EP1262659B1 - Système de combustible pour un moteur à combustion interne - Google Patents

Système de combustible pour un moteur à combustion interne Download PDF

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Publication number
EP1262659B1
EP1262659B1 EP20020011016 EP02011016A EP1262659B1 EP 1262659 B1 EP1262659 B1 EP 1262659B1 EP 20020011016 EP20020011016 EP 20020011016 EP 02011016 A EP02011016 A EP 02011016A EP 1262659 B1 EP1262659 B1 EP 1262659B1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
valve
internal combustion
combustion engine
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.)
Expired - Lifetime
Application number
EP20020011016
Other languages
German (de)
English (en)
Other versions
EP1262659A3 (fr
EP1262659A2 (fr
Inventor
Helmut Rembold
Winfried Moser
Uwe Mueller
Harald Lang
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1262659A2 publication Critical patent/EP1262659A2/fr
Publication of EP1262659A3 publication Critical patent/EP1262659A3/fr
Application granted granted Critical
Publication of EP1262659B1 publication Critical patent/EP1262659B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/005—Pressure relief valves
    • F02M63/0052—Pressure relief valves with means for adjusting the opening pressure, e.g. electrically controlled
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/60—Fuel-injection apparatus having means for facilitating the starting of engines, e.g. with valves or fuel passages for keeping residual pressure in common rails

Definitions

  • the invention relates to a fuel system according to the preamble of claim 1 and an internal combustion engine and a method for operating an internal combustion engine according to the independent claims.
  • a fuel system in which two pumps connected in series deliver the fuel from a fuel tank to a fuel rail, commonly referred to as a "rail".
  • the fuel rail In the fuel rail, the fuel is stored under relatively high pressure.
  • injection valves To the fuel rail injection valves are connected, which inject the fuel directly into the corresponding combustion chambers.
  • the pressure in the fuel rail is controlled by a pressure valve.
  • fuel is returned from the fuel manifold via a return line in the fuel tank.
  • the pressure in the fuel rail is reduced after stopping.
  • due to heat conduction from the engine block ago it can then in the in the fuel manifold existing fuel to form vapor bubbles that make it difficult to restart the engine.
  • the pressure of the fuel delivered by the first of the two fuel pumps is increased in order to eliminate possibly existing vapor bubbles as quickly as possible from the fuel system. However, this takes a certain amount of time.
  • EP 1 092 863 A2 discloses a pressure control valve for a fuel system, the valve element is acted upon by a spring in the closed position. The opening pressure is relatively low and can be increased by an electromagnetic actuator.
  • US 5,558,068 describes a solenoid valve for a fuel injection system which is opened at startup to purge vapor bubbles from a fuel rail.
  • DE 199 36 287 A1 discloses a demand control for a fuel delivery module in which a check valve maintains high pressure in a low pressure region after the engine has been shut down.
  • US 6,024,064 describes a high-pressure fuel system with a pressure control valve, which can be additionally forcibly opened by means of an electromagnetic actuator.
  • the invention relates to a fuel system with the features of claim 1, and an internal combustion engine and a method with the independent claims.
  • the fuel system according to the invention has the advantage that vapor bubbles can not form at all, since the pressure in the fuel manifold is maintained at a high level even when the internal combustion engine is switched off. Thus are No action is required to remove any vapor bubbles from the fuel system before restarting a hot engine.
  • the valve device is constructed so that it is closed in its non-actuated rest state, so there is no connection back from the fuel rail, for example to the fuel tank. Such a non-actuated state is generally present anyway with the internal combustion engine stopped.
  • Electrically actuated valve devices are very simple and inexpensive to produce. A de-energized state is also easily realized when the internal combustion engine.
  • An inventively provided biasing means may for example comprise a spring. The actuation of the valve element thus takes place against the force of the biasing device.
  • the biasing device is selected so that the valve device opens in the non-actuated, ie de-energized state when the pressure in the fuel rail exceeds a certain value. This measure ensures that the pressure in the fuel rail can not exceed a maximum value when the internal combustion engine is switched off. As a result, the reliability of the fuel rail and connected components is guaranteed, since heating of the fuel enclosed in the fuel rail, for example, due to heat conduction from the internal combustion engine and the associated expansion of the trapped fuel does not damage the fuel rail or enclosed components.
  • the opening pressure of the valve device in the non-actuated state is lower than the maximum permissible operating pressure of the fuel injection device, the fact is taken into account that the usual fuel injectors from a certain pressure in the fuel rail can not be safely operated.
  • the fuel injection device no longer closes securely and thus fuel reaches the combustion chamber of the internal combustion engine when the internal combustion engine is stationary. All of this is prevented by the fuel system according to the invention.
  • the opening pressure of the valve device at high speed of the internal combustion engine is higher than at low speed of the internal combustion engine. Due to this measure, the fact is again taken into account that it is favorable for consumption and emission-optimal operation of the internal combustion engine when the pressure of the fuel at the fuel injection device at low engine speed is rather low and high at high engine speed is.
  • the opening pressure of the valve device thus ensures a pressure corresponding to the respective operating state of the internal combustion engine in the fuel collecting line.
  • an internal combustion engine carries the reference numeral 10. Overall, it is symbolically indicated by a dot-dash line in the present embodiment.
  • the internal combustion engine 10 in turn comprises a fuel system 12.
  • a fuel tank 14 from which an electric fuel pump 16 delivers fuel into a fuel connection 18. Via a filter 20, the fuel reaches a high-pressure fuel pump 22. The latter is driven directly by a crankshaft of the internal combustion engine 10 in a manner not shown here. The pressure in the fuel connection 18 is adjusted by a low pressure regulator 24.
  • the high pressure fuel pump 22 further compresses the fuel pre-compressed by the electric fuel pump 16 and delivers it to a fuel rail 26. This is commonly referred to as a "rail". In it, the fuel is stored during operation of the internal combustion engine 10 under very high pressure, up to about 120 bar.
  • a plurality of fuel injectors 28 are connected to the fuel manifold 26 . In the present case, these are injectors which inject the fuel directly into corresponding combustion chambers 30.
  • the illustrated internal combustion engine 10 is therefore one with direct fuel injection.
  • the fuel can be either gasoline or diesel.
  • the pressure in the fuel rail 26 is detected by a pressure sensor 32. This supplies signals to a control and regulating device 34.
  • the fuel manifold 26 is connected to the fuel connection 18 via a fuel connection 36.
  • a pressure valve 38 is arranged, the exact configuration will be explained below.
  • the pressure valve 38 is controlled by the control and regulating device 34.
  • the valve body 40 is constructed in two parts. Im in Fig. 2 lower part 42 is a valve body 40 coaxial through hole 44 is present, which in Fig. 2 flared towards the top. The conical extension (without reference numeral) forms a valve seat for a valve ball 46. Im in Fig. 2 Upper part 48 of the valve body 40 is a likewise to the valve body 40 coaxial through-hole 50 is provided, branch off from the two radial bores 52.
  • the through-bore 44 in the lower part 42 of the valve body 40 is connected to the inlet of the pressure valve 38 and thus in the installed position with the line 36a, whereas the radial bores 52 lead to an outlet of the pressure valve 38 and thus in installation position to the line 36b.
  • a valve stem 54 is arranged, at the in Fig. 2 upper end portion of a magnet armature 56 is attached.
  • the valve stem 54 is guided in the region of the through hole 50 in a slide bush (not shown).
  • a sleeve 58 is mounted on the outer circumferential surface of the upper part 48, which with its in Fig. 3 upper area is in turn connected to a housing body 60. In this one is in Fig. 2 down blind hole 62 available.
  • a guide ring 64 is inserted into this.
  • the upper end 66 of the valve stem 54 is slidably guided.
  • the upper end 66 of the valve stem 54 is acted upon by a compression spring 68, which is supported on the base of the blind hole 62 in the housing body 60.
  • the valve ball 46 is pressed against the valve seat in the through hole 44 in the lower part 42 of the valve body 40 via the compression spring 68 and the valve stem 54.
  • a retaining ring 70 is attached outside.
  • the retaining ring 70 projects radially from the housing body 60 and is coaxial with it as a whole.
  • two ironing elements 72 are fixed, which surround a magnetic winding 74.
  • the upper portion of the housing body 60, the retaining ring 70 and the bracket members 72 are molded with plastic 76.
  • the pressure in the fuel rail 26 is detected by the pressure sensor 32 and the control valve 34, the pressure valve 38 is driven so that in the fuel rail 26 a desired pressure prevails.
  • energization of the magnet winding 74 leads to a force acting on the armature 56 in the direction of the arrow 78 force. This is superimposed on the closing force of the compression spring 68.
  • the valve ball 46 is pressed with energization of the magnetic winding 74 with less force against the valve seat, whereby the opening pressure of the pressure valve 38 can be varied.
  • the compression spring 68 is dimensioned so that the valve ball 46 against the Force of the compression spring 68 lifts off the valve seat when the pressure in the fuel rail 26 exceeds a maximum allowable value. In this way, it is ensured that when the magnetic winding 74 can no longer be energized, for example, because the power supply is interrupted by a defect, the pressure in the fuel rail 26 does not exceed a maximum allowable value.
  • the opening pressure of the pressure valve 38 By a variable energization of the magnetic winding 74, it is possible to adjust the opening pressure of the pressure valve 38 to the rotational speed of the internal combustion engine 10. For emission and consumption reasons, it is desired that the fuel pressure applied to the fuel injectors 28 is lower at low engine speeds 10 than at high engine speeds. This is normally achieved by a corresponding energization of the magnet winding 74. As a result, an opening characteristic of the pressure valve 38 can be realized, as in Fig. 3 is shown. In this case, it is ensured that the opening pressure PO of the pressure valve 38 is smaller than the maximum permissible operating pressure PV max of the fuel injection devices 28.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (4)

  1. Système de carburant pour un moteur à combustion interne, comprenant un réservoir de carburant, au moins une pompe à carburant, une conduite de collecte de carburant qui est alimentée par la pompe à carburant, un dispositif de soupape, avec lequel la pression dans la conduite de collecte de carburant peut être commandée, et au moins un dispositif d'injection de carburant, par le biais duquel le carburant peut parvenir dans une chambre de combustion du moteur à combustion interne, le dispositif de soupape pouvant être actionné électriquement au moyen d'un enroulement magnétique et étant réalisé de telle sorte qu'il soit fermé au moins dans le cas d'une pression de fonctionnement normale dans la conduite de collecte de carburant dans l'état non alimenté en courant, et le dispositif de soupape comprenant un dispositif de précontrainte, qui sollicite un élément de soupape dans le sens de la fermeture et qui est réalisé de telle sorte que le dispositif de soupape s'ouvre lorsque la pression dans la conduite de collecte de carburant dépasse une valeur déterminée, que l'on appelle la pression d'ouverture, caractérisé en ce que l'alimentation en courant de l'enroulement magnétique agit dans le sens de l'ouverture de l'élément de soupape de telle sorte que l'élément de soupape soit pressé avec une faible force contre le siège de soupape et que la pression d'ouverture chute dans le cas d'une alimentation en courant de la bobine magnétique, et que la pression d'ouverture du dispositif de soupape soit inférieure dans l'état non alimenté en courant à une pression fonctionnelle maximale admissible du dispositif d'injection de carburant, au-delà de laquelle le dispositif d'injection de carburant ne se ferme plus de manière sûre.
  2. Système de carburant (12) selon la revendication 1, caractérisé en ce que la pression d'ouverture du dispositif de soupape (38), à haut régime du moteur à combustion interne (10), est supérieure à la pression à bas régime du moteur à combustion interne (10).
  3. Moteur à combustion interne (10), en particulier pour véhicules automobiles, qui comprend un système de carburant (12), comprenant un réservoir de carburant (14), au moins une pompe à carburant (16, 22), une conduite de collecte de carburant (26) qui est alimentée par la pompe à carburant (22), un dispositif de soupape (38), avec lequel la pression dans la conduite de collecte de carburant (26) peut être commandée, et au moins un dispositif d'injection de carburant (28), par le biais duquel le carburant peut parvenir dans une chambre de combustion (30) du moteur à combustion interne (10), caractérisé en ce que le système de carburant est réalisé selon l'une quelconque des revendications 1 ou 2.
  4. Procédé pour faire fonctionner un moteur à combustion interne, notamment pour des véhicules automobiles, dans lequel le carburant est refoulé depuis un réservoir de carburant par le biais d'au moins une pompe à carburant dans une conduite de collecte de carburant et de là, par le biais d'un dispositif d'injection de carburant, dans une chambre de combustion du moteur à combustion interne, et dans lequel la pression dans la conduite de collecte de carburant est commandée par le biais d'un dispositif de soupape, le dispositif de soupape étant commandé électriquement au moyen d'un enroulement magnétique et étant fermé au moins dans le cas d'une pression normale dans la conduite de collecte de carburant dans l'état non alimenté en courant, et un élément de soupape du dispositif de soupape étant sollicité dans le sens de la fermeture par un dispositif de précontrainte, de sorte que le dispositif de soupape s'ouvre quand la pression dans la conduite de collecte de carburant dépasse une valeur déterminée, que l'on appelle la pression d'ouverture, caractérisé en ce que l'alimentation en courant de l'enroulement magnétique agit dans le sens de l'ouverture de l'élément de soupape de telle sorte que l'élément de soupape soit pressé avec une faible force contre le siège de soupape et que la pression d'ouverture chute dans le cas d'une alimentation en courant de la bobine magnétique, et que la pression d'ouverture du dispositif de soupape soit inférieure dans l'état non alimenté en courant à une pression fonctionnelle maximale admissible du dispositif d'injection de carburant, au-delà de laquelle le dispositif d'injection de carburant ne se ferme plus de manière sûre.
EP20020011016 2001-05-29 2002-05-17 Système de combustible pour un moteur à combustion interne Expired - Lifetime EP1262659B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10125982 2001-05-29
DE2001125982 DE10125982A1 (de) 2001-05-29 2001-05-29 Kraftstoffsystem für eine Brennkraftmaschine, Brennkraftmaschine, sowie Verfahren zum Betreiben einer Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP1262659A2 EP1262659A2 (fr) 2002-12-04
EP1262659A3 EP1262659A3 (fr) 2004-12-22
EP1262659B1 true EP1262659B1 (fr) 2010-08-04

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EP20020011016 Expired - Lifetime EP1262659B1 (fr) 2001-05-29 2002-05-17 Système de combustible pour un moteur à combustion interne

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EP (1) EP1262659B1 (fr)
JP (1) JP3836399B2 (fr)
DE (2) DE10125982A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4207834B2 (ja) * 2003-06-27 2009-01-14 株式会社デンソー 蓄圧式燃料噴射システム
DE10342550A1 (de) * 2003-09-15 2005-04-07 Robert Bosch Gmbh Druckregelventil für Speicherkraftstoffeinspritzsystem
JP4114654B2 (ja) 2004-09-29 2008-07-09 株式会社デンソー コモンレール式燃料噴射装置
DE102005001577B4 (de) * 2005-01-13 2017-04-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102005012940A1 (de) 2005-03-21 2006-09-28 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE102007053248B4 (de) 2007-11-08 2009-07-09 Continental Automotive Gmbh Kraftstoffsystem zum Steuern einer Brennkraftmaschine und Verfahren zum Steuern eines solchen Kraftstoffsystems
JP4922906B2 (ja) 2007-12-10 2012-04-25 日立オートモティブシステムズ株式会社 内燃機関の高圧燃料供給装置および制御装置

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5558068A (en) * 1994-05-31 1996-09-24 Zexel Corporation Solenoid valve unit for fuel injection apparatus
DE19539883B4 (de) * 1995-05-26 2011-06-01 Robert Bosch Gmbh Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
US6024064A (en) * 1996-08-09 2000-02-15 Denso Corporation High pressure fuel injection system for internal combustion engine
DE19742180C2 (de) * 1997-09-24 1999-07-08 Siemens Ag Einspritzsystem für eine Brennkraftmaschine und Verfahren zum Regeln eines Einspritzsystems
DE19927804A1 (de) * 1999-06-18 2000-12-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage für eine Brennkraftmaschine
DE19936287C2 (de) * 1999-08-02 2003-04-30 Bosch Gmbh Robert Bedarfssteuerung für ein Kraftstoffördermodul mit variablem Systemdruck
DE19949814A1 (de) * 1999-10-15 2001-04-19 Bosch Gmbh Robert Druckregelventil für ein Speicherkraftstoffeinspritzsystem für Brennkraftmaschinen

Also Published As

Publication number Publication date
DE50214563D1 (de) 2010-09-16
EP1262659A3 (fr) 2004-12-22
DE10125982A1 (de) 2002-12-12
EP1262659A2 (fr) 2002-12-04
JP3836399B2 (ja) 2006-10-25
JP2003028027A (ja) 2003-01-29

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