• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a compression-ignition direct injection internal combustion engine comprising at least one cylinder (10), a cylinder head (12) carrying fuel injection means (14), a piston (16) sliding in this cylinder. cylinder, a combustion chamber (34) delimited on one side by the upper face (44) of the piston having a stud (48) extending towards the cylinder head and disposed in the center of a concave bowl (46) with at least two mixing zones (Z1, Z2), said injection means projecting fuel according to at least two plies (36, 38) of fuel jets of different angles of ply (A1, A2), a lower ply (36, 38). ) C1 jet axis for the zone (Z1) and an upper layer (38) C2 jet axis for the zone (Z2). According to the invention, the engine comprises injection means (14) introducing fuel into the combustion chamber with a differentiated flow rate for each of the plies (36, 38) for dedicated targeting in the separate mixing zones (Z1, Z2) of said combustion chamber.
    公开号:FR3017421A1
    申请号:FR1451017
    申请日:2014-02-10
    公开日:2015-08-14
    发明作者:Lionel Martinez；Stephane Richard；Olivier Laget
    申请人:IFP Energies Nouvelles IFPEN；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a combustion engine with direct fuel injection and more particularly to a compression ignition engine and a method using such a motor.
    [0002] It relates more particularly to such a motor that can be used in the aeronautical or road field or in the field of stationary installations, such as a generator. This type of engine generally comprises at least one cylinder, a piston comprising a pin disposed in a concave bowl and sliding in this cylinder in a reciprocating rectilinear motion, means for admitting an oxidizer, means for exhausting burnt gases , a combustion chamber, and injection means for injecting a fuel into the combustion chamber.
    [0003] As is generally admitted, during the design of an engine, the constraints of performance, pollutant emissions and mechanical strength of the combustion chamber are becoming stronger while the means to satisfy them are opposite.
    [0004] Thus the increase in performance generally leads to an increase in pollutant emissions and higher mechanical stresses. To overcome these constraints and to ensure a limited emission of pollutants and a satisfactory mechanical strength over the entire operating range of the engine and in particular at very high load, the use of all the oxidant present in the combustion chamber, for example an oxidizer comprising ambient pressure air, supercharged air, or a mixture of air (supercharged or not) and recirculated flue gas is of great importance. Indeed, it is necessary that the fuel mixture (oxidizer / fuel) in the combustion chamber is as homogeneous as possible.
    [0005] In practice, the fuel remains confined in the bowl and can not mix with the oxidant located in particular in the flush, that is to say in the volume located in the upper part of the combustion chamber delimited by the wall of the cylinder and the face of the bolt opposite the piston.
    [0006] This has the disadvantage of creating areas of high richness in the combustion chamber generating a high production of soot, carbon monoxide (CO) and unburned hydrocarbons (HC) during the combustion of this fuel mixture. In addition, the heat load is concentrated on the reentrant of the piston, ie the collar or bowl diameter restriction which marks the transition between the piston bowl and the upper zone encompassing the flush, which can be limiting in terms of mechanical strength at very high loads. To overcome these disadvantages, and as is better described in the French patent application No. 13 60426 of the applicant, it is intended to use an internal combustion engine comprising fuel injection means with jets according to at least two web angles and a piston having a bowl provided with a nipple with two volumes of combustion zones and internal aerodynamics substantially improving the quality of combustion.
    [0007] This makes it possible to use a larger amount of oxidant compared to traditional engines and to distribute the heat load over a larger area of the combustion chamber. Nevertheless, even if this solution brings a gain in performance, the use of a dual-angle injection system must be specific to inject quantities of fuel in relation to the volumes of the combustion zones. In fact, the volumes of these combustion zones are substantially different and a conventional dual-angle injection system will inject an identical quantity of fuel into each of these two zones.
    [0008] As a result, the mix and richness in each zone will be different. In particular, the hunting area, which has a low effective volume of oxidizer, will be too rich compared to the richness in the bottom of the bowl, which generates a production of soot and unburnt hydrocarbons too important.
    [0009] The present invention proposes to overcome the disadvantages mentioned above by means of an engine and a process which make it possible to obtain a better mixture between the gaseous fluid (oxidant) and the injected fuel and a better control of the richness in the chamber. of combustion through the use of a specific injection system at at least two corners of the web. For this purpose, the invention relates to a direct injection internal combustion engine with compression ignition comprising at least one cylinder, a cylinder head carrying fuel injection means, a piston sliding in this cylinder, a combustion chamber defined on one side by the upper face of the piston having a pin rising in the direction of the cylinder head and disposed in the center of a concave bowl with at least two mixing zones, said injection means projecting fuel according to at least two layers of fuel jets of different lap angles, a lower jet stream sheet Cl for the zone and an upper jet stream sheet C2 for the zone, characterized in that the engine comprises injection means introducing fuel in the combustion chamber with a differentiated flow rate for each of the plies for dedicated targeting in the separate mixing zones of said combustion chamber. The flow rate of the upper layer of jets may be lower than that of the lower layer of jets.
    [0010] The flow rate of the upper layer may be at least 10% lower than that of the lower layer. The flow of the upper layer can be 20 to 40% lower than that of the lower layer.
    [0011] The injection means may comprise an injector projecting fuel according to at least two fuel jet layers located axially one above the other with a lap angle different from each other.
    [0012] The injection means may comprise at least two injectors projecting fuel according to a tablecloth of fuel jets angle different from each other.
    [0013] The injectors may have a different permeability from each other. The nappe angle of one of the plies may be at most equal to 130 ° while the ply angle of the other of the plies may be at least 130 °.
    [0014] The invention also relates to an injection method for a direct injection internal combustion engine with compression ignition comprising at least one cylinder, a cylinder head carrying fuel injection means, a piston sliding in this cylinder, a combustion chamber. combustion defined on one side by the upper face of the piston having a pin rising in the direction of the cylinder head and disposed in the center of a concave bowl, said method of injecting the fuel according to at least two sheets of fuel jets; different ribbon angle, a lower sheet of Cl jet axis and an upper layer of jet axis C2, characterized in that it consists in injecting a different amount of fuel for each combustion zone by the two layers of jets . The method may include injecting the fuel with a difference in amount of at least 10% between the two webs.
    [0015] The other features and advantages of the invention will now appear on reading the following description, given solely by way of illustration and without limitation, and to which are appended: FIG. 1, which shows an internal combustion engine according to FIG. invention; FIG. 2 which is a partial view on a large scale of a half section of the profile of the piston bowl of the engine of FIG. 1 and FIG. 3 which illustrates on a larger scale the means of fuel injection for the motor of Figures 1 and 2.
    [0016] Referring to Figure 1, a direct injection internal combustion engine with compression ignition comprises at least one cylinder 10, a cylinder head 12 closing the cylinder at the top, fuel injection means 14 carried by the cylinder head and a piston 16 of axis XX 'sliding in the cylinder in a reciprocating rectilinear motion. By fuel, it is understood a liquid fuel, such as diesel, kerosene or any other fuel having the physico-chemical characteristics for the operation of a compression ignition type engine including a direct injection system of the fuel. This engine also comprises a flue exhaust means 18 with at least one exhaust pipe 20 whose opening can be controlled by any means, such as for example an exhaust valve 22 and an intake means 24. an oxidizer with at least one inlet pipe 26, the opening of which can be controlled by any means, such as an intake valve 28. By the oxidizing term, it includes air at ambient pressure or supercharged air or a mixture of air (supercharged or not) with flue gas. The injection means comprise at least one fuel injector 30, preferably disposed in the axis XX 'of the piston whose nose 32 has a multiplicity of orifices through which the fuel is sprayed and projected towards the chamber combustion engine 34. It is from these injection means that the projected fuel forms at least two plies of fuel jets, here two plies 36 and 38 of fuel jets 40 and 42, which, in the example shown, have an axis General confused with that of the piston 16 while being located axially one above the other. More specifically, the ply 36, which is located closest to the piston 16, is referred to below in the description of the lower ply, while the ply 38 placed furthest from this plunger is called the upper ply.
    [0017] As can be seen in FIG. 1, these two plies form plane angles A1 and A2 that are different from one another. By nappe angle, it is understood the angle at the summit that forms the cone coming from the injector and whose dummy peripheral wall passes through all the axes C1 or C2 of the fuel jets 40 or 42.
    [0018] Advantageously, the ply angle Al of the low ply is at most 130 °, preferably between 40 ° and 130 °, whereas the ply angle A2 of the high ply is at most 180 °, preferably between 150 ° and 180 °. For reasons of simplification in the rest of the description, the angle α1 corresponds to A1 / 2 while the angle α2 corresponds to A2 / 2 (see FIG. 2). The gap between the two web angles is at least 50 °. This thus makes it possible to limit overlaps of fuel jets between the two layers and thus the formation of pollutants, such as soot.
    [0019] Of course, it can be expected that the injection means are not arranged in the axis XX ', but in this case, the general axis of the fuel jet layers from the fuel injector is at least substantially parallel to this axis XX '.
    [0020] Similarly, it may be provided that each web is carried by a separate injector (single-web injector) with dedicated targeting in separate areas of the combustion chamber. The combustion chamber 34 is delimited by the internal face of the cylinder head 12 opposite the piston, the circular inner wall of the cylinder 10 and the upper face 44 of the piston 16. This upper face of the piston comprises a concave bowl 46, here of axis coincident with that of the cylinder, whose concavity is turned towards the cylinder head and which houses a stud 48 located substantially in the center of the bowl, which rises towards the cylinder head 12, being preferably coaxial with the axis of the sheets Of course, it can be provided that the axis of the bowl is not coaxial with that of the cylinder but the essential lies in the arrangement according to which the axis of the sheet of fuel jets. , the axis of the stud and the axis of the bowl are preferably merged. Referring additionally to Figure 2, the stud 48, of generally frustoconical shape, has an apex 50 preferably rounded, continuing, deviating symmetrically from the axis XX 'towards the outside of the piston 16, by a substantially rectilinear inclined surface 52 continuing with an inclined flank 54 to reach a bottom 56 of the bowl.
    [0021] Of course and without departing from the scope of the invention, the inclined surface 52 may be non-existent (zero length) and the inclined side 54 then connects the top of the stud to the bottom of the bowl. In the example of FIG. 2, the bottom of this bowl is rounded with a concave curved surface 58 in the form of an arc of radius R1, referred to as the inner rounded surface, connected to the bottom of the inclined sidewall 54 and another concave rounded surface 60 in an arc of radius R2, said outer rounded surface, connected by one of its ends to the lower end of the inner rounded surface at a point M and the other of its ends to a side wall 62, here substantially vertical, at one point N. The two rounded surfaces 58 and 60 thus define the lower part of a toric volume, here a torus of substantially cylindrical section 64 and center B whose role will be explained in the following description. The lateral wall 62 continues, always deviating from the axis XX ', by a rounded convex surface 66 in a circular arc of radius R3, called a reentrant, ending in an inclined plane 68 connected to a concave inflexion surface. 69 This flat surface is continued by an outer convex surface 72 in an arc of radius R5 which arrives at a flat surface 74 extending to the vicinity of the wall of the cylinder.
    [0022] The combustion chamber thus comprises two distinct zones Z1 and Z2 in which mixing takes place between the oxidant they contain (air - supercharged or not - or mixture of air and recirculated flue gases) and the fuel from the combustion chamber. injector as well as the combustion of the fuel mixture thus formed. The zone Z1, delimited by the stud 48, the torus 64 of the bottom of the bowl, the wall 62 and the rounded convex surface 66, forms the lower zone of the combustion chamber which is associated with the lower layer 36 of fuel jets. C1 axis. Z2 zone, demarcated by the inclined plane 68, the concave surface 69, the substantially planar surface 70, the convex surface 72, the flat surface 74, the peripheral inner wall of the cylinder and the cylinder head 12, constitutes the upper zone of this chamber. which is associated with the upper layer 38 of C2 axis fuel jets. In this configuration, the bowl comprises, for a position of the piston close to top dead center: - an outer diameter of FD bowl bottom with a radius considered between the axis XX 'and the lowest point M of the bowl, c' that is to say at the intersection between the ray surfaces R1 and R2, - a diameter of the bowl opening BD with a radius considered near the bottom of the bowl and corresponding to a distance taken between the axis XX 'and the furthest point of the external concave surface 60, - a neck diameter GD with a radius which corresponds to the distance between the axis XX 'and the vertical wall 62 which defines the outlet section of this bowl, - a diameter d high injection Dl with a radius which corresponds to the distance between the axis XX 'and the beginning of the inflection surface 69 at the point P between the inclined plane 68 and the convex surface 66 delimiting a length L6 of the jets 38 between the T2 origin of the C2 axis of the jets on the axis of the nose of the injector and the point P and which responds the formula 'Dl isin (a2), - a developed length of the diametrical half-cut Cb of the bowl, constituted by the length from the intersection of the top of the nipple with the axis XX' to the wall of the cylinder; a height H of nipple between the bottom of the bowl at the point M to the top of the nipple, - a height L of the bowl between the bottom of the bowl at the point M to the flat surface 74, - a junction height L3, which corresponds to the extent of the side wall 62, considered between the end of the outer rounded surface 60 at the point N and the beginning of the outer rounded surface 66, - a height L4 considered between the point P and the point M, - a angle of inclination a3 with respect to a vertical for the inclined sidewall 54, - an inclination angle a4 formed by the main axis C1 of the fuel jets of the lower layer 36 impacting the torus with the tangent at the point of impact F delimiting a length L5 of the jets 40 between the origin T1 of the axis C1 of the jets on the axis of the nose of the i njector and point F. This length L5 corresponds to the formula ID2 / sin (al) with ID2 which corresponds to a low injection diameter with a radius which corresponds to the distance between the axis XX 'and the point F, - an angle of inclination a5 considered at the tangency of the outer rounded surface 60 with the side wall 62 at the point N, - an inclination angle a6 with respect to the horizontal and the tangent to the substantially planar wall 70, - a angle of inclination a7 relative to the horizontal and the inclined plane 68 to the point of intersection P. All these parameters are appreciated for a position of the piston 16 in the vicinity of the top dead center which corresponds to a distance D considered between the point M and the origin T2 of the axis C2 of the jets 42. More precisely, this distance D is equal to the sum of the height L4 and the height C, height C which corresponds to the axial height between the origin T2 and the point P. This height corresponds to the formula ID1 / tan (a2).
    [0023] Thus, the dimensional and angular parameters of this bowl satisfy at least one of the following conditions: the angle a4 is greater than 80 °. This amounts to passing more than half of the fuel jet between the center B of the torus 64 and the pin and more precisely the lower part at the point M and thus ensuring aerodynamic movement in the torus going upwards. of the cylinder, the angle a5 must be positive and less than 90 °. Preferably, it must be of the order of 30 ° to 40 ° in order to direct the fuel jets 40 of the lower ply 36 to the volume of oxidant S1 to use the oxidant of this zone while limiting the rise of this fuel towards the upper ply 38, the volume S1 of oxidant situated between the fuel jets 40 of the lower ply is minimized, again with the aim of optimizing the use of the oxidant in the chamber, the position of the top of the stud 48 is as close as possible to the nose 32 of the injector 30 in order to limit the volume of oxidizer under the injector which will not be impacted by the fuel jets, which again amounts to minimizing the volume S1. Thus, the H / L ratio is greater than 40% and preferably greater than 60%, the angle a3 is substantially equal to or greater than the angle α1 of the lower layer (-10 ° a a3-a1 <10 °) . Thus, the general axis of the jets of the lower layer tangents the flank 54 of the stud. The fuel jets 40 of the lower ply 36 can thus interact with the rounded surface 58 by vaporizing completely before impacting the piston. The volume of oxidant S 2 between the two plies is non-zero since the interaction between plies is harmful to pollutants. The volume S2 must nevertheless be minimized. To do this, the junction length L3 between the torus and the reentrant 66 (rounded convex surface of radius R3) must be such that L3 / (2 * length of R2) <1 or (L3 / length of R2 <2) to ensure that the volume of oxidizer S2 available between the upper and lower plies 38 and 38 is small relative to the volume of fuel generated by the jets of the lower ply, - the second combustion zone Z2 located in the upper part of the plunger Starting from the reentrant 66 is intended for the fuel jets 42 of the upper sheet 38, - the combustion volume of the zone Z2 is at least equal to one tenth of the total volume of the bowl, - the so-called hunting zone, is formed by the inclined plane 68, the concave surface 69, the flat surface 70, the convex surface 72 and the flat surface 74. The angle a6 is between 10 ° and 75 °, which allows the jets to burst. of fuel 42 to create an aerodynamic movement over the piston and additional to use the oxidizer in the hunting area. This aerodynamics allows a better fuel / oxidant mixture above the piston, in particular during the expansion and thus promote the oxidation of the flue gases, - to promote the distribution of fuel from the jets 42 in the flush, a guide surface 68 is provided between the reentrant 66 and the surface 70. This guide surface may be rounded in extension of the reentrant or substantially flat. This guiding surface serves to concentrate the fuel jets 42 and to guide them towards the convex surface 72. Thus this guiding surface has an angle a7 at the point of intersection P whose deviation from the ply angle α2 is less than 45 °, the location of the inflection surface 69 is such that the distances L5 and L6 are approximately of the same order (0.5 <L5 / L6 <2). Thus, advantageously the fuel jets will substantially impact at the same time the piston in the torus and the inflection zone respectively. the diameter D1 must be such that ID1 / GD> 1 and D1 <(GD + (Cb-GD) * 2/3). This allows the fuel jets 42 to optimize the aerodynamics above the piston. In addition, the ratio BD / L is less than 6, preferably less than 4, the ratio R2 / R1 is less than 1, preferably less than 0.6, the ratio FD / BD is less than 1, the ratio Cb / BD is less than 2 to keep a complete vaporization of the fuel and prevent the wetting of the wall of the cylinder, - the ratio GD / BD is between 0.7 and 1 for the aerodynamics of the torus and the rise of the fuel jets, - the H / L ratio is greater than 40%, preferably greater than 60% to minimize the volume of oxidant between the nose of the injector and the nipple, the ratio L5 / L6 is between 0.5 and 2 for the impact of two plies at the same time, - Al is between 40 ° and 130 ° with al = A1 / 2, - A2 is between 130 ° and 180 ° with a2 = A2 / 2, - a3 is substantially equal to al, - a4 is greater than 80 °, - a5 is between 0 ° and 90 °, preferably from 30 ° to 40 °, - the angle a6 is between 15 ° and 75 °, - a7-a2 is less than 45 °, - the ratio ID1 / GD is greater than 1, - D1 is less than (GD-E (Cb-GD) * 2/3). Thus, thanks to this setting of the bowl, the fuel jets of the lower layer 36 directly target the torus 64 and do not directly impact the reentrant 66. As a result, the combustion of the fuel / lower oxidant mixture takes place essentially in the volume of the torus while the combustion of the fuel mixture / higher oxidant is essentially in the flush and above the piston.
    [0024] In addition, the interaction of the jets of the upper layer with the jets of the lower layer is limited, which makes it possible to homogenize the oxidant / fuel mixture while complying with high-load mechanical strength constraints.
    [0025] Referring now to Figure 3 which illustrates an example of fuel injection means in the combustion chamber with a differential fuel flow for each of the plies 36 and 38. These means are formed by a fuel injector 30 which carries at its nose 32 at least two series 80, 82 of fuel injection radial apertures 84, 86 placed substantially parallel to each other. The orifices are arranged circumferentially on the nose and the series are placed one above the other. One of the series comprises orifices 84 of diameter d1 through which the fuel is injected by forming the lower layer of jets 36 of axis C1 for the mixing zone Z1. The other 82 of the series comprises orifices 86 of diameter d2 for fuel injection forming the upper web 38 of jet C2 axis for the mixing zone Z2.
    [0026] Advantageously, the diameter d2 of the orifices 86 is smaller than the diameter d1 of the orifices 84. Since the injection pressure is identical in the region of the nose of the injector, this has the effect of producing two plies of fuel jets with different rates. More specifically, the upper layer 38 has a flow rate lower than that of the lower layer 36. Preferably, the flow rate of the upper layer is at least 10% lower than that of the upper layer and ideally from 20 to 40% .
    [0027] The advantage of such an arrangement is that the theoretical injection speed is identical for each row of orifices, which allows the fuel jets of the two sheets to impact substantially simultaneously the surface of the piston. Thus, the use of a differential flow fuel injection on each of the plies makes it possible to adjust the amount of fuel to the volume of the associated combustion zone and thus improves the quality of the combustion. In addition, a minimum permeability difference of 10% between the slicks results in combustion providing maximum power to the engine while improving the quality of combustion, which reduces, at source, unburned hydrocarbon emissions. and soot particles.
    [0028] It should be noted that the ratio between the injected flow rates depends on the total fuel flow to be injected and the number of holes desired for the injector, as well as the volume ratio between the two mixing zones. By way of example only, for a diameter d1 of orifices 84 of 150 microns to form the lower ply 36 and a hole diameter d2 of openings 130 of 130 microns for the upper ply 38, the flow difference and therefore mass (or quantity) of fuel injected is about 25%. Of course and without departing from the scope of the invention, it may be provided that each web is carried by a separate injector (single-web injector) with a dedicated targeting in the separate zones Z1 and Z2 of the combustion chamber. In this configuration, one of the injectors has a lap angle and a permeability (static flow under a given pressure) different from the other injector or the two injectors have a different lap angle and the same permeability but with a pressure of different injection for each injector.
    权利要求:
    Claims (10)
    [0001]
    CLAIMS1) Direct injection internal combustion engine with compression ignition comprising at least one cylinder (10), a cylinder head (12) carrying fuel injection means (14), a piston (16) sliding in this cylinder, a combustion chamber (34) bounded on one side by the upper face (44) of the piston having a stud (48) extending towards the cylinder head and arranged in the center of a concave bowl (46) with at least two zones mixture (Z1, Z2), said injection means projecting fuel according to at least two plies (36, 38) of fuel jets of different angles of ply (A1, A2), a lower ply (36) of jet axis C1 for zone (Z1) and an upper layer (38) of jet axis C2 for zone (Z2), characterized in that the engine comprises injection means (14) introducing fuel into the combustion chamber with a differentiated flow rate for each of the plies for dedicated targeting in areas of m distinct mixtures (Z1, Z2) of said combustion chamber.
    [0002]
    2) Internal combustion engine according to claim 1, characterized in that the flow rate of the upper layer (38) of jets is lower than that of the lower layer (36) of jets.
    [0003]
    3) Internal combustion engine according to claim 1 or 2, characterized in that the flow rate of the upper web (38) is at least 10% lower than that of the lower ply (36).
    [0004]
    4) Internal combustion engine according to claim 3, characterized in that the flow rate of the upper web (38) is 20 to 40% lower than that of the lower ply (36).
    [0005]
    5) Internal combustion engine according to one of the preceding claims, characterized in that the injection means comprises an injector projecting fuel in at least two fuel jet plies (36, 38) located axially one another. above each other with a different tablecloth angle.
    [0006]
    6) Internal combustion engine according to claim 1, characterized in that the injection means comprise at least two injectors projecting fuel according to a sheet of fuel jets angle of the sheet different from each other.
    [0007]
    7) Internal combustion engine according to claim 6, characterized in that the injectors have a permeability different from each other.
    [0008]
    8) Internal combustion engine according to one of the preceding claims, characterized in that the lap angle (A1) of one (36) of the plies is at most equal to 130 ° while the lap angle ( A2) of the other (38) of the plies is at least 130 °.
    [0009]
    9) Injection method for a compression ignition direct injection internal combustion engine comprising at least one cylinder (10), a cylinder head (12) carrying fuel injection means (14), a piston (16) sliding in this cylinder, a combustion chamber (34) delimited on one side by the upper face (44) of the piston having a stud (48) erected towards the cylinder head and disposed in the center of a concave bowl (46). ), said method of injecting the fuel into at least two different ply angle fuel jet plies (A1, A2), a lower Cl atomic plane ply (36) and an upper ply (38). C2 jet axis, characterized in that it consists in injecting a different amount of fuel for each combustion zone (Z1, Z2) by the two streams of jets (36, 38).
    [0010]
    10) Injection method according to claim 9, characterized in that it consists in injecting the fuel with an amount difference of at least 10% between the two layers (36, 38).
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    同族专利:
    公开号 | 公开日
    CN106164465A|2016-11-23|
    WO2015117834A1|2015-08-13|
    US10240569B2|2019-03-26|
    EP3105452A1|2016-12-21|
    FR3017421B1|2018-03-16|
    US20170167459A1|2017-06-15|
    EP3105452B1|2020-06-03|
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    法律状态:
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    2021-11-12| ST| Notification of lapse|Effective date: 20211005 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1451017A|FR3017421B1|2014-02-10|2014-02-10|INTERNAL COMBUSTION ENGINE WITH INJECTION OF TWO DIFFERENTIATED FLOW FUEL TANKS AND FUEL INJECTION METHOD FOR SUCH A MOTOR.|
    FR1451017|2014-02-10|FR1451017A| FR3017421B1|2014-02-10|2014-02-10|INTERNAL COMBUSTION ENGINE WITH INJECTION OF TWO DIFFERENTIATED FLOW FUEL TANKS AND FUEL INJECTION METHOD FOR SUCH A MOTOR.|
    US15/117,117| US10240569B2|2014-02-10|2015-01-22|Internal combustion engine with injection of two fuel jets at different flow rates and fuel-injection method for such an engine|
    PCT/EP2015/051281| WO2015117834A1|2014-02-10|2015-01-22|Internal combustion engine with injection of two fuel jets at different flow rates, and fuel-injection method for such an engine|
    CN201580007709.7A| CN106164465A|2014-02-10|2015-01-22|There is internal combustion engine and the fuel injection method thereof of two fuel sheet injections of different flow rate|
    EP15700760.0A| EP3105452B1|2014-02-10|2015-01-22|Internal combustion engine with injection of two fuel jets at different flow rates, and fuel-injection method for such an engine|
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