EP2766594B1 - Système d'injection à rampe commune pour moteur à combustion interne - Google Patents

Système d'injection à rampe commune pour moteur à combustion interne Download PDF

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Publication number
EP2766594B1
EP2766594B1 EP13700090.7A EP13700090A EP2766594B1 EP 2766594 B1 EP2766594 B1 EP 2766594B1 EP 13700090 A EP13700090 A EP 13700090A EP 2766594 B1 EP2766594 B1 EP 2766594B1
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EP
European Patent Office
Prior art keywords
pump
pressure pump
fuel
internal combustion
combustion engine
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EP13700090.7A
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German (de)
English (en)
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EP2766594A1 (fr
Inventor
Thomas Schmidbauer
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Continental Automotive GmbH
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Continental Automotive GmbH
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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
    • 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
    • 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
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • 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
    • 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
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically

Definitions

  • the invention relates to a common rail injection system in which individual pump strokes of a high-pressure fuel pump can be selectively switched on and / or off.
  • the invention relates to a common rail injection system with selective activation and deactivation of individual pump strokes of a high-pressure pump. in particular by means of a digital inlet valve (DIV).
  • DIV digital inlet valve
  • Common rail injection systems are fuel injection systems for internal combustion engines, in which a high-pressure pump compresses the fuel to a high pressure level and this highly compressed fuel is introduced into a common rail. From the manifold of so-called injectors are fed, via which the highly compressed fuel is injected into the combustion chambers of the engine.
  • the common rail injection system In contrast to engines with classic injection systems, such as in-line injection pumps or distributor injection pumps, which for each cylinder of the internal combustion engine has its own pressure line for supplying fuel from the injection pump to the injection nozzles of the cylinder, which are not fluidically interconnected, has the common rail injection system a common high pressure line. This makes it possible, in contrast to the classical injection systems, to control the injection time and the injection quantity independently of the angle of the crankshaft of the engine. About the common high-pressure line is applied to the injectors continuously necessary for the injection pressure. This pressure can be in a range of up to 250 MPa.
  • the injectors function in the common rail system as electromagnetically or piezoelectrically controlled valve, via which the high-pressure fuel is introduced into the combustion chamber.
  • this technique allows a plurality of injections per power stroke. This allows, for example, a pre-injection of a smaller amount of fuel through which a quieter engine operation can be achieved.
  • a post-injection after the actual main injection for example, when using SCR catalysts (selective catalytic reduction), the nitrogen oxide content in the exhaust gas can be reduced.
  • the post-injection can be used to increase the energy content (calorific value) of the exhaust gas, so as to allow, for example, if necessary, the burn-out of a particulate filter.
  • the high-pressure pump supplies as constant a fuel pressure as possible to the distributor tube as pressure accumulator.
  • the fuel in particular diesel fuel
  • the volume of the manifold serves as accumulator volume, over which pressure peaks can be equalized.
  • pressure peaks can be better compensated, the larger the storage volume of the pressure accumulator, as a manifold, is.
  • larger volumes lead to a greater inertia of the injection system, since a correspondingly high operating pressure in the entire rail system must be established.
  • compensation of the pressure peaks within the rail system is necessary in order to avoid pressure waves at the injectors, which could uncontrollably influence the fuel quantity injected into the combustion chamber. This would adversely affect the efficiency of combustion.
  • the common-rail injection system has a fuel return from the rail system into the fuel tank. If a dependent of the operating condition of the engine pressure in the manifold constructed, excess fuel is returned via a pressure control valve in the fuel tank. This heats the fuel, which can lead to increased wear of the fuel-carrying parts. In order to avoid damage to the system, the fuel must therefore be cooled in the return from the, for which further system components, such as fuel cooler must be provided.
  • the high-pressure pump of the common-rail injection system must ensure a continuous supply of fuel to all injectors under all operating conditions of the engine (idle, part-load, full load).
  • the performance of the high-pressure pump is designed so that more fuel can be conveyed through the high pressure pump at any time and in any operating condition of the engine, as is necessary for the operation of the internal combustion engine in the respective operating state. From this it finally follows that the high-pressure pump for the average normal operating condition is clearly oversized in order to ensure a sufficient reserve for over-promotion even in full-load operation.
  • a larger dimensioning of the high-pressure pump also means that it has a higher energy requirement, which must be provided by the internal combustion engine. This reduces the efficiency of the engine.
  • DE 10 2004 023 962 A1 discloses a method for driving a fuel injection system, wherein the number of delivery strokes of a high-pressure fuel pump is adjusted to the number of injections of injectors.
  • DE 10 2007 059 731 A1 discloses a method for controlling a demand-based fuel pump for supplying pressurized fuel to a fuel injection system of a multi-cylinder engine.
  • the pump includes a crankshaft driven pumping element that is fueled by an inlet control valve.
  • a cam having an even number of pump cam lobes for generating strokes of the pumping element for pumping fuel to the system and for reducing fuel delivery by disabling a pump action of selected cam lobes when not needed maintain minimum fuel pressure in the system.
  • the deactivated cam lobes can be selected to maintain a uniform pumping cascade of the active pump cam lobes.
  • EP 1 306 553 A2 describes a high-pressure fuel pump with a plurality of pump elements, which are driven by a drive shaft and each defining a working space, being assigned to a working space each of the working spaces a controllable valve means for controlling the flow rate in the working space.
  • the pump element in the working space, to which no valve device is assigned, has the smallest diameter compared to the other pump elements.
  • the invention thus proposes a common-rail injection system for an internal combustion engine, comprising a high-pressure pump, a distributor tube and at least one injector, wherein the high-pressure pump delivers fuel for operating the internal combustion engine into the distributor tube, which communicates via the at least one fluidically connected with the distributor tube Injector is injectable into a combustion chamber of the internal combustion engine, wherein the pump stroke frequency of the high pressure pump is a multiple of the injection frequency, wherein the high pressure pump is a multi-piston pump, the injection system fluidly disposed in front of the high pressure pump having an inlet valve, by means of which the fuel flow to the individual pistons of the high pressure pump selectively for individual delivery cycles of the high-pressure pump can be interrupted, not always one and the same piston is switched load-free, but the pistons are switched alternately so load-free, that the load is evenly distributed to the piston of the multi-piston pump.
  • the pump stroke frequency is doubled or multiplied.
  • This can be achieved, for example, by doubling or multiplying the lift cams of the camshaft of the high-pressure pump.
  • This results in the Volllastbestrieb of the engine, a corresponding multiplication of the provided fuel volume.
  • an inlet valve in front of the high-pressure pump on the one hand, this would result in an excessively large fuel volume during idling or part-load operation of the engine and, on the other hand, a significantly higher wear of the high-pressure pump.
  • pump strokes can be selectively switched load-free by the Fuel supply to the high-pressure pump is interrupted.
  • the fuel supply to the high-pressure pump is interrupted every second pump stroke and thus the hub takes place without load.
  • the load on the high pressure pump is significantly reduced, whereby the usually associated with the increase of the pump stroke frequency greater wear can be reduced.
  • the high-pressure pump is a multi-piston pump, and the fuel flow to the individual pistons is selectively interruptible by means of the inlet valve.
  • the power of the pump can be multiplied in full-load operation, without requiring an increase in the pump volume.
  • the delivery of the high pressure pump can be varied over a wide range depending on the operating state of the internal combustion engine by providing an inlet valve according to the invention in front of the high pressure pump.
  • the inlet valve is a solenoid valve or a piezoelectric valve.
  • the inlet valve is a valve with a digital control (DIV, D igital I nlet V alve). This allows the integration of the control of the intake valve in the engine management of modern internal combustion engines.
  • the inlet valve is controllable via a control unit (ECU, Electonic Control U nit) of the injection system as a function of the operating state of the internal combustion engine.
  • ECU Electonic Control U nit
  • the delivery rate of the high-pressure pump is possible directly via the control unit of the injection system, which makes it possible to regulate the delivery rate as a function of the characteristic diagram of the engine control unit.
  • a further advantage of the present invention is the increased conveying accuracy in the operating state of the minimum quantity delivery of the high-pressure pump or of the minimum quantity consumption of the internal combustion engine.
  • the actual hydraulic delivery per pump stroke at the pump output always deviates slightly from the target value specified by the ECU. This deviation becomes relatively larger relative to the nominal delivery capacity of the high-pressure pump, the smaller the currently called delivery rate itself. Due to the load-free switching of individual pump strokes, the delivery deviation can advantageously be significantly reduced with minimum delivery, whereby the high-pressure side Pressure control in the common rail injection system is simplified.
  • a high pressure pump is provided for a common rail injection system of an internal combustion engine having a manifold and at least one injector.
  • the high-pressure pump promotes fuel for operating the internal combustion engine in the common rail injection system, in particular in the manifold, which can be injected via the at least one fluidically connected to the manifold injector in a combustion chamber of the engine.
  • the high-pressure pump has an inlet valve, which is arranged in particular in terms of flow in front of the high pressure pump, by means of which the fuel flow to the high pressure pump is selectively interruptible for individual delivery cycles of the high pressure pump.
  • a motor vehicle which has a common-rail injection system described above or a high-pressure pump described above.
  • the invention further relates to a method for operating a common rail injection system for an internal combustion engine, wherein a high pressure pump delivers fuel for operation of the internal combustion engine in a manifold, which is injected via a fluidically connected to the manifold injector in a combustion chamber of the internal combustion engine, wherein the high pressure pump is operated such that the pump stroke frequency is a multiple of the injection frequency, the high pressure pump is a multi-piston pump, wherein the fuel flow to the individual pistons of the high pressure pump is selectively interrupted for individual delivery cycles of the high pressure pump, not always one and the same piston switched unloaded is, but the pistons are alternately switched so load-free, that the
  • Load is evenly distributed to the piston of the multi-piston pump.
  • the fuel flow to the high-pressure pump is interrupted as a function of the operating state of the engine.
  • the high-pressure pump is operated at a pump stroke frequency which corresponds to a multiple of the injection frequency and in part-load or idle mode part of the pump stroke cycles are switched load-free by the interruption of the fuel supply to the injection pump.
  • the high-pressure pump is a multi-piston pump, and the fuel flow to the individual pistons is selectively interrupted by means of the intake valve.
  • the power of the pump can be multiplied in full load operation, without requiring an increase in the pump volume.
  • Advantageous embodiments of the common rail injection system are, as far as applicable to the high-pressure pump and the motor vehicle, also to be regarded as advantageous embodiments of the high pressure pump and the motor vehicle.
  • Fig. 1 shows a schematic representation of a common rail injection system 100 according to an embodiment of the invention.
  • Fuel is withdrawn from a fuel tank 200 from a fuel pump 300 via a fuel line 210. Via a fuel line 310, the fuel is fed by means of the fuel pump 300 to an inlet valve 400.
  • the intake valve 400 regulates the flow of fuel via a fuel line 410 to a high-pressure pump 500. In this case, the intake valve 400 may also be an integral part of the high-pressure pump 500.
  • the compressed fuel is conveyed via a high-pressure line 510 to a distributor pipe (rail) 600, from where it reaches the injectors 700 via high-pressure lines 610.
  • the compressed fuel is injected into the combustion chambers of an internal combustion engine 800 via the injectors 700.
  • the manifold 600 is connected to the fuel tank via a fuel return line 620. Excess fuel from the manifold 600 is returned to the fuel tank via the fuel return line 620.
  • the injection system 100 is controlled by a control device (ECU) 900, which is signal-connected via at least the injectors 700 and the inlet valve 400 via control lines 910.
  • ECU control device
  • the high-pressure pump operates at a pump stroke frequency which corresponds to a multiple of the injection frequency of the fuel injected via the injectors 700 into the combustion chambers of the internal combustion engine 900. This ensures that the high-pressure pump 500 promotes sufficient fuel into the distributor tube 600 even in the case of full-load operation of the internal combustion engine 900.
  • the fuel flow to the high pressure pump 500 may be selectively interrupted by means of the intake valve 400 for individual pump strokes of the high pressure pump 500. As a result, these pump strokes are switched load-free and do not deliver fuel into the manifold 600. Excessive fuel return via line 620 can thereby be avoided. This also avoids excessive loading and, if necessary, accompanying increased wear of the high-pressure pump 500.
  • the inlet valve 400 may be embodied, for example, as a digitally controllable solenoid or piezoelectric valve (ie as a DIV), which is controlled by the controller 900 as a function of the injection frequency and / or the fuel pressure in the manifold 600. As a result, the control unit receives a further characteristic which can be taken into account for the optimized control of the internal combustion engine.
  • Fig. 2 shows the pumping cycle resulting from profiles of camshafts of high pressure pumps.
  • the pump cycle curve 535 results.
  • the stroke of the pump piston depends on the distance from the top dead center to the bottom dead center of the camshaft.
  • the cycle from top dead center to bottom dead center and back to top dead center corresponds to a pumping cycle.
  • Doubling the number of cams on the camshaft 540 compared to the number of cams on the camshaft 530 also results in a doubling of the pumping cycles in the pumping cycle curve 545. This results in a doubling of the delivery line for the same pump volume of a high-pressure pump.
  • Fig. 3 shows the resulting from the load-free circuit individual pump strokes of a high pressure pump delivery curve.
  • Curve 550 shows the output of a high pressure pump with a 2 cam camshaft, as with 530 in Fig. 2 is shown.
  • Curve 570 shows the capacity of a pump of the same pump volume with a 4-cam camshaft, as in 540 in Fig. 2 is shown.
  • the capacity 570 of the 4-cam camshaft is significantly too large for the part-load or idling operation of an internal combustion engine. Therefore, it is provided according to the invention that selectively pump cycles of a high-pressure pump are switched load-free, that is, the fuel supply to the high-pressure pump for selective pump strokes is interrupted.
  • Shown at 560 is the delivery rate of a high pressure pump with a 4 cam camshaft in which only every second pump stroke delivers fuel and fuel delivery to the high pressure pump for the other pump strokes is interrupted by means of the present invention intake valve. It turns out that the delivery rate in this case is between the delivery rate of the 2-cam high-pressure pump of the same volume and the full delivery, ie the delivery without interrupting the fuel supply to the high-pressure pump, a volume-identical 4-cam high-pressure pump. This makes it possible to safely supply even with relatively small-volume high-pressure pumps larger internal combustion engines with fuel, whereby the efficiency of the internal combustion engine can be increased overall.

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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 (5)

  1. Système d'injection à rampe commune (100) pour un moteur à combustion interne (800), présentant une pompe à haute pression (500), un tube distributeur (600) et au moins un injecteur (700), dans lequel la pompe à haute pression (500) envoie dans le tube distributeur (600) du carburant pour le fonctionnement du moteur à combustion interne (800), qui peut être injecté dans une chambre de combustion du moteur à combustion interne (800) par le biais de l'au moins un injecteur (700) raccordé en écoulement au tube distributeur (600), dans lequel la fréquence de course de pompe de la pompe à haute pression (500) est un multiple de la fréquence d'injection, dans lequel la pompe à haute pression (500) est une pompe à pistons multiples, dans lequel le système d'injection (100) présente un appareil de commande (900) et une soupape d'admission (400) disposée dans l'écoulement avant la pompe à haute pression (500), qui peut être commandée par l'appareil de commande (900) de l'installation d'injection en fonction de l'état de fonctionnement du moteur à combustion interne (800) et au moyen de laquelle le flux de carburant vers les pistons individuels de la pompe à haute pression (500) peut être interrompu de façon sélective pour des cycles de refoulement individuels de la pompe à haute pression (500), dans lequel ce n'est pas toujours un seul et même piston qui est utilisé sans charge mais caractérisé en ce que les pistons sont utilisés sans charge en alternance, de telle manière que la charge soit répartie uniformément sur les pistons de la pompe à pistons multiples.
  2. Système d'injection à rampe commune selon la revendication 1, caractérisé en ce que la soupape d'admission (400) est une électrovanne ou une soupape piézoélectrique.
  3. Procédé pour faire fonctionner un système d'injection à rampe commune pour un moteur à combustion interne, dans lequel une pompe à haute pression envoie dans un tube distributeur du carburant pour le fonctionnement du moteur à combustion interne, que l'on injecte dans une chambre de combustion du moteur à combustion interne au moyen d'un injecteur raccordé en écoulement au tube distributeur, dans lequel on fait fonctionner la pompe à haute pression de telle manière que la fréquence de course de la pompe soit un multiple de la fréquence d'injection, dans lequel la pompe à haute pression (500) est une pompe à pistons multiples, dans lequel on interrompt le flux de carburant vers les pistons individuels de la pompe à haute pression de façon sélective pour des cycles de refoulement individuels de la pompe à haute pression, dans lequel ce n'est pas toujours un seul et même piston qui est utilisé sans charge, mais caractérisé en ce que l'on utilise les pistons sans charge en alternance, de telle manière que la charge soit répartie uniformément sur les pistons de la pompe à pistons multiples.
  4. Procédé selon la revendication 3, caractérisé en ce que l'on interrompt le flux de carburant vers la pompe à haute pression en fonction de l'état de fonctionnement du moteur.
  5. Véhicule automobile, comprenant un système d'injection à rampe commune selon une des revendications 1 ou 2.
EP13700090.7A 2012-01-19 2013-01-09 Système d'injection à rampe commune pour moteur à combustion interne Active EP2766594B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012200764A DE102012200764B3 (de) 2012-01-19 2012-01-19 Common-Rail-Einspritzsystem für einen Verbrennungsmotor
PCT/EP2013/050262 WO2013107671A1 (fr) 2012-01-19 2013-01-09 Système d'injection à rampe commune pour moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2766594A1 EP2766594A1 (fr) 2014-08-20
EP2766594B1 true EP2766594B1 (fr) 2018-03-28

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Application Number Title Priority Date Filing Date
EP13700090.7A Active EP2766594B1 (fr) 2012-01-19 2013-01-09 Système d'injection à rampe commune pour moteur à combustion interne

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EP (1) EP2766594B1 (fr)
KR (1) KR101980363B1 (fr)
DE (1) DE102012200764B3 (fr)
WO (1) WO2013107671A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013214083B3 (de) * 2013-07-18 2014-12-24 Continental Automotive Gmbh Verfahren zum Betreiben eines Kraftstoffeinspritzsystems eines Verbrennungsmotors
DE102014220389B4 (de) 2014-10-08 2019-10-10 Continental Automotive Gmbh Anordnung und Verfahren zur Nutzung von Bremsenergie in einem Kraftstoffsystem
US11092126B2 (en) * 2019-09-03 2021-08-17 Pratt & Whitney Canada Corp. Common-rail fuel system with ejector pump and method of use thereof

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1306553A2 (fr) * 2001-10-27 2003-05-02 Robert Bosch Gmbh Pompe à carburant, système de distribution, procédé d'exploitation dudit système et moteur à combustion interne
DE102007059731A1 (de) * 2006-12-15 2008-07-03 GM Global Technology Operations, Inc., Detroit Verfahren zur Steuerung einer anforderungsbasierten Kraftstoffpumpe

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3310871B2 (ja) * 1996-07-08 2002-08-05 三菱電機株式会社 燃料噴射装置
DE102004023962A1 (de) * 2004-05-14 2005-12-01 Robert Bosch Gmbh Verfahren zum Ansteuern einer Kraftstoffhochdruckpumpe einer Brennkraftmaschine und Kraftstoffeinspritzsystem für eine Brennkraftmaschine
ATE472051T1 (de) * 2007-09-13 2010-07-15 Magneti Marelli Spa Verfahren zur steuerung eines direkteinspritzungsystems von der common-rail art mit einem absperrventil um die flussrate einer hochdruckkraftstoffpumpe zu regeln

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1306553A2 (fr) * 2001-10-27 2003-05-02 Robert Bosch Gmbh Pompe à carburant, système de distribution, procédé d'exploitation dudit système et moteur à combustion interne
DE102007059731A1 (de) * 2006-12-15 2008-07-03 GM Global Technology Operations, Inc., Detroit Verfahren zur Steuerung einer anforderungsbasierten Kraftstoffpumpe

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Publication number Publication date
KR101980363B1 (ko) 2019-05-20
KR20140117577A (ko) 2014-10-07
DE102012200764B3 (de) 2013-07-11
EP2766594A1 (fr) 2014-08-20
WO2013107671A1 (fr) 2013-07-25

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