EP1556605A1 - Kraftstoffeinspritzeinrichtung mit druckübersetzer und fördermengenreduziertem niederdruckkreis - Google Patents
Kraftstoffeinspritzeinrichtung mit druckübersetzer und fördermengenreduziertem niederdruckkreisInfo
- Publication number
- EP1556605A1 EP1556605A1 EP03809691A EP03809691A EP1556605A1 EP 1556605 A1 EP1556605 A1 EP 1556605A1 EP 03809691 A EP03809691 A EP 03809691A EP 03809691 A EP03809691 A EP 03809691A EP 1556605 A1 EP1556605 A1 EP 1556605A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- fuel
- fuel injection
- injection device
- feed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
- 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
- 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
- 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
- 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
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—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
- F02M63/0275—Arrangement of common rails
- F02M63/0285—Arrangement of common rails having more than one 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
- 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
- F02M63/0014—Valves characterised by the valve actuating means
- F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
-
- 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
- F02M63/0043—Two-way valves
Definitions
- Both pressure-controlled and stroke-controlled injection systems can be used to supply the combustion chambers of self-igniting internal combustion engines with fuel.
- PDE pump injector units
- PLD pump line injector units
- accumulator injection systems are also used as fuel injection systems.
- Accumulator injection systems advantageously make it possible to adapt the injection pressure to the load and speed of the internal combustion engine. A high injection pressure is required to achieve high specific outputs. The higher the achievable injection pressure, the lower the emissions of the internal combustion engine.
- DE 199 10 970 AI has the object of a fuel injection device.
- This has a pressure translation unit arranged between a pressure storage chamber and a nozzle chamber, the pressure chamber of which is connected to the nozzle chamber via a pressure line.
- a bypass line connected to the pressure storage space is also 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 in the bypass line the pressure translation unit is continuous regardless of the movement and position of a displaceable pressure medium. This enables greater flexibility with regard to injection.
- a fuel injection device for internal combustion engines also includes a fuel injector that can be supplied by a high-pressure fuel source a pressure transmitter.
- the pressure intensifying device contains a movable piston which separates a space connected to the high-pressure plastic source from a high-pressure space connected to the injector.
- the high-pressure space is connected to a rear space via a fuel line, so that the high-pressure space can be filled with fuel via the rear space of the pressure booster.
- the control of the fuel injection device known from DE 101 23 911.4 with pressure booster device is carried out by depressurizing the rear space of the pressure booster device.
- the fuel injection device comprises a stroke-controlled fuel injector.
- a pressure booster is assigned to each fuel injector in order to increase the injection pressure if necessary.
- the pressure booster device is controlled by a simple 2/2-way valve and leads to reduced relaxation losses, since the back space of the pressure booster device is relieved of pressure when it is actuated.
- these solutions allow multiple injections to be carried out and the injection process to be shaped flexibly.
- a pressure transmission device in a fuel injection system comprising a high-pressure accumulator leads to a greatly increased quantity requirement per fuel injector within the injection system.
- a high-pressure delivery unit this results in an increased delivery rate at a reduced pressure level.
- the flow rate also increases for a low pressure pump.
- the pressure level of the low-pressure delivery unit is not reduced, since a good filling of the pump rooms of the high-pressure delivery unit and an exact metering of the delivery rate must be ensured by the metering unit in the fuel system.
- the design of the pre-pump for the large flow rates required for fuel ejectors with pressure intensifiers is therefore a problem.
- the return of the pressure booster is not completely relaxed and is returned to the fuel tank in order to reduce the amount of feed.
- an expansion tank can be integrated in the return line of the pressure booster and a return line can open into the low-pressure circuit, for example, directly behind the outlet of the pre-delivery unit on the pressure side.
- the return flow of the pressure booster can be fed into the low-pressure circuit acted upon by the pre-pump at any point.
- the return line can be fed in before a fuel filter in order to ensure that the fuel is cleaned, on the other hand it is also possible to feed the pressure booster return flowing back from the pressure intensifier into the low-pressure circuit after the fuel filter in order to reduce the filter size.
- a metering unit connected upstream of the high-pressure delivery unit to feed the pressure booster return into the low-pressure side circuit in order to reduce the flow cross-section of a metering unit required to regulate the need for the high-pressure delivery unit.
- Another possible embodiment is to also relax the return of the fuel injector only up to the pressure level that can be built up by the pre-supply and feed it downstream of the feed pump into the low-pressure circuit.
- This embodiment variant can be used in fuel injection systems with a high-pressure storage chamber without a pressure intensifier to reduce the low-pressure delivery volume, since, depending on the design of the fuel injector and the pressure level prevailing in the high-pressure storage chamber, the return quantity of the fuel injector can represent a significant proportion of the total quantity.
- pressure-sensitive spaces of a fuel injector or a pressure intensifier module e.g. a solenoid valve armature can still be relaxed to a lower pressure level.
- FIG. 1 shows the hydraulic construction of the high-pressure and low-pressure circuit on a high-pressure accumulator injection system with a pressure intensifier
- Figure 2 shows the hydraulic functioning of a fuel injection system
- Figure 3 shows the proposed hydraulic connection of the low pressure circuit of a fuel injection system with pressure intensifier and high pressure storage space according to the invention.
- FIG. 1 shows the hydraulic connection of the components of a fuel injection system with a high-pressure storage space and pressure transmission, as well as the components used therein.
- the fuel injection system with a high-pressure storage space 4 and a pressure intensifier 7 connected upstream of a fuel injector 10 comprises a high-pressure delivery unit 1.
- the high-pressure delivery unit 1 is connected upstream of a metering unit, not shown, by means of which fuel is metered to the high-pressure delivery unit in a demand-controlled manner.
- fuel flows via an inlet 16 to a feed pump upstream of the high-pressure delivery unit 1. There it is compressed to pre-delivery pressure.
- the compressed fuel then passes through a fuel filter 17 and is metered to the high-pressure delivery unit 1 as required by a metering unit (not shown). Control, flushing and lubrication quantities are returned to the fuel tank 14 via a return line 19.
- the fuel compressed to pre-delivery pressure is compressed in the high-pressure delivery unit 1 and stored in the high-pressure storage space 4.
- the high-pressure delivery unit 1 is connected to the high-pressure storage space 4 via a high-pressure feed line 2.
- the high-pressure line 2 is received at a high-pressure connection 3 on the high-pressure storage space 4.
- fuel standing under the pressure built up by the high-pressure delivery unit 1 flows to the pressure booster 7 via the feed line 6.
- the high-pressure storage space 4 is connected to the fuel tank 14 via a return line 5 to the fuel tank 14.
- fuel which is at a further increased pressure level flows to the fuel injector 10 and can be injected at an injection nozzle 12 of the fuel injector 10 into the combustion chamber (not shown in FIG. 1) of a self-igniting internal combustion engine.
- the leakage or actuation quantities controlled back into the fuel tank 14 under atmospheric pressure all flow back into the fuel tank 14 via the returns 13 from the fuel injector 10, the return line 8 from the pressure booster 7, the return line 5 from the high-pressure storage space 4 and via the return line 19 of the metering unit.
- FIG. 2 shows the hydraulic functioning of a fuel injection system which contains a pressure intensifier.
- Fuel is supplied via the feed line 6 to the pressure booster 7, which is below the pressure level prevailing in the high-pressure storage space 4 (not shown here).
- the fuel flows via the feed line 6 into a working space 26 of the pressure booster 7.
- a first channel 23 and a second channel 24 extend parallel to the feed line which acts on the working space 26 of the pressure booster 7.
- a filling valve 20 is accommodated within the first channel 23; the second channel 24 comprises a throttle point 21.
- the first channel 23 and the second channel 24 as well as an overflow line 25 containing a check valve 22 are all connected to a rear space 27 of the pressure booster 7.
- a return spring 30 is received within the rear space 27 and acts on the lower end face of a booster piston 28 separating the working space 26 from the high pressure space 9.
- the rear space 27 of the pressure booster 7 is relieved of pressure by activating an actuating valve designated by reference numeral 31.
- the actuating valve 31 for relieving the pressure in the rear space 27 can be designed, for example, as a 2/2-way valve and is connected to a low-pressure region which is not shown here in FIG.
- the fuel under high pressure contained in the high pressure space 9 of the pressure booster 7 is displaced into a high pressure supply line 33 which extends to the fuel injector 10.
- the check valve 22 contained in the overflow line 25 for refilling the high-pressure chamber 9 prevents fuel volume displaced from the high-pressure chamber 9 from flowing back into the rear chamber 27 of the pressure booster 7.
- the high-pressure supply line 33 which extends from the high-pressure chamber 9 of the pressure booster 7 to the fuel injector 10, opens into a nozzle chamber 38 formed in the injector body 11 of the fuel injector 10. Furthermore, a control chamber 34 of the fuel injector 10 is acted on via the inlet throttle 35 via the high-pressure supply line 33.
- the control chamber 34 is depressurized to actuate an injection valve member 37, which is preferably designed as a nozzle needle, by actuating an actuating valve 32, which can be designed as a 2/2-way valve. Pressure relief of the control chamber 34 takes place via an outlet throttle 36 in the return 13, which connects to the actuating valve 32 for actuating the fuel injector 10.
- a nozzle spring chamber 39 is provided in the injector body 11 of the fuel injector 10 as shown in FIG. 2 in addition to a nozzle chamber 38.
- the nozzle spring chamber 39 receives a nozzle spring 40.
- a leakage line extends from the nozzle spring chamber 39, via which fuel flowing out of the nozzle chamber 39 during an opening movement of the injection valve member 37 can flow out into the low-pressure region of the fuel injection system.
- the fuel compressed in accordance with the transmission ratio of the pressure intensifier 7 flows into the nozzle space 38 via the high-pressure supply line 33. Because of the pressure build-up in the nozzle chamber 38, this translated pressure is applied to a pressure shoulder 42, which is formed on the injection valve member 37 in the region of the nozzle chamber 38 is. The injection valve member 37 is held in its closed position via the nozzle spring 40 and the pressure level prevailing in the control chamber 34.
- the translator piston 28 moves with its end face 29 into the high-pressure space 9.
- An increased fuel pressure corresponding to the transmission ratio of the pressure intensifier 7 is achieved in this.
- the fuel flows to the nozzle chamber 38 via the high-pressure supply line 33 and acts on the pressure shoulder 42 designed for the injection valve 37.
- the control chamber 34 is relieved of pressure via the outlet throttle 36 when the actuating valve 32 is switched.
- the Eirtpritzventilglied 37 opens against the action of the nozzle spring 40, so that there is an injection of fuel into the combustion chamber 44.
- the control chamber 34 is relieved of pressure via the discharge throttle 36 when the actuating valve 32 is switched, so that fuel is injected into the combustion chamber 44.
- the switching valve 31 By actuating the switching valve 31 into its closed position, i.e. the interruption of the connection to the return on the low-pressure side fills the back space 27 of the pressure booster 7 via the first channel 23 and the second channel 24. As a result, the booster piston 28, supported by the return spring 30 received in the back space 27, moves back into its rest position, so that the high pressure chamber 9 of the pressure booster 7 is depressurized. As a result, the pressure in the nozzle space 38 drops.
- the closing movement of the injection valve member 37 which is designed as a nozzle needle, is initiated in that a switching valve 32 which relieves the pressure from the control chamber 34 is switched into its closed position, so that pressure builds up in the control chamber 34 via the inlet throttle 35 branching off from the high-pressure supply line 33.
- FIG. 3 shows the circuit proposed according to the invention for a low-pressure area of a fuel injection system with pressure intensifier and high-pressure storage space.
- the high-pressure delivery unit 1 delivers fuel into the high-pressure storage space 4 via the high-pressure line 2.
- Six supply line connections are shown on the high-pressure storage space 4, via which a self-igniting internal combustion engine containing six cylinders is supplied with fuel.
- a self-igniting internal combustion engine containing six cylinders is supplied with fuel.
- 5, 8, 10 or 12 high-pressure line connections are designed in accordance with the number of cylinders of the combustion engine to be supplied with fuel.
- the working chamber 26 of the pressure booster 7 is pressurized via the feed line 6 from the high-pressure storage chamber 4.
- the pressure booster 7 comprises a booster piston 28 which separates the working room 26 from the rear chamber 27. As shown in FIG.
- a return spring 30 can be accommodated in the rear space 27 of the reverse booster 7, which returns the booster piston 28 to its rest position.
- the rear chamber 27 of the pressure booster 7 is acted upon by fuel via the feed line 6, which opens into the second channel 24, which contains the throttle point 21.
- the pressure relief of the rear space 27 takes place via the return line 8, which can be connected by means of the switching valve 31 to a return line 50 assigned to the pressure intensifier and the rear space 27, or can be separated therefrom.
- the front side 29 of the booster piston 28 acts on the high-pressure chamber 9 of the pressure booster 7, so that a fuel pressure which is increased in accordance with the pressure booster ratio of the pressure booster 7 can be achieved therein.
- the check valve 22 connected in parallel to the pressure booster 7 in a bypass line prevents the fuel volume contained in the high-pressure chamber 9 of the pressure booster 7 from flowing back into the feed line 6.
- the high-pressure chamber 9 of the pressure booster 7 is connected to the high-pressure supply line 33. From this, a line section, containing an inlet throttle 35, branches off into the control chamber 34; furthermore, via the high-pressure supply line 33, the nozzle chamber 38 within the injector body 11 of the fuel injector 10 is increased, i.e. pressurized fuel under pressure. If the fuel injector 10 is actuated by switching the switching valve 32, fuel flows through the open discharge throttle 36, i.e. the injector control amount, in the return line 13. At the same time, a pressure acting in the opening direction of the injection valve member 37 builds up on the pressure shoulder 42 acting as a hydraulic surface on the injection valve member 37 due to the pressurization of the nozzle chamber 38.
- the injection valve member 37 moves against the nozzle spring 40 let into the nozzle spring chamber 39, so that the injection openings 43 of the injection nozzle 12 are opened and fuel is injected from the nozzle chamber 38 via the annular gap 45 surrounding the injection valve member 37 into the combustion chamber (not shown in FIG. 3) of a self-igniting internal combustion engine can.
- the injector control quantity flows out of the control chamber 34 via the outlet throttle 36.
- the injector control quantity flows into the unpressurized fuel tank 14 via the return line 13.
- the return 50 assigned to the pressure booster 7 opens into a compensating tank 51 within a low-pressure circuit 64 of the fuel injection system according to FIG. 3.
- Arrows denoted by reference symbols 52 indicate further pressure booster 7 assigned pressure booster returns 50 on, which also flow back into the expansion tank 51.
- the line section 60 comprises a plurality of feed points 61, 62, 63, at which the under pressure standing fuel in the expansion tank 51 back into the low pressure circuit 64, ie can be fed in before the high-pressure conveyor unit 1.
- a first possibility is to feed the fuel, which is under residual pressure from the expansion tank 51, into the line section 60 at a first feed point 61, which is arranged behind the pressure-side outlet 56 of the pre-pump 55.
- a first feed section 66.1 can be provided.
- the feed points 61, 62 and 63 are all located behind the pressure side 56 of the feed pump 55, so that the fuel volume to be fed by the feed pump 55 is considerably reduced.
- the pressure intensifier 7 produces relatively high return quantities, which result from the transmission ratio multiplied by the injection quantity.
- the expansion tank 51 in which the return quantities of the pressure booster 7 are received, pressure vibrations in the return path of the pressure booster 7 can be damped.
- the expansion tank 51 has a certain cooling effect, which has a favorable influence on the temperature level of the fuel within the low-pressure circuit 64.
- a pressure relief valve 54 is connected to the unpressurized fuel tank 14 analogously to the return lines 13 running from the fuel injectors 10.
- the return flow rate which is determined by the six pressure amplifiers 7 of a six-cylinder self-igniting internal combustion engine, can be fed into the line section 60 at a first feed point 61. If the fuel quantities that are pressure-controlled by the pressure boosters 7 when the working spaces 27 are depressurized are fed in before the fuel filter 17, cleaning of the controlled return flow rates of the pressure intensifiers 7, 52 can be achieved in an advantageous manner.
- the return quantities flowing back into the expansion tank 51 from the pressure boosters 7 can finally also be supplied at a third feed point 63 via a third feed section 66.3 into the introduction section 60 in the low-pressure circuit 64.
- the third infeed point 63 is connected downstream of a metering unit 59, which undertakes the metering of fuel to the high-pressure delivery unit 1 outside the low-pressure circuit 64 in a demand-controlled manner.
- a third feed point 63 connected downstream of the metering unit 59, the return quantities of the pressure intensifiers 7 downstream of the metering unit 59, upstream of the high-pressure delivery unit 1 outside the low-pressure circuit 64, can be introduced into the inlet section 60, so that the necessary flow cross section of the metering unit 59 is kept small can.
- the fuel volume flow to be demanded by the preliminary pump 55 can be considerably reduced in all three supply variants, ie positions 61, 62, 63.
- the pressure level prevailing in the low-pressure circuit 64 which is built up by the preliminary pump 55, is preferably in the range between 5 and 7 bar, which corresponds to the residual pressure level, which remains in the work back space 27 when the back space 27 of the pressure booster 7 is relieved when the actuating valve 31 is actuated.
- Dirt fluctuations within the earth line section 30 can be compensated for by a pressure control valve 57, which is opened in a line section opening into the fuel tank 14. is taken, which branches within the introduction section 60 between the fuel filter 17 and the metering unit 59.
- the fuel filter 17, 58 can be designed for smaller fuel volume flows. which has a very favorable influence on the size of delivery components and filter components within the low-pressure circuit 64 of the fuel injection device proposed according to the invention.
- a further reduction in the fuel volume flow to be supplied to the high-pressure delivery unit 1 through the pre-supply pump 55, the filter element 17 and the metering unit 59 can be realized in the illustration in FIG. 3 into the fuel tank 14 via the return line 13 assigned to the fuel injectors 10 and a partial quantity return 65 outflowing amount of leakage, likewise to relax only up to the pre-delivery pressure to be applied by the pre-delivery pump 55.
- This fuel volume flow flowing out of the fuel injector 10 or the fuel injectors 10 via the return line 13 is preferably fed into the low-pressure circuit 64 behind the pressure side 56 on the feed pump 55.
- the return quantity of the fuel injector (s) 10 can make up a significant proportion of the total fuel quantity.
- the return flow flowing out of the fuel injector 10 essentially consists of the fuel volume flow that is diverted into the nozzle spring chamber 39 when the injection valve member opens and the control volume that flows out of the control chamber 34 via the outlet throttle 36 when the switching valve is actuated.
- the returns 53 of further fuel injectors 10, which are not shown here, are indicated by the arrows pointing to the return line 13.
- the return flow flowing back from the pressure boosters 7 is not completely relaxed, but is kept at a pressure corresponding to the feed pressure of the feed pump 55 and is fed back to the low pressure circuit 64 at the first feed point 61, the second feed point 62 and the third feed point 63 within the introduction section 60.
- the structural design of the fuel filter 17 or 58 and the dimensioning of the metering unit 59 and prefeed pump 55 can take place to lower volume flows.
- the lower delivery capacity of the prefeed pump 55 is generally not regulated as required, high overflow quantities occurring in certain map pumps can be avoided, which can contribute to a significant loss of efficiency of the entire fuel injection system.
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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)
- Fluid Mechanics (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10248467A DE10248467A1 (de) | 2002-10-17 | 2002-10-17 | Kraftstoffeinspritzeinrichtung mit Druckübersetzer und fördermengenreduziertem Niederdruckkreis |
DE10248467 | 2002-10-17 | ||
PCT/DE2003/002175 WO2004040118A1 (de) | 2002-10-17 | 2003-06-30 | Kraftstoffeinspritzeinrichtung mit druckübersetzer und fördermengenreduziertem niederdruckkreis |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1556605A1 true EP1556605A1 (de) | 2005-07-27 |
EP1556605B1 EP1556605B1 (de) | 2006-07-26 |
Family
ID=32086983
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03809691A Expired - Lifetime EP1556605B1 (de) | 2002-10-17 | 2003-06-30 | Kraftstoffeinspritzeinrichtung mit druckübersetzer und fördermengenreduziertem niederdruckkreis |
Country Status (5)
Country | Link |
---|---|
US (1) | US7219659B2 (de) |
EP (1) | EP1556605B1 (de) |
JP (1) | JP4437092B2 (de) |
DE (2) | DE10248467A1 (de) |
WO (1) | WO2004040118A1 (de) |
Families Citing this family (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004053269A1 (de) * | 2004-11-04 | 2006-05-11 | Robert Bosch Gmbh | Kraftstoffeinspritzeinrichtung |
JP2006132467A (ja) * | 2004-11-08 | 2006-05-25 | Mitsubishi Fuso Truck & Bus Corp | コモンレール式燃料噴射装置 |
DE102005033634A1 (de) * | 2005-07-19 | 2007-01-25 | Robert Bosch Gmbh | Hochdruck-Kraftstoffpumpe für ein Kraftstoff-Einspritzsystem einer Brennkraftmaschine |
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DE10205186A1 (de) * | 2002-02-08 | 2003-08-21 | Bosch Gmbh Robert | Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine |
DE10339250A1 (de) * | 2002-10-17 | 2004-04-29 | Robert Bosch Gmbh | Ventil zum Steuern von Flüssigkeit |
-
2002
- 2002-10-17 DE DE10248467A patent/DE10248467A1/de not_active Ceased
-
2003
- 2003-06-30 US US10/528,465 patent/US7219659B2/en not_active Expired - Fee Related
- 2003-06-30 WO PCT/DE2003/002175 patent/WO2004040118A1/de active IP Right Grant
- 2003-06-30 DE DE50304388T patent/DE50304388D1/de not_active Expired - Lifetime
- 2003-06-30 JP JP2004547370A patent/JP4437092B2/ja not_active Expired - Fee Related
- 2003-06-30 EP EP03809691A patent/EP1556605B1/de not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
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See references of WO2004040118A1 * |
Also Published As
Publication number | Publication date |
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EP1556605B1 (de) | 2006-07-26 |
US7219659B2 (en) | 2007-05-22 |
JP4437092B2 (ja) | 2010-03-24 |
JP2006503225A (ja) | 2006-01-26 |
WO2004040118A1 (de) | 2004-05-13 |
DE10248467A1 (de) | 2004-05-06 |
US20060042598A1 (en) | 2006-03-02 |
DE50304388D1 (de) | 2006-09-07 |
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