EP1370764B1 - Procede pour injecter du carburant dans les chambres de combustion d'un moteur a combustion interne et systeme d'injection de carburant destine a un tel moteur - Google Patents

Procede pour injecter du carburant dans les chambres de combustion d'un moteur a combustion interne et systeme d'injection de carburant destine a un tel moteur Download PDF

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Publication number
EP1370764B1
EP1370764B1 EP02727441A EP02727441A EP1370764B1 EP 1370764 B1 EP1370764 B1 EP 1370764B1 EP 02727441 A EP02727441 A EP 02727441A EP 02727441 A EP02727441 A EP 02727441A EP 1370764 B1 EP1370764 B1 EP 1370764B1
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EP
European Patent Office
Prior art keywords
pressure
fuel
injection
injector
reservoirs
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Expired - Fee Related
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EP02727441A
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German (de)
English (en)
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EP1370764A1 (fr
Inventor
Günther Schmidt
Albert Kloos
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Rolls Royce Solutions GmbH
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MTU Friedrichshafen GmbH
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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
    • 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
    • F02M63/0205—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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/0215—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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by draining or closing fuel conduits
    • 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
    • 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
    • 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
    • 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

  • the invention relates to a method for injecting fuel into the combustion chambers of an internal combustion engine according to the preamble of claim 1. Furthermore, the invention relates to a fuel injection system for an internal combustion engine according to the preamble of claim 8.
  • a type of fuel injection has increasingly been used in which a common inlet and storage line (common rail) is pressurized by a high-pressure pump under high pressure with fuel and from this the high-pressure fuel via respective high-pressure lines of a number is supplied from each injector comprehensive fuel injectors.
  • the beginning and end of the injection of the fuel into the combustion chambers of the internal combustion engine are controlled by opening and closing the injectors provided in the fuel injectors.
  • high pressure lines a certain Kraftstoffspeichenrolumen having high-pressure accumulator may be provided.
  • Such a type of fuel injection is known for example from DE 197 12 135 C1.
  • EP 0 780 569 A1 discloses an injection system as known which has a high-pressure accumulator and associated lines leading to the injection valves. To dampen pressure pulsations, the lines are connected via throttling devices on the high-pressure accumulator. Since the lines downstream of the throttling devices are small-volume compared to the pressure accumulator, in order to maintain a continuous injection, the fuel quantity flowing through the throttle devices during an injection from the pressure accumulator per unit time is the same as the injected fuel quantity per unit time. Therefore, the system pressure in the injector is the same at the beginning and at the end of an injection. As a result of the pressure pulsations generated when the injection valve closes due to the back pressure, pressure increases occur at the end of the injection.
  • the increasingly stringent requirements for limiting pollutant emissions from internal combustion engines tend to require ever higher injection pressures.
  • the maximum permissible pressure in a fuel injection system of the type mentioned with regard to the material load is given by the peak pressures occurring in the system.
  • the highest pressure peaks occur in the fuel injector at the end of the injection.
  • congestion or surf pressure that occurs when the injector closes and can be up to 400 bar above the system pressure.
  • the system pressure of the fuel injection system has to be designed to be lower by up to the said 400 bar than the maximum pressure which is acceptable in terms of material load.
  • the object of the invention is to provide an improved method for injecting fuel into the combustion chambers of an internal combustion engine, as well as an improved fuel injection system for an internal combustion engine.
  • the object is achieved by the fuel injection method specified in claim 1 or by the specified in claim 8 fuel injection system.
  • a method for injecting fuel into the combustion chambers of an internal combustion engine, in particular a diesel engine, by means of a fuel injectors comprising a number of injection valves and a fuel supplying the individual fuel injectors via respective high-pressure lines with high-pressure fuel and, in turn, via a high-pressure pump created under high pressure fueled common inlet and storage line containing fuel injection system, is controlled at the beginning and end of the injection of the fuel into the combustion chambers by opening and closing the injectors of the fuel injectors.
  • One or more high-pressure accumulators are provided in each of the lines leading to the fuel injectors.
  • a defined lowering of the fuel pressure prevailing in the fuel injector from an initial pressure p1 to a pressure p2 at the time T2, when the closing of the injection valve starts, is limited by restricting the afterflow of fuel during the injection, so that the pressure rising in the fuel injector due to the back pressure when closing the injector at the end of the injection does not exceed a predetermined value.
  • the defined reduction of the pressure prevailing in the fuel injector pressure is effected by limiting the subsequent flow in the leading from the common inlet and storage line to the Hochdruckspeichem high pressure lines.
  • the defined reduction of the fuel pressure in the fuel injector preferably takes place to such a value that the pressure rising in the fuel injector at the end of the injection due to the back pressure when the injector closes becomes equal to Beginning of the injection in the fuel injector prevailing fuel pressure, in particular does not exceed the system pressure P0.
  • the high-pressure accumulator closer to the injector is preferably designed with a smaller volume than the one located further upstream.
  • At least one high-pressure accumulator, preferably the larger one, is associated with a quantity-limiting valve, which preferably lies downstream of the respective high-pressure accumulator.
  • the limitation of the afterflow of the fuel is effected by throttle points provided in the high-pressure lines leading from the common supply and storage line to the high-pressure accumulators.
  • the limitation of the afterflow of the fuel by the dimensioning of the diameter D2 of the leading from the common inlet and storage line to the high-pressure accumulators high pressure lines.
  • One advantage of the injection method according to the invention is that it is possible to work with a high injection pressure at the start of injection without there being any inadmissible overloading of the material in the fuel injector.
  • the invention provides a fuel injection system for an internal combustion engine, in particular a diesel engine, which supplies a number of each injector comprehensive fuel injectors and the individual fuel injectors with fuel under high pressure fuel and in turn acted upon by a high-pressure pump at high pressure with fuel common inlet - And storage line, and in each case one or more, in particular two, provided in the leading to the fuel injectors high pressure lines, a contains certain fuel storage volume having high-pressure accumulator, wherein the beginning and end of the injection of the fuel is controlled in the combustion chambers by opening and closing the injection valves of the fuel injectors.
  • the fuel storage volume of the high-pressure accumulator and the flow resistance of the high-pressure lines leading from the common inlet and storage line to the individual high-pressure accumulators are dimensioned taking into account the maximum injection quantity and duration so that during injection, less fuel in the High pressure accumulator nachströmt is injected as a lowering of the prevailing in the fuel injector fuel pressure is from an initial, to the system pressure slightly lower pressure p1 to a fuel pressure p2 at time T2, when the closing of the injector starts, so that due to the back pressure when closing the injector At the end of the injection in the fuel injector increasing pressure does not exceed a predetermined value.
  • the fuel storage volume of the high-pressure accumulators and the flow resistance of the high-pressure accumulators leading to the high-pressure accumulators are preferably dimensioned such that the pressure rising in the fuel injector at the end of the injection due to the stagnation pressure does not exceed the fuel pressure prevailing at the beginning of the injection in the fuel injector, in particular the system pressure P0
  • the flow resistance of the high-pressure lines leading from the common supply and storage line to the high-pressure accumulators is determined by throttle points
  • the flow resistance of the leading from the common inlet and storage line to the high-pressure accumulators high pressure lines is determined by the diameter D2.
  • reference numeral 5 denotes one of typically several fuel injectors for injecting fuel into the combustion chambers of an internal combustion engine, in particular a diesel engine.
  • the fuel injectors 5 are controlled by means of a control unit not shown in Figure 1 so that an optimally matched to speed and load condition of the engine fuel quantity is injected.
  • the fuel is initially supplied to a common supply and storage line 1 by means of one or more high-pressure pumps 6, from which high-pressure lines 2, 4a, 4b serving to supply the individual fuel injectors 5 branch off.
  • One or more high-pressure accumulators 3a, 3b are provided in the high-pressure lines 2, 4a, 4b leading to the fuel injectors 5.
  • the part of the high-pressure line leading from the common supply and storage line 1 to the high-pressure accumulator 3a is designated by the reference numeral 2, whereas the sections of the high-pressure line leading from the high-pressure accumulators 3a, 3b to the fuel injector 5 bear the reference symbols 4a and 4b.
  • the high-pressure accumulators 3a and 3b are associated with quantity-limiting valves 14a and 14b, which are preferably downstream of the high-pressure accumulators 3a, 3b, but may also be upstream.
  • the high-pressure accumulators 3 a, 3 b act as oil-elastic accumulators, in whose fuel storage volume the fuel supplied to the fuel injectors 5 is supplied under the high-pressure supplied by the common supply and storage line 6.
  • the common inlet and storage line 1 typically has the function of an oil-elastic storage in which the supplied under the high pressure pump 6 supplied high pressure fuel for further distribution to the high pressure accumulator 3a, 3b via the high pressure lines 2, 4a, 4b is maintained.
  • FIG. 2 shows a part of the injector 7 of the fuel injector 5, which projects into the combustion chamber of the internal combustion engine and an injection nozzle 13, via which the fuel is injected into the combustion chamber.
  • an injection valve is formed, which is formed by the tip 9 of a longitudinally displaceably mounted in the fuel injector 5 in a known manner nozzle needle 8 and a cooperating with the nozzle needle tip 9 nozzle needle seat 10.
  • opening the injection valve 9, 10 located in an antechamber 11 supplied under high pressure via the high-pressure line 4a, 4b in the fuel injector 5 fuel for injection via the injection nozzle 13 is released. Upstream of the nozzle needle tip 9 is a blind hole 12, from which the injection nozzle 13 branches off.
  • the opening and closing of the injection valve 9, 10 and thus the beginning and the end of the injection of the fuel into the combustion chamber of the internal combustion engine is controlled by the above-mentioned control unit.
  • the diagram shown in FIG. 3 shows the pressure ratios plotted against time in a conventional injection of fuel into the combustion chamber of an internal combustion engine.
  • the curve marked A shows the pressure prevailing in the antechamber 11 in front of the injection valve 9, 10 fuel pressure, which is equal to the system pressure P0 when the injection valve is closed;
  • the curve labeled B shows the pressure in the blind hole 12 during the injection process.
  • T1 ' the beginning of the injection process, in which the injection valve 9, 10 begins to open
  • T2 the end of the injection process, in which the injection valve 9, 10 begins to close
  • the pressure in the blind hole 12 increases relatively quickly from the pressure 0 at time T1 'to the pressure P1 at the time T1, which is almost equal to the system pressure prevailing in the antechamber 11.
  • the ruling in the vestibule 11 fuel pressure has dropped slightly at time T1 due to the fuel extraction against the system pressure P0.
  • the pressure in the blind hole 12 substantially corresponds to the pressure in the antechamber 11.
  • the pressure in the blind hole 12 drops from the time T2 at; where the pressure substantially still corresponds to the pressure in the antechamber 11, to the pressure 0 at time T2 'from, at which time the injection valve 9, 10 is completely closed, so the nozzle needle tip 9 in the nozzle needle seat 10 is applied.
  • FIG. 4 shows a corresponding diagram in which the pressure conditions prevailing in the fuel injector 5 are shown as a function of time, as in FIG occur the fuel injection method according to the invention or in the fuel injection system according to the invention.
  • the pressure prevailing in the blind hole 12 of the fuel injector 5 is shown again by the curve B, the curve A shows the pressure prevailing in the antechamber 11.
  • the closed at the injection valve 9, 10 in the antechamber 11 completely fully applied system pressure is designated P0.
  • the fuel pressure P2 at time T2 has such a lowered value that the pressure rising due to the back pressure when closing the injection valve 9, 10 at the end of the injection does not exceed a predetermined value.
  • the said defined reduction of the fuel pressure to a value such that the increasing due to the back pressure when closing the injector 9, 10 pressure does not exceed the prevailing at the beginning of the injection in the fuel injector 5 fuel pressure, in particular the system pressure P0 ,
  • the fuel storage volumes of the high-pressure reservoirs 3a, 3b and the flow resistance of the high-pressure line 2 leading to this from the common supply and storage line 1 are dimensioned taking into account the maximum injection quantity and duration the pressure drop shown in FIG. 4 results.
  • the pressure drop is caused by the fact that the fuel via the high-pressure line 2 can flow less quickly to the high-pressure accumulators 3a, 3b and the fuel injector 5, as he via the injection nozzle, see Figure 2, in the combustion chamber of the internal combustion engine is injected.
  • This limitation of the afterflow of the fuel can be carried out by a throttle point, which is provided in the leading from the common inlet and storage line 1 to the high-pressure accumulator 3a high-pressure line 2, or, which is preferable, by a dimensioning of the diameter D2 (inner diameter) of the common inlet and storage line 1 to the high-pressure accumulator 3a leading high-pressure line 2 and the length thereof.
  • Throttle point or line cross-section and the high-pressure storage volumes are of course tuned to the highest load case, namely when the internal combustion engine is running at full load. So that the required injection quantity can be injected in the available time, then the rail pressure (system pressure) is to be selected highest.
  • the fuel pressure in the inlet and storage line 1 is lowered. Due to the limited fuel overrun, however, a drop in the pressure in the antechamber 11 according to curve A according to FIG. 4 can also be observed at partial load.
  • the high-pressure accumulator 3b which is located closer to the injector and is preferably integrated in the injector, is preferably designed with a smaller volume than the further upstream high-pressure accumulator 3a.
  • the smaller second high-pressure accumulator 3b is mainly due to the short distance to the Düsenlöchern'a damper function. Due to the short connection can be effected by fast flow of fuel from the high-pressure accumulator 3b in front of the nozzle holes 13, a rapid pressure equalization, which reduces the amplitude of the surf pressure.
  • the lines 4a and 4b are formed with a large cross-section to ensure an unimpeded fuel Nachhne.
  • the quantity-limiting valves 14a, 14b serve primarily to prevent the flow of fuel and continuous injection in the case of needle clamps. In addition, they also have a damping function, which is caused by the displaceable piston and the flow channels formed in the valve. The quantity limiting valves have a favorable effect on the decay behavior of the pressure oscillation at the end of injection.
  • the flow control valves are preferably downstream of the output of at least the larger high-pressure accumulator 3a to install.

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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)

Claims (13)

  1. Procédé d'injection dé carburant dans les chambres de combustion d'un moteur à combustion interne, notamment d'un moteur diesel, au moyen d'un système d'injection de carburant contenant un certain nombre d'injecteurs de carburant (5) comportant respectivement une soupape d'injection (9, 10) et une conduite d'arrivée et d'accumulation commune (1) alimentant les différents injecteurs de carburant (5) par des conduites à haute pression respectives (2, 4a, 4b) en carburant sous haute pression et recevant de son côté par une pompe à haute pression (6) du carburant à haute pression, l'acheminement du carburant par la conduite d'accumulation (1) étant assuré par un ou plusieurs accumulateurs à haute pression (3a, 3b) prévus dans chacune des conduites à haute pression (2, 4a, 4b) menant aux injecteurs de carburant (5) et le début et la fin de l'injection du carburant dans les chambres de combustion étant contrôlés par ouverture et fermeture des soupapes d'injection (9, 10) des injecteurs de carburant (5), caractérisé en ce que, pendant l'injection, en limitant le reflux du carburant de manière à ce que moins de carburant reflue vers les accumulateurs à haute pression (3a, 3b) qu'il en a été injecté, il y a une baisse définie de la pression de carburant régnant dans l'injecteur de carburant (5) depuis une pression initiale p1 légèrement inférieure à la pression du système jusqu'à une pression p2 au moment T2 lorsque la fermeture de la soupape d'injection (9, 10) commence, de sorte que la pression montant dans l'injecteur de carburant (5) en raison de la contre-pression lors de la fermeture de la soupape d'injection (9, 10), à la fin de l'injection, n'excède pas une valeur prescrite, tandis que la baisse définie de la pression de carburant régnant dans l'injecteur de carburant (5) est provoquée en limitant le reflux du carburant dans les conduites à haute pression (2) menant de la conduite d'arrivée et d'accumulation commune (1) aux accumulateurs à haute pression (3a, 3b).
  2. Procédé selon la revendication 1, caractérisé en ce que la baisse définie de la pression de carburant dans l'injecteur de carburant (5) a lieu de manière à ce que la pression montant en raison de la contre-pression lors de la fermeture de la soupape d'injection (9, 10) à la fin de l'injection dans l'injecteur de carburant (5) n'excède pas la pression de carburant régnant au début de l'injection dans l'injecteur de carburant (5), notamment la pression du système P0.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que l'acheminement du carburant de la conduite d'arrivée et d'accumulation commune (1) aux injecteurs de carburant (5) est fait par deux accumulateurs à haute pression (3a, 3b) prévus dans chacune des conduites à haute pression (2, 4a, 4b) menant aux injecteurs de carburant (5) et présentant un certain volume d'accumulation de carburant.
  4. Procédé selon la revendication 3, caractérisé en ce que, si l'on utilise deux accumulateurs à haute pression (3a, 3b), l'accumulateur à haute pression (3b) placé plus près de l'injecteur contient un volume plus faible que l'accumulateur à haute pression (3a) placé plus loin en amont.
  5. Procédé selon la revendication 3 ou 4, caractérisé en ce qu'à au moins un accumulateur à haute pression (3a, 3b) est associée une soupape de limitation de quantité (14a, 14b) qui se trouve de préférence respectivement en aval de l'accumulateur à haute pression (3a, 3b).
  6. Procédé selon la revendication 3, 4 ou 5, caractérisé en ce que la limitation du reflux du carburant est assurée par des points d'étranglement prévus dans les conduites à haute pression (2) menant de la conduite d'arrivée et d'accumulation commune (1) aux accumulateurs à haute pression (3a, 3b).
  7. Procédé selon la revendication 3, 4 ou 5, caractérisé en ce que la limitation du reflux du carburant est assurée par le dimensionnement du diamètre D2 des conduites à haute pression (2) menant de la conduite d'arrivée et d'accumulation commune (1) aux accumulateurs à haute pression (3a, 3b).
  8. Système d'injection de carburant pour moteur à combustion interne, notamment moteur diesel, contenant un certain nombre d'injecteurs de carburant (5) comportant respectivement une soupape d'injection (9, 10) et une conduite d'arrivée et d'accumulation commune (1) alimentant les différents injecteurs de carburant (5) en carburant sous haute pression et recevant de son côté par une pompe à haute pression (6) du carburant à haute pression ainsi qu'un ou plusieurs, notamment deux, accumulateurs à haute pression (3a, 3b) prévus respectivement dans les conduites à haute pression (2, 4a, 4b) menant respectivement aux injecteurs de carburant (5) et présentant un certain volume d'accumulation de carburant, le début et la fin de l'injection du carburant dans les chambres de combustion étant contrôlés par ouverture et fermeture des soupapes d'injection (9, 10) des injecteurs de carburant (5), caractérisé en ce que le volume d'accumulation de carburant des accumulateurs à haute pression (3a, 3b) et la résistance à l'écoulement des conduites à haute pression (2) menant de la conduite d'arrivée et d'accumulation commune (1) aux accumulateurs à haute pression (3a, 3b) sont dosés en tenant compte de la quantité et de la durée d'injection maximales de manière à ce que, pendant l'injection, du fait que moins de carburant reflue dans les accumulateurs à haute pression (3a, 3b) qu'il en a été injecté, il se produise une baisse de la pression de carburant régnant dans l'injecteur de carburant depuis une pression initiale légèrement plus faible que la pression du système p1 jusqu'à une pression de carburant p2 au moment T2 lorsque la fermeture de la soupape d'injection (9, 10) commence, de sorte que la pression montant dans l'injecteur de carburant (5) en raison de la contre-pression lors de la fermeture de la soupape d'injection (9, 10) à la fin de l'injection n'excède pas une valeur prescrite.
  9. Système d'injection de carburant selon la revendication 8, caractérisé en ce que le volume d'accumulation de carburant des accumulateurs à haute pression (3a, 3b) et la résistance à l'écoulement de la conduite à haute pression (2) menant de la conduite d'arrivée et d'accumulation commune (1) aux accumulateurs à haute pression (3a, 3b) sont dosés de manière à ce que la pression montant dans l'injecteur de carburant (5) en raison de la contre-pression lors de la fermeture de la soupape d'injection (9, 10) à la fin de l'injection n'excède pas la pression de carburant régnant au début de l'injection dans l'injecteur de carburant (5), notamment la pression du système P0.
  10. Système d'injection de carburant selon la revendication 8, 9 ou 10, caractérisé en ce que, dans le cas d'un dispositif comprenant respectivement deux accumulateurs à haute pression (3a, 3b), l'accumulateur à haute pression (3b) placé plus près de l'injecteur présente un volume plus faible que l'accumulateur à haute pression (3a) placé plus loin en amont.
  11. Système d'injection de carburant selon la revendication 8, 9 ou 10, caractérisé en ce qu'à au moins un accumulateur à haute pression (3a, 3b) est associée une soupape de limitation de quantité (14a, 14b) qui se trouve de préférence respectivement en aval de l'accumulateur à haute pression (3a, 3b).
  12. Système d'injection de carburant selon l'une des revendications 8 à 11, caractérisé en ce que la résistance à l'écoulement des conduites à haute pression (2) menant de la conduite d'arrivée et d'accumulation commune (1) aux accumulateurs à haute pression (3a, 3b) est définie par des points d'étranglement.
  13. Système d'injection de carburant selon l'une des revendications 8 à 11, caractérisé en ce que la résistance à l'écoulement des conduites à haute pression (2) menant de la conduite d'arrivée et d'accumulation commune (1) aux accumulateurs à haute pression (3a, 3b) est définie par leur diamètre D2.
EP02727441A 2001-03-22 2002-03-20 Procede pour injecter du carburant dans les chambres de combustion d'un moteur a combustion interne et systeme d'injection de carburant destine a un tel moteur Expired - Fee Related EP1370764B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10114252 2001-03-22
DE10114252A DE10114252C2 (de) 2001-03-22 2001-03-22 Verfahren zum Einspritzen von Kraftstoff in die Brennräume einer Brennkraftmaschine, sowie Kraftstoffeinspritzsystem für eine solche
PCT/EP2002/003053 WO2002077441A1 (fr) 2001-03-22 2002-03-20 Procede pour injecter du carburant dans les chambres de combustion d'un moteur a combustion interne et systeme d'injection de carburant destine a un tel moteur

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EP1370764A1 EP1370764A1 (fr) 2003-12-17
EP1370764B1 true EP1370764B1 (fr) 2007-03-14

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US (1) US6805102B2 (fr)
EP (1) EP1370764B1 (fr)
JP (1) JP4133340B2 (fr)
DE (2) DE10114252C2 (fr)
WO (1) WO2002077441A1 (fr)

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FI116158B (fi) * 2002-04-08 2005-09-30 Waertsilae Finland Oy Mäntämoottorin polttoaineen syöttöjärjestelmä
ATE413528T1 (de) * 2004-06-30 2008-11-15 Fiat Ricerche Kraftstoffeinspritzeinrichtung für eine brennkraftmaschine
JP2007303314A (ja) * 2006-05-09 2007-11-22 Yanmar Co Ltd コモンレール式燃料噴射装置
US7527038B2 (en) * 2007-04-02 2009-05-05 Hitachi, Ltd Method and apparatus for attenuating fuel pump noise in a direct injection internal combustion chamber
JP5499552B2 (ja) * 2009-07-22 2014-05-21 いすゞ自動車株式会社 排気管内燃料直接噴射システム、内燃機関および排気管内燃料直接噴射システムの制御方法
DK2423498T3 (da) * 2010-08-26 2013-12-09 Waertsilae Nsd Schweiz Ag Passiv mængdebegrænsningsventil
DE102011005096A1 (de) 2011-03-04 2012-09-06 Man Diesel & Turbo Se Verbrennungsmotor
WO2016055293A1 (fr) * 2014-10-06 2016-04-14 Ganser Crs Ag Système d'injection d'accumulateur pour moteurs a combustion interne
CH712276B1 (de) 2016-03-18 2020-03-13 Ganser Hydromag Speichereinspritzsystem für Verbrennungskraftmaschinen.

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DE4341543A1 (de) * 1993-12-07 1995-06-08 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE4344190A1 (de) 1993-12-23 1995-06-29 Orange Gmbh Kraftstoffeinspritzvorrichtung mit Hochdruck-Kraftstoffspeicher
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FR2786225B1 (fr) * 1998-11-24 2000-12-22 Inst Francais Du Petrole Systeme d'injection de carburant sous haute pression dans un moteur a combustion interne a injection directe
DE19938169A1 (de) * 1999-08-16 2001-03-01 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
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EP0780569A1 (fr) * 1995-12-19 1997-06-25 Nippon Soken, Inc. Dispositif d'injection de carburant avec accumulateur

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Publication number Publication date
EP1370764A1 (fr) 2003-12-17
DE10114252A1 (de) 2002-09-26
DE50209716D1 (de) 2007-04-26
US6805102B2 (en) 2004-10-19
DE10114252C2 (de) 2003-01-30
US20040112337A1 (en) 2004-06-17
JP2004532369A (ja) 2004-10-21
JP4133340B2 (ja) 2008-08-13
WO2002077441A1 (fr) 2002-10-03

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