EP3857047A1 - Rampe de distribution pour un dispositif d'injection de combustible - Google Patents

Rampe de distribution pour un dispositif d'injection de combustible

Info

Publication number
EP3857047A1
EP3857047A1 EP19759324.7A EP19759324A EP3857047A1 EP 3857047 A1 EP3857047 A1 EP 3857047A1 EP 19759324 A EP19759324 A EP 19759324A EP 3857047 A1 EP3857047 A1 EP 3857047A1
Authority
EP
European Patent Office
Prior art keywords
pressure
rail body
control valve
common rail
inlet
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.)
Pending
Application number
EP19759324.7A
Other languages
German (de)
English (en)
Inventor
Marco Ganser
Richard HAEFELI
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.)
Ganser Hydromag AG
Original Assignee
Ganser Hydromag AG
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 Ganser Hydromag AG filed Critical Ganser Hydromag AG
Publication of EP3857047A1 publication Critical patent/EP3857047A1/fr
Pending legal-status Critical Current

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
    • 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
    • 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
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • 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
    • F02M59/205—Quantity of fuel admitted to pumping elements being metered by an auxiliary metering device
    • 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
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/85—Mounting of fuel injection apparatus

Definitions

  • the present invention relates to a common rail for a device for the intermittent injection of high-pressure fuel into combustion chambers of an internal combustion engine, the device having a high-pressure feed pump for fuel, comprising a low-pressure inlet and a high-pressure outlet, and injection valves, according to the preamble of claim 1 and Claim 13.
  • a common rail of this type is disclosed, for example, in the article "3rd generation passenger car common rail from Bosch with piezo inline injectors" in the magazine MTZ 3/2004 volume 65, pages 180 to 189.
  • the known device has a quantity-controlled high-pressure pump which feeds the high-pressure storage space in two tubular rail bodies of the common rail with fuel under high pressure.
  • the high pressure outlets of the rail body are connected to the injection valves.
  • a pressure control valve is arranged on an axial end face of a rail body and a rail pressure sensor is arranged on the opposite axial end face of the rail body.
  • Control device for a filling level variable pump in which a suction throttle valve serves as a fuel quantity control valve for the high-pressure feed pump. Also electrically controlled suction throttle valves for fuel quantity control from Common Rail
  • the common rail has a rail body which has a high-pressure storage space, a high-pressure inlet connected to the high-pressure storage space and the
  • High pressure storage space has connected high pressure outlets.
  • the high-pressure inlet is intended to be connected to a high-pressure outlet of a high-pressure feed pump, which supplies the common rail with fuel under high pressure.
  • Fuel is intermittently injected into the combustion chambers of an internal combustion engine.
  • the high-pressure outlet of the high-pressure feed pump is connected to the high-pressure inlet of the rail body, preferably via a high-pressure feed line, while the
  • High pressure outlets of the rail body preferably over
  • High-pressure connection lines are connected to the associated injection valves.
  • the fuel quantity control valve is preferably designed as an electrically controlled suction throttle valve.
  • the fuel quantity control valve is between a low pressure feed inlet of the rail body and one
  • Low pressure feed outlet of the rail body switched.
  • the Low pressure feed inlet is designed to. to be connected to a low-pressure feed line, which feeds fuel under a low pressure of usually 2 to 10 bar from a fuel storage tank.
  • the low pressure feed outlet is intended to be connected to a low pressure inlet of the high pressure feed pump, preferably via a
  • the fuel quantity control valve is no longer integrated into the high-pressure feed pump, but is instead assigned to the commorn rail. On the one hand, this enables a simplified construction of the high-pressure feed pump and, on the other hand, excellent accessibility to the fuel quantity control valve.
  • Low pressure feed inlet and the low pressure feed outlet is formed, in which the fuel quantity control valve is connected.
  • Low-pressure connection lines are of course separated from the high-pressure storage space.
  • At least one pressure sensor which is used to measure the pressure of the fuel in the high-pressure storage space, is preferably also arranged on the rail body.
  • a pressure control valve is preferably arranged on the rail body and is connected between the high-pressure storage space and a return outlet of the rail body.
  • the pressure control valve preferably serves to reduce the pressure of the fuel in the high-pressure storage space more quickly Reduction of the power required by the internal combustion engine.
  • the return outlet is preferably connected to the fuel storage tank via a return line.
  • a preferably mechanical pressure relief valve is also preferably arranged on the rail body and is likewise connected between the high-pressure storage space and the return flow outlet. The pressure relief valve serves as a safety element in the event that a maximum permissible pressure of the fuel in the high pressure storage space should be exceeded.
  • the fuel quantity control valve, the pressure sensor and the pressure control valve are designed to be electrically connected to a control device.
  • the rail body preferably has an at least approximately flat control surface.
  • the fuel quantity control valve is arranged on this.
  • the pressure sensor or the pressure sensors, the pressure control valve and the pressure relief valve are also arranged on this control surface, if these are present. This embodiment leads to a compact, maintenance-friendly structure.
  • the rail body preferably also has an at least approximately flat connection surface
  • Low-pressure feed inlet and the low-pressure feed outlet, as well as the high-pressure inlet and the high-pressure outlets are arranged on the side of this connection surface in this. If there is a return flow outlet, this is also preferably on the side of the connection surface in this arranged.
  • This embodiment means that all hydraulic connections of the rail body are located in the area of the connection surface. This also leads to a compact and service-friendly structure.
  • the rail body preferably has an at least approximately cuboid design.
  • the control surface and the connection surface are preferably located on sides of the rail body facing away from one another, the control surface and the connection surface running at least approximately parallel to one another.
  • This embodiment is preferably used in V-type engines, the common rail preferably being fastened between the two cylinder banks on the structure of the internal combustion engine, directly or preferably via a protective cover, as described below.
  • the connection surface is preferably located on the side facing away from the structure of the internal combustion engine, so that all hydraulic connections are freely accessible.
  • connection surface at the top, on the cylinder head side, and of providing the control surface on the exposed side facing away from the engine structure.
  • control surface opposite the connection surface on the lower side of the rail housing.
  • the rail body is preferably formed by a one-piece, integral body, for example one
  • the high pressure inlet as well as all or part of the
  • the low-pressure feed inlet and the are preferred
  • connection row are thus aligned at least approximately parallel to one another. If not all high-pressure connections are in the first connection row, a straight third connection row is preferably provided, in which the row is not in the first
  • the second row of connections is preferably located centrally between the first and the third
  • This embodiment is preferably used for V engines.
  • the fuel quantity control valve and, if present, the pressure sensor or pressure sensors, the pressure control valve and the like are preferred
  • Pressure relief valve arranged in a straight line in the longitudinal direction one behind the other.
  • the control row and the second connection row are preferably located in a longitudinal center plane of the rail body.
  • the storage space is preferably delimited by a longitudinal bore running through the rail body in the longitudinal direction, which is closed at both ends, for example by means of locking screws. From the high-pressure inlet and the associated high-pressure outlets, connecting holes lead to the longitudinal bore, which, however, are in the Cross-section are smaller than the longitudinal bore.
  • the axes of the longitudinal bore and the connection connection bores are preferably located in the same plane in which the first row of connections is located, this plane preferably running parallel to the longitudinal center plane of the rail body and at least approximately at right angles to the connection surface.
  • connection bores which are smaller in cross section lead from the associated high-pressure outlets.
  • the two parallel longitudinal bores are preferably over a perpendicular to the longitudinal center plane
  • Connection bore connected to each other in terms of flow.
  • the high pressure inlet and half of the high pressure outlets are preferably assigned to the first row of connections, while the other half of the high pressure outlets are assigned to the third row of connections.
  • this offers good accessibility and on the other hand the possibility for short high-pressure connection lines between the
  • Embodiment of the rail body and the longitudinal bores and Ouerbohrungen enables simple machining.
  • the longitudinal bore mentioned can be a material lock bore or the longitudinal bores mentioned can be
  • Sachlock bores to be formed. It is only appropriate to provide a closure formed at each end, for example by a locking screw.
  • a protective cover arranged on the rail body, which surrounds the fuel quantity control valve and the pressure sensor, the pressure control valve and the pressure relief valve, if these are present, to protect them from the environment.
  • the control and measurement elements such as the fuel quantity control valve and the pressure control valve and the pressure sensor or pressure sensors
  • safety elements such as the pressure relief valve
  • the protective cover preferably lies with its cover side facing away from the rail body against the structure of the internal combustion engine, and the rail body is fastened to the structure by means of screws, the screws running outside of or through the protective cover.
  • this enables excellent protection for the control and measuring elements as well as on the safety elements, and on the other hand, it enables simple mounting on the structure of the
  • An electrical plug socket is preferably arranged on the protective cover, preferably on the jacket side, with which the electrically controlled
  • Pressure sensors and the pressure control valve are connected via electrical lines.
  • a plug can be connected to the socket, from which a control cable to
  • the common rail has a rail body defining a longitudinal direction, which has a high-pressure storage space, a high-pressure inlet connected to the high-pressure storage space and high-pressure outlets connected to the high-pressure storage space.
  • High pressure inlet is designed to be connected to the high pressure outlet of the high pressure feed pump.
  • the high pressure outlets are designed to be connected to injectors.
  • the rail body has a control surface which runs at least approximately parallel to the longitudinal direction and is at least approximately flat, on which at least one control element, such as a fuel quantity control valve for regulating the flow rate of the
  • All existing control and measuring elements as well as safety elements are preferably arranged on the control surface side of the rail body.
  • the rail body has an at least approximately parallel to the longitudinal direction approximately flat connection surface, the high-pressure inlet and the high-pressure outlets being arranged on the side of the connection surface in the region thereof.
  • the rail body is preferably at least approximately cuboid, the control surface and the connection surface facing away from one another, running at least approximately parallel to one another, with the advantages as described above in this regard.
  • a protective cover is preferably arranged on the rail body and surrounds the control and measuring elements and security elements arranged on the control surface in a protective manner against the environment.
  • the common rail can have the same preferred embodiments as explained above.
  • the present invention also includes a device having a high-pressure feed pump for fuel, comprising a low-pressure inlet and a high-pressure outlet, and injection valves for the intermittent injection of high-pressure fuel into combustion chambers
  • FIG. 3 is an isometric view obliquely from below of the common rail according to FIGS. 1 and 2 without a protective cover;
  • the internal combustion engine 10 is a 12-cylinder V internal combustion engine with two cylinder banks, each having six cylinders.
  • a high-pressure feed pump 14 and a common rail 16 according to the invention are fastened to the structure 12 of the internal combustion engine 10, in the exemplary embodiment shown between the two cylinder banks.
  • With a low-pressure connecting line 22 to the low-pressure inlet 18, the fuel is under low pressure of, for example, 2 to 10 bar
  • the high-pressure feed pump 14 brings the pressure to, for example, approximately 2000 bar in a known manner, and the common with a high-pressure outlet line 24 connected to the high-pressure outlet 20 Rail 16 fed.
  • the common rail 16 has an approximately cuboid rail body 26, preferably made of high-strength steel, in which a high-pressure storage space 28 is present, as shown in FIGS. 5 and 6.
  • a high-pressure storage space 28 is present, as shown in FIGS. 5 and 6.
  • the high-pressure storage space 28 is a high pressure inlet 30 to which the high pressure feed line 24 is connected and the high pressure outlets 32 are connected.
  • each of the twelve high-pressure outlets 32 is connected via a high-pressure connecting line 34 to an associated injection valve 36 in order to supply the fuel with the high-pressure fuel.
  • FIG. 1 For the sake of clarity, only those six injection valves 36 are shown in FIG. 1 which are assigned to the six cylinders of the one cylinder bank, in order to inject fuel under high pressure intermittently into their cylinders.
  • the six injection valves 36 assigned to the second cylinder bank are connected in the same way to the remaining high-pressure outlets 32.
  • the rail body 26 also has one
  • the low-pressure connection line 22 is connected to the latter. Connected to the low-pressure feed inlet 38. Is a low-pressure feed line 42 - indicated schematically in FIG. 2, through which the fuel under low pressure is supplied from a fuel tank, for example by means of a low-pressure fuel feed pump.
  • the rail body 26 in the exemplary embodiment shown has a flat connection surface 44 on the upper side, on the side and in the region of which all hydraulic connections of the common rail 16, that is to say the high-pressure inlet 30, the high pressure outlets 32, the Low pressure feed inlet 38, low pressure feed outlet 40 and, as will be described below, a return outlet 46 are formed.
  • the high-pressure inlet 30 and the six high-pressure outlets 32 assigned to the aforementioned cylinder bank are arranged one behind the other in a straight first connection row 48, the first connection row 48 in a longitudinal direction L defined by the rectangular rail body 26 parallel to the longitudinal center plane E and laterally offset with respect to this.
  • the longitudinal center plane E continues at right angles to the connection surface 44.
  • Low-pressure feed outlet 40 and the return outlet 46 are arranged one behind the other in a linear second connection row 50 in the longitudinal direction L, the second connection row 50 in the exemplary embodiment shown extending along the longitudinal center plane E.
  • the remaining six high-pressure outlets 32 assigned to the other cylinder bank are arranged one behind the other in a linear third connection row 52 in the longitudinal direction L.
  • the third connection row 52 extends symmetrically with respect to the longitudinal center plane E to the first connection row 48, one of the high-pressure outlets 32 being located symmetrically to the high-pressure inlet 30.
  • the common rail 16 is assigned a protective cover 54 on which the rail body 26 is arranged and which with its bottom cover wall 56 rests on the structure 12 of the internal combustion engine 10.
  • the protective cover 54 and the rail body 26 are fastened to one another by means of screws.
  • the rail body 26 is detachably fastened to the structure 12 of the internal combustion engine 10 with four screws 58, which run through corresponding passages in the rail body 26 and in the casing 60 of the protective cover 54.
  • the protective cover 54 is connected to the casing 60 continuously on the circumferential side and thus has a cap-like shape.
  • the rail body 26 has a flat control surface 62 on its lower side facing away from the connection surface 44 and parallel to this (see also FIGS. 3 and 4), which is covered by the protective cover 54.
  • connection surface and the control surface 62 are parallel to the longitudinal direction L.
  • a fuel quantity control valve 64 Arranged on the control surface 62 is a fuel quantity control valve 64 which, in the exemplary embodiment shown, is formed by a generally known, electrically controlled suction throttle valve 66, as can be seen in particular from FIGS. 3 and 4.
  • the fuel quantity control valve 64 arranged on the rail body 26 is connected between the low-pressure feed inlet 38 and the low-pressure feed outlet 40 and serves to regulate the fuel quantity sucked in by the high-pressure feed pump 14 or supplied to it.
  • two pressure sensors 68 are arranged and fastened to the rail body 26, on the control surface 62, which serve to measure the pressure of the fuel in the high-pressure storage space 28 of the common rail 16; Of course, it is also possible to provide only a single pressure sensor 68.
  • an electrically controlled pressure control valve 70 and a mechanical pressure relief valve 72 are arranged on the rail body 26, on the control surface 62 thereof.
  • the pressure control valve 70 and the pressure relief valve 72 are connected between the high pressure storage space 28 and the return flow outlet 46.
  • a return line 124 is connected to the return outlet 46 and returns the fuel emerging from the high-pressure storage space 28 when the pressure control valve 70 or pressure relief valve 72 is open to the fuel tank.
  • the pressure control valve 70 is provided to rapidly lower the pressure in the high-pressure storage chamber 28 and thus also in the injection valves 36 when the power demanded by the internal combustion engine 10 drops rapidly.
  • the preferably mechanically designed pressure relief valve 72 is closed. It opens when a maximum pressure value is exceeded in the high-pressure storage space 28 and closes again when the pressure falls below a predetermined pressure.
  • the fuel quantity control valve 64, the pressure sensors 68, the pressure control valve 70 and the pressure relief valve 72 are arranged one behind the other in a linear control row 74 in the longitudinal direction L, the control row 74 being located in the longitudinal center plane E.
  • control elements 76 that is to say in the exemplary embodiment shown, the fuel quantity control valve 64 and the pressure control valve 70, the measuring elements 78, in the exemplary embodiment shown the pressure sensors 68, and the safety elements 80 in the shown
  • the pressure relief valve 72 are arranged on the control surface 62 of the rail body 26 and fastened to it and encapsulated by the protective cover 54 protected from the environment.
  • the pressure sensors 68 are connected via electrical lines 82 to a plug socket 84 which extends through the jacket 60 of the protective cover 54.
  • the plug socket 84 can be connected to an electrical control 86 by means of a control cable in order to control and monitor the device for the intermittent injection of fuel under high pressure into the combustion chambers of the internal combustion engine 10.
  • electrical components of the safety elements 80 can also be connected to the controller 86 in the same way.
  • Low-pressure feed outlet 40 and the return outlet 46 are of identical design, as is shown in particular in FIG. 4. They each have a blind bore 88, starting from the connection surface 24 and running at right angles to this, with a conical bottom region and with an internal thread. In the internal thread are the connecting screws of the low-pressure connection line 22 in a known manner
  • Low-pressure feed line 42 and the return line 124 can be screwed in. However, it is also possible to design these low-pressure connections differently.
  • High-pressure connecting lines 34 can be screwed on.
  • the rail body 26 could also be used for the high-pressure connections, here 30 and 32
  • High-pressure suitable internal thread connections similar to those disclosed in connection with the low pressure connections, here 38, 40 and 46. It can then be pro
  • a high-pressure connection nipple can be provided, which is screwed in in a known manner with injectors and with common rails and each according to the Rail embodiment, can also be welded soapy as is known.
  • Fuel quantity control valve 64 an inclined bore 92; see FIGS. 4 and 6.
  • the receiving bore 94 extends from the control surface 62 and is perpendicular to it. Furthermore, an in runs from the first end face 96 of the rail body 26 facing the high-pressure feed pump 14
  • First longitudinal bore 98 extending in the longitudinal direction L up to the receiving bore 94.
  • the first longitudinal bore 98 is closed at the first end face 96 by means of a sealing element 126.
  • a connecting bore 100 extends further into the first longitudinal bore 98 from the bottom region of the blind bore 88 of the low-pressure feed outlet 40.
  • the oblique bore 92, the first longitudinal bore 98 and the connecting bore 100 form a connecting line between the low-pressure feed inlet 38 and the
  • Fuel quantity control valve 64 is switched.
  • a second longitudinal bore 102 runs from the second end face 96 ′ of the rail body 26 facing away from the first end face 96, said second longitudinal bore 102 extending into a further one from the bottom region of the blind hole bore 88 assigned to the return outlet 46
  • Connection bore 104 opens and ends there; see Fig. 4.
  • the second longitudinal bore 102 is closed at the end face 96 'by means of a sealing element 126'.
  • the second longitudinal bore 102 is crossed by further receiving bores 106 for the pressure control valve 70 and the pressure relief valve 72. These blind hole-like further receiving bores 106 run from the
  • Control surface 62 and perpendicular to this.
  • Pressure control valve 70 over - and the further connection bore 104 is directed to the reflux outlet 46.
  • the fuel emerging from the high-pressure storage chamber 28 through the associated transverse bore 108 when the pressure control valve 70 is open is also fed to the return flow outlet 46 through the second longitudinal bore 102 and the further connecting bore 104.
  • Receiving bores 110 From the bottoms of the two pressure sensor receiving bores 110, bores each run to a further transverse bore 112, which each establish a hydraulic connection to the high-pressure storage space 28 or the associated bore 114. As shown in particular in FIGS. 2, 3 and 6, the transverse bores 108 and further transverse bores 112 are likewise closed off from the environment by means of sealing screws.
  • the high-pressure storage space 28 has the two bores 114 which run in the longitudinal direction L from the first end face 96 to the second end face 96 'and at these two end faces 96 , 96 'by means of
  • Screw plugs 116 are tightly closed.
  • Axes of the two bores 114 run in the planes running parallel to the longitudinal center plane E, in which the first and third row of connections 48, 52 are also located.
  • the two bores 114 are connected to one another via the further transverse bores 108, the one in FIG. 6 also being connected to the side surface of the Rail body 26 extending and there closed portion of these further transverse bores 108 is visible.
  • blind-hole-like connection bores 120 extend, the conical bottom surface of which forms a sealing surface which mates with corresponding sealing surfaces of the high-pressure feed line 24 or high-pressure connecting lines 34
  • connection connection bore 120 runs at right angles to the connection surface 44 and opens into the associated bore 114.
  • the two bores 114 which form a large proportion of the high-pressure storage space 28, are larger in diameter than the other bores mentioned, which represent hydraulic connections.
  • the rail body 26 is machined from a single metal block.
  • the cuboidal embodiment of the rail body 26 allows the high-pressure storage chamber 28 and the necessary hydraulic connections to be produced in a simple manner by means of bores running in particular in the longitudinal direction L and at right angles to the connecting surface 44 or control surface 62 and the side surfaces.
  • the two bores 114 can also be designed as blind bores, so that they can only be closed with a screw plug 116 on the end face 96 or 96 'from which they originate.

Landscapes

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

Abstract

L'invention concerne une rampe de distribution commune (16) comprenant un corps de rampe de distribution (26), de préférence parallélépipédique, ayant une surface de raccordement (44) et une surface de commande (62). Tous les raccords hydrauliques tels que l'entrée à haute pression (30), les sorties à haute pression (32), l'entrée d'alimentation à basse pression (38), la sortie d'alimentation à basse pression (40) et le raccord de retour (46) sont formés du côté de la surface de raccordement. La vanne de régulation de la quantité de carburant (64), connectée entre l'entrée d'alimentation à basse pression (38) et la sortie d'alimentation à basse pression (40), se trouve du côté de la surface de commande. Les capteurs de pression (68), la vanne de commande de pression (70) et la soupape de surpression (72) sont également disposés du côté de la surface de commande. Le couvercle de protection (54) ferme et protège la surface de raccordement (62) et les éléments qui y sont disposés par rapport à l'environnement.
EP19759324.7A 2018-09-27 2019-08-21 Rampe de distribution pour un dispositif d'injection de combustible Pending EP3857047A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH01176/18A CH715387A1 (de) 2018-09-27 2018-09-27 Common Rail für eine Brennstoffeinspritzvorrichtung.
PCT/EP2019/072317 WO2020064225A1 (fr) 2018-09-27 2019-08-21 Rampe de distribution pour un dispositif d'injection de combustible

Publications (1)

Publication Number Publication Date
EP3857047A1 true EP3857047A1 (fr) 2021-08-04

Family

ID=63794243

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19759324.7A Pending EP3857047A1 (fr) 2018-09-27 2019-08-21 Rampe de distribution pour un dispositif d'injection de combustible

Country Status (3)

Country Link
EP (1) EP3857047A1 (fr)
CH (1) CH715387A1 (fr)
WO (1) WO2020064225A1 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2120076T3 (es) 1993-11-08 1998-10-16 Sig Schweiz Industrieges Dispositivo de mando para una bomba de regulacion del grado de llenado.
JP2689226B2 (ja) * 1994-12-02 1997-12-10 株式会社ゼクセル 高圧燃料噴射装置用燃料ポンプ
DE102008040901A1 (de) * 2008-07-31 2010-02-04 Robert Bosch Gmbh Kraftstoffdruckspeicher für ein Einspritzsystem für Brennkraftmaschinen
DE102013220788B3 (de) * 2013-10-15 2014-11-13 Continental Automotive Gmbh Anordnung für ein Kraftstoffeinspritzsystem

Also Published As

Publication number Publication date
WO2020064225A1 (fr) 2020-04-02
CH715387A1 (de) 2020-03-31

Similar Documents

Publication Publication Date Title
EP1864014B1 (fr) Dispositif d'injection de carburant pour un moteur thermique a plusieurs cylindres
DE19747736C1 (de) Druckspeicher für Kraftstoffversorgungssysteme
DE4313852A1 (de) Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
EP2961977B1 (fr) Dispositif pour l'injection de carburant dans une chambre de combustion d'un moteur à combustion
WO2013117311A1 (fr) Injecteur de carburant et dispositif pour l'injection de carburant
EP0889231B1 (fr) Système d'injection de combustible
DE3323010A1 (de) Kraftstoffzufuehrungseinrichtung fuer brennkraftmaschinen
EP2385238A2 (fr) Injecteur haute pression
DE102016201082B4 (de) Kraftstoffhochdruckpumpe
DE102018104848B3 (de) Verteilervorrichtung eines Common-Rail-Systems
EP1780406B1 (fr) Injecteur pour un système d'injection de carburant et système d'injection de carburant avec tel injecteur
EP1117924A1 (fr) Accumulateur de carburant haute pression
AT518510B1 (de) Speichereinspritzsystem für Verbrennungskraftmaschinen
DE19900508A1 (de) Leckageanschluß und Kraftstoffinjektor mit einem solchen Leckageanschluß
EP3857047A1 (fr) Rampe de distribution pour un dispositif d'injection de combustible
DE102006014767A1 (de) Kraftstoffeinspritzeinrichtung für eine mehrzylindrige Brennkraftmaschine
WO2008049665A1 (fr) Dispositif à soupape d'injection de carburant
WO2016055293A1 (fr) Système d'injection d'accumulateur pour moteurs a combustion interne
EP1608869A1 (fr) Moteur a combustion interne comprenant un systeme d'injection a accumulateur
DE102010037715A1 (de) Injektor
DE10132245A1 (de) Druckfester Hochdrucksammelraum
DE102012004935B4 (de) Common-Rail
EP1673532B1 (fr) Alimentation haute pression pour injection a rampe commune
DE102004021040A1 (de) Einspritzeinrichtung für eine Brennkraftmaschine
DE102017129223A1 (de) Modularer Injektor

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20210324

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20230919

GRAJ Information related to disapproval of communication of intention to grant by the applicant or resumption of examination proceedings by the epo deleted

Free format text: ORIGINAL CODE: EPIDOSDIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTC Intention to grant announced (deleted)
INTG Intention to grant announced

Effective date: 20240228