EP1552137B1 - Dispositif de suppression d'ondes de pression sur un systeme d'injection a accumulation - Google Patents

Dispositif de suppression d'ondes de pression sur un systeme d'injection a accumulation Download PDF

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Publication number
EP1552137B1
EP1552137B1 EP03807730A EP03807730A EP1552137B1 EP 1552137 B1 EP1552137 B1 EP 1552137B1 EP 03807730 A EP03807730 A EP 03807730A EP 03807730 A EP03807730 A EP 03807730A EP 1552137 B1 EP1552137 B1 EP 1552137B1
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EP
European Patent Office
Prior art keywords
pressure
fuel
housing
chamber
fuel injection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP03807730A
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German (de)
English (en)
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EP1552137A1 (fr
Inventor
Hans-Christoph Magel
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of EP1552137A1 publication Critical patent/EP1552137A1/fr
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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
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • 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
    • 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
    • F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator

Definitions

  • both pressure-controlled and stroke-controlled injection systems can be used.
  • fuel injection systems in addition to pump-nozzle units, pump-line-nozzle units and accumulator injection systems (common rail) are used.
  • Storage injection systems e.g. allow advantageously adjust the injection pressure load and speed of the internal combustion engine. Achieving high specific power and reducing emissions generally requires the highest possible injection pressure.
  • a pressure booster can be used on common-rail systems.
  • a fuel injector which is connected via a high-pressure line to a high-pressure accumulator.
  • a compensation device is arranged in the high pressure line within the fuel injector, which comprises a check valve with a throttle connection, so that between the high-pressure accumulator and the injectors of the fuel injector a throttled or unthrottled connection can be produced.
  • DE 199 10 970 A1 discloses a fuel injector having a pressure booster unit disposed between a pressure accumulator space and a nozzle space.
  • the pressure chamber of the pressure booster unit is connected via a pressure line to the nozzle chamber.
  • a bypass line connected to the pressure storage space is provided.
  • the bypass line is connected directly to the pressure line.
  • the bypass line can be used for a pressure injection and is arranged parallel to the pressure chamber, so that the bypass line is continuous regardless of the movement and position of a displaceable pressure medium of the pressure booster unit.
  • Pressure curve of the injection pressure causes.
  • large amounts of fuel are removed from the high pressure accumulator.
  • the resulting injection pressure curve is characterized by a pronounced pressure maximum with a subsequent pressure drop towards the end of the injection.
  • This injection pressure curve leads to a deterioration of the emission results in self-igniting internal combustion engines and high peak loads on the components.
  • the self-adjusting pressure increase is limited in time and is not sufficient, for example, for the injection times required for commercial vehicles, so that an undesirable pressure drop occurs towards the end of the injection.
  • a throttle associated with the high-pressure accumulator space the pressure wave can indeed be prevented during the injection, but there is a pressure drop across the throttle, as a result of which the achievable injection pressure and the efficiency of the fuel injection system are reduced.
  • the pressure oscillations occurring during the removal of fuel from the high-pressure accumulator chamber can be reduced.
  • the balancer extinguishes a pressure droop that occurs at the beginning of an injection event and prevents a pressure drop during injection and in injection phases following injection.
  • the injection pressure and the system efficiency of the fuel injection system are not affected by the balancer.
  • the vacuum wave is reflected at the high pressure accumulator end of the line as a pressure wave, which can be used to increase the injection pressure level at the fuel injector.
  • this pressure increase is limited in time and decreases towards the end of the injection phase.
  • the pressure drop toward the end of the injection phase leads, in particular in self-igniting internal combustion engines used in commercial vehicles, to a considerable deterioration of the emission results due to the longer injection time.
  • the balancing device which is included in the line system between the high-pressure reservoir (common rail) and the fuel injector, be it without pressure booster, the pressure oscillation can be reduced, but also a pressure drop towards the end of the injection phase or at the beginning the subsequent injections are avoided. This is achieved in that at the start of injection a throttled connection between the high-pressure line and the fuel injector is the serves to reduce the pressure oscillations and after a delay time, which is required to reduce the pressure oscillation, an unthrottled connection between the high-pressure accumulator and the fuel injector or the pressure booster of the fuel injector is released.
  • the high fuel pressure present at the high-pressure accumulator chamber is present at the fuel injector or at the pressure intensifier of the fuel injector.
  • both peak loads of the components can be avoided with respect to the stresses occurring during pressure oscillations and prevent a pressure drop towards the end of the injection phase or at the beginning of subsequent injections, which very favorably influences the emission results of self-igniting internal combustion engines.
  • the throttle cross-section between line and high-pressure source or high-pressure accumulator is designed so that no or only a small reflection of the vacuum wave takes place at the end of the line.
  • FIG. 1 is a first embodiment of the inventively proposed compensation device can be seen, in which the throttle bodies are arranged outside the compensation device.
  • a fuel injection system 1 comprises a fuel tank 2, which is filled with fuel 3. From the fuel tank 2, the fuel 3 is conveyed via a fuel pump 4. The fuel 3 enters the fuel pump 4 on a low-pressure side 5 and leaves the fuel pump 4 on a high-pressure side 6. The fuel 3 is supplied by the fuel pump 4 to a high-pressure reservoir 7 (common rail), in which fuel pressures up to 1600 bar prevail. On the outside of the high pressure accumulator 7 are arranged in the number of cylinders to be supplied with fuel autoignition internal combustion engine corresponding number of high pressure line connections 8. About each of the FIG. 1 schematically indicated high-pressure connections 8 is a high-pressure line 27, which extends from the high-pressure accumulator chamber 7 to a pressure booster 30 and a fuel injector 40, supplied under high pressure fuel.
  • a high-pressure line 27 which extends from the high-pressure accumulator chamber 7 to a pressure booster 30 and a fuel injector 40, supplied under high pressure fuel.
  • the compensation device proposed according to the invention can also be used on fuel injectors which do not include pressure booster.
  • the inventively proposed compensation device is used in fuel injectors with pressure booster 30, in which and the injection of a particularly high fuel flow occurs from the memory.
  • the use of the inventively proposed compensation device is also possible to fuel injectors without pressure booster, which represent large injection quantities.
  • the balancing device 9 comprises a housing 28. Within the housing 28, a piston-shaped compensating element 11 is arranged to be movable. At this a first end face 13 and a second end face 14 are formed. The piston-shaped compensating element 11 is biased by a biasing spring 15 acting within the housing 28, the second end face 14 of the piston-shaped compensating element 11. The biasing spring 15 is supported on the second end face 14 opposite end face of the housing 28.
  • a stop element for the second end face 14 of the piston-shaped compensating element 11 can be arranged.
  • the biasing spring 15 is received within a rear space 29 of the housing 28.
  • the rear space 29 of the housing 28 is arranged outside the housing 28 further, second throttle point 20 associated with the high-pressure line 27 opens.
  • a first throttle body 19 also outside the housing 28 lying, arranged.
  • the first throttle point 19 located in the high-pressure line 27 between the high-pressure reservoir 7 and the pressure booster 30 is a compensation chamber 10 of the compensation device 9 connected in parallel.
  • the compensation chamber 10 is filled via a line branched off from the high-pressure line 27 with highly pressurized fuel which enters the compensation chamber 10 at an inlet 16.
  • a stop 12 is received for the first end face 13 of the piston-shaped compensating element 11.
  • the stop 12 may be formed, for example, as a recessed into the wall of the housing 28 ring or the like.
  • the compensation chamber 10 of the compensation device 9 is therefore limited by the first end face 13 of the piston-shaped compensating element 11 and the inlet 16 receiving end face of the housing 28.
  • the balancing device 9 includes an outlet 17 extending between the housing 28 and the high pressure line 27 to the pressure booster 30 and the fuel injector 40, respectively.
  • the outlet 17 is designed as a slide 21, via which a slide opening 23 can be released or closed.
  • the compensation element 11 which is disposed within the housing 28, the slide opening 23 partially or completely, depending on the pressure relief of the back space 29, free and thus provides an unthrottled connection between the high-pressure reservoir 7 and the pressure booster 30th or the fuel injector 40 ago, as will be explained in detail below.
  • the first throttle point 19 accommodated in the high-pressure line 27 and the outlet 17 downstream, the balancing device 9 may comprise a throttle section, which is designated by the reference numeral 22.
  • a throttle section which is designated by the reference numeral 22.
  • the pressure intensifier 30 also comprises a work space 32 identified by reference numeral 32 and a back space 33.
  • the back space 33 of the pressure booster 30 is a back space 33.
  • Throttle 36 upstream.
  • the pressure booster 30, which can be actuated via a 2/2-way valve which can be embodied, for example, as a solenoid valve, has a bypass line 37 connected in parallel, which comprises a check valve 38.
  • the actuation of the pressure booster 30 is effected by a pressure relief of the back space 33 of the pressure booster 30 when switching the 2/2-way valve 35. If this is connected to a return 52, which opens into the fuel tank 2, flows out of the rear space 33, in which can be arranged around the piston-shaped translation element 31 acting spring element, from this in the return 52 from. Then moves the piston-shaped transmission element 31 in the high-pressure chamber 34.
  • a backflow of the fuel flowing out of the high-pressure chamber 34 into the further high-pressure line 39 via the high-pressure line 27 to the high-pressure reservoir 7 is prevented by the non-return valve 38 contained in the bypass line 37.
  • About the further high-pressure line 39 is the fuel whose pressure is increased according to the pressure booster ratio of the pressure booster 30, both via an inlet throttle 42 in a control chamber 41 and in a nozzle chamber 48 of the fuel injector 40.
  • the control chamber 41 via which the movement of an injection valve member 44 of the fuel injector 40 is controlled, is depressurized via an outlet throttle 43, which in turn via a switching valve 45, which may also be designed as a solenoid valve, with the return 52 is connectable.
  • the outlet throttle 43 is shown in the illustration FIG. 1 indicated schematically and can be formed, for example, by a pressed into a valve seat ball element, via which an outflow of control volume from the control chamber 41 can be controlled.
  • the fuel injector 40 comprises, in addition to the control chamber 41, a nozzle spring chamber 46, in which a nozzle spring 47 is accommodated.
  • the nozzle spring 47 is supported on the one hand on the injector body of the fuel injector 40 and on the other hand on an annular surface of the injection valve member 44.
  • Below the nozzle spring chamber 46 is the nozzle chamber 48.
  • a pressure shoulder is formed on the injection valve member 44, for example formed in the form of a nozzle needle.
  • a negative pressure wave When driving the pressure booster 30 is formed in the high-pressure line 27 between the high-pressure accumulator chamber 7 and the pressure booster 30, a negative pressure wave, as abruptly a larger volume of fuel from the high-pressure line 27 flows.
  • a reflection of the at the beginning of injection-adjusting vacuum wave at the high-pressure reservoir 7 end facing the high-pressure line 27 is suppressed by the first throttle point 19, which is according to the first embodiment of the inventively proposed balancing device 9 outside the housing 28.
  • the opening speed of the piston-shaped compensating element 11 is set by the cross section of the outside of the rear space 29 arranged second throttle body 20. By dimensioning the second throttle point 20, a delay of the release of the slide opening 23 can be achieved. This delay time is adjusted so that the reflection of the vacuum wave is avoided. If the piston-shaped compensating element 11 clears the slide opening 23 after overcoming the stroke 18, a larger flow cross-section between the high-pressure line 27 and the high-pressure reservoir 7 is released. Due to this, no pressure loss occurs at the first throttle point 19 in subsequent injection phases.
  • the compensation device 9 may include a throttle section 22, which may be connected in the inflow of the fuel with respect to the pressure booster 30, the first throttle point 19 and either outside or inside the balancing device. 9 can be trained. Accordingly, there is a throttled connection between the high-pressure line 27 and the high-pressure accumulator chamber 7 at the beginning and immediately after the injection first throttle point 19 and after an adjustable by the dimensioning of the second throttle body 20 delay time, an unthrottled connection between the high-pressure accumulator chamber 7 and the high-pressure line 27 to the pressure booster 30 via the now open position slide opening 23rd
  • FIG. 2 shows a further embodiment of the present invention proposed compensation device, in which the throttle bodies are integrated into the compensating element.
  • fuel 3 is conveyed from the fuel tank 2 via the fuel pump 4 in the high-pressure accumulator chamber 7.
  • the high-pressure side of the fuel pump 4 is denoted by reference numeral 6, the low-pressure side of the fuel pump by reference numeral 5.
  • At the high-pressure storage chamber 7 a plurality of fuel line connections 8 are provided, the number of which corresponds to be supplied with fuel spaces 51 of the internal combustion engine.
  • the first throttle point 19 and the second throttle point 20 integrated into the piston-shaped compensating element 11.
  • the piston-shaped compensating element 11 has a first end face 13 and a second end face 14. At the second end face 14 engages a biasing spring 15, which is supported on the second end face 14 opposite side of the housing 28.
  • the housing 28 surrounds the compensation element 11.
  • the compensation element 11 divides the housing 28 into the compensation space 10 and the rear space 29.
  • the compensation chamber 10 of the annular formable stop for the first end face 13 of the piston-shaped compensating element 11 is inserted.
  • the compensation chamber 10 is acted upon at the inlet 16 directly via the high-pressure line connection 8 of the high-pressure accumulator chamber 7 with high-pressure fuel.
  • the piston-shaped compensating element 11 is according to the in FIG. 2 illustrated embodiment of a channel 24, within which the first throttle body 19 and the further, second throttle body 20 are formed.
  • the channel 24 represents a flow connection between the compensation chamber 10 and the rear space 29 of the compensation device 9.
  • a branch 25 extends, which opens into an annular space 26 formed on the circumferential surface of the piston-shaped compensation element 11.
  • the extent of the annular space 26 on the peripheral surface of the piston-shaped compensating element 11 corresponds to the axial extent - with respect to the housing 28 - the slide opening 23 on the housing 28.
  • Reference numeral 18 denotes the stroke, which must first be overcome by the piston-shaped compensating element 11 before an unthrottled connection between the high pressure accumulator 7 and the high pressure line 27 is created.
  • the slide opening 23 represents the outlet 17 of the housing 28 of the balancing device 9.
  • the high pressure line 27 extends to the pressure booster 30.
  • the back space throttle 36 which is associated with the pressure booster 30, acted upon by high pressure fuel, which via the back-space throttle 36 in the back space 33 of the Pressure translator 30 flows.
  • the working space 32 of the pressure booster 30 is also acted upon by high-pressure fuel.
  • An actuation of the pressure booster 30 is effected by pressure relief of the back space 33 upon actuation of the 2/2-way valve 35, which is connected via a return line 52 to the fuel tank 2 in connection.
  • the pressure intensifier 30, the bypass line 37 is connected in parallel, in which a check valve 38 is received.
  • another high-pressure line 39 extends to the fuel injector 40.
  • the further high-pressure line 39 merges into the nozzle chamber inlet 49 at the end of the fuel injector 40 on the combustion chamber side.
  • the control chamber 41 is acted upon directly via the inlet throttle 42 and the nozzle chamber 48 with fuel, which is under a - compared to the pressure level of the high-pressure accumulator chamber 7 - again increased pressure.
  • the under further increased pressure fuel flows via the inlet throttle 42 into the control chamber 41, which is depressurized via the outlet throttle 43.
  • the actuation of the switching valve 45 of the outlet throttle 43 which can be formed as a solenoid valve and is also connected via a return line 52 to the fuel tank 2 of the fuel injection system 1.
  • the fuel injector 40 further includes a nozzle spring chamber 46 in which a nozzle spring 47 is received.
  • the nozzle spring 47 is supported on the one hand on an annular surface of the injection valve member 44; on the other hand, the nozzle spring 47 is located on a nozzle spring chamber 46 defining annular surface.
  • the nozzle spring chamber 46 also has a connection to the return 52.
  • the injection valve member 44 which performs a lifting movement by the pressure relief of the control chamber 41 upon actuation of the switching valve 45, has a pressure shoulder in the region of the nozzle chamber 48. From the nozzle chamber 48, an annular gap extends within the injector body of the fuel injector 40 to the combustion chamber end of the fuel injector 40. The fuel flows via the annular gap injection openings 50, via which the fuel is injected when opening the injection valve member 44 in the combustion chamber 51 of the self-igniting internal combustion engine.
  • a control of the pressure booster 30 via the 2/2-way valve 35 which can be designed as a solenoid valve. This results in a pressure relief of the back space 33 of the pressure booster 30 in the return line 52.
  • the piston-like translation element 31 of the pressure booster 30 moves into the high-pressure chamber 34 a.
  • Parallel to or with a slight time offset for controlling the 2/2-way valve 35 of the pressure intensifier 30 is a control of the switching valve 45 to the pressure relief of the control chamber 41 of the fuel injector 40th
  • the inventively proposed balancing device 9 is a reflection of the vacuum wave at the high-pressure accumulator chamber 7 (common rail) assigning end of the high-pressure line 27 by means of in the piston-shaped compensating element 11 integrated first throttle restriction 19 suppressed.
  • the pressure level, which prevails within the high-pressure accumulator chamber 7 acts on the first end face 13 of the piston-shaped compensating element 11 a.
  • the slide 21, formed by the head region of the piston-shaped compensating element 11 and the wall of the housing 28 of the balancing device 9 is initially closed. Due to the higher pressure within the compensation chamber 10, which acts on the first end face 13 of the piston-shaped compensating element 11, the piston-shaped compensating element 11 is displaced in the opening direction against the biasing spring 15.
  • the opening speed at which the piston-shaped compensating element 11 moves within the housing 28 is determined by the second throttle point 20, which is likewise arranged in the channel 24.
  • a throttled connection is made at the beginning of an injection via the integrated into the piston-shaped compensating element 11 first throttle position 19 between the high pressure line 27 and the high-pressure accumulator 27.
  • delay time is formed on the open slide 21, ie by releasing the slide opening 23 in the housing 28 unthrottled connection between the high-pressure accumulator chamber 7 and the high-pressure line 27 via the compensation chamber 10, via which the pressure booster 30 of Krafstoffinjektors 40 is pressurized with high pressure fuel.

Claims (14)

  1. Dispositif d'injection de carburant comprenant un espace d'accumulation haute pression (7), par le biais duquel un injecteur de carburant (40) est alimenté en carburant à haute pression, avec un espace de commande (41) commandant un organe de soupape d'injection (44) de l'injecteur de carburant (40), et un espace de buse (48) entourant l'organe de soupape d'injection (44), l'espace d'accumulation haute pression (7) et l'injecteur de carburant (40) étant connectés l'un à l'autre par le biais d'une conduite haute pression (8, 27), un dispositif de compensation (9) étant disposé dans la conduite haute pression (8, 27) entre l'espace d'accumulation haute pression (7) et l'injecteur de carburant (40), lequel dispositif de compensation crée entre ceux-ci soit une connexion étranglée (19) soit une connexion non étranglée (21), et le dispositif de compensation (9) comprenant un élément de compensation (11) en forme de piston disposé de manière déplaçable à l'intérieur d'un boîtier (28), caractérisé en ce que sur le boîtier, une sortie (17) débouchant dans la conduite haute pression (27) peut être libérée par un coulisseau (21), qui, après avoir surmonté une course de levage (18), libère une connexion non étranglée entre l'espace d'accumulation haute pression (7) et la conduite haute pression (27).
  2. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que l'élément de compensation (11) est sollicité au niveau de l'un de ses côtés frontaux (13, 14) par un ressort de précontrainte, qui applique l'élément de compensation (11) contre une butée (12) disposée dans le boîtier du dispositif de compensation (9).
  3. Dispositif d'injection de carburant selon la revendication 2, caractérisé en ce que le boîtier (28) comprend une entrée (16), par le biais de laquelle un premier côté frontal (13) de l'élément de compensation en forme de piston (11) est sollicité avec le niveau de pression de carburant élevé régnant dans l'espace d'accumulation haute pression (7).
  4. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que le dispositif de compensation (9) présente un premier point d'étranglement (19) intégré dans la conduite haute pression (27) disposé en dehors du boîtier (28), et un deuxième autre point d'étranglement (20) associé à un espace arrière (29) dans le boîtier (28).
  5. Dispositif d'injection de carburant selon la revendication 4, caractérisé en ce que le premier point d'étranglement (19) est monté en parallèle avec un espace de pression (10) du boîtier (28).
  6. Dispositif d'injection de carburant selon la revendication 5, caractérisé en ce que le premier point d'étranglement (19) est disposé dans la conduite haute pression (27) entre un branchement allant à l'entrée (16) et à la sortie (17) du boîtier (28).
  7. Dispositif d'injection de carburant selon la revendication 4, caractérisé en ce que la vitesse d'ouverture de l'élément de compensation (11) reçu de manière déplaçable dans le boîtier (28) dépend de la section transversale d'étranglement du deuxième point d'étranglement (20) monté en aval de l'espace arrière (29).
  8. Dispositif d'injection de carburant selon la revendication 4, caractérisé en ce que le premier point d'étranglement (19) et la sortie (17) du boîtier (28) du dispositif de compensation sont suivis d'une section d'étranglement (22).
  9. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que le premier et le deuxième point d'étranglement (19), (20), sont intégrés dans l'élément de compensation (11).
  10. Dispositif d'injection de carburant selon la revendication 9, caractérisé en ce que les points d'étranglement (19), (20), sont réalisés dans un canal traversant l'élément de compensation (11).
  11. Dispositif d'injection de carburant selon la revendication 9, caractérisé en ce que le premier point d'étranglement (19) débouche au niveau d'un premier côté frontal (13) de l'élément de compensation (11), et est en liaison avec une sortie (17) dans le boîtier (28), par le biais d'un branchement (25).
  12. Dispositif d'injection de carburant selon la revendication 11, caractérisé en ce que le branchement (25) au niveau de l'élément de compensation (11) débouche dans un espace annulaire (26), dont l'étendue axiale correspond à celle d'une ouverture de coulisseau (23) au niveau de la sortie (17) du boîtier (28).
  13. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que l'injecteur de carburant (40) comprend un convertisseur de pression (30) intégré dans celui-ci.
  14. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que le dispositif de compensation (9) est disposé dans la conduite haute pression (8, 27) entre l'espace d'accumulation haute pression (7) et l'injecteur de carburant (40) à l'extrémité de la conduite haute pression (8, 27) du côté de l'accumulateur haute pression.
EP03807730A 2002-10-04 2003-06-16 Dispositif de suppression d'ondes de pression sur un systeme d'injection a accumulation Expired - Lifetime EP1552137B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10246208A DE10246208A1 (de) 2002-10-04 2002-10-04 Einrichtung zur Unterdrückung von Druckwellen an Speichereinspritzsystemen
DE10246208 2002-10-04
PCT/DE2003/001999 WO2004033893A1 (fr) 2002-10-04 2003-06-16 Dispositif de suppression d'ondes de pression sur un systeme d'injection a accumulation

Publications (2)

Publication Number Publication Date
EP1552137A1 EP1552137A1 (fr) 2005-07-13
EP1552137B1 true EP1552137B1 (fr) 2010-10-27

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EP03807730A Expired - Lifetime EP1552137B1 (fr) 2002-10-04 2003-06-16 Dispositif de suppression d'ondes de pression sur un systeme d'injection a accumulation

Country Status (5)

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US (1) US20060042597A1 (fr)
EP (1) EP1552137B1 (fr)
JP (1) JP2006501405A (fr)
DE (2) DE10246208A1 (fr)
WO (1) WO2004033893A1 (fr)

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JP4107277B2 (ja) * 2004-09-27 2008-06-25 株式会社デンソー 内燃機関用燃料噴射装置
JP4134979B2 (ja) * 2004-11-22 2008-08-20 株式会社デンソー 内燃機関用燃料噴射装置
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DE102007010495A1 (de) 2007-03-05 2008-09-11 Robert Bosch Gmbh Kraftstoffeinspritzsystem sowie Druckverstärkungseinrichtung für ein Kraftstoffeinspritzsystem
CA2758246C (fr) * 2011-11-16 2013-02-12 Westport Power Inc. Procede et appareil pour pomper du carburant dans un systeme d'injection de carburant
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Also Published As

Publication number Publication date
US20060042597A1 (en) 2006-03-02
DE10246208A1 (de) 2004-04-15
EP1552137A1 (fr) 2005-07-13
JP2006501405A (ja) 2006-01-12
DE50313223D1 (de) 2010-12-09
WO2004033893A1 (fr) 2004-04-22

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