EP2147207A1 - Système d'injection de carburant à amplification de pression - Google Patents

Système d'injection de carburant à amplification de pression

Info

Publication number
EP2147207A1
EP2147207A1 EP08736169A EP08736169A EP2147207A1 EP 2147207 A1 EP2147207 A1 EP 2147207A1 EP 08736169 A EP08736169 A EP 08736169A EP 08736169 A EP08736169 A EP 08736169A EP 2147207 A1 EP2147207 A1 EP 2147207A1
Authority
EP
European Patent Office
Prior art keywords
pressure
hydraulic
booster
chamber
fuel injection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP08736169A
Other languages
German (de)
English (en)
Other versions
EP2147207B1 (fr
Inventor
Dominik Kuhnke
Dirk Vahle
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2147207A1 publication Critical patent/EP2147207A1/fr
Application granted granted Critical
Publication of EP2147207B1 publication Critical patent/EP2147207B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • 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

Definitions

  • the invention relates to a fuel injection system with pressure boost for internal combustion engines according to the preamble of claim 1.
  • a fuel injection system with pressure boosting in which a central hydraulic pressure booster is provided for all fuel injectors, is known from EP 1 125 046 B1.
  • the fuel delivered by means of a high pressure pump is fed to a central pressure accumulator (first common rail).
  • the central pressure booster is connected downstream of the central pressure accumulator in the conveying direction of the fuel and supplies the pressure-intensified fuel to a further pressure accumulator (second common rail), from which several, corresponding to the number of injectors discharge pressure lines to the individual fuel injectors.
  • a central hydraulic pressure booster for all fuel injectors is arranged in a bypass line parallel to a pressure line which leads from the high-pressure pump to a distributor device, which in turn distributes the fuel to the individual fuel injectors.
  • the distribution device has no accumulator function.
  • the parallel-connected central pressure booster is connected between the high pressure pump and distributor.
  • a disadvantage of the known pressure booster systems is the high component part requirement and the relatively large amount of control for controlling the pressure booster. If a translated injection pressure is required for multiple injections of small injection quantities, the control chamber or differential pressure chamber of the pressure intensifier must be relieved with each injection. This results in a large taxable amount to be deducted, which is thus attributable to the loss amount in the injection system. Multiple injections within the scope of a cylinder stroke movement are only possible within a narrow window in terms of time, since with each actuation of the pressure intensifier its differential pressure must again fill the space with fuel. In addition, as the injection pressures increase, the amount of leakage increases in proportion to the fourth power across the gap width in the guide of the pressure intensifier piston, adversely affecting the hydraulic efficiency of such fuel injectors.
  • Object of the present invention is to minimize the component and space requirements and the amount of control to control the pressure booster, thus increasing the efficiency of the pressure boosting of the fuel injection system.
  • the object of the invention is achieved with the characterizing measures of claim 1.
  • the fuel injection system according to the invention is optimized by the space requirement for individual system components. Due to a modular design of high-pressure pump, pressure booster, high-pressure accumulator and fuel injector, the fuel injection system according to the invention can be used in all known installation spaces of internal combustion engines, for example in the cylinder head area. Due to the arrangement of the central hydraulic pressure booster between the high-pressure pump and the high-pressure accumulator (common rail), the central pressure booster must be actuated only once per injection cycle of a fuel injector. As a result, the control amount and the leakage amount depending on the number of injections is significantly reduced.
  • the high-pressure pump can be designed smaller dimensions, since less fuel is to be conveyed, since the number of Wiederbe spallphasen the control chamber of the central hydraulic booster is significantly reduced.
  • the central pressure intensifier can be designed in its high-pressure delivery to the maximum possible injection quantity of at least one fuel injector.
  • a compact space is advantageously achieved when the central hydraulic pressure booster has a base body in which a hydraulic storage space is formed, and when the hydraulic storage space is connected via a pressure booster inlet directly to the high-pressure pump hydraulically.
  • a high-pressure chamber and a control chamber are formed in the base body and a pressure intensifier piston is guided in an axially movable manner.
  • the pressure booster piston acts on the high-pressure chamber for pressure boosting and on the control chamber to control the pressure booster.
  • the volume of the hydraulic storage space is designed so that the pressure drop is reduced and the pressure oscillations are damped from the pump delivery to a tolerable for the pressure gain level.
  • a first hydraulic connection as a high-pressure discharge to the high-pressure accumulator and a second hydraulic connection leads into the hydraulic storage space that the first hydraulic connection with the high pressure drainage a first check valve and the second hydraulic connection has a second check valve, and that first check valve blocks a return flow from the high-pressure accumulator into the high-pressure chamber and the second non-return valve blocks an inflow of the pressure-intensified fuel from the high-pressure chamber into the hydraulic accumulator space.
  • the leakage losses which can be adjusted via the high-pressure guide gaps on the pressure booster piston, can thereby be reduced if the central hydraulic pressure booster, its pressure booster piston with a first pressure booster piston part with a larger diameter D 2 i and with a second booster piston part with a smaller diameter D 22nd is executed, is performed with at least one of the pressure booster piston parts in a formed on the body piston guide body.
  • the piston guide body is at least partially surrounded by an annular space, which is part of the hydraulic storage space.
  • at least one pressure intensifier piston part is also surrounded by the pressure in the hydraulic storage space.
  • the guides of the pressure booster piston are acted upon from the outside at the time of pressure amplification by a support pressure, so that the guide game due to the high internal pressure, which prevails within the high-pressure chamber, less dilated. It is most expedient if the high-pressure chamber with its guide gap for the pressure intensifier piston directly adjacent to the hydraulic storage space. As a result, the loss of leakage from the high-pressure chamber into the medium-pressure hydraulic storage space is low, because the medium pressure is the fuel pressure delivered by the high-pressure pump.
  • the switching valve is assigned to the central hydraulic pressure booster, wherein the switching valve can also be integrated into the main body. Furthermore, a filling line is provided, which branches off from the hydraulic storage space and via which the control chamber and / or the high-pressure chamber are refilled after the pressure transmission phase. At injection pressures below the maximum delivery pressure of the high-pressure pump, the pressure in the storage space of the high-pressure pump via the inlet is further promoted in a first switching position of the switching valve by check valves on the high-pressure flow to the high-pressure accumulator. From there, the fuel reaches the fuel injectors. During this operation, the central pressure booster is not activated, so that the fuel delivered by the high-pressure pump in the bypass operation of the pressure booster reaches the high-pressure accumulator (common rail).
  • the central pressure intensifier must be actuated.
  • the switching valve which is a 3/2-way valve, electrically, hydraulically or pneumatically operated brought into a second switching position. In this second switching position, the control chamber of the pressure booster for pressure relief via the switching valve is connected to a pressure booster return.
  • FIG. 1 shows a system structure of the inventively proposed fuel injection system and Figure 2 shows a basic structure of a hydraulic pressure booster.
  • the fuel injection system shown in Figure 1 comprises a fuel tank 12, from which via a high pressure pump 14 fuel is conveyed, which is fed to a central hydraulic pressure booster 10.
  • the central pressure booster 10 is connected via a pressure booster inlet 44 on the one hand with the already mentioned high-pressure pump 14 and applied on the other hand a high-pressure accumulator 18 (common rail).
  • a high-pressure accumulator 18 (common rail).
  • the high-pressure accumulator 18 are located in one of the standing under system pressure fuel to be supplied number of fuel injectors corresponding number of connecting lines to fuel injectors 20, which are indicated only schematically in the illustration of FIG.
  • At the combustion chamber end of the fuel injectors fuel under high pressure - indicated by the arrows - injected into the combustion chamber of a self-igniting internal combustion engine.
  • the return side is located at Fuel injector 20 an injector return 22, in which a pressure booster return 24 which is connected to a switching valve 26, opens.
  • Both the pressure booster return 24 and the injector return 22 represent the low-pressure side of the fuel injection system as shown in FIG. 1, in which the diverted quantity, be it the control amount or the amount of leakage, is fed back into the fuel tank 12.
  • the pressure booster 16 Due to the arrangement of the central pressure booster 16 between the high-pressure pump 14 and the high pressure accumulator 18, the pressure booster 16 per injection cycle of a fuel injector 20 only once with the switching valve 26 to control. As a result, the amount of control or leakage is considerably reduced as a function of the number of injections.
  • the high pressure pump 14 has less fuel to deliver and can be made smaller.
  • the pressure booster 16 is designed in its high-pressure delivery to the maximum possible injection quantity of at least one of the fuel injectors 20.
  • the central pressure amplifier 16 comprises a main body 30, which may be constructed in one or more parts.
  • a hydraulic storage space 48 is integrated.
  • the hydraulic storage chamber 48 is acted upon by the high-pressure pump 14 via the pressure booster inlet 44 with fuel.
  • the storage volume of the hydraulic storage chamber 48 is designed so that the pressure drop is reduced and can be pressure vibrations resulting from the promotion of the high-pressure pump 14, damped to an endurable for the pressure amplification measure.
  • the central pressure amplifier 16 further comprises a pressure booster piston 32.
  • This in turn comprises a first piston portion with a first pressure booster piston part 54, designed in diameter D 2 i, and a second piston portion with a second pressure booster piston part 56, designed in diameter D 22nd
  • the pressure transmission ratio i of the pressure intensifier 16 according to the schematic diagram shown in FIG. 2 results in:
  • the central pressure intensifier 10 also includes a high-pressure chamber 50 to the pressure boost or pressure ratio, and a control chamber 52 for driving the pressure intensifier 16.
  • the pressure intensifier piston 32 is provided with a second pressure surface on the second booster piston section 56 with the smaller diameter D 22 to the control D-
  • the pressure booster piston 32 is acted upon by a restoring spring 34, which on the other hand is supported on the piston guide body 36 on the one hand and a collar 33 formed on the pressure booster piston part 56 on the other hand.
  • the pressure booster piston 32, the return spring 34 and the piston guide body 36 are in turn arranged in the storage space 48 that surrounds the piston guide body 36 in the region of the leadership of the pressure booster piston 32, expediently in the region of the formed with the diameter D 2 i first pressure booster piston part 54.
  • a first hydraulic line branches off as a high-pressure drain 46, which extends to the high-pressure accumulator 18 (common rail).
  • a first check valve 40 In the high pressure drain 46 is a first check valve 40.
  • From the high pressure chamber 50 further extends a second hydraulic line with a second check valve 38, which leads via a filling line 58 into the hydraulic storage chamber 48.
  • the check valve 38 serves as a filling valve.
  • the first check valve 40 blocks a return flow of fuel from the high-pressure accumulator 18 into the high-pressure chamber 50.
  • the second check valve 38 blocks an inflow of the pressure-intensified fuel from the high-pressure chamber 50 into the hydraulic accumulator 48.
  • a further hydraulic line branches off from the second hydraulic line from that leads to the switching valve 26.
  • a further hydraulic line connects a further connection of the switching valve 26 with the control chamber 52.
  • About these hydraulic lines of the high-pressure chamber 50 and the control chamber 52 is filled starting from the storage space 48 again with fuel, the refilling of the control chamber 52 after the pressure relief on actuation of the switching valve 26 takes place via the further line in the illustrated switching position of the switching valve 26 and also via the filling line 58 starting from the storage space 48.
  • the return spring 34 which is arranged between the guide body 36 and a step on the pressure booster piston 32, pushes the pressure booster piston 32 in its initial position, so that it rests with a stop limit 42 on the base body 30.
  • the spring force of the return spring 34 is designed so that the pressure booster piston 32 is brought back to the starting position at the stop limit 42 after the pressure boost at a sufficiently high speed.
  • the pressure amplifier 16 is to be controlled.
  • the switching valve 26 is brought electrically, hydraulically or pneumatically in the second switching position.
  • the control chamber 52 is connected to the pressure booster return 24.
  • the check valve 38 in turn is closed in the direction of the pressure booster return 24. If the pressure in the high-pressure chamber 50 rises above the pressure on the side of the high-pressure outlet 46, the compressed fuel is conveyed further into the high-pressure accumulator 18 (common rail) by the high-pressure valve 40. The high pressure accumulator 18 is thus filled with the increased pressure from the high pressure chamber 50. From there, the fuel injectors 20 are then acted upon by the increased fuel pressure, so that the injection via the fuel injectors takes place with the fuel pressure lying above the delivery pressure of the high-pressure pump 14. The pressure in the high-pressure chamber 50 increases until a force equilibrium is again established at the pressure intensifier piston 32.
  • the control chamber 52 Upon deactivation of the switching valve 26, the control chamber 52 is hydraulically connected to the storage space 48 again. Due to this hydraulic connection increases Pressure in the control chamber 52 and the pressure booster piston 32 terminates the process of pressure transmission according to the pressure transmission ratio i in the high pressure chamber 50. At the same time, the high pressure valve 40 closes due to the upcoming pressure difference. The spring force of the return spring 34 now presses the pressure booster piston 32 with the stop limit 42 to the main body 30 of the pressure booster 16. During this period fuel is sucked from the storage chamber 48 via the check valve 38 in the high-pressure chamber 50. If the pressure booster piston 32 has reached the limit stop 42, the switching valve 26 can be actuated for renewed pressure transmission. Before reaching the limit stop 42, although a renewed activation is possible, but due to the then still indefinite reset position of a first pressure booster piston part 54 and a second pressure booster piston part 56 having pressure booster piston 32 does not make sense.

Landscapes

  • 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

L'invention concerne un système d'injection de carburant destiné à un moteur à combustion interne, comportant une pompe haute pression (14), un accumulateur haute pression (18), une pluralité d'injecteurs de carburant (20), un amplificateur de pression hydraulique (10) et une soupape de commande (26) destinée à commander l'amplificateur de pression hydraulique (10), l'amplificateur de pression hydraulique (10) étant prévu de façon centrale pour tous les injecteurs de carburant (20). L'amplificateur de pression hydraulique central (10) est disposé entre la pompe haute pression (14) et l'accumulateur haute pression (18).
EP08736169A 2007-05-07 2008-04-14 Système d'injection de carburant à amplification de pression Not-in-force EP2147207B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007021327A DE102007021327A1 (de) 2007-05-07 2007-05-07 Kraftstoffeinspritzsystem mit Druckverstärkung
PCT/EP2008/054464 WO2008135339A1 (fr) 2007-05-07 2008-04-14 Système d'injection de carburant à amplification de pression

Publications (2)

Publication Number Publication Date
EP2147207A1 true EP2147207A1 (fr) 2010-01-27
EP2147207B1 EP2147207B1 (fr) 2012-07-11

Family

ID=39691331

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08736169A Not-in-force EP2147207B1 (fr) 2007-05-07 2008-04-14 Système d'injection de carburant à amplification de pression

Country Status (4)

Country Link
US (1) US8245694B2 (fr)
EP (1) EP2147207B1 (fr)
DE (1) DE102007021327A1 (fr)
WO (1) WO2008135339A1 (fr)

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US20030012985A1 (en) 1998-08-03 2003-01-16 Mcalister Roy E. Pressure energy conversion systems
CA2758246C (fr) * 2011-11-16 2013-02-12 Westport Power Inc. Procede et appareil pour pomper du carburant dans un systeme d'injection de carburant
DE102012011583A1 (de) * 2012-06-13 2013-12-19 Robert Bosch Gmbh Vorrichtung und Verfahren zur Druckerzeugung für fließfähige Medien
US9599082B2 (en) 2013-02-12 2017-03-21 Ford Global Technologies, Llc Direct injection fuel pump
US9429124B2 (en) 2013-02-12 2016-08-30 Ford Global Technologies, Llc Direct injection fuel pump
US9422898B2 (en) 2013-02-12 2016-08-23 Ford Global Technologies, Llc Direct injection fuel pump
WO2014144581A1 (fr) 2013-03-15 2014-09-18 Mcalister Technologies, Llc Moteur à combustion interne et systèmes et procédés associés
US9255560B2 (en) * 2013-03-15 2016-02-09 Mcalister Technologies, Llc Regenerative intensifier and associated systems and methods
RU2548529C1 (ru) * 2014-02-24 2015-04-20 Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" Устройство для подачи топлива к форсунке двигателя внутреннего сгорания
RU2554151C1 (ru) * 2014-05-20 2015-06-27 Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" Топливная система дизельного двигателя
US9683512B2 (en) 2014-05-23 2017-06-20 Ford Global Technologies, Llc Pressure device to reduce ticking noise during engine idling
ITUA20163392A1 (it) * 2016-05-12 2017-11-12 Magneti Marelli Spa Metodo di controllo di una pompa carburante per un sistema di iniezione diretta
JP6583304B2 (ja) * 2017-02-17 2019-10-02 トヨタ自動車株式会社 内燃機関の制御装置

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CA1321110C (fr) * 1988-11-29 1993-08-10 Philip G. Hill Injecteur/multiplicateur de pression pour carburant gazeux pour moteur volumetrique
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Also Published As

Publication number Publication date
US8245694B2 (en) 2012-08-21
DE102007021327A1 (de) 2008-11-13
US20100132667A1 (en) 2010-06-03
WO2008135339A1 (fr) 2008-11-13
EP2147207B1 (fr) 2012-07-11

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