EP1509694B1 - Accumulateur haute pression pour systemes d'injection de carburant avec soupape de regulation de pression integree - Google Patents

Accumulateur haute pression pour systemes d'injection de carburant avec soupape de regulation de pression integree Download PDF

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Publication number
EP1509694B1
EP1509694B1 EP03709622A EP03709622A EP1509694B1 EP 1509694 B1 EP1509694 B1 EP 1509694B1 EP 03709622 A EP03709622 A EP 03709622A EP 03709622 A EP03709622 A EP 03709622A EP 1509694 B1 EP1509694 B1 EP 1509694B1
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EP
European Patent Office
Prior art keywords
pressure
low
regulating valve
fuel injection
injection system
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Expired - Lifetime
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EP03709622A
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German (de)
English (en)
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EP1509694A1 (fr
Inventor
Kurt Frank
Werner Wagner
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • 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
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
    • 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

Definitions

  • accumulator injection systems are used today for injecting the fuel in addition to pump-nozzle systems and pump-line-nozzle systems.
  • These accumulator injection systems include a high pressure accumulator which is supplied with high pressure fuel via a high pressure pump.
  • the high-pressure pump is the interface between the high-pressure part and the low-pressure part of the injection system.
  • the high-pressure pump can be assigned a pressure regulating valve, which serves on the one hand to open at high pressure in the high-pressure reservoir, so that fuel flows from this via a manifold back to the fuel tank and on the other hand to seal the high-pressure side against the low-pressure side at too low pressure in the high-pressure storage space.
  • Fig. 9 is a pressure regulating valve known.
  • the pressure control valve is used on a high-pressure pump, see page 267, Figure 7 of the same publication.
  • the pressure regulating valve comprises a ball valve, which contains a ball-shaped closing body.
  • an armature is received, which is acted upon on the one hand by a compression spring and the other hand, an electromagnet is arranged opposite.
  • the armature of the pressure control valve is lapped around the lubrication and cooling of fuel.
  • the pressure control valve If the pressure control valve is not activated, the high-pressure reservoir or the outlet of the high-pressure pump is subjected to high pressure via the high-pressure inlet to the pressure control valve. Since the electroless electromagnet exerts no force outweighs the High pressure force against the force of the compression spring, so that the pressure regulating valve is opened and this remains more or less open depending on the amount of fuel delivered.
  • the pressure control valve is activated, i. E. when the electromagnet is energized, the pressure in the high-pressure circuit is increased.
  • a magnetic force is generated in addition to the force exerted by the compression spring.
  • the pressure control valve is closed until there is an equilibrium of forces between the high-pressure force on the one hand and the spring force and the magnetic force on the other hand.
  • the magnetic force of the electromagnet is proportional to the driving current I of the magnetic coils within the pressure regulating valve.
  • the drive current I can be clocked by pulse width modulation.
  • the pressure control valve for example, flanged laterally to the high-pressure pump.
  • both the high-pressure accumulator (common rail) and the pressure control valve are each formed as separate components.
  • these separately formed components of the storage injection system have high production costs due to the precise production engineering of their high-pressure side sealing points.
  • sealing elements are to be provided on the high-pressure side sealing points, which are able to cope with the mechanical stresses occurring at high-pressure-side sealing points. Due to the pressure level prevailing on the high pressure side, leaks inevitably occur at the high pressure side sealing points in the course of operation of the accumulator injection system.
  • control seat represents the point at which a closing element designed, for example, as a spherical closing body is pressed into a seat by an anchor part of the pressure regulating valve.
  • This seat determines the air gap between the armature plate and an end face of the magnet core which adjusts itself in a pressure control valve, which is controlled via a solenoid valve.
  • the more accurate the air gap between these components of the pressure control valve can be formed the more accurate Pressure difference .DELTA.p corresponding to a tolerance set to the pressure regulating valve can be achieved.
  • Deformed by the seat, in which the ball-shaped closing element is pressed by an excessive heating due to uneven temperature distribution it turns after prolonged operation and associated temperature increase in the high-pressure reservoir a due to the changing air gap of the magnetic components within the pressure control valve changing air gap.
  • the pressure tolerance ⁇ p proportional to the magnet current I is negatively influenced, so that the control accuracy of a component of a storage injection system sealed from separate components on the high pressure side decreases.
  • a device for discharging fluid from a system under high pressure, in particular for discharging fuel from a rail of a common rail engine is known from DE-A 199 52 774.
  • the system described has at least one outlet opening, which can be closed by a valve device.
  • the sealing point between the high-pressure components of a storage injection system namely the high-pressure accumulator and the pressure control valve can be moved from the high-pressure critical side to the less critical low pressure side.
  • the installation of the pressure control valve in the high-pressure reservoir with low-pressure side seal makes a high-pressure side seal, which is exposed to high mechanical loads and there are adjusting leaks entailed unnecessary.
  • the seat for the closing element for example formed as a valve ball on the pressure control valve, can be laid in an end face of the high-pressure reservoir. This allows a good heat dissipation, since the seat is solid, a good heat transfer in the material of the high-pressure accumulator space, made possible. Since a homogeneous temperature distribution at the high-pressure storage space can be achieved with the solution according to the invention, there is no decrease in the hardness of the material due to strong heating, which considerably increases the strength of the high-pressure storage space configured according to the invention.
  • the seat for the to be controlled via the pressure control valve closing element can be incorporated into the end face of the high pressure storage space.
  • manufacturing technology easily produced blind hole bore can be produced.
  • the Umbangs simulation the blind hole is advantageous-wise in abutment with an end face on the pressure control valve, so that a further heat dissipation possibility pictorial material connection is created.
  • FIG. 1 shows the components of a fuel injection system with high-pressure storage space.
  • the fuel injection system 1 shown in FIG. 1 comprises a fuel tank 2 in which fuel corresponding to a fuel level 3 is located. Below the fuel level 3 within the fuel tank 2, a pre-filter 4 is arranged, which is connected upstream of a pre-feed unit 5.
  • the pre-feed unit 5 conveys the fuel sucked in via the prefilter 4 from the fuel tank 2 via a fuel filter 6 into a low-pressure line section 7, which opens into a high-pressure delivery unit 8.
  • the high-pressure delivery unit 8 which may be, for example, a high-pressure pump, is controlled via a control line 9 by a central control unit 14, which is only shown schematically here.
  • the high-pressure delivery unit 8 comprises a pressure regulating valve 12 flanged to it with an electrical connection 14, which is likewise actuated via the control unit 13 via the central control device 14. From the high-pressure delivery unit 8 branches off a high-pressure inlet, via which a tubular configured high-pressure accumulator chamber 15 (common rail) is acted upon by high-pressure fuel. Furthermore, a fuel return line 11 branches off from the high-pressure delivery unit 8, which discharges into a return 17, which in turn leads excess, outflowing fuel back into the fuel tank 2.
  • the pressure sensor 16 is in turn connected via a pressure signal line 25 with a central signal line 24 in connection, which in turn extends from the control unit 14 again.
  • the high-pressure feed lines 18 open at the respective inlet port 20 of the injector of the fuel injectors 19.
  • the fuel injectors 19 in turn include actuators, which may be designed as piezo actuators, mechanical-hydraulic translators or as solenoid valves and initiate the injection operations in a corresponding order.
  • the actuators of the individual fuel injectors 19 are also connected via Aktoran Kunststoffungs effet 22 with the central signal line 24, which emanates from the schematically represented central control unit 14, in connection.
  • the individual fuel injectors 19 return lines 21, which also open into the already mentioned return 17 to the fuel tank 1, so that, for example, taxed-off control volumes can flow into the fuel tank 2.
  • control unit 14 From the control unit 14 branches in addition to the already mentioned control line 13 for controlling an electromagnet contained in the pressure control valve 12 and a control line 9 for the high-pressure delivery unit 8 and a pressure sensor line 25 to the pressure sensor 16 of the high-pressure accumulator chamber 15, a drive line 26 from which accommodated in the fuel tank 2 Pre-feed unit 5 can be controlled.
  • the central control unit 14 of the fuel injection system also receives signals from a crankshaft sensor 27, which serves to detect the rotational position of the internal combustion engine, signals from a camshaft sensor 28, via which the corresponding phase position of the internal combustion engine can be determined and input signals of an accelerator pedal sensor 29.
  • the central control unit 14 signals characterizing the boost pressure 30 via the central signal line 24 via a corresponding sensor accommodated in the intake tract of the internal combustion engine.
  • FIG. 2 shows the high-pressure reservoir of the fuel injection system in longitudinal section.
  • the high-pressure accumulator chamber 15 substantially encloses a cavity 33.
  • the high-pressure accumulator chamber 15 shown in FIG. 2 is designed as a separate component and comprises on its first end face 37 an insert element 39 designed as a closure, to which the return line 17 shown in FIG. 1 can be connected to the fuel tank ,
  • the high-pressure storage space 15 on its second end face 38 comprises a high-pressure port 40, to which the high-pressure inlet 10 shown in FIG. 1 can be connected.
  • the pressure sensor 16 shown in FIG. 1 is accommodated on its outer peripheral surface and is connected to the control unit 14 via the pressure sensor line 25 shown in FIG. 1 (see illustration according to FIG. 1).
  • connection stubs 34 are formed on the peripheral surface of the high-pressure accumulator space, to which the high-pressure supply lines 18 can be connected to the fuel injectors 19 (cf. illustration according to FIG. 1).
  • the connecting pieces 34 each enclose transverse bores 35, which are in communication with the cavity 33 of the high-pressure reservoir 15 and via which the high-pressure fuel from the high-pressure reservoir 15 to the individual fuel injectors 19 forward.
  • mounting tabs 36 are also forged or welded, via which the high-pressure accumulator chamber 15 in the cylinder head area of a self-igniting internal combustion engine can be connected to this.
  • the high-pressure accumulator chamber 15 shown in FIG. 2 comprises five connecting stubs 34, so that five high-pressure supply lines 18 to the fuel injectors 19 of a self-igniting internal combustion engine can be supplied with fuel under high pressure.
  • the high-pressure accumulator 15 shown as a separate component in Figure 2 can of course be designed both to supply a four-cylinder autoignition internal combustion engine as well as to supply a six- or eight-cylinder internal combustion engine with fuel.
  • Figure 3 shows a high-pressure side in the high-pressure reservoir sealed electrically controlled pressure control valve according to the prior art.
  • the pressure regulating valve shown in section in FIG. 3 contains an electrical connection 41, which can be clipped onto annular grooves of a housing body or molded onto it.
  • an electromagnet 46 is arranged within the housing body.
  • the electromagnet 46 opposite an armature plate 42 is arranged, which is acted upon by a compression spring 44.
  • the anchor plate 42 and the compression spring 44 are enclosed by an approximately bell-shaped use 43.
  • the anchor plate 42 is in communication with an anchor member 45 which has a taper in the form of a truncated cone at the end opposite the anchor plate 42.
  • the tapered end of the anchor member 45 acts on a here formed as a valve ball closing element 47, which is received in a valve seat 49.
  • a high-pressure side seal 48 is provided with reference numeral 48, with which the pressure control valve shown in section can be arranged on both a high pressure pumping unit for a high pressure pump or at a high pressure reservoir.
  • the designated by reference numeral 48 high-pressure side seal requires high processing quality, minimum tolerances and is exposed to extremely high mechanical stresses during operation and therefore represents a weak point of a fuel injection system for self-igniting internal combustion engines with increasing life.
  • FIG. 4 shows a pressure regulating valve which can be sealed at the low pressure side of a high pressure storage space.
  • both the high-pressure storage space 15 and the pressure regulating valve 57 emerge in a longitudinal section.
  • the high-pressure accumulator space 15 is formed in a wall thickness adapted to the prevailing pressure level in this chamber. According to the number of fuel injectors 19 to be supplied with fuel of a self-igniting internal combustion engine 15 connecting pieces 34 are formed on the outer peripheral surface of the high pressure accumulator chamber, which are each traversed by a transverse bore 35. Via the transverse bores 35, the high-pressure fuel from the cavity 33 of the high pressure accumulator chamber 15 flows via the connecting pieces 34 into the respective high pressure supply lines 18 to the injectors 19, which inject the fuel into the combustion chambers of the internal combustion engine to be supplied.
  • a bore 52 for example, designed as a blind hole, is formed at one end of the high-pressure storage chamber 15.
  • the blind hole 52 at one end of the high-pressure accumulator 15 forms a low-pressure region in this mounted pressure control valve 57.
  • the low-pressure region is assigned a low-pressure connection 51, via which low-pressure region 52, 51 emerging from the cavity 33 of the high-pressure accumulator 15 exiting fuel in the low pressure region of the fuel injection system, for example, in a return line 17 to the fuel tank (see illustration of Figure 1) can flow back.
  • the pressure control valve 57 shown in Figure 4 is seatless and includes an end face 53 which is formed in a smaller diameter compared to the outer diameter of the pressure control valve 57.
  • annular groove 55 may extend, in which a Sealing element 56 can be inserted.
  • the recessed into the annular groove 55 sealing element 56 forms within the low-pressure region 51, 52, a low-pressure side seal 54, which is exposed to much lower compressive stresses compared to a high-pressure side seal (see illustration of Figure 3, position 48).
  • a recess could also be arranged in the region of the frontal contact surface of the pressure control valve body with the blind hole 52 enclosing the high-pressure reservoir 15 annular surface.
  • the low-pressure-side sealing surface could thus be displaced into the contact area between the annular portion which delimits the blind hole 52 and the enlarged diameter body of the pressure regulating valve 57.
  • Both exemplified low-pressure side seals 54 have in common that they lower mechanical stresses, compared to a high-pressure side sealing point 48 between the pressure control valve 57 and the high-pressure accumulator space 15 are formed.
  • the arrangement of a pressure regulating valve 57 shown in FIG. 4 allows a high pressure reservoir 15 at a first end 37 and a second end 38 to dispense with a line connection between the high pressure reservoir and the pressure control valve.
  • the pressure regulating valve 57 comprises an armature part 45, which, with its end facing away from the compression spring 44, acts on the closing element 47 which is configured spherically here.
  • the ball-shaped closing element 47 in FIG. 4 cooperates with a valve seat 59 or 61.
  • the seat 59 can be incorporated directly into an end wall 58 of the high-pressure reservoir 15.
  • the cavity 33 of the high pressure accumulator chamber 15 is limited by the end face 58, which is penetrated by a bore containing a throttle immediately upstream of the closing element 47.
  • the opening of the cavity 33 which can be opened or closed by the ball-shaped closing element 47 lies with respect to its end facing the cavity 33 at a distance 62 with respect to the line of symmetry of the transverse bore 35 of a first high-pressure port 34.
  • the distance 62 between the transverse bore 35 of the first high-pressure port 34 and the end face of the high-pressure accumulator chamber 15 is sized so that reduce mechanical stresses within the high-pressure accumulator space 15 between the transverse bore 35 and the end face of the high-pressure accumulator chamber 15.
  • the valve seat 59 for the closing element 47 formed in the end face 58 of the high-pressure storage chamber 15 has the particular advantage that the valve seat 59 is formed in a solidly formed region.
  • a uniform temperature distribution i. a uniform heat transfer into the material surrounding the valve seat 49 possible, so that no decrease in material hardness or unacceptably high material stresses can occur, which can affect the calibration of the pressure control valve 57, which is preferably actuated by an electromagnet 46 at normal temperature.
  • an insert part 60 in the case of two-part or multi-part high-pressure storage chambers 15 for limiting the cavity 33, an insert part 60 can be pressed or welded into it.
  • a valve seat 61 can be incorporated into the insert part 60.
  • the end face of the insert part 60 facing the high-pressure storage space 33 is preferably also arranged at a distance 62 relative to the line of symmetry of the transverse bore 35 of the first high-pressure port 34
  • the low-pressure-side region 52, 51, in which the seal 54 lies, is essentially delimited by the blind bore 52 on one of the end faces of the high-pressure reservoir 15 and the bottom of the blind bore 52, in which the valve seat 59 for the closing element 47 in the case of one-piece high-pressure reservoirs 15 and 15, respectively the valve seat 61 is located in multi-part high-pressure accumulator spaces 15 with a pressed-in or welded-in insert part 60.
  • a high-pressure side seal can be omitted, whereby a simple achievable tightness between the high-pressure accumulator chamber 15 and the pressure control valve 57 can be achieved.
  • the inventively proposed low-pressure side seal 54 can be produced at a seatless at an end face 37 and 38 to the high-pressure accumulator 15 integrated pressure control valve 57 substantially cheaper because a much lower pressure level is to be sealed.

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

Abstract

L'invention concerne un système d'injection de carburant pour moteurs à combustion interne qui comprend une chambre d'accumulateur haute pression (15). Cette chambre d'accumulateur haute pression (15) reçoit du carburant sous haute pression par l'intermédiaire d'un groupe d'alimentation haute pression (8) et alimente à son tour des injecteurs de carburant (19, 23) en carburant. Le système d'injection de carburant comprend une soupape de régulation de pression (57) qui est disposée entre un côté haute pression (33) et un côté basse pression (50, 51, 52) et par l'intermédiaire de laquelle peut être actionné un obturateur (47). La soupape de régulation de pression (57) est actionnée par l'intermédiaire d'un actionneur électrique (46). La soupape de régulation de pression (57) délimite, avec une face (53), la zone basse pression (50, 51, 52), au niveau de la chambre d'accumulateur haute pression (15) et elle est fermée de façon étanche par un joint d'étanchéité (54) placé côté basse pression.

Claims (11)

  1. Système d'injection de carburant pour moteurs à combustion interne, comprenant une chambre d'accumulation haute pression (15) alimentée en carburant haute pression par l'intermédiaire d'un module d'alimentation haute pression (8) et alimentant en carburant des injecteurs de carburant (19), une soupape régulatrice de pression (57) disposée entre un côté haute pression (33) et un côté basse pression (50, 51, 52), cette soupape régulatrice de pression (57) actionnant un élément de fermeture (47) en étant actionnée par un actionneur électrique (46), la soupape régulatrice de pression (57) délimitant par une face frontale (53) une chambre basse pression (51, 52) au niveau de la chambre d'accumulation haute pression (15) en étant étanche par un point d'étanchéité (54) côté basse pression,
    caractérisé en ce que
    la chambre d'accumulation haute pression (15) est d'une seule pièce, la zone basse pression (51, 52) étant formée par la face frontale (53) de la soupape régulatrice de pression (57) et une face frontale (58) de la chambre d'accumulation haute pression (15), et la face frontale côté basse pression (58) de la chambre d'accumulation haute pression (15) présentant un siège (59) pour l'élément de fermeture (47) de la soupape régulatrice de pression (57).
  2. Système d'injection de carburant pour moteurs à combustion interne, comprenant une chambre d'accumulation haute pression (15) alimentée en carburant haute pression par l'intermédiaire d'un module d'alimentation haute pression (8) et alimentant en carburant des injecteurs de carburant (19), une soupape régulatrice de pression (57) disposée entre un côté haute pression (33) et un côté basse pression (50, 51, 52), cette soupape régulatrice de pression (57) actionnant un élément de fermeture (47) en étant actionnée par un actionneur électrique (46), la soupape modulatrice de pression (57) délimitant par une face frontale (53) une chambre basse pression (51, 52) au niveau de la chambre d'accumulation haute pression (15) en étant étanche par un point d'étanchéité (54) côté basse pression,
    caractérisé en ce que
    la chambre d'accumulation haute pression (15) est en plusieurs parties et comprend un insert (60) délimitant la cavité (33) de la chambre d'accumulation haute pression (15), la zone basse pression (51, 52) étant formée par la face frontale (53) de la soupape régulatrice de pression (57) et la face frontale de l'insert (60) côté basse pression, et cette face frontale de l'insert (60) côté basse pression présente un siège (61) pour l'élément de fermeture (47) de la soupape modulatrice de pression (57).
  3. Système d'injection de carburant selon la revendication 1 ou 2,
    caractérisé en ce que
    la soupape régulatrice de pression (57) est reçue dans un siège (52) au niveau de la chambre d'accumulation haute pression (15).
  4. Système d'injection de carburant selon la revendication 1 ou 2,
    caractérisé en ce que
    la zone basse pression (51, 52) présente un raccord côté basse pression.
  5. Système d'injection de carburant selon la revendication 2,
    caractérisé en ce que
    l'insert (60) est inséré dans la cavité (33) de la chambre d'accumulation haute pression (15).
  6. Système d'injection de carburant selon la revendication 2,
    caractérisé en ce que
    l'insert (60) est soudé dans la cavité (53) de la chambre d'accumulation haute pression (15).
  7. Système d'injection de carburant selon la revendication 1 ou 2,
    caractérisé en ce que
    la garniture d'étanchéité côté basse pression (54) comprend une rainure annulaire (55) logeant à l'intérieur un élément d'étanchéité circulaire (56).
  8. Système d'injection de carburant selon la revendication 1 ou 2,
    caractérisé en ce qu'
    un anneau de la chambre d'accumulation haute pression (15) qui entoure la face frontale (53) de la soupape régulatrice de pression (57) sert de pont de transfert thermique et est situé sur la face frontale du corps de la soupape régulatrice de pression (57).
  9. Système d'injection de carburant selon la revendication 1 ou 2,
    caractérisé en ce que
    le siège (59, 61) pour l'élément de fermeture (47) au niveau de la chambre d'accumulation haute pression (15) est situé dans une zone de matériau comportant les propriétés appropriées à une évacuation de la chaleur.
  10. Système d'injection de carburant selon la revendication 9,
    caractérisé en ce que
    le siège (59, 61) pour l'élément de fermeture (47) est situé dans une zone de matériau plein.
  11. Système d'injection de carburant selon la revendication 1 ou 2,
    caractérisé en ce que
    l'insert (60) délimitant la cavité (33) ou la face frontale (58) de la chambre d'accumulation haute pression (15) est disposé côté haute pression dans un espace (62) par rapport à un perçage transversal (33) d'un premier raccord haute pression (34).
EP03709622A 2002-05-23 2003-02-18 Accumulateur haute pression pour systemes d'injection de carburant avec soupape de regulation de pression integree Expired - Lifetime EP1509694B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10222895 2002-05-23
DE10222895A DE10222895A1 (de) 2002-05-23 2002-05-23 Hochdruckspeicher für Kraftstoffeinspritzsysteme mit integriertem Druckregelventil
PCT/DE2003/000486 WO2003100247A1 (fr) 2002-05-23 2003-02-18 Accumulateur haute pression pour systemes d'injection de carburant avec soupape de regulation de pression integree

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EP1509694A1 EP1509694A1 (fr) 2005-03-02
EP1509694B1 true EP1509694B1 (fr) 2006-08-23

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US (1) US7185635B2 (fr)
EP (1) EP1509694B1 (fr)
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WO (1) WO2003100247A1 (fr)

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EP1509694A1 (fr) 2005-03-02
US20060102150A1 (en) 2006-05-18
US7185635B2 (en) 2007-03-06
DE10222895A1 (de) 2003-12-11
WO2003100247A1 (fr) 2003-12-04
DE50304760D1 (de) 2006-10-05
JP2005526930A (ja) 2005-09-08

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