EP2809941A1 - Fuel distributor bar - Google Patents

Fuel distributor bar

Info

Publication number
EP2809941A1
EP2809941A1 EP13708071.9A EP13708071A EP2809941A1 EP 2809941 A1 EP2809941 A1 EP 2809941A1 EP 13708071 A EP13708071 A EP 13708071A EP 2809941 A1 EP2809941 A1 EP 2809941A1
Authority
EP
European Patent Office
Prior art keywords
fuel rail
plug
fuel
stopper
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.)
Granted
Application number
EP13708071.9A
Other languages
German (de)
French (fr)
Other versions
EP2809941B1 (en
Inventor
Friedrich Schulte
Damian Zwiener
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.)
Benteler Automobiltechnik GmbH
Original Assignee
Benteler Automobiltechnik 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 Benteler Automobiltechnik GmbH filed Critical Benteler Automobiltechnik GmbH
Publication of EP2809941A1 publication Critical patent/EP2809941A1/en
Application granted granted Critical
Publication of EP2809941B1 publication Critical patent/EP2809941B1/en
Active 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0275—Arrangement of common rails
    • 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
    • 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

Definitions

  • the invention relates to a tubular fuel rail, the end is closed with a plug which is inserted into the fuel rail and soldered to it.
  • the distribution of fuel to individual cylinders of an internal combustion engine is usually carried out by a tubular fuel rail, which is arranged in the vicinity of a cylinder head and is secured by means of retaining elements thereto.
  • a tubular fuel rail which is arranged in the vicinity of a cylinder head and is secured by means of retaining elements thereto.
  • injectors which inject the fuel into the combustion chamber of the respective cylinder.
  • the fuel rail is closed with plugs. Either the fuel feed is integrated into one of these plugs in the fuel rail or the fuel inlet takes place at another point of the fuel rail.
  • fuel is either gasoline or diesel.
  • direct injection into the combustion chamber of the respective cylinder is carried out both in diesel engines and in modern gasoline engines.
  • the operating pressures in the fuel rail differ considerably between diesel and gasoline.
  • the necessary pressure for diesel direct injection is relatively high.
  • common rail technology it is about 1800 bar and rises up to 2500 bar in a so-called pump-nozzle technology.
  • pump-nozzle technology For gasoline, the usual working pressures are around 1 to 100 bar.
  • the fuel rail Only with a high-pressure direct injection into a gasoline engine, the fuel rail must be designed for an operating pressure of 200 to 800 bar. This results in design differences in the fuel rail, depending on whether the fuel rail for a diesel engine, a gasoline engine or a gasoline engine with modern direct injection is used at relatively high pressure.
  • DE 10 2009 029 219 A1 shows a fuel rail for a diesel internal combustion engine. It is a massive fuel rail, in which all connections for the injectors are integrally formed. At the end, plugs are screwed into the fuel rail via a thread.
  • the wall thickness of the fuel rail is so strong that both a pipe wall of the fuel rail at the end inside is provided with a recess and the plug is in engagement with the recess and in the pipe wall with the return thread is introduced.
  • a similar structure of a fuel rail for diesel internal combustion engines shows the DE 101 62 203 A1.
  • a pipe wall of the fuel rail is provided at the inside end with a recess and a thread into which a plug is screwed.
  • Such strong wall thicknesses are not available for fuel distribution strips for gasoline, since here the entire fuel rail is due to the significantly lower operating pressures of a relatively thin-walled tube.
  • a generic fuel rail for example, from a stainless steel pipe with a wall thickness manufactured under 1 mm.
  • end plugs are soldered to the fuel rail. This design is excluded in a fuel rail for a high pressure diesel application, as it does not withstand the operating pressure of more than 1800 bar.
  • DE 100 42 540 C1 shows a thin-walled fuel rail, which consists of an inner tube and a surrounding reinforcement.
  • the end of the inner tube is closed on one side with a stopper, on the other side a plug is arranged, in which a connecting cable is inserted.
  • the plugs are inserted into the inner tube and connected to this cohesively.
  • DE 10 2008 044 923 A1 shows a fuel rail, which is closed at the end with one stopper each. Both plugs are designed as cup-shaped thermoforming or sheet metal component, inserted into the fuel rail and soldered as well as other connection components with this.
  • the just shown type is reliable.
  • the joint between plug and fuel rail is loaded with different load cases.
  • the load cases arise from a thrust force, which results from the internal pressure of the fuel on the inner surface of the plug, and from a tensile force in the joint, which is derived from the internal pressure in the tube to the inner surface of the tube. Consequently, the flow of force in the joint is deflected and thus causes increased stresses in the joint.
  • a generic tubular fuel rail which is closed at the end with a plug which is inserted into the fuel rail and soldered to this, interpreted to an operating pressure of 200 to 800 bar.
  • This object is achieved by the invention with the features of claim 1. Accordingly, in a tubular fuel rail, which is closed at the end with a plug which is inserted into the fuel rail and soldered to it, a pipe wall of the fuel rail at the end inside provided with a recess and the plug is engaged with the recess. This means that the pipe wall of the fuel rail is processed at the ends to be closed in such a way that continues after joining the pipe wall thickness of the fuel rail in the plug.
  • the approach of the plug is flush with the pipe wall of the fuel rail.
  • the power flow is not distracted.
  • the plug in a particular embodiment on the outer peripheral side on a lying within the fuel rail groove for receiving a solder ring. The approach to the stopper prevents the solder from flowing into the interior of the fuel rail.
  • a passage for fuel is formed in the plug, with the passage preferably having at least two diameters of different sizes.
  • the plug on the outer peripheral side has a mark lying outside the fuel rail.
  • Plug and fuel rail are designed for an operating pressure of 200 to 800 bar and are usually used for gasoline fuel.
  • FIG. 1 shows a plan view of a fuel distributor strip (1) according to the invention
  • Figure 2 shows a longitudinal section through the fuel rail according to the invention (1).
  • FIG. 3 shows a detailed view of the connection of plugs (5) from FIG. 2 to FIG.
  • Figure 4 shows the plug (5) of Figure 3 enlarged with marked
  • FIG. 5 shows an alternative plug (14) with a drawn aspect ratio.
  • FIG. 1 the fuel rail (1) according to the invention with a pipe wall (2), connection sockets (3) for injection valves and holders (4) for fixing to an internal combustion engine in a plan view is shown. At the end, the fuel rail (1) with two different plugs (5) and (6) is closed.
  • FIG. 2 shows a longitudinal section through the fuel distributor strip (1) according to the invention.
  • a supply of fuel through the passage (12) is possible.
  • a high-pressure pump (not shown)
  • an operating pressure of 200 to 800 bar is set in the fuel rail (1).
  • the passage (12) has different diameters, and that reduces the diameter in the direction of the fuel rail (1). This serves to throttle and calm the incoming fuel.
  • a non-illustrated pressure sensor is arranged, which monitors the pressure in the interior of the fuel rail (1).
  • the fuel is supplied via the connection sockets (3) not shown cylinders of the internal combustion engine.
  • both plugs may have a passage for fuel.
  • the plug (5) and the connection to the fuel rail (1) are shown in detail.
  • the plug (5) has a stop (13). Up to this stop (13), the plug (5) is inserted into the fuel rail (1).
  • the plug (5) has at its end a projection (7), which is located in the interior of the fuel rail (1).
  • the fuel rail (1) is in her End region has been processed so that in the pipe wall (2) of the fuel rail (1) has a recess (1 1) has been introduced. In this recess (1 1) engages the projection (7) of the plug (5).
  • the approach (7) closes flush with the pipe wall (2).
  • the inner diameter of the plug (5) consequently coincides with the inner diameter of the fuel distributor strip (1) without a recess (11).
  • the plug therefore continues the wall thickness of the fuel rail (1). This moves the joint from a relatively heavily loaded area.
  • the plug (5) is inside the fuel rail (1) on the outer peripheral side a circumferential groove (8) incorporated for a solder ring.
  • shoulder (7) and circumferential groove (8) are also present at the plug (6). While in the passage (12) of the plug (6), however, the fuel in the fuel rail (1) is supplied, sits in the opening (10) of the plug (5), a pressure sensor.
  • the elements essential to the invention are realized in both plugs (5, 6) and at both ends of the fuel rail (1).
  • the plugs (5, 6) are not constructed completely identical, the plug (5) on the outer peripheral side has a marking (9) located outside the fuel distributor strip.
  • the marking (9) serves a robot for distinguishing the two plugs (5) and (6), so that during assembly of the fuel rail (1) no confusion of the plug (5, 6) occurs.
  • a fuel rail according to the invention may also be closed on both sides with identical plugs both with and without passage for fuel.
  • FIG. 4 shows the plug of FIG. 3 enlarged.
  • the inner length Li of the attachment (7) is decisive. Li is measured at the inside diameter of the plug (5), from a nose end (15) of the nosepiece (7) to a bottom (16) of the stopper (5). L 2 is measured at the outer length of the plug (5).
  • Plug (5) has a groove (8) which receives a solder ring, not shown.
  • the groove (8) weakens the plug (5).
  • forms for the joint connection a solder surface (17) of the groove (8) to the base end (15) of the projection (7), the supporting connection. The strength of the connection results from this solder surface (17).
  • L 2 is measured from the groove (8) to the end of the neck (15). Dividing the thus determined outer length L 2 of the solder surface (17) on the plug (5) by the inner length Li of the approach (7), the ratio should be greater than or equal to 2, ie L 2 : Li> 2.
  • the plug could also be pasted with a solder.
  • a groove for receiving the solder ring is unnecessary.
  • a soldering surface (18) extends from the stop (13) to the attachment end (15).
  • L 2 is also measured from the stop (13) to the extension end (15) of the plug (14). Li is measured as well as the plug (5) from the approach end (15) to the bottom (16). Again, for an optimum stress ratio in the joint L 2 : Li> 2 applies.

Abstract

The invention describes a fuel distributor bar (1) for petrol, which is closed at the end by a stopper (5, 6), wherein the stopper (5, 6) is inserted into the fuel distributor bar (1) and is soldered thereto. The stopper (5, 6) and the fuel distributor bar (1) are designed for an operating pressure of 200 to 800 bars. According to the invention, a pipe wall (2) of the fuel distributor bar (1) is provided with a return (11) internally at the end for said purpose. The stopper (5, 6) is in engagement with the return (11) and has a projection (7) that terminates flush with the pipe wall (2) of the fuel distributor bar (1).

Description

Kraftstoffverteilerleiste  Fuel rail
Die Erfindung betrifft eine rohrförmige Kraftstoffverteilerleiste, die endseitig mit einem Stopfen verschlossen ist, welcher in die Kraftstoffverteilerleiste eingeschoben und mit dieser verlötet ist. The invention relates to a tubular fuel rail, the end is closed with a plug which is inserted into the fuel rail and soldered to it.
Die Verteilung von Kraftstoff zu einzelnen Zylindern einer Brennkraftmaschine erfolgt üblicherweise durch eine rohrförmige Kraftstoffverteilerleiste, die in der Nähe eines Zylinderkopfes angeordnet ist und mittels Halteelementen an diesem befestigt wird. Im gleichen Abstandsmaß wie die Zylinder sind an der Kraftstoffverteilerleiste Öffnungen angeordnet, in die Einspritzventile eingesetzt werden, die den Kraftstoff in den Brennraum des jeweiligen Zylinders einspritzen. Endseitig ist die Kraftstoffverteilerleiste mit Stopfen verschlossen. Entweder ist in einen dieser Stopfen auch der Kraftstoffzulauf in die Kraftstoffverteilerleiste integriert oder der Kraftstoffzulauf erfolgt an einer anderen Stelle der Kraftstoffverteilerleiste. Üblicherweise wird als Kraftstoff entweder Benzin oder Diesel verwendet. Dabei wird mittlerweile sowohl bei Dieselmotoren als auch bei modernen Benzinmotoren eine Direkteinspritzung in den Brennraum des jeweiligen Zylinders durchgeführt. Die Betriebsdrücke in der Kraftstoffverteilerleiste differieren zwischen Diesel und Benzin jedoch erheblich. Der nötige Druck für die Diesel-Direkteinspritzung ist relativ hoch. Bei einer sogenannten Common Rail Technologie beträgt er etwa 1800 bar und steigt bis zu 2500 bar bei einer sogenannten Pumpen-Düsen-Technik. Bei Benzin liegen die üblichen Arbeitsdrücke etwa bei 1 bis 100 bar. Erst bei einer Hochdruckdirekteinspritzung in einen Benzinmotor muss die Kraftstoffverteilerleiste auf einen Betriebsdruck von 200 bis 800 bar ausgelegt werden. Daraus resultieren konstruktive Unterschiede in der Kraftstoffverteilerleiste, je nachdem, ob die Kraftstoffverteilerleiste für einen Dieselmotor, einen Benzinmotor oder einen Benzinmotor mit moderner Direkteinspritzung bei relativ hohem Druck eingesetzt wird. The distribution of fuel to individual cylinders of an internal combustion engine is usually carried out by a tubular fuel rail, which is arranged in the vicinity of a cylinder head and is secured by means of retaining elements thereto. In the same distance as the cylinder openings are arranged on the fuel rail, in which injectors are used, which inject the fuel into the combustion chamber of the respective cylinder. At the end, the fuel rail is closed with plugs. Either the fuel feed is integrated into one of these plugs in the fuel rail or the fuel inlet takes place at another point of the fuel rail. Usually, fuel is either gasoline or diesel. In the meantime, direct injection into the combustion chamber of the respective cylinder is carried out both in diesel engines and in modern gasoline engines. However, the operating pressures in the fuel rail differ considerably between diesel and gasoline. The necessary pressure for diesel direct injection is relatively high. In a so-called common rail technology, it is about 1800 bar and rises up to 2500 bar in a so-called pump-nozzle technology. For gasoline, the usual working pressures are around 1 to 100 bar. Only with a high-pressure direct injection into a gasoline engine, the fuel rail must be designed for an operating pressure of 200 to 800 bar. This results in design differences in the fuel rail, depending on whether the fuel rail for a diesel engine, a gasoline engine or a gasoline engine with modern direct injection is used at relatively high pressure.
Die DE 10 2009 029 219 A1 zeigt eine Kraftstoffverteilerleiste für eine Diesel- Brennkraftmaschine. Es handelt sich dabei um eine massive Kraftstoffverteilerleiste, bei der alle Anschlüsse für die Einspritzventile einteilig angeformt sind. Endseitig werden Stopfen über ein Gewinde in die Kraftstoffverteilerleiste eingeschraubt. Dabei ist die Wandstärke der Kraftstoffverteilerleiste so stark, dass sowohl eine Rohrwand der Kraftstoffverteilerleiste endseitig innen mit einem Rücksprung versehen ist und der Stopfen mit dem Rücksprung in Eingriff steht als auch in die Rohrwand mit dem Rücksprung das Gewinde eingebracht ist. DE 10 2009 029 219 A1 shows a fuel rail for a diesel internal combustion engine. It is a massive fuel rail, in which all connections for the injectors are integrally formed. At the end, plugs are screwed into the fuel rail via a thread. The wall thickness of the fuel rail is so strong that both a pipe wall of the fuel rail at the end inside is provided with a recess and the plug is in engagement with the recess and in the pipe wall with the return thread is introduced.
Einen ähnlichen Aufbau einer Kraftstoffverteilerleiste für Diesel-Brennkraftmaschinen zeigt die DE 101 62 203 A1 . Bei einem einstückig geschmiedeten Rohr ist eine Rohrwand der Kraftstoffverteilerleiste endseitig innen mit einem Rücksprung und einem Gewinde versehen, in das ein Stopfen eingeschraubt ist. A similar structure of a fuel rail for diesel internal combustion engines shows the DE 101 62 203 A1. In an integrally forged pipe, a pipe wall of the fuel rail is provided at the inside end with a recess and a thread into which a plug is screwed.
Derartig starke Wandstärken stehen bei Kraftstoffverteilerleisten für Benzin nicht zur Verfügung, da hier die gesamte Kraftstoffverteilerleiste aufgrund der wesentlich geringeren Betriebsdrücke aus einem verhältnismäßig dünnwandigen Rohr besteht. Bei einem Einspritzdruck von weniger als 10 bar wird eine gattungsgemäße Kraftstoffverteilerleiste beispielsweise aus einem Edelstahlrohr mit einer Wandstärke unter 1 mm hergestellt. Typischerweise sind endseitige Stopfen mit der Kraftstoffverteilerleiste verlötet. Diese Bauweise ist bei einer Kraftstoffverteilerleiste für eine Hochdruck- Diesel- Anwendung ausgeschlossen, da sie den Betriebsdruck von mehr als 1800 bar nicht aushält. Such strong wall thicknesses are not available for fuel distribution strips for gasoline, since here the entire fuel rail is due to the significantly lower operating pressures of a relatively thin-walled tube. At an injection pressure of less than 10 bar, a generic fuel rail, for example, from a stainless steel pipe with a wall thickness manufactured under 1 mm. Typically, end plugs are soldered to the fuel rail. This design is excluded in a fuel rail for a high pressure diesel application, as it does not withstand the operating pressure of more than 1800 bar.
Die DE 100 42 540 C1 zeigt eine dünnwandige Kraftstoffverteilerleiste, die aus einem Innenrohr und einer dieses umgebenden Verstärkung besteht. Endseitig ist das Innenrohr an einer Seite mit einem Stopfen verschlossen, an der anderen Seite ist ein Stopfen angeordnet, in den eine Anschlussleitung eingesetzt ist. Die Stopfen sind in das Innenrohr eingeschoben und mit diesem stoffschlüssig verbunden. DE 100 42 540 C1 shows a thin-walled fuel rail, which consists of an inner tube and a surrounding reinforcement. The end of the inner tube is closed on one side with a stopper, on the other side a plug is arranged, in which a connecting cable is inserted. The plugs are inserted into the inner tube and connected to this cohesively.
Ebenso zeigt die DE 10 2008 044 923 A1 eine Kraftstoffverteilerleiste, die endseitig mit jeweils einem Stopfen verschlossen ist. Beide Stopfen sind als napfartiges Tiefzieh- oder Blechbauteil ausgestaltet, in die Kraftstoffverteilerleiste eingeschoben und ebenso wie weitere Anschlussbauteile mit dieser verlötet. Likewise, DE 10 2008 044 923 A1 shows a fuel rail, which is closed at the end with one stopper each. Both plugs are designed as cup-shaped thermoforming or sheet metal component, inserted into the fuel rail and soldered as well as other connection components with this.
Solange bei Kraftstoffverteilerleisten für Benzinmotoren der Betriebsdruck in einem Bereich von wenigen bar liegt, ist die gerade aufgezeigte Bauart betriebssicher. Wenn jedoch Anforderungen an eine Kraftstoffverteilerleiste für Benzin gestellt werden, einem Betriebsdruck von 200 bis 800 bar sicher standzuhalten, treten Probleme auf, ohne dass es allerdings sinnvoll wäre, auf die im Dieselbereich üblichen Schmiedelösungen auszuweichen, denn dafür ist der Betriebsdruck nicht hoch genug. Insbesondere wird die Fügestelle zwischen Stopfen und Kraftstoffverteilerleiste mit verschiedenen Lastfällen belastet. Die Lastfälle entstehen aus einer Schubkraft, die aus dem Innendruck des Kraftstoffs auf die Innenfläche des Stopfens resultiert, und aus einer Zugkraft in der Fügestelle, die sich aus dem Innendruck im Rohr auf die Innenfläche des Rohres ableitet. Folglich wird der Kraftfluss in der Fügestelle abgelenkt und verursacht somit erhöhte Spannungen in der Fügestelle. As long as the operating pressure in fuel rail for gasoline engines in a range of a few bar, the just shown type is reliable. However, when demands are made on a fuel rail for gasoline to withstand an operating pressure of 200 to 800 bar safely, problems arise, but it would not make sense to dodge the usual in the diesel range forging solutions, because the operating pressure is not high enough. In particular, the joint between plug and fuel rail is loaded with different load cases. The load cases arise from a thrust force, which results from the internal pressure of the fuel on the inner surface of the plug, and from a tensile force in the joint, which is derived from the internal pressure in the tube to the inner surface of the tube. Consequently, the flow of force in the joint is deflected and thus causes increased stresses in the joint.
Es ist daher Aufgabe der vorliegenden Erfindung, eine gattungsgemäße rohrförmige Kraftstoffverteilerleiste, die endseitig mit einem Stopfen verschlossen ist, welcher in die Kraftstoffverteilerleiste eingeschoben und mit dieser verlötet ist, auf einen Betriebsdruck von 200 bis 800 bar auszulegen. Diese Aufgabe löst die Erfindung mit den Merkmalen des Anspruchs 1 . Demnach ist bei einer rohrförmige Kraftstoffverteilerleiste, die endseitig mit einem Stopfen verschlossen ist, welcher in die Kraftstoffverteilerleiste eingeschoben und mit dieser verlötet ist, eine Rohrwand der Kraftstoffverteilerleiste endseitig innen mit einem Rücksprung versehen und der Stopfen steht mit dem Rücksprung in Eingriff. Dies bedeutet, dass die Rohrwand der Kraftstoffverteilerleiste an den zu verschließenden Enden derart bearbeitet wird, dass sich nach dem Fügen die Rohrwandstärke der Kraftstoffverteilerleiste im Stopfen fortsetzt. Dazu weist der Stopfen auf der in die Kraftstoffverteilerleiste einzuführenden Seite einen Ansatz auf, so dass ein Innendurchmesser des Stopfens an dieser Stelle gleich einem Innendurchmesser der Kraftstoffverteilerleiste ohne Rücksprung ist. Auf diese Weise schließt der Ansatz des Stopfens bündig mit der Rohrwand der Kraftstoffverteilerleiste ab. Dadurch wird der Kraftfluss nicht abgelenkt. In der Kraftstoffverteilerleiste und dem Stopfen bildet sich eine ähnliche Spannungsverteilung aus. Insbesondere entsteht kein Steifigkeitssprung und somit keine Kerbwirkung in der Fügestelle. Dabei weist der Stopfen in einer besonderen Ausführungsform außenumfangsseitig eine innerhalb der Kraftstoffverteilerleiste liegende Nut zur Aufnahme eines Lotrings auf. Der Ansatz am Stopfen verhindert, dass das Lot in das Innere der Kraftstoffverteilerleiste hineinfließt. Das Lot verbleibt im Bereich der Nut und der unmittelbar angrenzenden flächigen Bereiche des Stopfens, so dass sichergestellt ist, dass genügend Lot für eine stoffschlüssige Verbindung von Stopfen und Kraftstoffverteilerleiste zur Verfügung steht. In einer weiteren bevorzugten Ausführungsvariante ist in dem Stopfen ein Durchtritt für Kraftstoff ausgebildet, wobei bevorzugt der Durchtritt mindestens zwei unterschiedlich große Durchmesser aufweist. Für ein verbessertes Handling weist der Stopfen außenumfangsseitig eine außerhalb der Kraftstoffverteilerleiste liegende Markierung auf. Stopfen und Kraftstoffverteilerleiste sind auf einen Betriebsdruck von 200 bis 800 bar ausgelegt und werden in der Regel für Benzin kraftstoff eingesetzt. It is therefore an object of the present invention, a generic tubular fuel rail, which is closed at the end with a plug which is inserted into the fuel rail and soldered to this, interpreted to an operating pressure of 200 to 800 bar. This object is achieved by the invention with the features of claim 1. Accordingly, in a tubular fuel rail, which is closed at the end with a plug which is inserted into the fuel rail and soldered to it, a pipe wall of the fuel rail at the end inside provided with a recess and the plug is engaged with the recess. This means that the pipe wall of the fuel rail is processed at the ends to be closed in such a way that continues after joining the pipe wall thickness of the fuel rail in the plug. For this purpose, the stopper on the side to be introduced into the fuel rail, a shoulder, so that an inner diameter of the plug at this point is equal to an inner diameter of the fuel rail without a jump. In this way, the approach of the plug is flush with the pipe wall of the fuel rail. As a result, the power flow is not distracted. In the fuel rail and the plug, a similar stress distribution is formed. In particular, there is no jump in stiffness and thus no notch effect in the joint. In this case, the plug in a particular embodiment on the outer peripheral side on a lying within the fuel rail groove for receiving a solder ring. The approach to the stopper prevents the solder from flowing into the interior of the fuel rail. The solder remains in the region of the groove and the immediately adjacent planar areas of the plug, so that it is ensured that enough solder is available for a cohesive connection of plug and fuel rail. In a further preferred embodiment variant, a passage for fuel is formed in the plug, with the passage preferably having at least two diameters of different sizes. For improved handling, the plug on the outer peripheral side has a mark lying outside the fuel rail. Plug and fuel rail are designed for an operating pressure of 200 to 800 bar and are usually used for gasoline fuel.
Nachfolgend ist die Erfindung anhand der Figuren genauer beschrieben. Dabei zeigen: The invention is described in more detail below with reference to the figures. Showing:
Figur 1 eine Draufsicht auf eine erfindungsgemäße Kraftstoffverteilerleiste (1 ), Figur 2 einen Längsschnitt durch die erfindungsgemäße Kraftstoffverteilerleiste (1 ). FIG. 1 shows a plan view of a fuel distributor strip (1) according to the invention, Figure 2 shows a longitudinal section through the fuel rail according to the invention (1).
Figur 3 eine Detailansicht der Verbindung von Stopfen (5) aus Figur 2 mit der FIG. 3 shows a detailed view of the connection of plugs (5) from FIG. 2 to FIG
Kraftstoffverteilerleiste (1 ),  Fuel rail (1),
Figur 4 zeigt den Stopfen (5) aus Figur 3 vergrößert mit eingezeichnetem Figure 4 shows the plug (5) of Figure 3 enlarged with marked
Längenverhältnis,  Aspect ratio,
Figur 5 zeigt einen alternativen Stopfen (14) mit eingezeichnetem Längenverhältnis. FIG. 5 shows an alternative plug (14) with a drawn aspect ratio.
In Figur 1 ist die erfindungsgemäße Kraftstoffverteilerleiste (1 ) mit einer Rohrwand (2), Anschlussbuchsen (3) für Einspritzventile und Haltern (4) zum Festlegen an einer Brennkraftmaschine in einer Draufsicht dargestellt. Endseitig ist die Kraftstoffverteilerleiste (1 ) mit zwei verschiedenen Stopfen (5) und (6) verschlossen. In Figure 1, the fuel rail (1) according to the invention with a pipe wall (2), connection sockets (3) for injection valves and holders (4) for fixing to an internal combustion engine in a plan view is shown. At the end, the fuel rail (1) with two different plugs (5) and (6) is closed.
Figur 2 zeigt einen Längsschnitt durch die erfindungsgemäße Kraftstoffverteilerleiste (1 ). Durch den Stopfen (6) ist eine Zuleitung von Kraftstoff über den Durchtritt (12) möglich. Über eine nicht dargestellte Hochdruckpumpe wird dabei in der Kraftstoffverteilerleiste (1 ) ein Betriebsdruck von 200 bis 800 bar eingestellt. Der Durchtritt (12) weist verschiedene Durchmesser auf, und zwar verringert sich der Durchmesser in Richtung Kraftstoffverteilerleiste (1 ). Dies dient der Drosselung und Beruhigung des einströmenden Kraftstoffs. Im Stopfen (5) befindet sich eine Öffnung (10), in der ein nicht näher dargestellter Drucksensor angeordnet ist, der den Druck im Inneren der Kraftstoffverteilerleiste (1 ) überwacht. Der Kraftstoff wird über die Anschlussbuchsen (3) nicht näher dargestellten Zylindern der Brennkraftmaschine zugeführt. Alternativ können auch beide Stopfen einen Durchtritt für Kraftstoff aufweisen. FIG. 2 shows a longitudinal section through the fuel distributor strip (1) according to the invention. Through the plug (6), a supply of fuel through the passage (12) is possible. By way of a high-pressure pump (not shown), an operating pressure of 200 to 800 bar is set in the fuel rail (1). The passage (12) has different diameters, and that reduces the diameter in the direction of the fuel rail (1). This serves to throttle and calm the incoming fuel. In the plug (5) there is an opening (10) in which a non-illustrated pressure sensor is arranged, which monitors the pressure in the interior of the fuel rail (1). The fuel is supplied via the connection sockets (3) not shown cylinders of the internal combustion engine. Alternatively, both plugs may have a passage for fuel.
In Figur 3 sind der Stopfen (5) und die Verbindung mit der Kraftstoffverteilerleiste (1 ) im Detail dargestellt. Der Stopfen (5) weist einen Anschlag (13) auf. Bis zu diesem Anschlag (13) ist der Stopfen (5) in die Kraftstoffverteilerleiste (1 ) eingeschoben. Der Stopfen (5) verfügt endseitig über einen Ansatz (7), welcher sich im Inneren der Kraftstoffverteilerleiste (1 ) befindet. Die Kraftstoffverteilerleiste (1 ) ist in ihrem Endbereich so bearbeitet worden, dass in der Rohrwand (2) der Kraftstoffverteilerleiste (1 ) ein Rücksprung (1 1 ) eingebracht worden ist. In diesen Rücksprung (1 1 ) greift der Ansatz (7) des Stopfens (5) ein. Der Ansatz (7) schließt dabei bündig mit der Rohrwand (2) ab. Im Bereich des Ansatzes (7) stimmt folglich der Innendurchmesser des Stopfens (5) mit dem Innendurchmesser der Kraftstoffverteilerleiste (1 ) ohne Rücksprung (1 1 ) überein. Der Stopfen setzt daher die Wandstärke der Kraftstoffverteilerleiste (1 ) fort. Dies verlegt die Fügestelle aus einem relativ stark belasteten Bereich. In den Stopfen (5) ist innerhalb der Kraftstoffverteilerleiste (1 ) außenumfangsseitig eine umlaufende Nut (8) für einen Lotring eingearbeitet. Durch den Ansatz (7) ist sichergestellt, dass das Lot im Bereich der Nut (8) und der daran angrenzenden Fügestellen verbleibt und nicht unkontrollierbar in das Innere der Kraftstoffverteilerleiste (1 ) abwandert und so die Fügestelle geschwächt ist. Rücksprung (1 1 ), Ansatz (7) und umlaufende Nut (8) sind auch beim Stopfen (6) vorhanden. Während im Durchtritt (12) des Stopfens (6) jedoch der Kraftstoff in die Kraftstoffverteilerleiste (1 ) zugeführt wird, sitzt in der Öffnung (10) des Stopfens (5) ein Drucksensor. Folglich sind die erfindungswesentlichen Elemente bei beiden Stopfen (5, 6) und an beiden Enden der Kraftstoffverteilerleiste (1 ) verwirklicht. Da die Stopfen (5, 6) jedoch nicht völlig identisch aufgebaut sind, hat der Stopfen (5) außenumfangsseitig eine außerhalb der Kraftstoffverteilerleiste liegende Markierung (9). Die Markierung (9) dient einem Roboter zur Unterscheidung der beiden Stopfen (5) und (6), so dass während einer Montage der Kraftstoffverteilerleiste (1 ) keine Verwechslung der Stopfen (5, 6) auftritt. Alternativ kann eine erfindungsgemäße Kraftstoffverteilerleiste auch auf beiden Seiten mit identischen Stopfen sowohl mit als auch ohne Durchtritt für Kraftstoff verschlossen sein. In Figure 3, the plug (5) and the connection to the fuel rail (1) are shown in detail. The plug (5) has a stop (13). Up to this stop (13), the plug (5) is inserted into the fuel rail (1). The plug (5) has at its end a projection (7), which is located in the interior of the fuel rail (1). The fuel rail (1) is in her End region has been processed so that in the pipe wall (2) of the fuel rail (1) has a recess (1 1) has been introduced. In this recess (1 1) engages the projection (7) of the plug (5). The approach (7) closes flush with the pipe wall (2). In the region of the projection (7), the inner diameter of the plug (5) consequently coincides with the inner diameter of the fuel distributor strip (1) without a recess (11). The plug therefore continues the wall thickness of the fuel rail (1). This moves the joint from a relatively heavily loaded area. In the plug (5) is inside the fuel rail (1) on the outer peripheral side a circumferential groove (8) incorporated for a solder ring. By the approach (7) it is ensured that the solder remains in the region of the groove (8) and the adjoining joints and not uncontrollably migrates into the interior of the fuel rail (1) and so the joint is weakened. Return (1 1), shoulder (7) and circumferential groove (8) are also present at the plug (6). While in the passage (12) of the plug (6), however, the fuel in the fuel rail (1) is supplied, sits in the opening (10) of the plug (5), a pressure sensor. Consequently, the elements essential to the invention are realized in both plugs (5, 6) and at both ends of the fuel rail (1). However, since the plugs (5, 6) are not constructed completely identical, the plug (5) on the outer peripheral side has a marking (9) located outside the fuel distributor strip. The marking (9) serves a robot for distinguishing the two plugs (5) and (6), so that during assembly of the fuel rail (1) no confusion of the plug (5, 6) occurs. Alternatively, a fuel rail according to the invention may also be closed on both sides with identical plugs both with and without passage for fuel.
Letztlich ist die Spannungsverteilung an der Fügestelle oder in der Fügenaht ein entscheidendes Kriterium für die Dauerhaltbarkeit der Kraftstoffverteilerleiste (1 ). Bei umfangreichen Festigkeitsuntersuchungen hat sich herausgestellt, dass ein bestimmtes, in den Figuren 4 und 5 genauer dargestelltes Längenverhältnis von einer inneren Länge Li des Ansatzes (7) und einer äußeren Länge L2 am Stopfen (5, 14) nicht unterschritten werden sollte. Dabei zeigt Figur 4 den Stopfen aus Figur 3 vergrößert. Entscheidend ist zum einen die innere Länge Li des Ansatzes (7). Li wird am Innendurchmesser des Stopfens (5) gemessen, und zwar von einem Ansatzende (15) des Ansatzes (7) bis zu einem Boden (16) des Stopfens (5). L2 wird an der äußeren Länge des Stopfens (5) gemessen. Stopfen (5) weist eine Nut (8) auf, die einen nicht näher dargestellten Lotring aufnimmt. Die Nut (8) schwächt den Stopfen (5). Außerdem bildet für die Fügeverbindung eine Lotfläche (17) von der Nut (8) bis zum Ansatzende (15) des Ansatzes (7) die tragende Verbindung. Die Festigkeit der Verbindung resultiert aus dieser Lotfläche (17). Wird der Stopfen (5) folglich über einen Lotring mit der Rohrwand (2) der Kraftstoffverteilerleiste (1 ) gefügt, wird L2 von der Nut (8) bis zum Ansatzende (15) gemessen. Teilt man die so ermittelte äußere Länge L2 der Lotfläche (17) am Stopfen (5) durch die innere Länge Li des Ansatzes (7), sollte das Verhältnis größer oder gleich 2 sein, also L2 : Li > 2. Ultimately, the stress distribution at the joint or in the joint seam is a decisive criterion for the durability of the fuel rail (1). In extensive strength investigations it has been found that a certain length ratio, shown in greater detail in FIGS. 4 and 5, of an inner length Li of the projection (7) and an outer length L 2 on the plug (5, 14) should not be undershot. FIG. 4 shows the plug of FIG. 3 enlarged. On the one hand, the inner length Li of the attachment (7) is decisive. Li is measured at the inside diameter of the plug (5), from a nose end (15) of the nosepiece (7) to a bottom (16) of the stopper (5). L 2 is measured at the outer length of the plug (5). Plug (5) has a groove (8) which receives a solder ring, not shown. The groove (8) weakens the plug (5). In addition, forms for the joint connection a solder surface (17) of the groove (8) to the base end (15) of the projection (7), the supporting connection. The strength of the connection results from this solder surface (17). If the plug (5) is thus joined via a solder ring to the pipe wall (2) of the fuel rail (1), L 2 is measured from the groove (8) to the end of the neck (15). Dividing the thus determined outer length L 2 of the solder surface (17) on the plug (5) by the inner length Li of the approach (7), the ratio should be greater than or equal to 2, ie L 2 : Li> 2.
Alternativ zum Lotring könnte der Stopfen aber auch mit einem Lot bepastet werden. In diesem Fall ist eine Nut zur Aufnahme des Lotrings überflüssig. Eine solche Ausführungsform ist in Figur 5 dargestellt. Bei dem hier dargestellten Stopfen (14) erstreckt sich eine Lotfläche (18) vom Anschlag (13) bis zum Ansatzende (15). In diesem Fall wird L2 ebenfalls vom Anschlag (13) bis zum Ansatzende (15) des Stopfens (14) gemessen. Li wird ebenso wie beim Stopfen (5) vom Ansatzende (15) bis zum Boden (16) gemessen. Auch hier gilt für ein optimales Spannungsverhältnis in der Fügestelle L2 : Li > 2. Alternatively to the solder ring, the plug could also be pasted with a solder. In this case, a groove for receiving the solder ring is unnecessary. Such an embodiment is shown in FIG. In the stopper (14) shown here, a soldering surface (18) extends from the stop (13) to the attachment end (15). In this case, L 2 is also measured from the stop (13) to the extension end (15) of the plug (14). Li is measured as well as the plug (5) from the approach end (15) to the bottom (16). Again, for an optimum stress ratio in the joint L 2 : Li> 2 applies.
Mit D1 ist in den Figuren 3 bis 5 der Innendurchmesser der Kraftstoffverteilerleiste (1 ) ohne Rücksprung (1 1 ) und der Innendurchmesser des Stopfens (5, 6) bezeichnet. Der Innendurchmesser D1 des Stopfens (5, 6) im Bereich des Ansatzes (7) stimmt mit dem Innendurchmesser D1 der Kraftstoffverteilerleiste (1 ) ohne Rücksprung (1 1 ) überein. Mit D2 ist der Außendurchmesser des Ansatzes (7) bzw. der Innendurchmesser der Rohrwand (2) der Kraftstoffverteilerleiste (1 ) im Bereich des Rücksprungs (1 1 ) bezeichnet. D3 kennzeichnet den Außendurchmesser der Kraftstoffverteilerleiste (1 ). Bezugszeichenliste: With D1 in the figures 3 to 5, the inner diameter of the fuel rail (1) without recess (1 1) and the inner diameter of the plug (5, 6). The inner diameter D1 of the plug (5, 6) in the region of the projection (7) coincides with the inner diameter D1 of the fuel rail (1) without a recess (1 1) match. D2 is the outer diameter of the projection (7) or the inner diameter of the pipe wall (2) of the fuel rail (1) in the region of the recess (1 1). D3 indicates the outer diameter of the fuel rail (1). LIST OF REFERENCE NUMBERS
1 Kraftstoffverteilerleiste1 fuel rail
2 Rohrwand 2 pipe wall
3 Anschlussbuchse 3 connection socket
4 Halter 4 holders
5 Stopfen  5 plugs
6 Stopfen  6 plugs
7 Ansatz  7 approach
8 Nut  8 groove
9 Markierung  9 mark
10 Öffnung  10 opening
1 1 Rücksprung  1 1 return
12 Durchtritt  12 passage
13 Anschlag  13 stop
14 Stopfen  14 plugs
15 Ansatzende  15 end of approach
16 Boden  16 floor
17 Lotfläche  17 solder surface
18 Lotfläche  18 soldering area
Li innere Länge  Li inner length
l_2 äußere Länge l_2 outer length

Claims

Patentansprüche claims
1 . Rohrförmige Kraftstoffverteilerleiste (1 ), die endseitig mit einem Stopfen (5, 6) verschlossen ist, welcher in die Kraftstoffverteilerleiste (1 ) eingeschoben und mit dieser verlötet ist, 1 . Tubular fuel distributor strip (1), which is closed at the end with a plug (5, 6) which is inserted into the fuel rail (1) and soldered to it,
dadurch gekennzeichnet,  characterized,
dass eine Rohrwand (2) der Kraftstoffverteilerleiste (1 ) endseitig innen mit einem Rücksprung (1 1 ) versehen ist und der Stopfen (5, 6) mit dem Rücksprung (1 1 ) in Eingriff steht, wobei der Stopfen (5, 6) auf der in die Kraftstoffverteilerleiste (1 ) einzuführenden Seite einen Ansatz (7) aufweist, so dass ein Innendurchmesser des Stopfens (5, 6) an dieser Stelle gleich einem Innendurchmesser der Kraftstoffverteilerleiste (1 ) ohne Rücksprung (1 1 ) ist und dass der Ansatz (7) des Stopfens (5, 6) bündig mit der Rohrwand (2) der Kraftstoffverteilerleiste (1 ) abschließt.  in that a tube wall (2) of the fuel distributor strip (1) is provided on the inside with a recess (11) and the stopper (5, 6) engages with the recess (11), the stopper (5, 6) being in the side to be introduced into the fuel rail (1) has a shoulder (7), so that an internal diameter of the plug (5, 6) at this point is equal to an internal diameter of the fuel rail (1) without a recess (11) and 7) of the plug (5, 6) is flush with the pipe wall (2) of the fuel rail (1).
2. Rohrförmige Kraftstoffverteilerleiste (1 ) nach einem der vorangegangenen Ansprüche, 2. tubular fuel rail (1) according to one of the preceding claims,
dadurch gekennzeichnet,  characterized,
dass der Stopfen (5, 6) außenumfangsseitig eine innerhalb der Kraftstoffverteilerleiste (1 ) liegende Nut (8) zur Aufnahme eines Lotrings aufweist.  the stopper (5, 6) has on its outer peripheral side a groove (8) lying inside the fuel distributor strip (1) for receiving a solder ring.
3. Rohrförmige Kraftstoffverteilerleiste (1 ) nach einem der vorangegangenen Ansprüche, 3. tubular fuel rail (1) according to one of the preceding claims,
dadurch gekennzeichnet,  characterized,
dass eine äußere Länge L2 am Stopfen (5, 14) zu einer inneren Länge Li am Ansatz des Stopfens (5) in einem Verhältnis von L2 : Li > 2 steht. an outer length L 2 on the plug (5, 14) to an inner length Li at the base of the plug (5) in a ratio of L 2 : Li> 2.
4. Rohrförmige Kraftstoffverteilerleiste (1 ) nach einem der vorangegangenen Ansprüche, 4. tubular fuel rail (1) according to one of the preceding claims,
dadurch gekennzeichnet,  characterized,
dass in dem Stopfen (6) ein Durchtritt (12) für Kraftstoff ausgebildet ist. in that a passage (12) for fuel is formed in the plug (6).
5. Rohrförmige Kraftstoffverteilerleiste (1 ) nach einem der vorangegangenen Ansprüche, 5. tubular fuel rail (1) according to one of the preceding claims,
dadurch gekennzeichnet,  characterized,
dass der Durchtritt (12) mindestens zwei unterschiedlich große Durchmesser aufweist.  the passage (12) has at least two diameters of different sizes.
6. Rohrförmige Kraftstoffverteilerleiste (1 ) nach einem der vorangegangenen Ansprüche, 6. tubular fuel rail (1) according to one of the preceding claims,
dadurch gekennzeichnet,  characterized,
dass der Stopfen (5) außenumfangsseitig eine außerhalb der Kraftstoffverteilerleiste (1 ) liegende Markierung (9) aufweist.  the plug (5) has on the outer peripheral side a marking (9) located outside the fuel distributor strip (1).
7. Rohrförmige Kraftstoffverteilerleiste (1 ) nach einem der vorangegangenen Ansprüche, 7. tubular fuel rail (1) according to one of the preceding claims,
dadurch gekennzeichnet,  characterized,
dass Stopfen (5, 6) und Kraftstoffverteilerleiste (1 ) auf einen Betriebsdruck von 200 bis 800 bar ausgelegt sind.  that plug (5, 6) and fuel rail (1) are designed for an operating pressure of 200 to 800 bar.
8. Rohrförmige Kraftstoffverteilerleiste (1 ) nach einem der vorangegangenen Ansprüche, 8. tubular fuel rail (1) according to one of the preceding claims,
dadurch gekennzeichnet,  characterized,
dass es sich bei dem Kraftstoff um Benzin handelt.  that the fuel is gasoline.
EP13708071.9A 2012-02-02 2013-01-31 Fuel distributor bar Active EP2809941B1 (en)

Applications Claiming Priority (2)

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DE102012001926A DE102012001926A1 (en) 2012-02-02 2012-02-02 Fuel rail
PCT/DE2013/100035 WO2013113314A1 (en) 2012-02-02 2013-01-31 Fuel distributor bar

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EP (1) EP2809941B1 (en)
CN (1) CN103764996B (en)
DE (1) DE102012001926A1 (en)
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HUE026629T2 (en) 2016-06-28
US20150007796A1 (en) 2015-01-08
EP2809941B1 (en) 2015-12-30
DE102012001926A1 (en) 2013-08-08
WO2013113314A1 (en) 2013-08-08
CN103764996A (en) 2014-04-30
CN103764996B (en) 2016-03-16

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