EP1617073B1 - Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur - Google Patents

Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur Download PDF

Info

Publication number
EP1617073B1
EP1617073B1 EP03725655A EP03725655A EP1617073B1 EP 1617073 B1 EP1617073 B1 EP 1617073B1 EP 03725655 A EP03725655 A EP 03725655A EP 03725655 A EP03725655 A EP 03725655A EP 1617073 B1 EP1617073 B1 EP 1617073B1
Authority
EP
European Patent Office
Prior art keywords
fuel
flow control
control valves
high pressure
common rail
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
EP03725655A
Other languages
German (de)
English (en)
Other versions
EP1617073A1 (fr
EP1617073A4 (fr
Inventor
Tsutomu Sugihara
Kazuya Kubota
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bosch Corp
Original Assignee
Bosch Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bosch Corp filed Critical Bosch Corp
Publication of EP1617073A1 publication Critical patent/EP1617073A1/fr
Publication of EP1617073A4 publication Critical patent/EP1617073A4/fr
Application granted granted Critical
Publication of EP1617073B1 publication Critical patent/EP1617073B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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

  • the present invention relates to a so-called accumulator fuel injection system, and more specifically, to such a system having improved controllability for the discharge amount and the like.
  • WO 99/45259 A discloses a method of controlling a discharge amount in an accumulator fuel injection system, wherein fuel in a fuel tank is supplied to a high-pressure pump through a flow control wave, high-pressure fuel is supplied under pressure to a common rail by said high-pressure pump, the high-pressure fuel accumulated in said common rail can be injected by a fuel injection valve connected to said common rail, a plurality of said flow control valves are connected in parallel, fuel can be supplied from said fuel tank to said high-pressure pump through the plurality of flow control valves and among said plurality of flow control valves, flow control valves as many as necessary for a discharge amount from said high-pressure pump attain an operation state.
  • EP 1 255 037 A1 discloses a fuel injection device, wherein a plurality of high-pressure fuel feed parts each comprising a supply pump part and fuel metering part are disposed, in parallel with each other, between a feed pump part sucking fuel from a fuel tank and a common rail so that the injection of a specified amount of fuel can be maintained even if one high-pressure pump fails, whereby, even if one high-pressure fuel feed parts stops, a common rail pressure can be maintained by the other high-pressure fuel feed part.
  • US 5,701,873 A discloses a control device for a filling-ratio adjusting pump with at least one displacement space works on the suction-throttle principle with a positive variation in volume of the displacement space or displacement spaces and is intended inter alia particularly for common-rail diesel injection systems.
  • This control device allows dynamic control of the filling-ratio adjusting pump at low outlay, without the system being impaired by undesirable cavitation.
  • Located on the suction side of the pump is at least one throttling 2/2-way valve actuated by pressure difference. Either such a 2/2-way valve can be used for a group of displacement spaces or for the entire pump or a respective valve of this kind can be inserted in front of each individual displacement space,
  • a conventional fuel injection system has been publicly known or well known for example as the one disclosed by Japanese Patent Laid-Open No. H08-284722 , according to which fuel pumped up from a fuel tank using a feed pump is supplied through a high pressure pump to a common rail to which a plurality of injection nozzles are connected, and the injection nozzles are opened by electronic control, so that the high-pressure fuel can be supplied to the combustion chamber of each of the cylinders in a diesel engine.
  • the increase in the capacity of the high pressure pump however naturally increases the amount of fuel passed through the flow control valve, so that the opening area of the flow control valve should be increased, which causes the size of the flow control valve to be increased.
  • the increase in the size of the flow control valve makes it more difficult to secure an installment space in the system.
  • Another object of the invention is to provide an accumulator fuel injection system that can equally control the operation of a plurality of electromagnetic valves for flow control.
  • Yet another object of the invention is to provide a highly reliable accumulator fuel injection system that allows stable discharge amount control to be achieved.
  • a method of controlling a discharge amount in an accumulator fuel injection system wherein fuel in a fuel tank is supplied to a high pressure pump through a flow control valve, high pressure fuel is supplied under pressure to a common rail by said high pressure pump, the high pressure fuel accumulated in said common rail can be injected by a fuel injection valve connected to said common rail, a plurality of said flow control valves are connected in parallel, fuel can be supplied from said fuel tank to said high pressure pump through the plurality of flow control valves, and among said plurality of flow control valves, flow control valves as many as necessary for a discharge amount from said high pressure pump attain an operation state.
  • a necessary number of flow control valves among the plurality of flow control valves provided may be operated in response to the discharge amount from the high pressure pump, while the other flow control valves may be kept in a non-operation state. Therefore, if the high pressure pump is replaced by a pump having a different discharge amount, the difference can be addressed without changing the other elements of the accumulator fuel injection system. This allows a common system arrangement to be achieved.
  • an accumulator fuel injection system wherein fuel in a fuel tank is supplied to a high pressure pump through a flow control valve, high pressure fuel is supplied under pressure to a common rail by said high pressure pump, the high pressure fuel accumulated in said common rail can be injected by a fuel injection valve connected to said common rail, said high pressure pump comprises a plurality of plunger chambers, and a plurality of flow control valves are provided in fuel passages connecting said plurality of plunger chambers and said fuel tank.
  • Said high pressure pump comprises a plurality of plunger chambers, and a plurality of flow control valves are provided in fuel passages connecting said plurality of plunger chambers and said fuel tank.
  • a necessary number of flow control valves among the plurality of flow control valves provided may be operated in response to the discharge amount from the high pressure pump, and if the high pressure pump is replaced by a pump having a different discharge amount, the difference can be addressed without changing the other elements of the accumulator fuel injection system. This allows a common system arrangement to be achieved.
  • the present system an accumulator fuel injection system (hereinafter as "the present system") according to an embodiment of the invention will be described with reference to Fig. 1 .
  • the present system is largely divided into fuel injection valves (injectors) 1 provided corresponding to the cylinders of a diesel engine (not shown) to inject fuel for supplying the cylinders, a common rail 2 for accumulating high pressure fuel to be supplied to the fuel injection valves 1, a high pressure pump portion 3 that feeds high pressure fuel under pressure to the common rail 2, a fuel tank 4, and an electronic control portion (denoted as "ECU” in Fig. 1 ) 5.
  • the high pressure pump portion 3 includes, as main elements, a supply pump 6 serving as a high pressure pump, a feed pump 7 composed of a so-called gear pump co-axially attached to the cam shaft 6a of the supply pump 6, first and second flow control valves 8a and 8b that control the amount of fuel to be supplied to the supply pump 6, and a pressure control valve 18.
  • the supply pump 6 is a so-called plunger type pump that is publicly known/well known, and now the general structure of the pump will be described.
  • the supply pump 6 according to the embodiment of the invention has first and second cylinders 9a and 9b, and first and second plungers 10a and 10b for which first and second plunger chambers 11a and 11b are formed, respectively.
  • the first and second plungers 10a and 10b abutted against first and second cams 5a and 5b, respectively attached to the cam shaft 6a having its end (not shown) connected to the clank shaft (not shown) of the engine, and these plungers are reciprocated in the first and second cylinders 9a and 9b according to the movement of the cams moved with the rotation of the cam shaft 6a.
  • the movement increases the pressure of the fuel in the first and second plunger chambers 11 a and 11b.
  • the feed pump 7 composed of a so-called gear pump is attached to the cam shaft 6a and the rotation causes fuel in the fuel tank 4 to be sucked up and supplied through the flow control valves 8 to the first and second plunger chambers 11 a and 11b ahead of the supply pump 6.
  • the intake side of the feed pump 7 is connected to the fuel tank 4 through a first fuel passage 13a
  • the discharge side of the feed pump 7 is connected to the inlet side of a fuel filter 12 through a second fuel passage 13b.
  • the outlet side of the fuel filter 12 and the inlet side of the first and second flow control valves 8a and 8b are connected through a third fuel passage 13c. More specifically, one end of the third fuel passage 13c is connected to the outlet side of the fuel filter 12, while the other end is divided into two branches, one of which is connected to the inlet side of the first flow control valve 8a and the other is connected to the second flow control valve 8b. Therefore, fuel removed of dust and the like by the fuel filter 12 is let into the first and second flow control valves 8a and 8b.
  • the third fuel passage 13c is connected with one end of a seventh fuel passage 13g having the pressure control valve 18 provided therein in an appropriate location between the branch location on one end and the fuel filter 12, and the other end of the seventh connection passage 13g is connected to a sixth fuel passage 13f that will be described,
  • the sixth and seventh fuel passages 13f and 13g form a fuel return passage 19.
  • the pressure control valve 18 is for example a so-called mechanical valve that opens at a prescribed pressure level or higher. According to the embodiment, when the pressure at the inlet side of the first and second flow control valves 8a and 8b reaches a prescribed pressure level or more, the pressure control valve 18 is opened, so that fuel from the feed pump 7 is returned to the fuel tank 4 through the pressure control valve 18, and the seventh and sixth fuel passages 13g and 13f. In this way, the amount of fuel discharged by the first and second flow control valves 8a and 8b can be controlled more precisely.
  • the first and second flow control valves 8a and 8b are both made of a current-driven proportional electromagnetic valve, the amount of current passage therethrough is controlled to control the opening state, and the amount of current passage and the opening state are substantially in proportion. According to the embodiment of the invention, as the amount of current passage increases, the distribution amount of fuel increases. Based on the amount of fuel supplied to the first and second plunger chambers 11a and 11b through the first and second flow control valves 8a and 8b, the amount of high pressure fuel fed under pressure to the common rail 2 is determined. Therefore, the first and second flow control valves 8a and 8b serve as electromagnetic valves for controlling the pressure of the common rail 2.
  • a common fuel passage 20 is provided on the outlet side of the first and second flow control valves 8a and 8b. More specifically, the common fuel passage 20 have both ends divided into two, two branch paths 20a and 20b on one side are connected to the outlet side of the first and second flow control valves 8a and 8b, respectively. Meanwhile, among the two branch passages 20c and 20d on the other side of the common fuel passage 20, the branch passage 20c is connected with one end of a fourth fuel 13 d through a first intake valve 14a, while the branch passage 20d is connected with one end of a fifth fuel passage 13e through a second intake valve 14b. The other ends of the fourth and fifth fuel passages 13d and 13e are both connected to the common rail 2.
  • the first and second flow control valves 8a and 8b are connected in parallel between the fuel tank 4 and the first and second plunger chambers 11a and 11b.
  • a first discharge valve 15a is provided in an appropriate location in the fourth fuel passage 13d between the first intake valve 14a and the common rail 2.
  • a second discharge valve 15b is provided in an appropriate location in the fifth fuel passage 13e between the second intake valve 14b and the common rail 2.
  • a first plunger chamber connection fuel passage 16a in communication with the first plunger chamber 11 a is connected to the fourth fuel passage 13 d in an appropriate location between the first intake valve 14a and the first discharge valve 15a.
  • a second plunger chamber connection fuel passage 16b in communication with the second plunger chamber 11b is connected to the fifth fuel passage 13e in an appropriate location between the second intake valve 14b and the second discharge valve 15b.
  • the first and second intake valves 14a and 14b have a check valve structure that prevents the flow of fuel from the side of the first and second plunger chambers 11a and 11b to the side of the first and second flow control valves 8a and 8b.
  • first and second plungers 10a and 10b are in locations in a suction stroke state, and the first and second flow control valves 8a and 8b are opened, fuel sucked up from the fuel tank 4 by the feed pump 7 is let to flow into the first and second plunger chambers 11a and 11b through the first and second intake valves 14a and 14b, respectively.
  • the first and second discharge valves 15a and 15b have a check valve structure that prevents the flow of fuel from the side of the common rail 2 to the side to which first and second intake valves 14a and 14b are connected. In this way, when the first and second plungers 10a and 10b are in locations in a compression stroke state, and the fuel in the first and second plunger chambers 11a and 11b attains a prescribed high pressure state, the high pressure fuel is let to flow from the first and second plunger chambers 11a and 11 b to the common rail 2 through the first and second discharge valves 15a and 15b.
  • the sixth fuel passage 13f and a relief valve 17 are provided between the common rail 2 and the fuel tank 4 in order to return excess fuel in the common rail 2 to the fuel tank 4.
  • the pressure of fuel in the common rail 2 reaches a prescribed level or higher, the fuel is returned to the fuel tank 4 through the relief valve 17.
  • the electronic control portion 5 for example includes for example a microcomputer as a main element and is provided with detection signals for the pressure sensor 18 provided for detecting the pressure inside the common rail 2 and various other signals necessary for controlling the engine such as a signal for the revolutions of the engine and a accelerator opening signal (not shown).
  • the electronic control portion 5 controls the operation of the first and second flow control valves 8a and 8b based on these input signals through a conduction driving circuit (denoted as "DRV" in Fig. 1 ) 21, in other words, the portion controls the current passed therethrough, the operation of the fuel injection valves 1 and the like so that the fuel pressure in the common rail 2 reaches a target common rail pressure.
  • a conduction driving circuit denoted as "DRV" in Fig. 1
  • the electronic control portion 5 calculates a target fuel injection amount and a target common rail pressure based on various signal inputs such as a signal for the engine revolutions and the accelerator opening signal, and the calculated pressure is compared to an actual pressure in the common rail 2 detected by the pressure sensor 18 in order to calculate the amount of current to be passed through the first and second flow control valves 8a and 8b.
  • the DRV 21 is controlled to be at the calculated current value and the first and second flow control valves 8a and 8b attain a prescribed opening state accordingly.
  • the opening state of the first and second flow control valves 8a and 8b allows fuel sucked up from the fuel tank 4 by the feed pump 7 to be supplied to the first and second plunger chambers 11a and 11b through the first and second flow control valves 8a and 8b.
  • the compression function of the first and second plungers 10a and 10b causes the fuel in the first and second plunger chambers 11a and 11b to attain a high pressure state, and once the pressure reaches a prescribed level or higher, an amount of high pressure fuel controlled based on the opening state of the flow control valves 8a and 8b is supplied to the common rail 2 through the first and second discharge valves 15a and 15b.
  • the fuel injection valves 1 are driven by the electronic control portion 5 in appropriate timings, so that the high pressure fuel is injected by the fuel injection valves 1 into the internal combustion engine that is not shown.
  • the feed pump 7 is designed to have discharge ability to allow sufficient fuel as much as that in a high speed state to be secured even in a low speed state such as at the start of the engine, and therefore when the revolution speed of the engine (not shown) is higher, and the discharge amount from the high pressure pump portion 3 is desired to be zero such as during deceleration, most of the fuel from the feed pump 7 is returned to the fuel tank 4 through the pressure control valve 18 and the fuel return passage 19.
  • the first and second flow control valves 8a and 8b are both used, but if the necessary discharge amount is relatively small or small enough not to use both the first and second flow control valves 8a and 8b, only one of the first and second flow control valves 8a and 8b may be operated while the other is kept in a non-operation state.
  • Fig. 2 illustrates the concept of how the flow control valves operate in such a case.
  • Fig. 2A shows how two flow control valves are simultaneously operated, in which case the opening areas of the two valves are added to provide an opening area corresponding to the maximum discharge amount of the high pressure pump.
  • the bold characteristic line attached with letter a represents the opening area characteristic when the two flow control valves are operated at the same time
  • the dotted characteristic line attached with letter b represents the opening area characteristic per flow control valve.
  • the position of the thin line attached with S 1 represents the necessary opening area for the maximum discharge amount.
  • the inclination of the characteristic line a represented by _1 indicates the opening area sensitivity in response to current change
  • Fig. 2B shows an example of how such a problem is solved by carrying out control using one flow control valve while closing the other flow control valve when the requested discharge amount is small.
  • the flow control valve 8b is closed and the flow rate is controlled using only the flow control valve 8a. If the discharge amount from the supply pump 6 is greater than K, the flow control valve 8a is fixed at the level of current value k (A) corresponding to the discharge amount K, and the excess amount above K is taken care of by the flow control valve 8b, so that the flow rate change in response to the current change is not increased while the opening area corresponding to the maximum discharge amount can be secured.
  • the bold characteristic line attached with letter c represents the opening area characteristic of the flow control valves 8a and 8b altogether, and at the time the flow control valve 8a is kept at the current level K immediately before the fully open state, while the flow control valve 8b is in a closed state.
  • the dotted characteristic line attached with letter d represents the opening area characteristic of the flow control valve 8b. More specifically, the position of the thin line attached with S2 represents the necessary opening area for the maximum discharge amount. The part of the dotted line attached with letter e corresponds to the discharge amount K.
  • the inclination of the characteristic line c represented by 2 indicates the opening area sensitivity in response to current change.
  • first and second flow control valves 8a and 8b have the same electrical and mechanical characteristics, but one of the valves may have a different flow rate sensitivity from the other. (In other words, the area of the part through which the fluid passes may be different).
  • the same structure may be employed.
  • the first and second flow control valves 8a and 8b may both be operated, while when the discharge amount of the supply pump 6 is relatively small and the requested discharge amount sensitivity is also small, only the one of the first and second flow control valves 8a and 8b that has a smaller flow rate sensitivity may be operated.
  • the first and second flow control valves 8a and 8b are connected to the first and second plunger chambers 11 a and 11 b of the supply pump 6 through the common fuel passage 20, while in the second example, fuel from the fuel tank 4 is supplied to the first and second plunger chambers 11 a and 11b of the supply pump 6 through the first and second flow control valves 8a and 8b provided in separate fuel passages, and the electromagnetic coils 23 a and 23b of the first and second flow control valves 8a and 8b are connected in series.
  • the outlet side of the first flow control valve 8a and the first intake valve 14a are connected by a first control valve outlet side-fuel passage 22a
  • the outlet side of the second flow control valve 8b and the second intake valve 14b are connected by a second control valve outlet side-fuel passage 22b.
  • the pipes are arranged on the outlet side of the first and second intake valves 14a and 14b in the same manner as the first example described above (see Fig. 1 ).
  • fuel passed through the first flow control valve 8a is made to flow into the first plunger chamber 11a through the first control valve outlet side-fuel passage 22a, the first intake valve 14a, and a first plunger chamber connection fuel passage 16a.
  • fuel passed through the second flow control valve 8b is made to flow into the second plunger chamber 11b through the second control valve outlet side-fuel passage 22b, the second intake valve 14b, and a second plunger chamber connection fuel passage 16b.
  • the electromagnetic coils 23a and 23b of the first and second flow control valves 8a and 8b are connected in series and turned on by a conduction driving circuit 21.
  • the basic operation of the second example is the same as that of the first example, and therefore the different points between them will mainly be described.
  • the first and second flow control valves 8a and 8b are driven to turn on at the same time by the electronic control portion 5 through the conduction driving circuit 21.
  • these first and second flow control valves 8a and 8b have their electronic coils 23a and 23b connected in series, and therefore current passed through the two electronic coils 23a and 23b is surely the same, so that the electrical and mechanical characteristics and the like of the first and second flow control valves 8a and 8b are the same. In this way, the valves are controlled in the same state. Stated differently, the amounts of fuel passed through the first and second flow control valves 8a and 8b are surely controlled to be equal.
  • the fuel passed through the first flow control valve 8a is made to flow into the first plunger chamber 11a through the first control valve outlet side-fuel passage 22a, the first intake valve 14a, and the first plunger chamber connection fuel passage 16a.
  • the fuel passed through the second flow control valve 8b is made to flow into the second plunger chamber 11b through the second control valve outlet side-fuel passage 22b, the second intake valve 14b, and the second plunger chamber connection fuel passage 16b.
  • the fuel is then compressed in the first and second plunger chambers 11a and 11b and supplied to the common rail 2 as high pressure fuel in the same manner as the first example.
  • the current values can surely be kept equal. Therefore, when for example the winding numbers of the coils may surely be controlled, the characteristics of the two electromagnetic coils may be controlled to be equal. Only a single driving circuit and a single current detection circuit are necessary, which is advantageous as well.
  • an accumulator fuel injection system provided according to the present invention has a plurality of flow control valves that can selectively be operated as required, so that the elements of the system do not have to be changed if the discharge amount from the high pressure pump changes. Therefore, high flexibility in response to specification changes in the system results, and stable control can be achieved.
  • the accumulator fuel injection system can selectively operate a plurality of flow control valves as required and cope with different discharge amounts from the high pressure pump and is suitably applied to a system that can be subjected to specification changes.

Landscapes

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

Claims (5)

  1. Procédé pour réguler une quantité de décharge dans un système d'injection de carburant d'un accumulateur, dans lequel du carburant dans un réservoir de carburant est alimenté à une pompe haute pression à travers une soupape de régulation de débit, du carburant haute pression est alimenté sous pression à une rampe commune par ladite pompe haute pression, le carburant haute pression accumulé dans ladite rampe commune peut être injecté par une soupape d'injection de carburant connectée à ladite rampe commune,
    ladite pompe haute pression comprend une pluralité de chambres de plongeur, et
    une pluralité desdites soupapes de régulation de débit est connectée en parallèle entre ledit réservoir de carburant et un passage commun pour alimenter ladite pluralité de chambres de plongeur, du carburant peut être alimenté dudit réservoir de carburant à ladite pompe haute pression à travers la pluralité de soupapes de régulation de débit, et
    parmi ladite pluralité de soupapes de régulation de débit, un nombre de soupapes de régulation de débit suffisant pour assurer une quantité de décharge depuis ladite pompe haute pression atteignent un état fonctionnel.
  2. Procédé pour réguler une quantité de décharge dans un système d'injection de carburant d'un accumulateur selon la revendication 1, dans lequel au moins une de la pluralité des soupapes de régulation de débit a une sensibilité au débit inférieure à celle des autres soupapes de régulation de débit.
  3. Système d'injection de carburant d'un accumulateur, dans lequel du carburant dans un réservoir de carburant est alimenté à une pompe haute pression à travers une soupape de régulation de débit, du carburant haute pression est alimenté sous pression à une rampe commune par ladite pompe haute pression, le carburant haute pression accumulé dans ladite rampe commune peut être injecté par une soupape d'injection de carburant connectée à ladite rampe commune, ladite pompe haute pression comprend une pluralité de chambres de plongeur et une pluralité de soupapes de régulation de débit est prévue dans des passages de carburant connectant ladite pluralité de chambres de plongeur et ledit réservoir de carburant, ladite pluralité de soupapes de régulation de débit étant connectée en parallèle entre ledit réservoir de carburant et un passage commun pour alimenter ladite pluralité de chambres de plongeur.
  4. Système d'injection de carburant d'un accumulateur selon la revendication 3, dans lequel la pluralité de soupapes de régulation de débit est prévue de telle sorte que le fonctionnement desdites soupapes puisse être commandé indépendamment les unes des autres.
  5. Système d'injection de carburant d'un accumulateur selon la revendication 4, dans lequel la pluralité de soupapes de régulation de débit peut faire passer différentes quantités d'écoulement de l'une à l'autre.
EP03725655A 2003-04-24 2003-04-24 Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur Expired - Lifetime EP1617073B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2003/005232 WO2004094812A1 (fr) 2003-04-24 2003-04-24 Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur

Publications (3)

Publication Number Publication Date
EP1617073A1 EP1617073A1 (fr) 2006-01-18
EP1617073A4 EP1617073A4 (fr) 2007-09-26
EP1617073B1 true EP1617073B1 (fr) 2008-12-10

Family

ID=33307230

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03725655A Expired - Lifetime EP1617073B1 (fr) 2003-04-24 2003-04-24 Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur

Country Status (4)

Country Link
EP (1) EP1617073B1 (fr)
CN (1) CN100425816C (fr)
DE (1) DE60325276D1 (fr)
WO (1) WO2004094812A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6070442B2 (ja) * 2013-06-28 2017-02-01 いすゞ自動車株式会社 コモンレール式燃料噴射装置の制御装置

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5425248B2 (fr) * 1972-06-19 1979-08-27
US4763560A (en) * 1984-05-25 1988-08-16 Tokyo Precision Instruments Co., Ltd. Method and apparatus of controlling and positioning fluid actuator
JPS6397778U (fr) * 1986-12-16 1988-06-24
US5197438A (en) * 1987-09-16 1993-03-30 Nippondenso Co., Ltd. Variable discharge high pressure pump
JP2586566B2 (ja) * 1988-04-18 1997-03-05 日本電装株式会社 燃料噴射装置
DE59406680D1 (de) * 1993-11-08 1998-09-17 Sig Schweiz Industrieges Steuereinrichtung für eine füllgrad-verstellpumpe
JP3116769B2 (ja) 1995-04-18 2000-12-11 三菱自動車工業株式会社 ディーゼルエンジンの蓄圧式燃料噴射装置
DE69818119T2 (de) * 1997-02-21 2004-06-09 Toyota Jidosha K.K., Toyota Kraftstoffeinspritzsystem für eine Brennkraftmaschine
US6076504A (en) * 1998-03-02 2000-06-20 Cummins Engine Company, Inc. Apparatus for diagnosing failures and fault conditions in a fuel system of an internal combustion engine
JPH11257141A (ja) * 1998-03-12 1999-09-21 Nippon Soken Inc コモンレール式燃料噴射制御装置
JP2001221118A (ja) * 2000-02-07 2001-08-17 Bosch Automotive Systems Corp 燃料噴射装置
JP2003042025A (ja) * 2001-08-01 2003-02-13 Bosch Automotive Systems Corp 蓄圧式燃料噴射装置
JP3807270B2 (ja) * 2001-08-31 2006-08-09 株式会社デンソー 蓄圧式燃料噴射装置

Also Published As

Publication number Publication date
DE60325276D1 (de) 2009-01-22
EP1617073A1 (fr) 2006-01-18
WO2004094812A1 (fr) 2004-11-04
CN1771388A (zh) 2006-05-10
CN100425816C (zh) 2008-10-15
EP1617073A4 (fr) 2007-09-26

Similar Documents

Publication Publication Date Title
US5884606A (en) System for generating high fuel pressure for a fuel injection system used in internal combustion engines
JP4453623B2 (ja) 燃料噴射装置および燃料噴射装置の異常検出方法
US7044110B2 (en) Fuel injection device for a combustion engine
EP1853814B1 (fr) Appareil d alimentation en carburant pour vehicule
EP1319821B1 (fr) Système d'injection de carburant à structure de retour de carburant
JP4217714B2 (ja) 内燃機関に用いられる燃料噴射装置
US7527035B2 (en) Fuel supply system, especially for an internal combustion engine
US7040288B2 (en) Fuel injection system
EP2072804B1 (fr) Pompe à injection de carburant
US6976473B2 (en) Fuel injection system for an internal combustion engine
US6889657B2 (en) Fuel injection device for an internal combustion engine
US7077107B2 (en) Fuel-injection device for an internal combustion engine
EP1865193B1 (fr) Dispositif d'injection de carburant pour un moteur à combustion interne
EP1612402A1 (fr) Pompe à haute pression à débit variable pour un système d'injection de carburant
EP1617073B1 (fr) Procede de regulation du debit dans un injecteur de carburant dans un accumulateur et injecteur de carburant dans un accumulateur
US7415972B2 (en) Fuel injection apparatus for engines
US7891341B2 (en) Control device for internal combustion engine
US20030111053A1 (en) Fuel injection apparatus for an internal combustion engine
JP2007120356A (ja) 内燃機関の燃料配管構造
WO1999043941A2 (fr) Dosage de l'admission de carburant d'une pompe diesel utilisant une soupape de commande proportionnelle
JP2003227440A (ja) 蓄圧式燃料噴射装置における吐出流量制御方法及び蓄圧式燃料噴射装置
JP2006029094A (ja) 蓄圧式燃料噴射装置及びその蓄圧式燃料噴射装置を備えた内燃機関

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20051103

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR

A4 Supplementary search report drawn up and despatched

Effective date: 20070823

17Q First examination report despatched

Effective date: 20071115

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR

REF Corresponds to:

Ref document number: 60325276

Country of ref document: DE

Date of ref document: 20090122

Kind code of ref document: P

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20090911

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20110427

Year of fee payment: 9

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20121228

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120430

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20220627

Year of fee payment: 20

REG Reference to a national code

Ref country code: DE

Ref legal event code: R071

Ref document number: 60325276

Country of ref document: DE