EP2935857B1 - Systeme d'injection de carburant a haute pression - Google Patents

Systeme d'injection de carburant a haute pression Download PDF

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Publication number
EP2935857B1
EP2935857B1 EP13795775.9A EP13795775A EP2935857B1 EP 2935857 B1 EP2935857 B1 EP 2935857B1 EP 13795775 A EP13795775 A EP 13795775A EP 2935857 B1 EP2935857 B1 EP 2935857B1
Authority
EP
European Patent Office
Prior art keywords
injector
check valve
fuel
pressure
return line
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.)
Active
Application number
EP13795775.9A
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German (de)
English (en)
Other versions
EP2935857A1 (fr
Inventor
Thomas Breitbach
Bilal KAPLAN
Viktor ALBERTIN
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
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Publication date
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Publication of EP2935857A1 publication Critical patent/EP2935857A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/002—Arrangement of leakage or drain conduits in or from injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025—Common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/005—Pressure relief valves
    • 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
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel 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
    • 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
    • F02M69/54—Arrangement of fuel pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
    • F02M37/0023—Valves in the fuel supply and return system
    • F02M37/0029—Pressure regulator in the low pressure fuel system
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/0052—Details on the fuel return circuit; Arrangement of pressure regulators

Definitions

  • the present invention relates to an injector system according to the preamble of claim 1 and to a high-pressure injection system according to the preamble of claim 11.
  • a high-pressure pump continuously ensures the maintenance of the pressure in the high-pressure accumulator of the common-rail injection system.
  • the high-pressure pump can be driven, for example, by a camshaft of the internal combustion engine by means of a drive shaft.
  • Vor detailpumpen, z. B. a gear or rotary vane pump used, which are connected upstream of the high-pressure pump.
  • the prefeed pump delivers the fuel from a fuel tank through a fuel line to the high pressure pump.
  • piston pumps are used as high-pressure pumps.
  • a drive shaft is mounted. Radially to pistons are arranged in a cylinder.
  • a roller with a roller rolling surface On the drive shaft with at least one cam is a roller with a roller rolling surface, which is mounted in a roller shoe.
  • the roller shoe is connected to the piston, so that the piston is forced to oscillate translational motion.
  • a spring applies to the roller shoe a radially directed to the drive shaft force, so that the roller is in constant contact with the drive shaft.
  • the roller stands with the roller rolling surface on a shaft rolling surface as the surface of the drive shaft with the at least one cam in contact with the drive shaft.
  • the roller is mounted by means of a sliding bearing in the roller shoe.
  • the drive shaft with the at least one cam, the roller and the roller shoe are arranged within a lubricant space of the high-pressure pump.
  • fuel delivered by the prefeed pump to the high-pressure pump is passed in order, on the one hand, to lubricate the components within the lubricant space and to cool them with the fuel conducted through the lubricant space.
  • the fuel delivered by the prefeed pump to the high-pressure pump thus comprises in volume flow on the one hand the fuel passed through the lubricant space for lubricating and cooling the components of the high-pressure pump within the lubricant space and the fuel intended for the high-pressure pump for delivery under high pressure to the high-pressure rail.
  • the fuel delivered by the high-pressure pump is conveyed to a high-pressure rail and fed from the high-pressure rail through high-pressure lines to solenoid valve injectors. From the solenoid valve injectors, the fuel is injected into combustion chambers of the internal combustion engine.
  • the solenoid valve injectors have an electromagnet as an actuator.
  • an injector valve of the solenoid valve injector the fuel is supplied to the combustion chambers from an injection space under high pressure, in which the high-pressure line opens. With an opened injector valve with an injector nozzle needle, fuel can thus be injected from the injection space at the solenoid valve injector into the combustion chamber.
  • the injector nozzle needle is actuated hydraulically by means of a hydraulic coupler from a control valve, ie opened and closed.
  • the control valve is actuated by the electromagnet, ie open and closed, so that in a closed control valve in the control chamber high pressure and at an open control valve, the pressure of the fuel in the control chamber drops, as in an open control valve, the fuel through an injector return line the control chamber is derived, since the control valve opens and closes the injector return line.
  • the injector return line opens through a check valve in a fuel return line of the high-pressure pump.
  • the check valve in the injector return line has the task of a substantially constant pressure in the To keep injector return line, for example in the range between 1 and 1.5 bar.
  • the injector return line opens into the fuel return line.
  • the strong pressure fluctuations also occur at the check valve in the injector return line.
  • a negative pressure wave at the fuel return line which also propagates into the injector return line, it can be at a very low pressure of z. B. 0.3 bar come.
  • the DE 10 2009 026 596 A1 shows a high-pressure pump for conveying a fluid, in particular fuel, comprising a drive shaft, at least one piston, at least one cylinder for supporting the piston, wherein the at least one piston indirectly or directly on the at least one cam is supported, so that of the at least one piston a translational movement due to a rotational movement of the drive shaft is executable.
  • the GB 2 030 219 A shows an injector with a return port, an injector return line and a check valve in the injector return line.
  • Inventive injector system comprising at least one injector, the injector comprising an actuator, a control valve actuated by the actuator, an injector valve hydraulically actuated by the control valve by means of a hydraulic coupler, at least one return port for the hydraulic coupler, hydraulically connected to the at least one return port Injector return line, a first check valve in the An injector return line, wherein the first check valve is connected in a flow direction of the fuel in the injector return line away from the at least one injector, wherein in the injector return line, a second check valve is installed and the second check valve is installed hydraulically in parallel to the first check valve and the second check valve in a Flow direction of the fuel in the injector return line to the at least one injector is connected in order to use pressure fluctuations in the flow direction of the fuel after the first check valve to increase the pressure in the injector return line in the flow direction of the fuel before the first check valve.
  • the second check valve is formed or switched hydraulically opposite to the first check valve, so that fuel can flow through the first check valve only in the flow direction of the fuel away from the at least one injector and through the second check valve fuel only in the flow direction of the fuel toward the can flow at least one injector.
  • the injector return line and thus also at the second check valve strong pressure fluctuations occur.
  • a pressure wave or overpressure half-wave with a pressure which is greater than the switching pressure of the second check valve opens the second check valve, thereby fuel can flow through the second check valve in the direction of the injector return line between the injector and the second check valve.
  • the first check valve opens and thereby flow fuel from the injector return line between the injector and the first check valve through the first check valve.
  • a subsequent overpressure half-wave closes the first check valve and the second check valve opens, thereby fuel can flow through the second check valve in the Injektor Weglauf ein between the injector and the second and first check valve.
  • the lost fuel during the negative half-waves fuel due to the unintentional opening of the first check valve lost fuel can thereby be supplied to the injector return line between the injector and the first and second check valve during the half-waves through the second check valve.
  • the injector return line has a first branch point and a second branch point, and the first check valve opens to the first and second branch points, and the second check valve opens to the first and second branch points.
  • first and second branch point are connected to each other with two hydraulically separated branch-injector return lines in which in each case the first and second check valve is installed.
  • the first check valve and the second check valve to a substantially equal switching pressure.
  • a substantially equal switching pressure of the first and second check valves differs by less than 5%, 3% or 1%.
  • the switching pressure is that pressure of the first and second check valve, wherein the first and second check valve opens and closes.
  • the switching pressure is a pressure difference at the first and / or second check valve, so that at a pressure difference greater than the switching pressure, the first and second check valve is open and at a pressure difference smaller than the switching pressure, the first and second switching valve is closed.
  • the first check valve has a much larger switching pressure than the second check valve.
  • the switching pressure of the first check valve is substantially greater than the switching pressure of the second check valve, ie is at least 5%, 10% or 15% greater than the switching pressure of the second check valve.
  • the first check valve has a much smaller switching pressure than the second check valve.
  • the switching pressure of the first check valve is substantially smaller than the switching pressure of the second check valve, so that the switching pressure of the first check valve is at least 5%, 10% or 15% smaller than the switching pressure of the second check valve.
  • the first and second check valve is a mechanical check valve with a valve spring and a movable closing part.
  • the first and second check valve is integrated in a common housing.
  • the first and second check valves have a substantially identical characteristic.
  • the characteristic curve depends, for example, on the spring constant of the valve spring and the geometry or the flow cross-sectional area of the openings on the check valve.
  • the characteristic indicates the functional relationship between the pressure difference at the check valve and the volume flow of fuel which flows through the check valve, the pressure difference being greater than the switching pressure.
  • the first and second check valves are formed as an electronic check valve.
  • the pressure before and after the valve is measured by means of a pressure sensor as a check valve and at a corresponding switching pressure as a pressure difference, the first and / or second check valve each electronically, for. B. with a magnet, opened and closed.
  • the hydraulic coupler on a control chamber which is acted upon with a different pressure and the return opening opens into the control chamber, in particular, the return opening with the control valve can be opened and closed.
  • the hydraulic fluid of the hydraulic coupler is the fuel injected by the injector.
  • the at least one injector is a solenoid valve injector with an electromagnet as the actuator.
  • the least one injector is a piezo injector with a piezoelectric element as the actuator.
  • the injector system comprises a plurality of injectors, in particular solenoid valve injectors, and each injector each has a return opening and the return openings are hydraulically connected to the injector return line.
  • the injectors are hydraulically connected to only one first and second check valve.
  • each of the plurality of injectors may be associated with a first and a second check valve, respectively, so that the injector system with a plurality of injectors has a plurality of first and second check valves.
  • High-pressure injection system for an internal combustion engine, in particular for a motor vehicle, comprising a high-pressure pump with at least one piston for conveying fuel to a high-pressure rail, a prefeed pump for conveying fuel to the high-pressure pump, the high-pressure rail for conducting fuel to an injector system, the injector system with at least one injector, wherein the injector system is designed as an injector described in this patent application.
  • the high-pressure pump comprises a fuel return line and the injector return line opens into the fuel return line of the high-pressure pump.
  • the injector return line and / or the fuel return line opens or opens into a fuel tank.
  • the high-pressure pump comprises only one piston.
  • the prefeed pump is a gear pump and / or the delivery rate of the prefeed pump is controllable and / or controllable and / or the prefeed pump is an electric prefeed pump with an electric motor and / or from the prefeed pump is the fuel with a prefeed, z. B. between 3 bar and 6 bar, eligible.
  • the prefeed pump comprises an electric motor.
  • the electric motor of the prefeed pump is integrated in the prefeed pump, z. B. by permanent magnets are installed in a gear.
  • the producible by the high-pressure pump pressure in the high-pressure rail is, for example, in the range of 1000 to 3000 bar z. B. for diesel engines or between 40 bar and 400 bar z. B. for gasoline engines.
  • Fig. 1 is a cross section of a high-pressure pump 1 for conveying fuel shown.
  • the high-pressure pump 1 serves to fuel, z.
  • the pressure which can be generated by the high-pressure pump 1 is, for example, in a range between 1000 and 3000 bar.
  • the high-pressure pump 1 has a drive shaft 2 with two cams 3, which performs a rotational movement about a rotation axis 26.
  • the axis of rotation 26 lies in the plane of Fig. 1 and is perpendicular to the plane of Fig. 2 ,
  • a piston 5 is mounted in a cylinder 6 as a piston guide 7, which is formed by a housing 8.
  • a working chamber 29 is bounded by the cylinder 6, the housing 8 and the piston 5.
  • Into the working space 29 opens an inlet channel 22 with an inlet valve 19 and an outlet channel 24 with an outlet valve 20.
  • a check valve is designed to the effect that only fuel can flow into the working space 29 and the exhaust valve 20, z.
  • a check valve is designed to the effect that only fuel can flow out of the working space 29.
  • the volume of the working chamber 29 is changed due to an oscillating stroke movement of the piston 5.
  • the piston 5 is indirectly supported on the drive shaft 2 from.
  • a roller shoe 9 is attached to a roller 10.
  • the roller 10 can perform a rotational movement, the axis of rotation 25 in the plane according to Fig. 1 lies and perpendicular to the plane of Fig. 2 stands.
  • the drive shaft 2 with the at least one cam 3 has a shaft rolling surface 4 and the roller 10 has a roller rolling surface 11.
  • the roller-running surface 11 of the roller 10 rolls on a contact surface 12 on the shaft rolling surface 4 of the drive shaft 2 with the two cams 3 from.
  • the roller shoe 9 is mounted in a roller shoe bearing formed by the housing 8 as a sliding bearing.
  • Rolling surface 4 of the drive shaft 2 is.
  • the roller shoe 9 and the piston 5 thus carry out together an oscillating stroke movement.
  • the roller 10 is mounted with a sliding bearing 13 in the roller shoe 9.
  • FIG. 3 is a highly schematic representation of a high-pressure injection system 36 for a motor vehicle shown with a high-pressure rail 30 or a fuel rail 31. From the high-pressure rail 30 and a fuel rail 31, the fuel by means of injectors 44 of an injector 42 into the combustion chambers (not shown) the internal combustion engine 39 is injected.
  • An electric prefeed pump 35 delivers fuel from a fuel tank 32 through a fuel line 33 to the high pressure pump 1.
  • the high pressure pump 1 is driven by the drive shaft 2 and the drive shaft 2 is a shaft, for.
  • a metering unit 37 controls and / or regulates the per unit time to the high-pressure pump 1 passed volume of fuel.
  • the high pressure rail 30 serves to direct the fuel to the injectors 44.
  • the fuel not required by the high-pressure pump 1 is thereby returned to the fuel tank 32 through a fuel return line 34.
  • Fig. 4 also shows the high pressure injection system 36.
  • a lubricating space 40 is formed within the housing 8 of the high pressure pump 1.
  • the drive shaft 2 the roller 10
  • the roller shoe 9 (not in Fig. 4 )
  • partially the piston 5 is arranged. Due to the lifting movement of the piston 5, approximately sinusoidal pressure fluctuations of the fuel occur in the lubricant space 40 as pressure waves, which propagate into the fuel line 34.
  • these components 2, 5, 9 and 10 are lubricated by the fuel.
  • a flow channel 43 is provided for this purpose and through the flow channel 43 of the fuel in the Lubricating space 40 on and then discharged again and fed back to the fuel tank 32 after the discharge from the lubricating chamber 40 through the fuel return line 34 ( Fig. 4 ).
  • Fig. 4 is that in Fig. 3 illustrated high-pressure injection system 36 shown in more detail without the internal combustion engine 39.
  • the high-pressure injection system 36 in the in Fig. 4 illustrated detailed embodiment in contrast to the in Fig. 3 illustrated embodiment, no metering unit 37.
  • the prefeed pump 35 is in the in Fig. 4 illustrated embodiment in the flow rate controllable and / or regulated and is driven by an electric motor 17.
  • the prefeed pump 35 is a gear pump 14, z. B.
  • the sucked by the prefeed pump 35 from the fuel tank 32 fuel is supplied from the prefeed pump 35 with a prefeed, z. B. 4 bar, fed through the fuel line 33 of the high-pressure pump 1, that is, the inlet channel 22 of the high pressure pump 1 is supplied.
  • the fuel delivered by the prefeed pump 35 during operation of the internal combustion engine 39 through an overflow valve 41 and the overflow valve 41 downstream flow channel 43 the lubricant chamber 40 is supplied to the lubrication, z. B. the drive shaft 2, the roller 10 and the piston 5.
  • the fuel is again supplied through the flow channel 43 and the fuel return line 34 to the fuel tank 32.
  • the overflow valve 41 is designed such that in the fuel line 33 in front of the overflow 41, a constant pressure, ie, the pre-feed pressure of 4, 5 bar prevails.
  • the prefeed pump 35 thereby promotes not only the flow rate for the high-pressure pump 1 to fuel but also an additional amount of fuel for lubrication of the high-pressure pump 1, ie the fuel flowing through the lubricating space 40.
  • the spill valve 41 in addition, ie provides a larger flow cross-sectional area of the fuel through the spill valve 41 as long as available again to a pressure of 4.5 bar in front of the spill 41st prevails. At a pressure of less than 4.5 bar in the fuel line 33 in front of the overflow valve 41, the overflow valve 41 closes.
  • a substantially constant prefeed pressure between 4.5 bar and 5.5 bar can be made available in the fuel line 33 upstream of the overflow valve 41 during operation of the internal combustion engine 39, even with slight fluctuations in the delivery rate of the prefeed pump 35.
  • the internal combustion engine 39 of the motor vehicle has four reciprocating pistons, not shown.
  • the reciprocating piston thereby limit, inter alia, not shown four combustion chambers of the internal combustion engine 39.
  • solenoid valve injectors 45 as four injectors 44 of the fuel is injected into the combustion chambers of the internal combustion engine 39, not shown.
  • the fuel is supplied under high pressure through a high pressure line 55 to the high pressure rail 30 and from the high pressure rail 30 by four high pressure lines 55 the four solenoid injectors ( Fig. 3 and 4 ).
  • the solenoid valve injectors 45 each have a control chamber 52 and an injection chamber 53.
  • the high pressure line 55 opens from the high pressure pump 1, so that in the injection chamber 53 of the fuel is constantly under high pressure.
  • the control chamber 52 and the injection chamber 53 are fluid-conductively connected by a bypass channel 54.
  • the closed injector 54 is shown, so that no fuel can flow into the combustion chamber through the injection space 53 and in Fig. 8 an opened injector 44 is shown, so that the fuel from the injection chamber 53 in the combustion chamber, not shown, of the internal combustion engine 39 can flow.
  • a control valve 48 is actuated by an electromagnet 47 as an actuator 46, so that the control valve 48 can be moved between a closed position and an open position.
  • the control valve 48 is connected by means of a control valve rod 68 to the electromagnet 47.
  • the control valve 48 is closed, so that an injector return line 57, which opens through a return opening 56 in the control chamber 52 is not fluidly connected to the control chamber 52 and also the bypass passage 54 is opened, so that the fuel from the injection chamber 53 into the control chamber 52 can flow. This also occurs in the control chamber 52 as shown in FIG Fig.
  • Each of the four combustion chambers of the internal combustion engine 39 is assigned a solenoid valve injector 45 ( Fig. 3 and 4 ).
  • the injector return lines 57 are combined to form an injector return line 57, and this combined injector return line 57 branches into a first branch point 60 into two injector return lines 57, namely into two branch injector return lines 62.
  • the two branch injector return lines 62 are then brought together again at a second branch point 61 and this injector return line 57 discharges at an opening 66 into the fuel return line 34 from the lubricant space 40.
  • the fuel return line 34 opens into the fuel tank 32.
  • a first check valve 58 and in the other branch injector return line 62 a second check valve 59 is installed or integrated.
  • the first and second check valves 58, 59 is a mechanical check valve having a closure member 64, a valve spring 63, and a valve housing 65 Fig. 5 is shown a closed position of the first and second check valve 58, 59 and in Fig. 6 an open position of the first and second check valves 58, 59 shown.
  • the valve spring 63 applies a compressive force on the closure member 64 and at a pressure difference which is greater than the switching pressure of the first and second check valves 58, 59, the closure member 64 is due to the force acting on the closing member 64 by the pressure force against the pressure of the in Fig. 5 illustrated closed position in the Fig. 6 shown opening position moves.
  • the valve housing 65 has an extension perpendicular to the plane of FIGS. 5 and 6 so that thereby the fuel through the first and second check valve 58, 59 in the in Fig. 6 shown opening position can flow, as the fuel outside of in FIGS. 5 and 6 illustrated sectional formation can flow around the closure member 64, within the valve housing 65th
  • the first and second check valves 58, 59 are connected in opposite directions. Through the first check valve 58, fuel can only flow from the injector return line 57 between the solenoid injectors 45 and the first check valve 58 through the first check valve into the injector return line 57 to the fuel tank 32. By the second Check valve 59 can flow fuel only in the injector return line 57 between the second check valve 59 and the solenoid valve injectors 45.
  • the high-pressure pump 1 has only one piston 5. Due to the strokes of the piston 5 occur at the lubricating chamber 40 volume changes and thus also strong pressure fluctuations. These fluctuations with negative half-waves and overpressure half-waves propagate through the fuel return line 34 and the injector return line 57 to the first and second check valves 58, 59 continues. In a negative half-wave at the first check valve 58 opens the first check valve 58, so that fuel passes through the first check valve 58 in the injector return line 57 and thus to the fuel tank 32. As a result, the pressure in the injector return line 57 between the solenoid injectors 45 and the first check valve 58 decreases.
  • a constant pressure of the fuel in the injector return line 57 to the solenoid valve injector 45 in the range between and 1 bar and 1.5 bar is required.
  • a positive half-wave on the injector return line 57 opens the second check valve 59 and the first check valve 58 closes.
  • fuel can be introduced into the injector return line 57 between the solenoid valve injector 45 and the second check valve 59.
  • the fuel flowing out of the injector return line 57 through the first check valve 58 during the negative half-waves may again be introduced into the injector return line 57 through the second check valve 59 during the overpressure half-cycles, thereby preventing the first and second check valves despite the large pressure fluctuations 58, 59 prevails at the injector return line 57 to the solenoid valve injectors 45, a constant pressure of 1 bar to 1.5 bar.

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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 (15)

  1. Système d'injecteur (42) comprenant
    au moins un injecteur (44) présentant au moins une ouverture de retour (56),
    un conduit (57) de retour d'injecteur relié hydrauliquement à la ou aux ouvertures de retour (56),
    une première soupape anti-retour (58) placée dans le conduit (57) de retour d'injecteur, la première soupape anti-retour (58) laissant passer l'écoulement de carburant qui s'éloigne du ou des injecteurs (44) dans le conduit (57) de retour d'injecteur,
    caractérisé en ce que
    une deuxième soupape anti-retour (59) est incorporée dans le conduit (57) de retour d'injecteur,
    en ce que la deuxième soupape anti-retour (59) est montée hydrauliquement en parallèle à la première soupape anti-retour (58),
    en ce que la première et la deuxième soupape anti-retour (58, 59) sont commutées dans des sens opposés,
    en ce que la deuxième soupape anti-retour (59) laisse passer l'écoulement de carburant qui est dirigé vers le ou les injecteurs (44) dans le conduit (57) de retour d'injecteur, pour pouvoir utiliser des variations de pression dans la direction d'écoulement du carburant après la première soupape anti-retour (58) en vue d'augmenter la pression dans le conduit (57) de retour d'injecteur dans la direction d'écoulement du carburant en amont de la première soupape anti-retour (58).
  2. Système d'injecteur selon la revendication 1, caractérisé en ce que l'injecteur (44) comporte un actionneur (46), une soupape pilote (48) actionnée par l'actionneur (46), une soupape d'injecteur (49) apte à être actionnée hydrauliquement par la soupape pilote (48) au moyen d'un accouplement hydraulique (51), l'ouverture de retour (56) étant prévue pour l'accouplement hydraulique (51).
  3. Système d'injecteur selon les revendications 1 ou 2, caractérisé en ce que le conduit (57) de retour d'injecteur présente une première ramification (60) et une deuxième ramification (61), en ce que la première soupape anti-retour (58) vers dans la première et la deuxième ramification (60, 61) et en ce que la deuxième soupape anti-retour (59) débouche vers la première et la deuxième ramification (60, 61).
  4. Système d'injecteur selon la revendication 3, caractérisé en ce que la première et la deuxième ramification (60, 61) sont reliées l'une à l'autre par deux conduits (62) de ramification de retour d'injecteur séparés hydrauliquement, dans lesquels respectivement la première et la deuxième soupape anti-retour (58, 59) sont montées.
  5. Système d'injecteur selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que la première soupape anti-retour (58) et la deuxième soupape anti-retour (59) présentent des pressions de commutation essentiellement identiques.
  6. Système d'injecteur selon l'une ou plusieurs des revendications 1 à 4, caractérisé en ce que la première soupape anti-retour (58) présente une pression de commutation essentiellement plus élevée que la deuxième soupape anti-retour (59).
  7. Système d'injecteur selon l'une ou plusieurs des revendications 1 à 4, caractérisé en ce que la première soupape anti-retour (58) présente une pression de commutation essentiellement plus basse que la deuxième soupape anti-retour (59).
  8. Système d'injecteur selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que la première et la deuxième soupape anti-retour (58, 59) sont des soupapes anti-retour (58, 59) mécaniques dotées d'un ressort de soupape (63) et d'une pièce de fermeture mobile (64).
  9. Système d'injecteur selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que l'accouplement hydraulique (51) présente un espace pilote (52) sur lequel différentes pressions peuvent être appliquées et en ce que l'ouverture de retour (56) débouche dans l'espace pilote (52).
  10. Système d'injecteur selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que le ou les injecteurs (44) sont des injecteurs (45) à soupape magnétique dotés d'un électro-aimant (47) qui sert d'actionneur (46).
  11. Système d'injecteur selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que le système d'injecteur (42) présente plusieurs injecteurs (44), et notamment des injecteurs (45) à soupape magnétique, et en ce que chaque injecteur (44) présente une ouverture de retour (56), les ouvertures de retour (56) étant reliées hydrauliquement au conduit (57) de retour d'injecteur.
  12. Système (36) d'injection à haute pression pour moteur à combustion interne (39), en particulier pour un véhicule automobile (38), le système comprenant :
    une pompe (1) à haute pression présentant au moins un piston (5) qui refoule du carburant vers un conduit (30) à haute pression,
    une pompe de pré-refoulement (35) qui transporte du carburant vers la pompe à haute pression,
    le conduit (30) à haute pression conduisant le carburant vers un système d'injecteur (42) et
    le système d'injecteur (42) présentant au moins un injecteur (44),
    caractérisé en ce que
    le système d'injecteur (42) est configuré selon l'une ou plusieurs des revendications précédentes.
  13. Système d'injection à haute pression selon la revendication 12, caractérisé en ce que la pompe (1) à haute pression comporte un conduit (34) de retour de carburant et en ce que le conduit (57) de retour d'injecteur débouche dans le conduit (34) de retour de carburant de la pompe (1) à haute pression.
  14. Système d'injection à haute pression selon les revendications 12 ou 13, caractérisé en ce que le conduit (57) de retour d'injecteur et/ou le conduit (34) de retour de carburant débouchent dans une cuve (32) à carburant.
  15. Système d'injection à haute pression selon l'une ou plusieurs des revendications 12 à 14, caractérisé en ce que la pompe (1) à haute pression ne comporte qu'un seul piston (5).
EP13795775.9A 2012-12-20 2013-11-26 Systeme d'injection de carburant a haute pression Active EP2935857B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012224004.7A DE102012224004A1 (de) 2012-12-20 2012-12-20 Hochdruckeinspritzsystem
PCT/EP2013/074777 WO2014095271A1 (fr) 2012-12-20 2013-11-26 Système d'injection à haute pression

Publications (2)

Publication Number Publication Date
EP2935857A1 EP2935857A1 (fr) 2015-10-28
EP2935857B1 true EP2935857B1 (fr) 2016-09-07

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EP (1) EP2935857B1 (fr)
CN (1) CN104870801B (fr)
DE (1) DE102012224004A1 (fr)
WO (1) WO2014095271A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102013218873A1 (de) * 2013-09-19 2015-03-19 Robert Bosch Gmbh Fluidfördersystem für ein Fluid
GB2551338A (en) * 2016-06-13 2017-12-20 Delphi Int Operations Luxembourg Sarl High pressure fuel pump circuit
CN106089524B (zh) * 2016-06-14 2019-03-19 吉林大学 基于遗传算法的高压共轨系统及参数优化方法
CN111120173B (zh) * 2019-12-31 2021-01-15 吉利汽车研究院（宁波）有限公司 高压油泵故障检测系统、检测方法及车辆

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GB2030219B (en) * 1978-09-26 1983-01-06 Lucas Industries Ltd Fuel injection nozzles
CN1034361C (zh) * 1987-04-03 1997-03-26 轨道动力机专卖有限公司 改进的内燃机燃料喷射系统
EP0681100B1 (fr) * 1994-05-06 2002-03-27 Cummins Engine Company, Inc. Système et méthode de commande électronique pour système accumulateur de carburant
JP3999855B2 (ja) * 1997-09-25 2007-10-31 三菱電機株式会社 燃料供給装置
DE10205186A1 (de) * 2002-02-08 2003-08-21 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
US7281523B2 (en) * 2003-02-12 2007-10-16 Robert Bosch Gmbh Fuel injector pump system with high pressure post injection
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DE102008000739A1 (de) * 2008-03-18 2009-09-24 Robert Bosch Gmbh Druckhalteventil
DE102009026596A1 (de) 2009-05-29 2010-12-02 Robert Bosch Gmbh Hochdruckpumpe
DE102010064185A1 (de) * 2010-12-27 2012-06-28 Robert Bosch Gmbh Kraftstoffeinspritzsystem für eine Brennkraftmaschine
FI20115126L (fi) * 2011-02-09 2012-08-10 Waertsilae Finland Oy Polttoaineen ruiskutusjärjestelmä

Also Published As

Publication number Publication date
CN104870801A (zh) 2015-08-26
DE102012224004A1 (de) 2014-06-26
WO2014095271A1 (fr) 2014-06-26
CN104870801B (zh) 2017-12-12
EP2935857A1 (fr) 2015-10-28

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