EP1030052A1 - Hochdruck-Kraftstoffeinspritzsystem einer direkteinspritzenden Brennkraftmaschine - Google Patents

Hochdruck-Kraftstoffeinspritzsystem einer direkteinspritzenden Brennkraftmaschine Download PDF

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Publication number
EP1030052A1
EP1030052A1 EP99402885A EP99402885A EP1030052A1 EP 1030052 A1 EP1030052 A1 EP 1030052A1 EP 99402885 A EP99402885 A EP 99402885A EP 99402885 A EP99402885 A EP 99402885A EP 1030052 A1 EP1030052 A1 EP 1030052A1
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EP
European Patent Office
Prior art keywords
injection
attenuation
rail
high pressure
conduit
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.)
Withdrawn
Application number
EP99402885A
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English (en)
French (fr)
Inventor
François Miquel
Jean-Luc Le Quec
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.)
IFP Energies Nouvelles IFPEN
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IFP Energies Nouvelles IFPEN
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Filing date
Publication date
Application filed by IFP Energies Nouvelles IFPEN filed Critical IFP Energies Nouvelles IFPEN
Publication of EP1030052A1 publication Critical patent/EP1030052A1/de
Withdrawn legal-status Critical Current

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    • 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
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • 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 the field of combustion engines internal direct fuel injection and more particularly those using a so-called “common rail” system for injecting fuel into each combustion chamber.
  • Common rail systems are used more and more often because they allow great flexibility in the adjustment and use of injection. They allow in particular to freely control the pressure injection over a wide range (150 to 1,500 bar), the amount of diesel to inject, the phasing of the injections and this independently of the point of operation.
  • Figure 1 shows the general architecture of such systems, with their main elements which are: a low pressure pump 10 associated with a fuel tank 8 and a high pressure pump 7, a common rail 1 linked to the high pressure pump 7 and which supplies each injector 3 in fuel, a pressure sensor 9 disposed on the common rail 1, as much injectors 3 than combustion chambers, a control means (not referenced) of each injector 3 linked to a central unit of command (or computer) 11 which also receives information from the pressure sensor 9.
  • a low pressure pump 10 associated with a fuel tank 8 and a high pressure pump 7, a common rail 1 linked to the high pressure pump 7 and which supplies each injector 3 in fuel, a pressure sensor 9 disposed on the common rail 1, as much injectors 3 than combustion chambers, a control means (not referenced) of each injector 3 linked to a central unit of command (or computer) 11 which also receives information from the pressure sensor 9.
  • the low pressure pump 10 pumps fuel from the tank 8 and supplies fuel to the high pressure pump 7.
  • the high pressure pump 7, driven by the heat engine delivers a quantity of fuel to injectors 3 via common rail 1 and each of the injection tubes. A part fuel is injected directly into the chamber (s) combustion of the engine while a small part is used for control injectors and returns to the tank 8.
  • the high pressure pump 7 is generally a piston pump radial.
  • an eccentric on the drive shaft displaces three pistons which successively suck, compress and expel the fuel towards the rail via a control valve.
  • the eccentricity on the drive shaft and the symmetrical arrangement of the pistons contribute to reduce the pressure ripples at the pump outlet.
  • a control valve located at the outlet of the high pump pressure 7, adjusts the injection pressure in rail 1 such that measured by the pressure sensor 9. The injection pressure is adjusted to the desired value stored in the central control unit 11. The flow of discharge returns to tank 8.
  • the fuel volume between the high pressure pump 7 and the injectors 3 acts as a pressure accumulator. It helps maintain an amount of fuel under a desired pressure regardless of engine operating point, and attenuate pressure oscillations initiated by the pulsating flow of the high pressure pump 7 and also by the abrupt extraction of fuel when an injector 3 starts to flow.
  • the volume should not be too large in order to have an answer fast enough in transient mode.
  • Each injector 3 is "open” or “closed” following a pulse electric generated by the control unit 11, at a perfectly defined time.
  • the duration of the injection, the injection pressure in the rail, and the section of Passage through the injector determines the amount of fuel injected.
  • the passage section at the injector nose is defined by the space that gradually releases the needle between it and the discharge orifices, this which puts the fuel (at Prail pressure) in communication with the combustion chamber where the cylinder pressure is adjusted ( ⁇ 150 bar).
  • the injector is "open" when a first electrical pulse from command sent by the computer 11 is converted into an action electro-hydraulic within the injector, allowing the needle to raise. The needle thus frees the passage section. The injection itself said begins then.
  • the injector is "closed” when a second electrical pulse from command causes the needle to fall back onto its seat. It closes thus the passage section. The injection itself ends.
  • the needle goes through the ascending phases and descending, possibly with an intermediate phase of maintaining at its full lift, depending on the order time.
  • the rate of introduction or instantaneous flow of fuel at the nose of each injector follows the evolution of the needle, with an ascending phase from as the passage section becomes free, a plateau phase in the event that the needle is in the maintenance phase at its maximum lift, and a phase descending, the whole determining the duration of the injection.
  • US Patent 4,161,161 discloses a means for absorbing pressure variations created at the end of injection in diesel engines.
  • the injection pressure can then be of the order of 1000 bars so that the pressure variations are created at the end of the injection by closing the the needle.
  • the solution recommended in this document consists of a room connected to the conduit between the injection pump and the injector itself. This so-called pressure accumulation chamber, reduces variations in pressure at the end of injection and thus ensuring stable and rapid closure of the injector needle.
  • the present invention aims in particular to remedy to the problem of the cyclical stability of the needle lift of each injector as well as the injection rate.
  • This effect is obtained by reducing or even canceling throughout the cycle the pressure fluctuations in the circuit, due both to the pump high pressure and at the opening of the injector.
  • the subject of the present invention is a system for injecting high pressure fuel in an internal combustion engine, direct injection, including in particular a high pressure pump connected to a fuel reserve, a common fuel distribution rail under pressure in several injection means each opening into a combustion chamber, at least one connecting duct between the common rail and each injection means, a pressure sensor disposed on said rail common, an electronic control unit connected to both the means injection, high pressure pump and pressure sensor
  • the system comprises at least one means for attenuating the pressure waves in each of said injection means, either by means of bypass, or by a porous or filter element.
  • said attenuation means cooperates with at least one of said connecting conduits between the common rail and at least one of said injection means.
  • said means attenuation is arranged in the common rail.
  • the injection means is controlled by a electronic control system.
  • the means attenuation allows attenuation by reflection.
  • the mitigation means may include at least a specific capacity disposed on said connecting conduit.
  • the mitigation means comprises at least one capacity disposed in derivation of said connecting conduit.
  • the mitigation means may include several capabilities arranged both in series and in derivation of said conduit.
  • the attenuation means comprises a quarter resonator wave.
  • the quarter wave resonator can be arranged as a bypass of the conduit connecting or around said conduit.
  • the attenuation means allows interference attenuation, and includes a derivation of a part of the connecting duct.
  • said means attenuation includes a porous or filtering element intended to absorb the pressure waves.
  • said porous element is disposed in said connecting duct over part of its length.
  • said porous element can be disposed around said connecting duct over part of its length, said conduit being drilled with holes along this length.
  • the porous element can also be in the form of a cylinder placed inside the common rail and which has a thickness ensuring attenuation by absorption.
  • Figure 2 shows an embodiment of the invention in which a rail 1 says “common rail” or “accumulation rail” leads to one of the conduits 2 leading to an injector 3.
  • the common rail 1 leads to several conduits such as 2.
  • Each injector 3 opens into a combustion chamber 4 by elsewhere delimited by a piston 5 and a cylinder 6.
  • a high pressure pump as symbolized in 7 on Figure 2 is used, in known manner, to bring the pressurized fuel to the common rail 1, according for example to the diagram in FIG. 1.
  • FIG. 1 The other elements necessary for the implementation of the invention are generally those cited in connection with FIG. 1; namely a pump low pressure 10 associated with a fuel tank 8 and the pump high pressure 7; a common rail 1 linked to the high pressure pump 7 and which enables each injector 3 to be supplied via conduits 2.
  • a sensor for pressure 9 arranged on the rail 1 and connected to an electronic control unit It is also planned.
  • a means 12 intended to attenuate the pressure waves in each of the injection means 3.
  • FIG. 2 illustrates an embodiment where the means 12 consists of a capacity arranged in series on the connecting duct 2.
  • the expansion ratio a should not be too great for reasons of space and weight.
  • the capacity 12 is dimensioned relative to the conduit 2 so as to cause an overall attenuation of the pressure waves by partial reflections in the capacity 12.
  • capacity 12 could consist of a cylinder having a inner diameter of 9 mm, i.e. an expansion ratio of 9, and a 25 mm length will be chosen for capacity 12.
  • Figure 3 shows a capacity 12 in the form of a quarter resonator wave.
  • This type of element consists, in a known manner, of a conduit connected in bypass of conduit 2 and closed at its other end.
  • the branch conduit has a diameter substantially equal to that of conduit 2.
  • FIG. 4 specifically discloses a means of attenuation 12 in the form of a neckless diversion capacity, i.e. without a connection with conduit 2.
  • This capacity 12 is in fact directly connected to the conduit 2 through one or more openings 13 at which is disposed the capacity 12 which therefore surrounds the conduit 2 near the openings 13.
  • the capacity 12 is provided symmetrical around duct 2.
  • FIG. 5 relates to another possibility for the capacity 12 which is present here as a succession of volumes 141, 142, 143 at a time in series and in derivation of conduit 2.
  • the first volume 141 the closest of conduit 2 is an extension of this conduit; the first volume 141 communicates with a second volume 142 which itself communicates with a third volume 143.
  • the first, second and third volumes can be considered as arranged in series, the assembly being in branch line 2.
  • FIG. 6 Another form of quarter-wave resonator is shown in the Figure 6 where we first see an enlargement 151 of the section of the duct 2 then a larger section 152 which opens by a socket telescopic on a conduit 153 of the same section as the conduit 2 and on a closed volume 154 which surrounds the whole.
  • the means 12 can also, without departing from the scope of the invention, be based on attenuation of pressure waves by interference.
  • interference mitigation involves performing a division of the wave (or waves) so as not to reincorporate the deviated fraction (s) into the main duct only at the appropriate time, depending on the desired effect.
  • FIG. 7 A structure that meets this principle is visible in Figure 7 where the capacity 12 is in the form of a secondary conduit 16 mounted in bypass of conduit 2, over a certain length.
  • the duct section secondary 16 is preferably the same as that of conduit 2.
  • the bypass 16 allows to act by phase difference on the transmitted waves at the exit branch.
  • Figure 8 illustrates another type of attenuation since it is a attenuation by absorption.
  • this figure shows an element 17 placed inside an enlarged section of conduit 2; element 17 occupies the entire section widened from conduit 2 and is therefore traversed right through by the fuel flow.
  • Element 17 is preferably made of a porous material absorbent.
  • the porous element can be present, as illustrated in FIG. 9, in the form of a cylindrical tube 18 disposed inside the common rail 1.
  • the thickness of the porous material 17 thus ensures attenuation by absorption.
  • FIG. 10 relates to an embodiment where the attenuation by absorption is achieved by a porous element 19 placed around the duct 2, over part of its length.
  • the conduit 2 is then pierced with holes 20 for the passage of the fluid.
  • the porous or filtering element plays the role of absorption muffler. It attenuates pressure fluctuations by friction of the fluid in the lining of absorbent porous material.
  • the damping is exerted on the waves of speed and correlatively on those of pressure associated with them. Pressure drop online (when passing through porous material) is negligible with respect to operating pressure.
  • a material is chosen which does not not fall apart.
  • Figures 11 and 12 relate respectively to curves obtained according to the prior art and according to the invention, under the same conditions of operation, namely for a pressure of 300 bars and a time 3 ms injection time.
  • curves A give the needle lift of a injector 3 as a function of time
  • curves B are the injection rate
  • the curves C represent the control of each injector, depending on the time.
  • Figures 13 and 14 highlight the same phenomenon, obtained for an injection time of 800 ⁇ s.
  • curves A and B of FIG. 13 show in effect a cycle-to-cycle shift, both in needle lift and flow injection.
  • curves A and B in FIG. 14, obtained according to the invention show perfect repeatability from one cycle to another given that they are almost confused.
  • the present invention provides a significant improvement over the art prior, especially in terms of injection stability and therefore combustion.

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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)
EP99402885A 1998-11-24 1999-11-19 Hochdruck-Kraftstoffeinspritzsystem einer direkteinspritzenden Brennkraftmaschine Withdrawn EP1030052A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9814816A FR2786225B1 (fr) 1998-11-24 1998-11-24 Systeme d'injection de carburant sous haute pression dans un moteur a combustion interne a injection directe
FR9814816 1998-11-24

Publications (1)

Publication Number Publication Date
EP1030052A1 true EP1030052A1 (de) 2000-08-23

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EP99402885A Withdrawn EP1030052A1 (de) 1998-11-24 1999-11-19 Hochdruck-Kraftstoffeinspritzsystem einer direkteinspritzenden Brennkraftmaschine

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EP (1) EP1030052A1 (de)
JP (1) JP2000161178A (de)
FR (1) FR2786225B1 (de)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10049285A1 (de) * 2000-10-05 2002-04-18 Bosch Gmbh Robert Hochdruckleitung mit wechselndem Innendurchmesser
WO2002046601A1 (de) * 2000-12-07 2002-06-13 Robert Bosch Gmbh Kraftstoffeinspritzsystem für brennkraftmaschinen
WO2002077441A1 (de) * 2001-03-22 2002-10-03 Mtu Friedrichshafen Gmbh Verfahren zum einspritzen von kraftstoff in die brennräume einer brennkraftmaschine, sowie kraftstoffeinspritzsystem für eine solche
US6536457B2 (en) 2000-12-29 2003-03-25 Pratt & Whitney Canada Corp. Fluid and fuel delivery systems reducing pressure fluctuations and engines including such systems
DE10143423A1 (de) * 2001-09-05 2003-05-08 Bosch Gmbh Robert Kraftstoffeinspritzsystem mit hydraulisch von der Zuleitung entkoppeltem Injektor
WO2006056552A2 (de) * 2004-11-23 2006-06-01 Robert Bosch Gmbh Einrichtung zur dämpfung von flüssigkeitsdruckwellen in einem flüssigkeit führenden und/oder speichernden mittel
DE10317609B4 (de) * 2002-04-17 2007-12-27 Toyota Jidosha Kabushiki Kaisha, Toyota Kraftstoffeinspritzsystem
WO2008017544A1 (de) * 2006-08-09 2008-02-14 Robert Bosch Gmbh Kraftstoffeinspritzsystem mit einem druckschwingungsdämpfer
WO2011134893A1 (de) * 2010-04-28 2011-11-03 Emitec Gesellschaft Für Emissionstechnologie Mbh Vorrichtung zur förderung von reduktionsmittel
EP3032086A1 (de) * 2014-12-08 2016-06-15 Wärtsilä Finland Oy Kraftstoffeinspritzungsanordnung
DE102017126642A1 (de) * 2017-11-13 2019-05-16 Volkswagen Aktiengesellschaft Vorrichtung zur Reduzierung von Druckwellenschwingungen in einer Einspritzvorrichtung

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2823534B1 (fr) 2001-04-12 2003-10-03 Power System Procede pour augmenter la puissance et le couple d'un moteur diesel a systeme d'injection et dispositif pour la mise en oeuvre du procede
FR2845130B1 (fr) 2002-09-30 2006-04-28 Delphi Tech Inc Systeme d'injection de carburant haute pression equipe de moyens materiels et logiciels d'attenuation des ondes de pression
KR20040038096A (ko) * 2002-10-31 2004-05-08 현대자동차주식회사 맥동음 방지 장치가 구비된 차량용 연료 분배 장치
DE10307871A1 (de) * 2003-02-25 2004-09-02 Robert Bosch Gmbh Hochdruckleitung für eine Kraftstoffeinspritzanlage
FR2862352B1 (fr) * 2003-11-14 2006-02-24 Renault Sas Dispositif d'injection de carburant equipe de moyens d'amortissement d'ondes de pression
DE102007004553A1 (de) * 2007-01-30 2008-07-31 Robert Bosch Gmbh Kugelsitzventil mit verringertem Erosionsverhalten
DE102008015143A1 (de) * 2008-03-20 2009-09-24 GM Global Technology Operations, Inc., Detroit Brennstoffversorgungssystem für ein Kraftfahrzeug, Verfahren zum Betreiben eines Brennstoffversorgungssystems und Verfahren zum Auslegen eines Brennstoffversorgungssystems
DE102012220661A1 (de) * 2012-11-13 2014-05-15 Robert Bosch Gmbh Brennstoffverteiler, insbesondere Brennstoffverteilerleiste für gemischverdichtende, fremdgezündete Brennkraftmaschinen
JP2023091650A (ja) * 2021-12-20 2023-06-30 臼井国際産業株式会社 車両用気体燃料の供給配管

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4161161A (en) * 1976-03-15 1979-07-17 Societe D'etudes De Machines Thermiques S.E.M.T. Device for damping pressure waves in an internal combustion engine fuel injection system
US4356091A (en) * 1980-10-06 1982-10-26 Caterpillar Tractor Co. Filtering and dampening apparatus
DE19643295C1 (de) * 1996-10-21 1998-03-26 Bosch Gmbh Robert Brennstoffversorgungssystem
US5752486A (en) * 1995-12-19 1998-05-19 Nippon Soken Inc. Accumulator fuel injection device
DE19712135C1 (de) * 1997-03-22 1998-08-13 Mtu Friedrichshafen Gmbh Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE19720913C1 (de) * 1997-05-16 1998-08-20 Mtu Friedrichshafen Gmbh Kraftstoffeinspritzsystem mit gemeinsamem Vorspeicher
US5896843A (en) * 1997-11-24 1999-04-27 Siemens Automotive Corporation Fuel rail damper

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4161161A (en) * 1976-03-15 1979-07-17 Societe D'etudes De Machines Thermiques S.E.M.T. Device for damping pressure waves in an internal combustion engine fuel injection system
US4356091A (en) * 1980-10-06 1982-10-26 Caterpillar Tractor Co. Filtering and dampening apparatus
US5752486A (en) * 1995-12-19 1998-05-19 Nippon Soken Inc. Accumulator fuel injection device
DE19643295C1 (de) * 1996-10-21 1998-03-26 Bosch Gmbh Robert Brennstoffversorgungssystem
DE19712135C1 (de) * 1997-03-22 1998-08-13 Mtu Friedrichshafen Gmbh Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE19720913C1 (de) * 1997-05-16 1998-08-20 Mtu Friedrichshafen Gmbh Kraftstoffeinspritzsystem mit gemeinsamem Vorspeicher
US5896843A (en) * 1997-11-24 1999-04-27 Siemens Automotive Corporation Fuel rail damper

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10049285A1 (de) * 2000-10-05 2002-04-18 Bosch Gmbh Robert Hochdruckleitung mit wechselndem Innendurchmesser
US6745750B2 (en) 2000-12-07 2004-06-08 Robert Bosch Gmbh Fuel injection system for internal combustion engines
WO2002046601A1 (de) * 2000-12-07 2002-06-13 Robert Bosch Gmbh Kraftstoffeinspritzsystem für brennkraftmaschinen
US6536457B2 (en) 2000-12-29 2003-03-25 Pratt & Whitney Canada Corp. Fluid and fuel delivery systems reducing pressure fluctuations and engines including such systems
US6805102B2 (en) 2001-03-22 2004-10-19 Mtu Friedrichshafen Gmbh Method of injecting fuel into the combustion chambers of an internal combustion engine, and fuel injection system for said engine
WO2002077441A1 (de) * 2001-03-22 2002-10-03 Mtu Friedrichshafen Gmbh Verfahren zum einspritzen von kraftstoff in die brennräume einer brennkraftmaschine, sowie kraftstoffeinspritzsystem für eine solche
DE10143423A1 (de) * 2001-09-05 2003-05-08 Bosch Gmbh Robert Kraftstoffeinspritzsystem mit hydraulisch von der Zuleitung entkoppeltem Injektor
DE10317609B4 (de) * 2002-04-17 2007-12-27 Toyota Jidosha Kabushiki Kaisha, Toyota Kraftstoffeinspritzsystem
WO2006056552A2 (de) * 2004-11-23 2006-06-01 Robert Bosch Gmbh Einrichtung zur dämpfung von flüssigkeitsdruckwellen in einem flüssigkeit führenden und/oder speichernden mittel
WO2006056552A3 (de) * 2004-11-23 2006-10-19 Bosch Gmbh Robert Einrichtung zur dämpfung von flüssigkeitsdruckwellen in einem flüssigkeit führenden und/oder speichernden mittel
WO2008017544A1 (de) * 2006-08-09 2008-02-14 Robert Bosch Gmbh Kraftstoffeinspritzsystem mit einem druckschwingungsdämpfer
WO2011134893A1 (de) * 2010-04-28 2011-11-03 Emitec Gesellschaft Für Emissionstechnologie Mbh Vorrichtung zur förderung von reduktionsmittel
US9057306B2 (en) 2010-04-28 2015-06-16 Emitec Gesellschaft Fuer Emissionstechnologie Mbh Device for delivering reducing agent and motor vehicle having the device
EP3032086A1 (de) * 2014-12-08 2016-06-15 Wärtsilä Finland Oy Kraftstoffeinspritzungsanordnung
DE102017126642A1 (de) * 2017-11-13 2019-05-16 Volkswagen Aktiengesellschaft Vorrichtung zur Reduzierung von Druckwellenschwingungen in einer Einspritzvorrichtung

Also Published As

Publication number Publication date
FR2786225B1 (fr) 2000-12-22
JP2000161178A (ja) 2000-06-13
FR2786225A1 (fr) 2000-05-26

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