plunger 179.
  • An arrangement relationship between the pump 116 and the common rail 120 is set (see FIGS. 13 and 17). That is, when viewed from the direction of the crank axis a, one end portion (rear end portion) of the common rail 120 in the longitudinal direction is positioned in the dead space 180 between the upper portion of the metering valve 178 and the upper portion of the plunger 179. (The rear end of the common rail 120 faces the dead space 180).
  • the collector 92 which comprises the EGR apparatus 91 is attached to the horizontal outer side surface (left side surface) of the intake manifold 73 so that it may extend along the longitudinal direction (front-back direction) of the intake manifold 73 (as mentioned above). (See FIGS. 8 to 10).
  • the common rail 120 is located obliquely below the left outer side of the intake manifold 73 and projects each fuel injection pipe connector 127 outward in the lateral direction (left outer side).
  • the fuel inlet side of the corresponding fuel injection pipe 126 is connected to each fuel injection pipe connector 127 facing outward in the lateral direction by screwing a fuel injection pipe connector nut 128.
  • the fuel outlet side of each fuel injection pipe 126 is connected to the corresponding injector 115.
  • Each fuel injection pipe 126 is curved along the outer shape of the collector 92 or the intake manifold 73.
  • the first fuel injection pipe, the second fuel injection pipe,... In the rearward order from the fuel injection pipe 126 positioned on the flywheel housing 78 side (front side) of the diesel engine 70.
  • the alphabet corresponding to the arrangement order is attached to each code (for example, the code of the first fuel injection pipe is 126a, the code of the second fuel injection pipe is 126b, etc.).
  • the first and second fuel injection pipes 126a and 126b are curved along the outer shape of the intake manifold 73.
  • the intermediate portions of the first and second fuel injection pipes 126a and 126b are passed through the gap between the intake manifold 73 and the intake throttle member 93.
  • Portions of the first and second fuel injection pipes 126 a and 126 b positioned on the intake manifold 73 are bolted together to the upper surface of the intake manifold 73 through a metal clamp 181.
  • the third and fourth fuel injection pipes 126c and 126d are curved along the outer shape of the collector 92 (near the inclined portion 150).
  • Portions of the third and fourth fuel injection pipes 126c and 126d located on the intake manifold 73 are also bolted to the upper surface of the intake manifold 73 through a metal clamp 181. All these fuel injection pipes 126 are made equal in length by being curved along the outer shape of the collector 92 or the intake manifold 73.
  • the common rail 120 is disposed on one side of the engine block 75 in the vicinity of the intake manifold 73, and the common rail 120 is
  • the intake manifold 73 is directly attached to the intake manifold 73 so as to be located obliquely below the intake manifold 73 and is opposed to one side of the engine block 75 at an appropriate interval.
  • the common rail 120 can be firmly supported at the same time, and the common rail 120 is separated from one side of the engine block 75, so that the influence of the combustion heat of the engine 70 on the common rail 120 can be suppressed, and overheating can occur. Damage to the common rail 120 can be prevented in advance. There is an effect that.
  • the common rail 120 extends along the longitudinal direction of the intake manifold 73 and the fuel injection pipe connector 126 provided on the common rail 73 faces outward in the lateral direction.
  • the bolts 135 are suspended and fixed to the intake manifold 73 by bolts 135 from the outside in the lateral direction. Therefore, the mounting / removing operation of the common rail 120 to the intake manifold 73 (bolt 135 fastening / fastening operation) can be easily performed. Can be executed. Also, a nut screwing operation for connecting the fuel injection pipe 126 to the fuel injection pipe connector 127 can be easily performed. That is, it is possible to improve the workability of attaching / detaching the common rail 120 and its piping.
  • a fuel pump 116 for supplying high-pressure fuel to the common rail 120 is disposed below the intake manifold 73, as viewed from the direction of the crank axis a.
  • the arrangement relationship between the fuel pump 116 and the common rail 120 is set so that one end of the common rail 120 is positioned between the metering valve 178 and the plunger 179 that protrude upward from the upper portion of the fuel pump 116.
  • the fuel pump 116 and the common rail 120 can be arranged as close as possible by using a dead space 180 formed between the upper portion of the metering valve 178 and the upper portion of the plunger 179. .
  • the arrangement relationship (arrangement relationship of the common rail system) of the fuel pump 116, the common rail 120, and the intake manifold 73 can be made compact, and there is an effect that the restriction of the engine to be mounted can be reduced.
  • the common rail 120 can be mounted on a small engine.
  • an EGR device 91 that recirculates a part of the exhaust gas discharged from the exhaust manifold 71 to the intake manifold 73 as EGR gas, and an intake throttle that adjusts the intake amount
  • a relay conduit 92 that communicates the member 93 and the intake manifold 73 is provided, and the relay conduit 92 is attached to the laterally outer side portion of the intake manifold 73 so as to extend along the intake manifold 73.
  • the fuel injection pipe 126 connecting the common rail 120 and each injector 115 is curved along the outer shape of the relay pipe 92 or the intake manifold 73, the bending angle of each fuel injection pipe 126 is changed. It can be formed larger by following the outer shape of the relay pipe 92 or the intake manifold 73. . For this reason, the piping resistance of the high-pressure fuel supplied to each injector 115 can be reduced, and the engine 70 performance can be improved.
  • the diesel engine 70 shown in FIG. 16 is of a four cylinder type, whereas the diesel engine 70 ′ shown in FIG. 20 is of a three cylinder type.
  • a conspicuous difference between these diesel engines 70 and 70 ' is that the three-cylinder diesel engine 70' has one cylinder in the longitudinal direction of the engine blocks 75 and 75 'and the cylinder heads 72 and 72' in the direction of the crank axis a. It is a point that is shortened by a small amount.
  • the intake manifold 73 ′ of the three-cylinder type diesel engine 70 ′ is also shorter in the longitudinal direction in the direction of the crank axis a than that of the four-cylinder type.
  • the configuration of the common rail system 117 is basically common to the case of the four-cylinder type and the case of the three-cylinder type.
  • the positional relationship of the common rail 120 with respect to the fuel pump 116 is more than the 4-cylinder type.
  • the connectors 124 and 127 are shifted by the arrangement pitch interval P so that the common rail 120 approaches the fuel pump. Therefore, as shown in FIGS. 20 and 21, in the case of the three-cylinder type, one end portion (rear end portion) of the common rail 120 in the longitudinal direction is dead between the metering valve 178 and the plunger 179 on the fuel pump 116. It enters the space 180.
  • the frontmost fuel injection pipe connector 127 in the common rail 120 is closed. The second connector from the front is set to the high pressure pipe connector 124.
  • the remaining three fuel injection pipe connectors 127 are connected to the injectors 115 for the three cylinders via the fuel injection pipe 126.
  • the third and fourth fuel injection pipes 126c and 126d used in the 4-cylinder type are also used in the 3-cylinder type.
  • the plurality of fuel injection pipes 126c and 126d connected to the connectors 124 and 127 are curved. Without being changed, it is a common part among a plurality of diesel engines 70, 70 'having different numbers of cylinders.
  • the third fuel injection pipe 126c connects the middle injector 115 in the three-cylinder type and the fuel injection pipe connector 127 in the central portion of the common rail 120 in the longitudinal direction.
  • the fourth fuel injection pipe 126d connects the injector 115 on the cooling fan 76 side in the three-cylinder type and the fourth fuel injection pipe connector 127 from the front in the common rail 120.
  • the high-pressure pipe 123 used in the four-cylinder type is also used in the three-cylinder type as a common part that does not change its curved shape. In this case, the second high pressure pipe connector 124 from the front in the common rail 120 and the fuel pump 116 are connected via the high pressure pipe 123 described above.
  • a fuel injection pipe 126e that connects the injector 115 on the flywheel housing 78 side in the three-cylinder type and the rearmost fuel injection pipe connector 127 in the common rail 120 is a fuel injection pipe having a curved shape dedicated to the three-cylinder type. .
  • FIG. 22 shows an example in which the positional relationship of the common rail 120 with respect to the fuel pump 116 is set as in the case of a four-cylinder type in a three-cylinder type diesel engine 70 ′. That is, FIG. 22 shows an example in which the positional relationship of the common rail 120 with respect to the fuel pump 116 is the same as that in the case of the four-cylinder type.
  • the other end portion (rear end portion) in the longitudinal direction of the common rail 120 protrudes out from the front surface of the engine block 75 on the flywheel side, but the second, third, and third types used in the four-cylinder type are used.
  • the fourth fuel injection pipes 126b, 126c, 126d and the high-pressure pipe 123 are also used as a common part in the three-cylinder type.
  • the second fuel injection pipe 126b connects the injector 115 on the flywheel housing 78 side in the three-cylinder type and the second fuel injection pipe connector 127 from the front in the common rail 120.
  • the third fuel injection pipe 126c connects the middle injector 115 in the three-cylinder type and the fourth fuel injection pipe connector 127 from the front in the common rail 120.
  • the fourth fuel injection pipe 126d connects the injector 115 on the cooling fan 76 side in the three-cylinder type and the rearmost fuel injection pipe connector 127 in the common rail 120.
  • the middle high-pressure pipe connector 124 in the common rail 120 and the fuel pump 116 are connected via the high-pressure pipe 123 described above.
  • the fuel injection system 117 has the common rail 120 disposed on one side of the engine blocks 75 and 75 ′ in the vicinity of the intake manifolds 73 and 73 ′.
  • the common rail 120 is provided with connectors 124 and 127 arranged at the same pitch interval P in the longitudinal direction, and between the plurality of engines 70 and 70 'having different numbers of cylinders, below the intake manifolds 73 and 73'.
  • the fuel injection pipe 126 has a plurality of cylinders with different numbers of cylinders without changing its curved shape. Since the gins 70 and 70 'are common parts, it is not necessary to prepare not only the common rail 120 but also various fuel injection pipes 126 having different curved shapes for each type of the engines 70 and 70'. Can be reduced. Therefore, there is an effect that the cost can be reduced when the fuel injection system 117 is adopted.
  • the connectors 124 and 127 of the common rail 120 are connected to the injectors 115 corresponding to the cylinders of the engines 70 and 70 ′ via the fuel injection pipe 126.
  • the high-pressure pipe 123 is a cylinder without changing its curved shape. Since the plurality of engines 70 and 70 ′ having different numbers are common parts, the high-pressure pipe 123 is not limited to a dedicated part for each type of the engines 70 and 70 ′, similarly to the fuel injection pipe 126. Thus, it is possible to further reduce the number of parts and thus contribute to further cost reduction.
  • the present invention is not limited to the above-described embodiments, and can be embodied in various forms.
  • the engine according to the present invention can be widely applied to various vehicles such as agricultural working machines such as a combine and a tractor, and special work vehicles such as a backhoe and a forklift car.
  • the structure of each part in this invention is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un système d'injection de carburant dans lequel une rampe commune (120) est pourvue, le long de sa longueur, de raccords (124, 127) alignés suivant un pas égal (P). Dans une pluralité de moteurs (70, 70') dotés d'un nombre différent de cylindres sont conçus au moins une pluralité de tubes d'injection de carburant (126), raccordés au groupe de raccords (124,127), sans modifier la forme incurvée des tubes, en tant que partie commune pouvant être utilisée dans une pluralité de moteurs (70, 70') dotés d'un nombre différent de cylindres par configuration de sorte que la relation positionnelle de la rampe commune (120) par rapport à une pompe à carburant (116), au-dessous d'un collecteur d'admission (73, 73'), est soit la même soit décalée par le pas (P) du groupe de raccords (124, 127).
PCT/JP2010/061104 2009-07-07 2010-06-30 Système d’injection de carburant et moteur pourvu dudit système Ceased WO2011004741A1 (fr)

Applications Claiming Priority (2)

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JP2009-160964 2009-07-07
JP2009160964A JP5508617B2 (ja) 2009-07-07 2009-07-07 燃料噴射システム及びこれを備えたエンジン

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JP6044141B2 (ja) * 2012-07-09 2016-12-14 いすゞ自動車株式会社 コモンレール式燃料噴射装置
JP6091920B2 (ja) * 2013-02-14 2017-03-08 ヤンマー株式会社 燃料高圧管及びその接続方法
JP2015067055A (ja) 2013-09-27 2015-04-13 ヤンマー株式会社 船舶用エンジン
JP2015232310A (ja) * 2014-06-10 2015-12-24 ヤンマー株式会社 エンジン
JP2018121409A (ja) * 2017-01-24 2018-08-02 いすゞ自動車株式会社 配線の配索構造
JP2018162770A (ja) * 2017-03-27 2018-10-18 ヤンマー株式会社 エンジン装置
JP2021038749A (ja) * 2020-08-31 2021-03-11 ヤンマーパワーテクノロジー株式会社 エンジン装置
JP7066820B2 (ja) * 2020-12-22 2022-05-13 ヤンマーパワーテクノロジー株式会社 エンジン装置

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JP3955279B2 (ja) * 2003-11-26 2007-08-08 本田技研工業株式会社 燃料噴射弁の固定構造
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