EP1360409A2 - Dispositif pour l'amortissement de pulsations de pression dans des systemes d'injection haute pression - Google Patents

Dispositif pour l'amortissement de pulsations de pression dans des systemes d'injection haute pression

Info

Publication number
EP1360409A2
EP1360409A2 EP02712738A EP02712738A EP1360409A2 EP 1360409 A2 EP1360409 A2 EP 1360409A2 EP 02712738 A EP02712738 A EP 02712738A EP 02712738 A EP02712738 A EP 02712738A EP 1360409 A2 EP1360409 A2 EP 1360409A2
Authority
EP
European Patent Office
Prior art keywords
pressure
damping
line
valve
fuel
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.)
Granted
Application number
EP02712738A
Other languages
German (de)
English (en)
Other versions
EP1360409B1 (fr
Inventor
Walter Egler
Peter Boehland
Sebastian Kanne
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 EP1360409A2 publication Critical patent/EP1360409A2/fr
Application granted granted Critical
Publication of EP1360409B1 publication Critical patent/EP1360409B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/002—Arrangement of leakage or drain conduits in or from injectors
    • 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
    • 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
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves
    • 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
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations

Definitions

  • Pressure-controlled injection systems with a high-pressure accumulator are being developed as an alternative solution to the stroke-controlled high-pressure injection systems that are common today.
  • These systems include a metering valve that separates the nozzle from the high pressure line and connects it to the low pressure side of the fuel injection system and recirculates it. By switching the metering valve, a pressure wave is created in the high pressure supply line, which brings about a pressure increase which leads to a pressure increase at the nozzle of e.g. B. 1350 high-pressure reservoir pressure up to 1800 bar injection nozzle pressure.
  • a pressure-controlled accumulator injection system essentially consists of a high-pressure pump, a high-pressure accumulator (common rail) and a high-pressure supply line per combustion chamber of a combustion engine.
  • the high-pressure feed line connects the high-pressure accumulator (common rail) with a nozzle holder combination.
  • the metering of the fuel volume to be injected into the combustion chambers of the internal combustion engine is carried out by means of a 3/2 control part, i. H. of the metering valve. This can be arranged between the high-pressure line and the nozzle holder combination and screwed to it, or integrated into the nozzle holder combination.
  • the metering valve separates the injection nozzle from the high-pressure line and connects it to the low-pressure side of the K-fuel injection system.
  • the injection takes place in that the 3/2 control valve, which acts as a metering valve, connects the injection nozzle and the high-pressure line to each other when switching over, and at the same time separates the return flow to the low-pressure side of the K-fuel injection system.
  • the pressure increase from z. B. 1350 bar pressure in the high-pressure accumulator to injection pressures of approximately 1800 bar is achieved by the high-pressure feed line of the injection nozzle or the nozzle space surrounding the nozzle space is of sufficient length.
  • the vibration in the high-pressure supply line is only weakly damped by the friction between the pipe wall and the fluid.
  • Another disadvantage is that persistently high pressure amplitudes in the high-pressure line and in the area of the metering valve which is not depressurized can have an unfavorable effect on the fatigue strength of these components of the fuel injection system.
  • pressure vibrations occurring on the high-pressure side of a fuel injection system can be damped very quickly by the arrangement of damper throttles and damping valves before excessive pressure amplitudes occur in the components of a fuel injection system. Due to the low friction between the wall of the line systems and the pressure vibrations that occur under high pressure, the pressure vibrations are damped as quickly as possible, since in these systems the friction prevailing there is not sufficient for damping.
  • the throttle cross sections, lengths and diameters of the damping elements used in the storage injection system configured according to the invention are dimensioned such that the pressure increase for the injection is largely maintained, which occurs after the metering valve (such as a 3/2-way control valve) is closed in the injector.
  • the return lines from the metering valve can either be connected to the high-pressure accumulator or can open into the high-pressure line in a region away from the metering valve.
  • This backfilling can be permanently effective or can be switched via an additional valve so that it is shut down during the injection phase. This ensures that the injection pressure generated does not degrade undesirably through the drainage line.
  • a pressure increase in the injection system and pressure oscillations occur after the metering valve is closed;
  • the pressure differences in the high-pressure lines to the individual injectors of a fuel injection system can be exploited by connecting the high-pressure lines leading to the injectors in pairs by means of damping lines.
  • the damping lines that connect the high-pressure supply lines to each other can be provided with damping elements in the form of damping chokes at the beginning and end.
  • the damping lines can be connected to their high-pressure feed lines regardless of the injector design, so that the injector can remain essentially unchanged and no modifications need to be made to it.
  • FIG. 1 shows the components of a pressure-controlled injection system for injecting fuel with vibration dampers
  • Fig. 4a - d stroke and pressure profiles in the pressure-controlled injection system with vibration / pulsation dampers.
  • FIG. 1 shows a schematic view of the essential components of a pressure-controlled first injection system for injecting fuel under high pressure into combustion chambers of internal combustion engines.
  • FIG. 1 shows a fuel injection system 1 configured according to the invention, which contains a pump 2, which pumps the fuel to a pressure level of e.g. B. compressed 1350 bar.
  • the fuel compressed in this way is pumped into a high-pressure accumulation chamber 3 (common rail), in which this high pressure is continuously present.
  • a high-pressure line 4 extends from the high-pressure collecting space 3 to an injector head 5, on which an injection nozzle 24 is formed.
  • a solenoid valve 6 which functions as an actuating element for a metering valve 7, which can be designed, for example, as a 3/2-way valve.
  • a valve body within the housing of the injector 5 is displaced essentially in the vertical direction, so that a high-pressure line 17 extending to a nozzle chamber 22 can be acted upon by fuel under high pressure.
  • ⁇ ⁇ om metering valve 7 extends within the housing of the injector 5, a return line 10, in which a damping valve 11 is received according to the embodiment of Figure 1.
  • the damping valve 11 comprises, in addition to a ball element 12, which is acted upon by a pressure piece 13 and serves as a check valve, a spring element 14, by means of which the closing pressure of a branch 9 can be adjusted, which can be closed on the one hand by the ball body 12 and on the other hand into the high-pressure feed line 4, which extends to the housing of the injector 5 extends, opens out.
  • a damper throttle 15 is provided in the area of the return line 10, which extends from the damping valve 11 to the high pressure collecting chamber, the throttle cross-section of which is dimensioned such that the high pressure at the metering valve 7, ie is not impaired in the nozzle chamber 22 of the injector 5.
  • the high-pressure feed line 17 extends from the metering valve 7 (3/2 control valve) in the housing of the injector 5 to the nozzle chamber 22.
  • the spring element 20 is received in a hollow space 19 in the housing of the injector 5.
  • a nozzle needle extends within the housing 19.
  • the nozzle needle 23 is enclosed in the area of a step by the nozzle chamber 22;
  • the nozzle needle extends from the nozzle chamber 22 with a tapered diameter to the injection nozzle tip 24.
  • the nozzle needle tip is moved at the nozzle tip 24 into a seat 25 which, depending on the injection cycle, is opened or closed by moving the nozzle needle 23 vertically.
  • the damper throttle 15 contained in the return line 10 from the metering valve 7 into the high-pressure collecting space 3 or into the high-pressure line 4 can be permanently activated; it is also possible, by means of the damper valve 11, to switch the backflow of fuel via the return line 10 into the high-pressure plenum 3 via an additional valve via the damping valve 11 such that no pressure can be reduced via the damping valve 11 during the injection phase.
  • the damping valve 11 can be opened again after the end of the fuel injection, so that a controlled pressure reduction by the throttle element 15 in the return line 10 to the high-pressure collecting chamber 3 or the high-pressure line 4 can take place. In this phase position, this is entirely possible, since pressures of the order of 1800 bar prevail at the metering valve compared to a pressure of 1350 bar that is continuously present in the storage space.
  • FIGS. 2, 3 an injector body of a fuel injection system configured according to the invention is shown in more detail in different views, in which the damping function, contrary to FIG. 1, is integrated in the injector.
  • FIG. 2 shows a first longitudinal section through an injector 5, in which there is a high-pressure feed line 4 in the high-pressure connection 8, from which a damping throttle 26 opens into the valve chamber at the metering valve 7.
  • the metering valve 7 is connected to the high-pressure line 4 via the bores 29 and 33 (see FIG. 3).
  • the opening or closing movement of the control body of the metering valve 7 is generated in the configuration of the injector according to FIG. 2 via a solenoid valve 6.
  • a piezo actuator or another actuation unit that realizes short response times could also be used.
  • the high-pressure feed line 17 extends from the metering valve 7 to the nozzle chamber 22, which surrounds the nozzle needle 23 in a ring shape. At the end of the nozzle needle 23, which protrudes into the combustion chamber of an internal combustion engine, there is the injection nozzle 24. In the interior 16 of the injector 5, a cavity 19 is formed which receives a compression spring element 20. According to the configuration of the housing 16 of the injector 5 according to FIG. 2, between the housing 16 and the nozzle needle 23 there is a disk-shaped separating element in the form of a ring 32, in which a connecting groove 31 is formed. The connecting groove 31 serves to connect the bores 29 and 33.
  • FIG. 3 shows an injector in a slightly rotated cross-sectional position compared to FIG.
  • the connection bore 33 is shown in more detail in this illustration.
  • the damping throttle 26 serves to dampen the pressure vibrations in the feed line. These are formed by the rapid opening of the valve between the high-pressure plenum 3 and the metering valve 7. The pressure before entering the bore 29 is higher or lower than in the metering valve 7; A pressure equalization takes place through the damping throttle 26, which dampens the vibrations in a targeted manner.
  • the damping throttle 26 must be designed so that the excess pressure is not damped too much, but sufficient damping is achieved after the end of the injection phase.
  • the length of the fuel path from the high-pressure plenum 3 to the metering point which is relevant for the course of the injection pressure, is composed of the line length and the lengths of the two bores 29 and 33.
  • the line can be filled out shorter than it would be without the two holes 29 and 33.
  • the damping function can be integrated directly into the injector as described using the damping throttle 26.
  • FIGS. 4a to 4b The stroke and drain curves of a pressure-controlled injection system with vibration and pulsation dampers as described under FIG. 1 are shown in more detail in FIGS. 4a to 4b.
  • FIG. 4a shows the adjusting piston stroke path 34 and damper stroke 35, plotted over the time axis. After the control piston stroke path 34 starts running, the damper stroke 35 returns to zero level.
  • the course of the pressure 36 upstream of the metering valve 7 and the pressure course behind the metering valve 7 according to the curve designated by position symbol 37 are shown in more detail in the diagram below. Triggered by the movement of the control piston according to curve 34 from diagram 4a, there is a pronounced pressure increase according to curve 36 when the metering valve 7 is activated.
  • the resulting injection rate of fuel into the pulp chamber of an internal combustion engine is designated.
  • the injection rate running according to the curve 40 is deposited in the combustion chamber of an internal combustion engine.
  • the nozzle needle 23 then releases the nozzle seat 25 of the injection nozzle 24 precisely when, according to the curve 38, the pressure in the nozzle chamber 22 in the injector housing 16 of the injector 5 exceeds the nozzle opening pressure.
  • the damping function is accordingly, as desired and can be seen from the control piston stroke 34 according to FIG. 4a, prevented during the injection.
  • FIGS. 5a to 5d From the stroke or pressure curves according to FIGS. 5a to 5d, pressure curves which set themselves in the pressure-controlled injection system with and without vibration dampers can be seen in more detail.
  • the course of the control piston stroke movement 34 in accordance with FIG. 5 a essentially corresponds to the course in accordance with the curve in FIG. 4 a, in FIG ,
  • the reference numeral 41 denotes the vibration which is almost undamped by the weak friction and which occurs in line systems of a K-fuel injection system without a damping throttle and without a damping valve.
  • the reference numeral 42 designates this in comparison with the course of the pressure oscillation, which after two strong overshoots after closing the metering valve 7 according to the curve 34 is almost smoothed and linear curve assumes
  • the material loads occurring in a line system which experiences a pressure pulsation according to the curve 42 differ significantly from the material stress associated with the pressure pulsations according to the curve 41.
  • the service life of an injection system depends to a large extent on the peak pressures that occur, which, with undamped vibrations, can almost reach the pressure level in the line system at the injection nozzle during the injection phase.
  • the line system of a pressure-controlled fuel injection system is not designed for this purpose.
  • the pressure oscillation from the previous injection must have subsided for an accurate metering of the fuel.
  • reference numeral 38 denotes the pressure curve prevailing in the nozzle space
  • reference numerals 43 and 44 denote the opening and closing speeds of the nozzle needle 23 in the vertical direction in the injector housing 16.
  • FIG. 5d shows the injection rate 40 that occurs during the needle stroke movement 39.
  • FIG. 6 shows a schematic representation of an alternative embodiment variant of the damping system for fuel injection systems proposed according to the invention.
  • the high-pressure feed lines 4 extend to the individual injectors 5, the ends of which protrude on the nozzle side 24 into the brim spaces of internal combustion engines.
  • the high-pressure lines 4 to two injectors 5 are connected to one another in pairs via a damping line 10.
  • throttle elements 15 embedded in the flow cross section of the damping line 10; to accommodate the damping line 10 between two high pressure lines 4, these need only be modified in such a way that connecting pieces (T-pieces) are provided for inserting the damping line 10 according to FIG.
  • the injectors 5 according to the fuel injection configuration from FIG. 6 can remain unchanged; only the feed lines from the high-pressure plenum 3 to the high-pressure connections 8 of the injectors 5 are to be modified, the injectors 5 themselves not.
  • the main advantage here is that the damping lines 10 according to FIG. 6 can be used in all high-pressure accumulator storage injection systems and are independent of the injector.
  • FIG. 7 shows the stroke and pressure curves that occur in accordance with the design variants of the fuel injection system according to FIGS. 2 and 3 and FIG. 6.
  • the reference symbols identified without quotation marks relate to the pressure or stroke profiles of a K-fuel injection system according to FIGS. 2 and 3, whereas identical to those denoted by single quotes refer to the stroke or pressure profiles of a configuration as shown in FIG. 6 Respectively.
  • the injection rates 40 and 40 'of the two design variants of the injection system configured according to the invention are almost identical, the needle stroke paths 39 and 39' being slightly offset from one another.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un dispositif servant à l'injection de carburant dans les chambres de combustion d'un moteur à combustion interne et comprenant une pompe (2) qui alimente une chambre de collecte haute pression (3) en carburant sous haute pression. Un conduit haute pression mène de cette chambre à un injecteur (5) contenant une soupape de distribution (7) qui met une buse d'injection (24) sous pression avec du carburant. A la soupape de distribution (7) est affecté un orifice calibré (26) raccordé à une partie de la zone haute pression.
EP02712738A 2001-02-05 2002-02-01 Dispositif pour l'amortissement de pulsations de pression dans des systemes d'injection haute pression Expired - Lifetime EP1360409B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10105031 2001-02-05
DE10105031A DE10105031A1 (de) 2001-02-05 2001-02-05 Vorrichtung zur Dämpfung von Druckpulsationen in Hochdruckeinspritzsystemen
PCT/DE2002/000372 WO2002063162A2 (fr) 2001-02-05 2002-02-01 Dispositif pour l'amortissement de pulsations de pression dans des systemes d'injection haute pression

Publications (2)

Publication Number Publication Date
EP1360409A2 true EP1360409A2 (fr) 2003-11-12
EP1360409B1 EP1360409B1 (fr) 2006-10-11

Family

ID=7672827

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02712738A Expired - Lifetime EP1360409B1 (fr) 2001-02-05 2002-02-01 Dispositif pour l'amortissement de pulsations de pression dans des systemes d'injection haute pression

Country Status (5)

Country Link
US (1) US20030159678A1 (fr)
EP (1) EP1360409B1 (fr)
JP (1) JP2004518072A (fr)
DE (2) DE10105031A1 (fr)
WO (1) WO2002063162A2 (fr)

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JP3991756B2 (ja) * 2002-04-17 2007-10-17 トヨタ自動車株式会社 燃料噴射装置
DE10307871A1 (de) * 2003-02-25 2004-09-02 Robert Bosch Gmbh Hochdruckleitung für eine Kraftstoffeinspritzanlage
DE10313419A1 (de) * 2003-03-25 2004-11-04 Robert Bosch Gmbh Hubgesteuerter Common-Rail-Injektor mit Steller für Schwingungsanregung
FR2862352B1 (fr) * 2003-11-14 2006-02-24 Renault Sas Dispositif d'injection de carburant equipe de moyens d'amortissement d'ondes de pression
US7066151B1 (en) * 2005-04-07 2006-06-27 Robert Bosch Gmbh Fuel injector with spill chamber
AT501573B1 (de) * 2006-06-13 2008-05-15 Avl List Gmbh Hydraulische vorrichtung mit zumindest einem druckspeicher
DE102006062491A1 (de) * 2006-12-28 2008-07-03 Robert Bosch Gmbh Vorrichtung zur Dosierung von Kraftstoff zum Abgassystem eines Verbrennungsmotors
JP4407731B2 (ja) * 2007-08-31 2010-02-03 株式会社デンソー 燃料噴射制御装置
JP4737314B2 (ja) * 2009-03-25 2011-07-27 株式会社デンソー 燃料噴射状態検出装置
JP4835716B2 (ja) * 2009-03-25 2011-12-14 株式会社デンソー 燃料噴射状態検出装置
JP4835715B2 (ja) * 2009-03-25 2011-12-14 株式会社デンソー 燃料噴射状態検出装置
JP4737315B2 (ja) * 2009-03-25 2011-07-27 株式会社デンソー 燃料噴射状態検出装置
DE102009032556A1 (de) 2009-07-10 2011-01-13 Man Diesel & Turbo Se Druckfluidsystem, Verbrennungsmotor und Verfahren zum Auslegen eines Druckfluidsystems
US20110297125A1 (en) * 2010-06-03 2011-12-08 Caterpillar Inc. Reverse Flow Check Valve For Common Rail Fuel System
JP2013079594A (ja) * 2011-10-03 2013-05-02 Usui Kokusai Sangyo Kaisha Ltd コモンレール式燃料噴射システム
JP6387993B2 (ja) 2016-03-23 2018-09-12 トヨタ自動車株式会社 内燃機関の燃料噴射装置

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CH579912A5 (fr) * 1973-03-22 1976-09-30 Roure Bertrand Dupont Sa
DE2419159C2 (de) * 1974-04-20 1986-06-05 Daimler-Benz Ag, 7000 Stuttgart Einspritzvorrichtung für eine Dieselbrennkraftmaschine
DE4341543A1 (de) * 1993-12-07 1995-06-08 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
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DE4417950C1 (de) * 1994-05-21 1995-05-11 Mtu Friedrichshafen Gmbh Einspritzsystem
EP0877162B1 (fr) * 1997-05-10 2003-07-09 Volkswagen Aktiengesellschaft Dispositif d'injection de carburant à haute pression
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Also Published As

Publication number Publication date
WO2002063162A3 (fr) 2002-11-28
JP2004518072A (ja) 2004-06-17
DE50208410D1 (de) 2006-11-23
EP1360409B1 (fr) 2006-10-11
US20030159678A1 (en) 2003-08-28
DE10105031A1 (de) 2002-08-14
WO2002063162A2 (fr) 2002-08-15

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