EP2080894B1 - Kraftstoffleiste eines Verbrennungsmotors - Google Patents

Kraftstoffleiste eines Verbrennungsmotors Download PDF

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Publication number
EP2080894B1
EP2080894B1 EP20080000958 EP08000958A EP2080894B1 EP 2080894 B1 EP2080894 B1 EP 2080894B1 EP 20080000958 EP20080000958 EP 20080000958 EP 08000958 A EP08000958 A EP 08000958A EP 2080894 B1 EP2080894 B1 EP 2080894B1
Authority
EP
European Patent Office
Prior art keywords
fuel
main tube
membrane
fuel rail
axial end
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 - Fee Related
Application number
EP20080000958
Other languages
English (en)
French (fr)
Other versions
EP2080894A1 (de
Inventor
Antonio Liuzzo
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.)
Continental Automotive GmbH
Original Assignee
Continental Automotive GmbH
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 Continental Automotive GmbH filed Critical Continental Automotive GmbH
Priority to EP20080000958 priority Critical patent/EP2080894B1/de
Publication of EP2080894A1 publication Critical patent/EP2080894A1/de
Application granted granted Critical
Publication of EP2080894B1 publication Critical patent/EP2080894B1/de
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025—Common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/462—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down
    • F02M69/465—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down of fuel 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations

Definitions

  • the invention relates to a fuel rail of an internal combustion engine.
  • the fuel injector assembly can be designed to supply fuel to the internal combustion engine.
  • a fuel accumulator to which fuel injectors are connected and which has a relatively large volume.
  • a fuel accumulator is often referred to as a fuel rail.
  • the fuel injector assembly includes the fuel rail and the fuel injector.
  • Known fuel rails comprise a hollow body with recesses, wherein the fuel injectors are arranged.
  • DE 10 2004 019 787 A1 discloses a fuel distributor having a distributor line with a pump-lateral inlet and pipe fixings for allowing injecting mechanisms to be fitted.
  • An end of the distributor line has accumulator elements arranged within the distributor line.
  • Between the fuel tank of the distributor line and the element a seal for the fuel tank is provided.
  • the seal is a non permeable flexible diaphragm made from corrosion resistant material.
  • US 2006/0266333 A1 discloses a fuel charging system having pressure pulsation damping.
  • the fuel charging system includes a first side rail connected to a second side rail by a crossover tube.
  • first and second passageways defined within the crossover tube are first and second passageways; the first passageway including a restricted flow section therein.
  • EP 0 785 357 A1 discloses an apparatus delivering fuel to an engine.
  • the apparatus has a first and a second delivery pipe and a fuel pipe for supplying the fuel from a fuel tank to the delivery pipes.
  • Each delivery pipe has an injector for injecting the fuel from the delivery pipe to a cylinder of the engine.
  • the fuel pipe includes a supply pipe connected with an end of the first delivery pipe to supply the fuel from the fuel tank to the first delivery pipe and a communicating pipe for communicating the end of the first delivery pipe with an end of the second delivery pipe.
  • a damping element is disposed at the end of the first delivery pipe to damp pressure fluctuation of the fuel supplied from the supply pipe.
  • DE 198 37 120 A1 discloses a tubular fuel manifold which has a pressure accumulator in the fuel feed and is located on the inner side of a separate cover supported on the ends of the manifold.
  • the accumulator is a spring accumulator, a gas-filled accumulator or an elastomer pressure accumulator.
  • the accumulator is installed in the covers with a circumferential clearance.
  • the object of the invention is to create a fuel rail which is simply to be manufactured and that enables a precise dosing of fuel.
  • the invention is distinguished by a fuel rail of a combustion engine comprising a main tube with a longitudinal central axis and a cavity forming an inner surface, the main tube being designed to contain fuel. Furthermore, the fuel rail comprises a membrane which is arranged in the cavity and is fixedly coupled to the inner surface of the main tube in a manner to sealingly separate a damping chamber of the cavity from a fuel chamber of the cavity. The membrane is designed to oscillate in axial direction. The membrane and the damping chamber are designed to compensate pressure variations of the fuel in the cavity of the main tube. An end cap is fixedly coupled to an axial end of the main tube and is designed to sealingly close the damping chamber.
  • the damping chamber can be filled with a compressible medium and can contribute to compensate pressure changes in the fuel chamber of the main tube. Furthermore, the end cap allows to simply obtain a sealingly closed damping chamber.
  • a spring element is arranged in the damping chamber, is mechanically coupled to the main tube and is biasing the membrane.
  • the spring element can support the membrane to maintain a defined position of the membrane.
  • the end cap comprises a recess facing the membrane and is designed to take up the spring element.
  • the membrane is of a material comprising stainless steel. This has the advantage that a chemical resistance of the membrane against aggressive substances is possible.
  • the membrane is braced and/or welded to the main tube. This is a robust mean to make a rigid and sealing coupling of the membrane to the tube possible.
  • the spring element is a coil spring.
  • the main tube has an inlet portion being arranged at a first axial end and the membrane and the damping chamber are arranged at a second axial end opposing the first axial end of the main tube.
  • the main tube has an inlet portion being arranged between a first axial end of the main tube and a second axial end opposing the first axial end of the main tube.
  • a first membrane and a first damping chamber are arranged at the first axial end of the main tube.
  • a second membrane and a second damping chamber are arranged at the second axial end of the main tube.
  • FIG. 1 shows a fuel feed device 10 which is assigned to an internal combustion engine 22 of a vehicle. It includes a fuel tank 12 that is connected via a fuel line to a low-pressure pump 14. The output of the low-pressure pump 14 is connected to a fuel inlet 16 of a fuel rail 18. Fuel injectors 20 are connected to the fuel rail 18. The fuel is fed to the fuel injectors 20 via the fuel rail 18. The fuel injectors 20 have a sealed connection to the fuel rail 18.
  • Figure 2 shows a first embodiment of the fuel rail 18.
  • the fuel rail 18 comprises brackets 24 by which the fuel rail 18 can be fixed to the vehicle. Furthermore, the fuel rail 18 has fuel injector cups 26 which interact with the fuel injectors 20 to sealingly engage the fuel injectors 20 into the fuel injector cups 26. Preferably, the fuel injector cups 26 are made of stainless steel.
  • the fuel rail 18 comprises an inlet portion 30 which is arranged at a first axial end 34a of a main tube 32 of the fuel rail 18.
  • Figure 3 shows a detailed longitudinal section through the fuel rail 18 with an axial end 34.
  • the main tube 32 of the fuel rail 18 has a cavity 36 which forms an inner surface 38 of the main tube 32.
  • the cross section of the main tube 32 can be of any shape, in particular of a circular or square shape.
  • the main tube 32 has a longitudinal central axis A and is designed to contain fuel.
  • the fuel rail 18 has an end cap 40 which is fixed and coupled to the axial end 34 of the main tube 32.
  • the end cap 40 is coupled to the main tube 32 by welding or brazing. This makes it possible to sealingly close the cavity 36 of the main tube 32 in a secure manner.
  • the end cap 40 comprises a recess 42, the function of the recess 42 will be explained in the following.
  • the fuel rail 18 further comprises a membrane 44 which is arranged in the cavity 36 of the main tube 32 and is sealingly coupled to the inner surface 38 of the main tube 32.
  • the membrane 44 has a collar 45 which facilitates the fixed coupling of the membrane 44 to the inner surface 38 of the main tube 32.
  • the membrane 44 separates a damping chamber 48 of the cavity 36 from a fuel chamber 50 of the cavity 36.
  • the fuel chamber 50 of the cavity 36 contains fuel.
  • the membrane 44 is made of a thin sheet of a material comprising a metal, preferably of a material comprising stainless steel.
  • the membrane 44 can be chemically resistant against aggressive substances such as fuel.
  • the membrane 44 can be robust against mechanical forces.
  • the membrane 44 is braced or welded to the main tube 42, for example by a welding seam 52.
  • the membrane 44 As the membrane 44 is built up of a thin sheet comprising a metal it is enabled to oscillate in the direction of the longitudinal central axis A. As the membrane 44 is coupled to the inner surface 38 of the main tube 42 for sealingly closing the fuel chamber 50 of the main tube 32, the damping chamber 48 between the membrane 44 and the end cap 40 can be filled with air or another appropriate compressible medium. By this, the damping chamber 48 can compensate pressure variations of the fuel in the fuel chamber 50 of the main tube 32.
  • the damping chamber 48 between the membrane 44 and the end cap 40 comprises a spring element 46 which is mechanically coupled to the membrane 44 and to the end cap 40.
  • the recess 42 takes up the spring element 46 to enable a fixed coupling between the spring element 46 and the end cap 40.
  • the spring 46 is a coil spring, as this allows a low cost solution for the fuel rail 18.
  • the membrane 44 and the damping chamber 48 allow to compensate pressure variations of the fuel in the fuel chamber 50 of the main tube 32.
  • the compressible medium between the membrane 44 and the end cap 40 can act as a damping medium for the pressure oscillations in the fuel chamber 50 of the main tube 32.
  • the spring element 46 can support the membrane 44 and take up the axial movement of the membrane 44.
  • Figure 4 shows a further embodiment of the fuel rail 18 in a longitudinal section.
  • This embodiment differs from the embodiment of Figure 2 in that the inlet portion 30 is arranged between the first axial end 34a of the main tube 32 and a second axial end 34b.
  • the second axial end 34b is opposite to the first axial end 34a of the main tube 32.
  • the inlet portion 30 is arranged approximately halfway between the first axial end 34a of the main tube 32 and the second axial end 34b of the main tube 32.
  • the first axial end 34a of the main tube 32 is closed by a first end cap 40a and a membrane 44a is coupled to the inner surface 38 of the main tube 32.
  • a first spring element 46a is arranged between the first end cap 40a and the first membrane 44a.
  • the construction of the end cap 40a, the first membrane 44a and the spring element 46a is in the description concerning figure 3 . Furthermore, the second axial end 34b is closed by a second end cap 40b and a second membrane 44b is arranged in the cavity 36 of the main tube 32. Between the membrane 34b and the end cap 40b a second spring element 46b is arranged.
  • the fuel enters the fuel rail 18 at the inlet portion 30 in a fuel flow direction F and leaves the fuel rail 18 through the fuel injectors 20.
  • This can cause pressure changes in the fuel chamber 50 of the main tube 32 depending on the opening and the closing of the fuel injectors 20. Due to the pressure oscillation in the fuel chamber 50 of the main tube 32, the membrane 44, 44a, 44b can move towards the spring element 46, 46a, 46b, by this compressing the spring element 46, 46a, 46b. In a further step the spring element 46, 46a, 46b forces the membrane 44, 44a, 44b in an opposite direction to its initial position as shown in Figures 3 and 4 .
  • the dampening effect on the pressure oscillations in the fuel chamber 50 of the main tube 32 is obtained by the deflection of the membrane 44, 44a, 44b which is preferably built up as a very thin foil, and the counterforce of the spring element 46, 46a, 46b.
  • the assembling of the fuel rail 18 is carried out by first inserting the membrane 44, 44a, 44b into the cavity 36 of the main tube 32 and to prefix the membrane 44, 44a, 44b to the inner surface 38 of the cavity 36.
  • the prefixing can be carried out be point welding.
  • the membrane 44, 44a, 44b is braced or welded to the inner surface 38 of the main tube 32.
  • the spring element 46, 46a, 46b and the end cap 40, 40a, 40b are inserted and braced or welded to the main tube 32.
  • the recess 42 in the end cap 40, 40a, 40b can simplify the assembly of the spring element 46, 46a, 46b in the damping chamber 50 of the main tube 32.

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

Claims (8)

  1. Kraftstoffleiste (18) eines Verbrennungsmotors (22), umfassend
    • ein Hauptrohr (32) mit einer langgestreckten mittigen Achse (A) und einem Hohlraum (36), der eine innere Oberfläche (38) bildet, wobei das Hauptrohr (32) dazu konstruiert ist, Kraftstoff zu enthalten,
    • eine Membran (44), die in dem Hohlraum (36) angeordnet ist und derart mit der inneren Oberfläche (38) des Hauptrohrs (32) fest verbunden ist, dass eine Dämpfungskammer (48) des Hohlraumes (36) von einer Kraftstoftkammer (50) des Hohlraumes (36) dichtend abgetrennt ist und die Membran (44) dazu konstruiert ist, sich in der axialen Richtung hin und her zu bewegen, wobei
    die Membran (44) und die Dämpfungskammer (48) dazu konstruiert sind, Druckschwankungen des Kraftstoffs in der Kraftstoftkammer (50) des Hauptrohrs (32) auszugleichen, wobei eine Endkappe (40) fest mit einem axialen Ende (34, 34a, 34b) des Hauptrohrs (32) verbunden ist,
    dadurch gekennzeichnet dass
    die Endkappe (40) dazu konstruiert ist, die Dämpfungskammer (48) dichtend zu verschließen, und dass die Membran (44) einen Kragen (45) aufweist, welcher die feste Verbindung der Membran (44) mit der inneren Oberfläche (38) des Hauptrohrs (32) erleichtert.
  2. Kraftstoffleiste (18) gemäß Anspruch 1, wobei in der Dämpfungskammer (48) ein Federelement (46) angeordnet ist, welches mit dem Hauptrohr (32) mechanisch verbunden ist und die Membran (44) vorspannt.
  3. Kraftstoffleiste (18) gemäß Anspruch 2, wobei die Endkappe (40) eine Ausnehmung (42) umfasst, welche der Membran (44) zugewandt ist und dazu konstruiert ist, das Federelement (46) in sich aufzunehmen.
  4. Kraftstoffleiste (18) gemäß irgendeinem der vorhergehenden Ansprüche, wobei die Membran (44) aus einem rostfreien Stahl umfassenden Material ist.
  5. Kraftstoffleiste (18) gemäß irgendeinem der vorhergehenden Ansprüche, wobei die Membran (44) an das Hauptrohr (32) angeschweißt und/oder hartgelötet ist.
  6. Kraftstoffleiste (18) gemäß irgendeinem der vorhergehenden Ansprüche, wobei das Federelement (46) eine Schraubenfeder ist.
  7. Kraftstoffleiste (18) gemäß irgendeinem der vorhergehenden Ansprüche, wobei das Hauptrohr (32) einen Einlassabschnitt (30) hat, welcher an einem ersten axialen Ende (34a) angeordnet ist, und die Membran (44) und die Dämpfungskammer (48) an einem zweiten axialen Ende (34b) entgegengesetzt zu dem ersten axialen Ende (34a) des Hauptrohrs (32) angeordnet sind.
  8. Kraftstoffleiste (18) gemäß irgendeinem der Ansprüche 1 bis 6, wobei das Hauptrohr (32) einen Einlassabschnitt (30) hat, welcher zwischen einem ersten axialen Ende (34a) des Hauptrohrs (32) und einem zweiten axialen Ende (34b) entgegengesetzt zu dem ersten axialen Ende (34a) des Hauptrohrs (32) angeordnet ist und wobei eine erste Membran (44a) und eine erste Dämpfungskammer (48a) an dem ersten axialen Ende (34a) des Hauptrohrs (32) angeordnet ist und eine zweite Membran (44b) und eine zweite Dämpfungskammer (48b) an dem zweiten axialen Ende (34b) des Hauptrohrs (32) angeordnet ist.
EP20080000958 2008-01-18 2008-01-18 Kraftstoffleiste eines Verbrennungsmotors Expired - Fee Related EP2080894B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP20080000958 EP2080894B1 (de) 2008-01-18 2008-01-18 Kraftstoffleiste eines Verbrennungsmotors

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20080000958 EP2080894B1 (de) 2008-01-18 2008-01-18 Kraftstoffleiste eines Verbrennungsmotors

Publications (2)

Publication Number Publication Date
EP2080894A1 EP2080894A1 (de) 2009-07-22
EP2080894B1 true EP2080894B1 (de) 2011-10-12

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020114435B3 (de) 2020-05-29 2021-08-05 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kraftstoffeinspritzsystem zur Kraftstoff-Wasser-Einspritzung für eine Verbrennungskraftmaschine

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2989122B1 (fr) * 2012-04-10 2016-02-05 Coutier Moulage Gen Ind Rampe d'injection de carburant pour moteur a combustion interne
JP2014009680A (ja) * 2012-07-03 2014-01-20 Aisan Ind Co Ltd 燃料デリバリパイプ
US9074565B2 (en) 2012-07-16 2015-07-07 Denso International America, Inc. Damped fuel delivery system
US9518544B2 (en) * 2013-03-19 2016-12-13 Delphi Technologies, Inc. Fuel rail with pressure pulsation damper
JP6788431B2 (ja) * 2016-08-25 2020-11-25 臼井国際産業株式会社 エンドキャップ
US10519890B2 (en) 2018-03-26 2019-12-31 Ford Global Technologies, Llc Engine parameter sampling and control method
EP3633181A1 (de) * 2018-10-02 2020-04-08 Continental Automotive GmbH Endstopfen für einen kraftstoffzuteiler, kraftstoffzuteiler und verfahren zur herstellung eines kraftstoffzuteilers für einen verbrennungsmotor

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3292017B2 (ja) 1996-01-16 2002-06-17 トヨタ自動車株式会社 Ｖ型エンジンの燃料供給装置
DE19837120A1 (de) 1998-08-17 2000-02-24 Bayerische Motoren Werke Ag Kraftstoff-Verteiler für Brennkraftmaschinen, insbesondere für Hochdruckeinspritzung
US7118140B2 (en) * 2001-11-01 2006-10-10 Siemens Vdo Automotive Corporation Compliant sealing connection for fuel components
DE102004019787B4 (de) 2004-04-23 2006-03-16 Winkelmann Palsis Motortechnik Gmbh & Co.Kg Kraftstoffverteiler für Brennkraftmaschinen
US7146965B1 (en) 2005-05-31 2006-12-12 Automotive Components Holdings, Llc Enhanced fuel pressure pulsation damping system with low flow restriction

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020114435B3 (de) 2020-05-29 2021-08-05 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kraftstoffeinspritzsystem zur Kraftstoff-Wasser-Einspritzung für eine Verbrennungskraftmaschine

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