EP3857047B1 - Rampe de distribution pour un dispositif d'injection de combustible - Google Patents

Rampe de distribution pour un dispositif d'injection de combustible Download PDF

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Publication number
EP3857047B1
EP3857047B1 EP19759324.7A EP19759324A EP3857047B1 EP 3857047 B1 EP3857047 B1 EP 3857047B1 EP 19759324 A EP19759324 A EP 19759324A EP 3857047 B1 EP3857047 B1 EP 3857047B1
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EP
European Patent Office
Prior art keywords
pressure
low
rail body
common rail
fuel
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
EP19759324.7A
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German (de)
English (en)
Other versions
EP3857047C0 (fr
EP3857047A1 (fr
Inventor
Marco Ganser
Richard HAEFELI
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Ganser Hydromag AG
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Ganser Hydromag AG
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Publication of EP3857047A1 publication Critical patent/EP3857047A1/fr
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Publication of EP3857047B1 publication Critical patent/EP3857047B1/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
    • F02M55/02—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 intermittently injecting 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.
  • a common rail of this type is described, 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 chamber in two tubular rail bodies of the common rail with high-pressure fuel.
  • the high-pressure outlets of the rail bodies are connected to the injection valves.
  • a pressure control valve is arranged on one axial end face of a rail body and a rail pressure sensor is arranged on the opposite axial end face of the rail body.
  • the document US 5 626 121 A describes a fuel pump for a high-pressure fuel injection system, comprising a high-pressure fuel pump for supplying high-pressure fuel to injectors for injecting high-pressure fuel into cylinders of an engine and a pressure control valve for controlling the fuel pressure of the high-pressure fuel pump, wherein the high-pressure fuel pump and the pressure regulating valve are integrated to form a pump unit, and the pump unit is adapted to be mounted on the engine.
  • the high-pressure fuel pump includes a cover, a pump housing and a flange, and the pressure regulating valve has a unit housing formed integrally with the cover of the high-pressure fuel pump.
  • WO 95/13474 a control device for a variable-fill pump, in which a suction throttle valve serves as a fuel quantity control valve for the high-pressure feed pump. Electrically controlled suction throttle valves for regulating the fuel quantity of common rail injection devices are also generally known.
  • the common rail has a rail body which has a high-pressure storage chamber, a high-pressure inlet connected to the high-pressure storage chamber and high-pressure outlets connected to the high-pressure storage chamber.
  • 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 high-pressure fuel.
  • the high-pressure outlets are intended to be connected to injection valves with which high-pressure fuel is intermittently injected into combustion chambers of an internal combustion engine in a known manner.
  • the high-pressure outlet of the high-pressure feed pump is preferably connected to the high-pressure inlet of the rail body via a high-pressure feed line, while the high-pressure outlets of the rail body are preferably connected to the associated injection valves via high-pressure connecting lines.
  • a fuel quantity control valve is arranged on the rail body to control the amount of fuel sucked in by the high-pressure feed pump.
  • the fuel quantity control valve is preferably designed as an electrically controlled suction throttle valve.
  • the fuel quantity control valve is connected between a low-pressure feed inlet of the rail body and a low-pressure feed outlet of the rail body.
  • the low-pressure feed inlet is intended to be connected to a low-pressure feed line which supplies fuel from a fuel storage tank at a low pressure of typically 2 to 10 bar.
  • the low-pressure feed outlet is intended to be connected to a low-pressure inlet of the high-pressure feed pump, preferably via a low-pressure connecting line.
  • the fuel quantity control valve is no longer integrated into the high-pressure feed pump, but is assigned to the common rail. This enables a simplified structure of the high-pressure feed pump and excellent accessibility to the fuel quantity control valve.
  • a low-pressure connection is formed in the rail body between the low-pressure feed inlet and the low-pressure feed outlet, into which the fuel quantity control valve is connected.
  • the low-pressure feed inlet, the low-pressure feed outlet and the low-pressure connection line are of course separated from the high-pressure storage space.
  • At least one pressure sensor is further arranged on the rail body, which serves to measure the pressure of the fuel in the high-pressure storage space.
  • a pressure control valve is arranged on the rail body, which is connected between the high-pressure storage chamber 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 chamber during rapid 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 arranged on the rail body, which is also connected between the high-pressure storage chamber 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 chamber is exceeded.
  • the fuel quantity control valve, the pressure sensor and the pressure control valve are intended 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 pressure sensors, the pressure control valve and the pressure relief valve, if present, are also arranged on this control surface. This embodiment leads to a compact, maintenance-friendly structure.
  • the rail body also has an at least approximately flat connection surface, wherein the 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 a return flow outlet is present, this is also preferably arranged on the side of the connection surface in This design means that all hydraulic connections of the rail body are located in the area of the connection surface. This also results in a compact and service-friendly structure.
  • the rail body preferably has an at least approximately cuboid shape.
  • the control surface and the connection surface are preferably located on opposite sides of the rail body, with the control surface and the connection surface running at least approximately parallel to one another.
  • This embodiment is preferably used in V-engines, with the common rail preferably being attached to the structure of the internal combustion engine between the two cylinder banks, directly or preferably via a protective cover, as described further 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 to provide 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 formed by a one-piece, integral body, for example a steel body.
  • the high pressure inlet and all or part of the high pressure outlets are arranged in a straight first Connection row arranged one behind the other in the longitudinal direction of the rail body.
  • the low-pressure feed inlet and the low-pressure feed outlet and, if present, the return outlet are also arranged one behind the other in the longitudinal direction in a straight second connection row.
  • the first connection row and the second connection row are thus aligned at least approximately parallel to one another.
  • a straight third connection row is preferably provided in which the high-pressure outlets not present in the first connection row are arranged one behind the other in the longitudinal direction.
  • the second connection row is preferably located centrally between the first and third connection rows. This embodiment is preferably used in V-engines.
  • the fuel quantity control valve and, if present, the pressure sensor or pressure sensors, the pressure control valve and the pressure relief valve are arranged one behind the other in a straight control row in the longitudinal direction.
  • the control row and the second connection row are located in a longitudinal center plane of the rail body.
  • the storage space is preferably limited by a longitudinal bore running through the rail body in the longitudinal direction, which is closed at both ends, for example by means of screw plugs.
  • Connection bores lead from the high-pressure inlet and the associated high-pressure outlets to the longitudinal bore, but these are Cross-section is smaller than the longitudinal bore.
  • the axes of the longitudinal bore and the connection bores are located in the same plane in which the first row of connections is located, wherein this plane preferably runs parallel to the longitudinal center plane of the rail body and at least approximately at right angles to the connection surface.
  • connection bores running longitudinally through the rail body, closed at both ends, to which further connection bores with a smaller cross section lead from the associated high-pressure outlets.
  • the two parallel longitudinal bores are preferably connected to one another in terms of flow via a connection bore running at right angles to the longitudinal center plane.
  • 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.
  • the longitudinal bore mentioned can be designed as a Sachlock bore or the longitudinal bores mentioned can be designed as Sachlock bores. Accordingly, only A closure, for example a screw plug, shall be provided at each end.
  • a protective cover is preferably provided 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 present, to protect it from the environment.
  • the control and measuring elements such as the fuel quantity control valve and the pressure control valve and the pressure sensor or sensors
  • safety elements such as the pressure relief valve
  • the protective cover rests against the structure of the internal combustion engine with its cover side facing away from the rail body, and the rail body is attached to the structure by means of screws, with the screws running outside the protective cover or through it.
  • This enables excellent protection for the control and measuring elements as well as safety elements on the one hand, and simple installation on the structure of the internal combustion engine and free access to the hydraulic connections on the other.
  • an electrical plug socket is arranged on the protective cover, preferably on the casing side, to which the electrically controlled fuel quantity control valve and, if present, the pressure sensors and the pressure control valve are connected via electrical lines.
  • a plug can be connected to the plug socket, from which a control cable runs for controlling the injection device.
  • the present disclosure also describes a device having a high-pressure feed pump for fuel, comprising a low-pressure inlet and a high-pressure outlet, and injection valves for intermittently injecting high-pressure fuel into combustion chambers of an internal combustion engine with a common rail according to the invention.
  • Fig.1 shows a device for intermittently injecting high-pressure fuel into combustion chambers of an internal combustion engine 10.
  • the internal combustion engine 10 is a 12-cylinder V-combustion engine with two cylinder banks of six cylinders each.
  • a high-pressure feed pump 14 and a common rail 16 according to the invention are attached to the structure 12 of the internal combustion engine 10, in the embodiment shown between the two cylinder banks.
  • the high-pressure feed pump 14 which is driven in a known manner by the internal combustion engine 10 via a toothed belt or via gears, has a low-pressure inlet 18 and a high-pressure outlet 20. Fuel which is fed to the low-pressure inlet 18 via a low-pressure connecting line 22 and is under low pressure of, for example, 2 to 10 bar, is brought to high pressure of, for example, approximately 2000 bar by the high-pressure feed pump 14 in a known manner and fed to the common rail 16 via a high-pressure feed line 24 connected to the high-pressure outlet 20.
  • the common rail 16 has an approximately cuboid-shaped rail body 26, preferably made of high-strength steel, in which a high-pressure storage chamber 28 is present, as Fig.5 and 6 show.
  • a high-pressure storage chamber 28 With the high pressure storage chamber 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 it with the high-pressure fuel.
  • Fig.1 only those six injection valves 36 are shown which are assigned to the six cylinders of one cylinder bank in order to intermittently inject high-pressure fuel 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 further comprises a low-pressure feed inlet 38 and a low-pressure feed outlet 40.
  • the low-pressure connecting line 22 is connected to the latter.
  • a Fig. 2 schematically indicated low-pressure feed line 42 through which the low-pressure fuel is supplied from a fuel tank, for example by means of a low-pressure fuel feed pump.
  • the rail body 26 in the embodiment shown has a flat connection surface 44 on the upper side, on the side and in the area of which all hydraulic connections of the common rail 16, i.e. the high-pressure inlet 30, the high-pressure outlets 32, the Low pressure feed inlet 38, low pressure feed outlet 40 and, as described below, a return outlet 46 are formed.
  • Fig. 2 shows, the high-pressure inlet 30 and the six high-pressure outlets 32 assigned to the cylinder bank mentioned are arranged one behind the other in a straight first connection row 48, wherein the first connection row 48 runs in a longitudinal direction L defined by the cuboid-shaped rail body 26 parallel to the longitudinal center plane E and laterally offset with respect to it.
  • the longitudinal center plane E also runs at right angles to the connection surface 44.
  • the low-pressure feed inlet 38, the low-pressure feed outlet 40 and the return outlet 46 are arranged one behind the other in a straight second connection row 50 in the longitudinal direction L, wherein the second connection row 50 extends along the longitudinal center plane E in the embodiment shown.
  • the remaining six high-pressure outlets 32 assigned to the other cylinder bank are arranged one behind the other in a straight third connection row 52 in the longitudinal direction L.
  • the third connection row 52 runs symmetrically to the first connection row 48 with respect to the longitudinal center plane E, with one of the high-pressure outlets 32 being located symmetrically to the high-pressure inlet 30.
  • the Common Rail 16 is, as is particularly evident from the Fig.1 , 2 and 4 a protective cover 54 is assigned, on which the rail body 26 is arranged and which is provided with its lower 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 attached 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 continuously connected to the casing 60 on the circumference 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 it (see also Fig.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 is arranged on the control surface 62, which in the embodiment shown is formed by a generally known, electrically controlled suction throttle valve 66, as can be seen in particular from the Fig.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 amount of fuel sucked in by the high-pressure feed pump 14 or fed 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 chamber 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 its control surface 62.
  • the pressure control valve 70 and the pressure relief valve 72 are connected between the high-pressure storage chamber 28 and the return outlet 46.
  • a return line 124 is connected to the return outlet 46, which returns the fuel escaping from the high-pressure storage chamber 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 reduce the pressure in the high-pressure storage chamber 28 and thus also in the injection valves 36 in the event of a rapid drop in the power required by the internal combustion engine 10.
  • the preferably mechanically designed pressure relief valve 72 is closed. It opens when a maximum pressure value is exceeded in the high-pressure storage chamber 28 and closes again when a predetermined pressure value is undershot.
  • 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 straight control row 74 in the longitudinal direction L, wherein the control row 74 is located in the longitudinal center plane E.
  • control elements 76 i.e. in the embodiment shown the fuel quantity control valve 64 and the pressure control valve 70, the measuring elements 78, in the embodiment shown the pressure sensors 68, and the safety elements 80, in the embodiment shown the pressure relief valve 72, are arranged on the control surface 62 of the rail body 26 and fastened thereto and encapsulated by means of the protective cover 54 so as to be protected from the environment.
  • the electrical components of the control elements 76 - in the embodiment shown, the fuel quantity control valve 64 and the pressure control valve 70 - and of the measuring elements 78 - in the embodiment shown, the pressure sensors 68 - are connected via electrical lines 82 to a plug socket 84 that passes through the casing 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 high-pressure fuel into the combustion chambers of the internal combustion engine 10.
  • electrical components of the safety elements 80 can also be connected to the control 86 in the same way if necessary.
  • the low-pressure connections of the common rail 16, i.e. the low-pressure feed inlet 38, the low-pressure feed outlet 40 and the return outlet 46, are identically designed, as is particularly evident Fig.4 They each have a blind hole 88 extending from the connection surface 24 and running at right angles to it, with a conical bottom area and with an internal thread.
  • the connection screws of the low-pressure connection line 22, the low-pressure feed line 42 and the return line 124 can be screwed into the internal threads in a known manner. However, it is also possible to design these low-pressure connections differently.
  • all high-pressure connections in the embodiment shown the high-pressure inlet 30 and the high-pressure outlets 32, are identically designed on cylinder stubs 90 protruding from the connection surface 44 and at right angles to it, the cylinder stubs 90 being provided with an external thread; see in particular Fig.1 , 2 , 4 and 5
  • the connection nuts of the high-pressure feed line 24 and the high-pressure connecting lines 34 can be screwed onto the external threads in a known manner.
  • the rail body 26 could also have internal threaded connections suitable for high pressure for the high pressure connections, here 30 and 32, similar to that disclosed in connection with the low pressure connections, here 38, 40 and 46.
  • a high pressure connection nipple can then be provided for each high pressure connection, which is screwed in in a known manner in injectors and common rails and Depending on the design, the rail side can additionally be welded as is known.
  • An oblique bore 92 runs from the bottom area of the blind hole 88 of the low-pressure feed inlet 38 to the bottom area of a blind hole-like receiving bore 94 for the fuel quantity control valve 64; see Fig.4 and 6 .
  • the receiving bore 94 runs from the control surface 62 and at a right angle to it.
  • a first longitudinal bore 98 running in the longitudinal direction L runs from the first end face 96 of the rail body 26 facing the high-pressure feed pump 14 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 runs from the bottom region of the blind hole 88 of the low-pressure feed outlet 40 into the first longitudinal bore 98.
  • the inclined 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 low-pressure feed outlet 40, into which the fuel quantity control valve 64 is connected.
  • 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, which opens into a further connecting bore 104 extending from the bottom region of the blind hole 88 associated with the return outlet 46 and ends there; cf. Fig.4
  • the second longitudinal bore 102 is closed at the front side 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 at right angles to it.
  • the fuel exiting 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 outlet 46 through the second longitudinal bore 102 and the further connecting bore 104.
  • blind hole-like pressure sensor receiving bores 110 extend from the control surface 62 and at right angles to it. From the bottoms of the two pressure sensor receiving bores 110, bores extend to a further transverse bore 112, each of which establishes a hydraulic connection to the high-pressure storage chamber 28 or the associated bore 114. As this is particularly evident in the Fig.2 , 3 and 6 show, the cross holes 108 and further cross holes 112 are also closed against the environment by means of sealing screws.
  • the high-pressure storage chamber 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 are tightly closed at these two end faces 96, 96' by means of screw plugs 116.
  • the axes of the two bores 114 run in the planes running parallel to the longitudinal center plane E, in which the first and third connection rows 48, 52 are also located.
  • Blind hole-like connection bores 120 extend from the free ends of the cylinder stubs 90, the conical bottom surface of which forms a sealing surface which interacts with corresponding sealing surfaces of the high-pressure feed line 24 or high-pressure connecting lines 34.
  • a connection bore 122 extends from the bottom of each connection bore 120 at right angles to the connection surface 44 and opens into the associated bore 114.
  • the two bores 114 which form a large part 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 cuboid-shaped design of the rail body 26 allows the high-pressure storage chamber 28 and the necessary hydraulic connections to be produced in a simple manner, in particular through holes running in the longitudinal direction L and at right angles to the connection surface 44 or control surface 62 as well as the side surfaces.
  • the two bores 114 can also be designed as blind holes, so that they can be closed with a locking screw 116 only on the end face 96 or 96' from which they originate.

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  • 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)

Claims (12)

  1. Common rail pour un dispositif d'injection intermittente de carburant sous haute pression dans des chambres de combustion d'un moteur à combustion interne (10), le dispositif présentant une pompe d'alimentation haute pression (14) pour le carburant, comprenant une entrée basse pression (18) et une sortie haute pression (20), et des soupapes d'injection (36), avec un corps de rail (26) qui présente une chambre d'accumulation haute pression (28), une entrée haute pression (30) reliée à la chambre d'accumulation haute pression (28) et des sorties haute pression (32) reliées à la chambre d'accumulation haute pression (28), l'entrée haute pression (30) étant destinée à être reliée à la sortie haute pression (20) de la pompe d'alimentation haute pression (14), et les sorties haute pression (32) sont destinées à être reliées à des soupapes d'injection (36), caractérisé par une soupape de régulation de quantité de carburant (64) disposée sur le corps de rail (26) pour réguler la quantité de carburant aspirée par la pompe d'alimentation haute pression (14), qui est connectée entre une entrée d'alimentation basse pression (38) du corps de rail (26) et une sortie d'alimentation basse pression (40) du corps de rail (26), l'entrée d'alimentation basse pression (38) étant destinée à être reliée à une conduite d'alimentation basse pression (42) amenant du carburant à basse pression, et la sortie d'alimentation basse pression (40) étant destinée à être reliée à l'entrée basse pression (18) de la pompe d'alimentation haute pression (14).
  2. Common rail selon la revendication 1, caractérisée par un capteur de pression (68) disposé sur le corps de rail (26) pour mesurer la pression du carburant dans la chambre d'accumulation haute pression (28).
  3. Common rail selon la revendication 1 ou 2, caractérisée par une soupape de commande de pression (70) disposée sur le corps de rail (26) et/ou une soupape de surpression (72) disposée sur le corps de rail (26), la soupape de commande de pression (70) et/ou la soupape de surpression (72) étant montée(s) entre la chambre d'accumulation haute pression (28) et une sortie de retour (46) du corps de rail (26).
  4. Common rail selon l'une des revendications 1 à 3, caractérisé en ce que le corps de rail (26) présente une surface de commande (62) au moins approximativement plane, sur laquelle est disposée la soupape de régulation de la quantité de carburant (64) et sur laquelle ainsi que, le cas échéant, sont disposés le capteur de pression (68), la soupape de commande de pression (70) et la soupape de surpression (72).
  5. Common rail selon l'une des revendications 1 à 4, caractérisé en ce que le corps de rail (26) présente une surface de raccordement (44) au moins approximativement plane, l'entrée d'alimentation basse pression (38), la sortie d'alimentation basse pression (40), l'entrée haute pression (30) et les sorties haute pression (32) ainsi que, le cas échéant, la sortie de retour (46) étant disposées du côté de la surface de raccordement (44).
  6. Common rail selon les revendications 4 et 5, caractérisé en ce que le corps de rail (26) est au moins approximativement parallélépipédique, la surface de commande (62) et la surface de raccordement (44) s'étendant au moins approximativement parallèlement l'une à l'autre en étant opposées l'une à l'autre.
  7. Common rail selon la revendication 6, caractérisé en ce que le corps de rail (26) définit une direction longitudinale (L), l'entrée haute pression (30) ainsi que les sorties haute pression (32) sont disposées les unes derrière les autres dans une première rangée de raccordement (48) dans la direction longitudinale (L) et l'entrée d'alimentation basse pression (38) ainsi que la sortie d'alimentation basse pression (40) et ainsi que, le cas échéant, la sortie de retour (46) sont disposées les unes derrière les autres dans une deuxième rangée de raccordement (50) dans la direction longitudinale (L).
  8. Common rail selon la revendication 7, caractérisée en ce que la soupape de régulation de la quantité de carburant (64) et, le cas échéant, le capteur de pression (68), la soupape de commande de pression (70) et la soupape de surpression (72) sont disposés les uns derrière les autres dans une rangée de commande (74) dans la direction longitudinale (L).
  9. Common rail selon la revendication 7 ou 8, caractérisée en ce que la chambre d'accumulation haute pression (28) est délimité par un alésage (114) s'étendant dans la direction longitudinal (L) dans le corps de rail (26), fermé à une extrémité ou aux deux extrémités au moyen d'une fermeture (116), et par des alésages de raccordement (122) de section plus petite menant de l'entrée haute pression (30) ainsi que des sorties haute pression (32) à l'alésage (114).
  10. Common rail selon l'une des revendications 1 à 9, caractérisée par un couvercle de protection (54) disposé sur le corps de rail (26), qui entoure la surface de commande (62), la soupape de régulation de la quantité de carburant (64) ainsi que, le cas échéant, le capteur de pression (68), la soupape de commande de pression (70) et la soupape de surpression (72) en les protégeant de l'environnement.
  11. Common rail selon la revendication 10, caractérisée en ce qu'une douille de connecteur électrique (84) est disposée sur le couvercle de protection (54), avec laquelle la soupape de régulation de la quantité de carburant (64) ainsi que, le cas échéant, le capteur de pression (68) et la soupape de commande de pression (70) sont reliés électriquement.
  12. Common rail selon l'une des revendications 1 à 11, caractérisée en ce que la soupape de régulation de la quantité de carburant (64) comprend une soupape d'étranglement d'aspiration (66).
EP19759324.7A 2018-09-27 2019-08-21 Rampe de distribution pour un dispositif d'injection de combustible Active EP3857047B1 (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

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EP3857047A1 EP3857047A1 (fr) 2021-08-04
EP3857047C0 EP3857047C0 (fr) 2024-08-07
EP3857047B1 true EP3857047B1 (fr) 2024-08-07

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CN113757013A (zh) * 2021-10-21 2021-12-07 江苏普瑞亚动力科技有限公司 一种新型燃油共轨系统

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DE59406680D1 (de) 1993-11-08 1998-09-17 Sig Schweiz Industrieges Steuereinrichtung für eine füllgrad-verstellpumpe
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

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WO2020064225A1 (fr) 2020-04-02
EP3857047C0 (fr) 2024-08-07
EP3857047A1 (fr) 2021-08-04

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