JP4212752B2 - Common rail - Google Patents

Common rail Download PDF

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JP4212752B2
JP4212752B2 JP2000041036A JP2000041036A JP4212752B2 JP 4212752 B2 JP4212752 B2 JP 4212752B2 JP 2000041036 A JP2000041036 A JP 2000041036A JP 2000041036 A JP2000041036 A JP 2000041036A JP 4212752 B2 JP4212752 B2 JP 4212752B2
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hole
primary
branch
rail
branch connection
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JP2001227430A (en
JP2001227430A5 (en
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富保 平野
鎮夫 石川
哲也 丹羽
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Otics Corp
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Otics Corp
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    • 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

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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)

Description

【０００１】
【発明の属する技術分野】
本発明は、エンジンのコモンレール式燃料噴射装置におけるコモンレールに関するものである。
【０００２】
【従来の技術】
図９及び図１０は従来のコモンレール式燃料噴射装置におけるコモンレール５０を示し、主管５１に主管長方向に延びるレール穴５２が形成されている。主管５１の一端は圧力センサ７の接続部５３となっており、主管５１の他端は圧力制御弁６の接続部５４となっている。主管５１の管側面の１箇所にはレール穴５２に交差開口する分岐穴５５が形成され、主管５１の同箇所から分岐した分岐接続部５６には分岐穴５５から延びる連通穴５７が形成され、該分岐接続部５６が燃料吸入パイプ３の接続部となっている。また、主管５１の管側面の他方側の複数箇所にはレール穴５２に交差開口する複数の分岐穴５８が形成され、主管５１の同箇所から分岐した分岐接続部５９には各分岐穴５８から延びる連通穴６０が形成され、該分岐接続部５９が燃料排出パイプ５の接続部となっている。
【０００３】
【発明が解決しようとする課題】
従来のコモンレール５０は、エンジンの気筒数に応じた数の分岐接続部５９が、主管長方向に所定間隔をおいて直列に形成されているため、エンジンの多気筒化（例えば４気筒から６気筒〜１２気筒へ）に伴って分岐接続部５９の数が多くなると、コモンレール５０が主管長方向に大型化し、エンジン搭載スペース上、困難となる。
【０００４】
また、本出願人は先に、コモンレールの高圧化対応として、主管のレール穴の細径化を提案しているが（特願平１１−１９６９８７：本出願時において未公開）、同案においてはレール穴の細径化により内容積調整部（貯留室）の設置が必要となるため、やはりコモンレール５０が主管長方向に大型化する。
【０００５】
本発明の第一の目的は、上記課題を解決し、コモンレールを主管長方向にコンパクト化し、エンジン搭載スペースを削減してエンジンの多気筒化に対応することにある。また、第二の目的は、分岐穴の穴周囲部に集中する応力を低減し、超高圧化のニーズに対応することにある。
【０００６】
【課題を解決するための手段】
上記目的を達成するために、本発明に係るコモンレールは、主管にレール穴と該レール穴に開口する一次分岐穴とを形成し、主管から分岐した一次分岐接続部に一次分岐穴から延びる一次連通穴と該一次連通穴に開口する二次分岐穴とを形成し、一次分岐接続部から分岐した二次分岐接続部に二次分岐穴から延びる二次連通穴を形成し、レール穴を内径が相対的に小さい主通路部と内径が相対的に大きい内容積調整部とから構成し、一次分岐穴を主通路部に開口して内容積調整部には開口しないように配置したことを特徴とする。
本発明に係る別のコモンレールは、主管にレール穴と該レール穴に開口する一次分岐穴とを形成し、主管から分岐した一次分岐接続部に一次分岐穴から延びる一次連通穴と該一次連通穴に開口する二次分岐穴とを形成し、一次分岐接続部から分岐した二次分岐接続部に二次分岐穴から延びる二次連通穴を形成し、一次分岐接続部及び二次分岐接続部の接続相手としては、次の（１）〜（３）のいずれかの態様であることを特徴とする。
（１）一次分岐接続部を燃料吸入パイプ又は燃料排出パイプの接続部とし、二次分岐接続部を燃料吸入パイプ又は燃料排出パイプの接続部とした態様。
（２）一次分岐接続部を圧力制御弁又は圧力センサの接続部とし、二次分岐接続部を燃料吸入パイプ又は燃料排出パイプの接続部とした態様。
（３）一次分岐接続部を燃料吸入パイプ又は燃料排出パイプの接続部とし、二次分岐接続部を圧力制御弁又は圧力センサの接続部とした態様。
また、レール穴を内径が相対的に小さい主通路部と内径が相対的に大きい内容積調整部とから構成し、一次分岐穴を主通路部に開口して内容積調整部には開口しないように配置することもできる。
【０００７】
ここで、主管と一次分岐接続部と二次分岐接続部とを一体形成することが好ましい。一体形成の方法は、特に限定されないが、鍛造又は鋳造を例示することができる。
【０００８】
また、レール穴の内径よりも一次連通穴の内径を小さくすることが好ましい。一次連通穴の内径を小さくすると、燃料圧力により負荷される一次連通穴の内周面の応力が小さくなり、二次分岐穴の穴周囲部に集中する応力が低減されるからである。
【０００９】
また、主通路部と内容積調整部との数及び配置の仕方は、特に限定されず、一つの主通路部と一つの内容積調整部とを単純に並べた配置や、一つの主通路部を二つの内容積調整部で挟むようにした配置を例示することができる。
【００１１】
【発明の実施の形態】
［第一実施形態］
図１〜図４は、本発明を６気筒ディーゼルエンジンのコモンレールに具体化した第一実施形態を示している。図４はコモンレール式燃料噴射装置全体の概略を示し、コモンレール１の管側部には、燃料ポンプ２から延びる燃料吸入パイプ３とインジェクタ４へ延びる燃料排出パイプ５とが接続され、コモンレール１の端部には、圧力制御弁（リリーフバルブ）６と圧力センサ７とが接続される。燃料ポンプ２とインジェクタ４は電子制御装置８により制御される。
【００１２】
図１〜図３に示すように、コモンレール１の主管１０には、主管長方向に延びるレール穴１１が形成されている。主管１０の一端はレール穴１１に続く雌ねじ１２が形成されて圧力センサ７の接続部１３となっており、主管１０の他端はレール穴１１に続く雌ねじ１４が形成されて圧力制御弁６の接続部１５となっている。
【００１３】
主管１０の管側面の一方側の１箇所には、レール穴１１の途中箇所に交差開口する分岐穴１６が形成されている。主管１０の同箇所から分岐した分岐接続部１７には、分岐穴１６から延びる連通穴１８が形成されている。分岐接続部１７は、端面に連通穴１８から続くテーパー状のシール面１９が開口するとともに、端部外周に雄ねじ２０が形成されることにより、燃料吸入パイプ３の接続部となっている。すなわち、燃料吸入パイプ３の端部に取り付けられたカラー（図示略：但し、後述するカラー３１と同様）の凸球面状のシール面をシール面１９に密着させ、該カラーに係合する接続部材３５の雌ねじ３６を雄ねじ２０に螺合させて接続する。
【００１４】
主管１０の管側面の他方側の３箇所には、レール穴１１の途中箇所に交差開口する３つの一次分岐穴２１が形成されている。主管１０の同箇所から分岐した（すなわち主管長方向に所定間隔をおいて直列に形成された）３つの一次分岐接続部２２には、各一次分岐穴２１から延びる一次連通穴２３と該一次連通穴２３の途中箇所に開口する二次分岐穴２４とが形成されている。一次分岐接続部２２は、端面に一次連通穴２３から続くテーパー状のシール面２５が開口するとともに、端部外周に雄ねじ２６が形成されることにより、燃料排出パイプ５の接続部となっている。すなわち、燃料排出パイプ５の端部に取り付けられたカラー３１の凸球面状のシール面３２をシール面２５に密着させ、該カラー３１に係合する接続部材３５の雌ねじ３６を雄ねじ２６に螺合させて接続する。
【００１５】
各一次分岐接続部２２の途中箇所から分岐した二次分岐接続部２７には各二次分岐穴２４から延びる二次連通穴２８が形成されている。二次分岐接続部２７は、端面に二次連通穴２８から続くテーパー状のシール面２９が開口するとともに、端部外周に雄ねじ３０が形成されることにより、燃料排出パイプ５の接続部となっている。すなわち、燃料排出パイプ５の端部に取り付けられたカラー３１の凸球面状のシール面３２をシール面２９に密着させ、該カラー３１に係合する接続部材３５の雌ねじ３６を雄ねじ３０に螺合させて接続する。
【００１６】
なお、主管１０と分岐接続部１７と一次分岐接続部２２と二次分岐接続部２７とは、鍛造により一体形成されている。
【００１７】
以上のように構成されたコモンレール１によれば、一次分岐接続部２２にさらに二次分岐接続部２７を設けたことにより、主管長方向に直列に形成される一次分岐接続部２２の数を気筒数よりも減らすことができるので、コモンレール１を主管長方向にコンパクト化し、エンジン搭載スペースを削減してエンジン多気筒化に対応することができる。
【００１８】
また、一次分岐穴２１と二次分岐穴２４とは互いに影響し合わないように離れている。さらに、レール穴１１の内径よりも一次連通穴２３の内径が小さくなっているため、燃料圧力による一次連通穴２３の内周面の応力が小さくなり、二次分岐穴２４の穴周囲部に集中する応力が低減される。これにより、超高圧化のニーズに対応することができる。
【００１９】
［第二実施形態］
図５〜図７に示す第二実施形態のコモンレール４０は、第一実施形態のコモンレール１に対して、一次分岐接続部２２及び二次分岐接続部２７（内部の各穴２１，２３，２４，２８も含む）の数を一つ増やし、その増やした一次分岐接続部２２を（一次連通穴２３に続く雌ねじ４１を形成することにより）圧力制御弁６の接続部とするとともに、二次分岐接続部２７を燃料吸入パイプ３の接続部としたものである。この変更に伴い、主管１０の端の雌ねじ１４はメクラ雄ねじ４２により塞がれ、第一実施形態では形成されていた分岐接続部１７（内部の各穴１６，１８も含む）は形成されていない。なお、該一次分岐接続部２２には圧力センサ７を接続するようにしてもよい。
【００２０】
本実施形態によっても、第一実施形態とほぼ同様の効果が得られる。すなわち、第一実施形態に対して一次分岐接続部２２の数は１つ増えるが、圧力制御弁６が主管長方向に突出しなくなるため、コモンレール４０を主管長方向にコンパクト化できる。
【００２１】
［第三実施形態］
図８に示す第三実施形態のコモンレール４５は、第一実施形態のコモンレールに対して、レール穴１１を内径が相対的に小さい主通路部１１ａと内径が相対的に大きい内容積調整部（貯留室）１１ｂとから構成し、一次分岐穴２１を主通路部１１ａに開口して内容積調整部１１ｂには開口しないように左側に偏在配置したものである。レール穴１１の内容積は第一実施形態のレール穴１１の内容積と略同一であるが、主通路部１１ａの内径は第一実施形態のレール穴１１より細径化されており、内容積調整部１１ｂの内径は第一実施形態のレール穴１１より太径化されている。
【００２２】
本実施形態によれば、主通路部１１ａの細径化により内容積調整部１１ｂの設置が必要となるが、第一実施形態と同じく一次分岐接続部２２の数を減らすことができるので、結果としてコモンレール４５を主管長方向にコンパクト化できる。さらに、主通路部１１ａの細径化により、加圧燃料による主通路部１１ａの内周面の応力が小さくなるので、一次分岐穴２１の穴周囲部に集中する応力が低減される。よって、超高圧化のニーズに対応することができる。
【００２３】
なお、本発明は前記実施形態に限定されるものではなく、例えば以下のように、発明の趣旨から逸脱しない範囲で適宜変更して具体化することもできる。
（１）一次分岐接続部２２及び二次分岐接続部２７の数を、気筒数に応じて適宜変更すること。
（２）１つの一次分岐接続部２２について二以上の二次分岐接続部２７（内部の各穴も含む）を形成すること。
【００２４】
【発明の効果】
以上詳述した通り、本発明のコモンレールによれば、コモンレールを主管長方向にコンパクト化でき、エンジン搭載スペースを削減してエンジンの多気筒化に対応することができる。さらに、レール穴を主通路部と内容積調整部とから構成し、一次分岐穴を主通路部に開口して内容積調整部には開口しないように配置したもの、又は、レール穴の内径よりも一次連通穴の内径を小さくしたものによれば、分岐穴の穴周囲部に集中する応力を低減でき、超高圧化のニーズに対応することができる。
【図面の簡単な説明】
【図１】本発明の第一実施形態に係るコモンレールの斜視図である。
【図２】同コモンレールの断面図である。
【図３】図２のＩＩＩ−ＩＩＩ線断面図である。
【図４】コモンレール式燃料噴射装置の概略図である。
【図５】本発明の第二実施形態に係るコモンレールの斜視図である。
【図６】同コモンレールの断面図である。
【図７】図６のＶＩＩ−ＶＩＩ線断面図である。
【図８】本発明の第三実施形態に係るコモンレールの断面図である。
【図９】従来例に係るコモンレールの断面図である。
【図１０】同コモンレールの断面図である。
【符号の説明】
１ コモンレール
３ 燃料吸入パイプ
５ 燃料排出パイプ
６ 圧力制御弁
７ 圧力センサ
１０ 主管
１１ レール穴
１１ａ 主通路部
１１ｂ 内容積調整部
２１ 一次分岐穴
２２ 一次分岐接続部
２３ 一次連通穴
２４ 二次分岐穴
２７ 二次分岐接続部
２８ 二次連通穴
３１ カラー
３５ 接続部材
４０ コモンレール
４５ コモンレール[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a common rail in an engine common rail fuel injection device.
[0002]
[Prior art]
9 and 10 show a common rail 50 in a conventional common rail fuel injection apparatus, and a rail hole 52 extending in the main pipe length direction is formed in the main pipe 51. One end of the main pipe 51 is a connection part 53 of the pressure sensor 7, and the other end of the main pipe 51 is a connection part 54 of the pressure control valve 6. A branch hole 55 that intersects and opens to the rail hole 52 is formed at one position on the side surface of the main pipe 51, and a communication hole 57 that extends from the branch hole 55 is formed at the branch connection portion 56 that branches from the same position of the main pipe 51. The branch connection portion 56 is a connection portion of the fuel intake pipe 3. In addition, a plurality of branch holes 58 that intersect and open to the rail holes 52 are formed at a plurality of positions on the other side of the pipe side surface of the main pipe 51, and branch connection portions 59 branched from the same position of the main pipe 51 are connected to the branch holes 58. An extending communication hole 60 is formed, and the branch connection portion 59 is a connection portion of the fuel discharge pipe 5.
[0003]
[Problems to be solved by the invention]
In the conventional common rail 50, the number of branch connection portions 59 corresponding to the number of cylinders of the engine is formed in series at a predetermined interval in the main pipe length direction. When the number of branch connection portions 59 increases along with (to 12 cylinders), the common rail 50 becomes larger in the main pipe length direction, which makes it difficult in terms of engine mounting space.
[0004]
In addition, the present applicant has previously proposed a reduction in the diameter of the rail hole of the main pipe as a countermeasure for the high pressure of the common rail (Japanese Patent Application No. 11-196987: not disclosed at the time of this application). Since the inner volume adjusting part (reservoir chamber) needs to be installed by reducing the diameter of the rail hole, the common rail 50 is also enlarged in the main pipe length direction.
[0005]
A first object of the present invention is to solve the above problems, to make the common rail compact in the main pipe length direction, to reduce the engine mounting space, and to cope with the increase in the number of cylinders in the engine. The second object is to reduce the stress concentrated on the peripheral part of the branch hole and meet the need for ultra high pressure.
[0006]
[Means for Solving the Problems]
To achieve the above object, a common rail according to the present invention forms a primary component岐穴to open the rail hole and the rail holes in the main pipe, primary extending from the primary branch hole in the primary branch connection portion which is branched from the main pipe A communication hole and a secondary branch hole that opens to the primary communication hole are formed, a secondary communication hole that extends from the secondary branch hole is formed in the secondary branch connection part branched from the primary branch connection part, and the rail hole has an inner diameter. Is composed of a relatively small main passage portion and an internal volume adjustment portion having a relatively large inner diameter, and is arranged so that the primary branch hole is opened in the main passage portion and not in the internal volume adjustment portion. And
Another common rail according to the present invention forms a rail hole in the main pipe and a primary branch hole opened in the rail hole, and the primary communication hole and the primary communication hole extend from the primary branch hole to the primary branch connection portion branched from the main pipe. A secondary branch hole extending from the secondary branch hole is formed in the secondary branch connection portion branched from the primary branch connection portion, and the primary branch connection portion and the secondary branch connection portion are formed. The connection partner is any one of the following (1) to (3).
(1) A mode in which the primary branch connection portion is a connection portion of the fuel intake pipe or the fuel discharge pipe, and the secondary branch connection portion is a connection portion of the fuel intake pipe or the fuel discharge pipe.
(2) A mode in which the primary branch connection portion is a pressure control valve or pressure sensor connection portion and the secondary branch connection portion is a fuel intake pipe or fuel discharge pipe connection.
(3) A mode in which the primary branch connection portion is a fuel intake pipe or fuel discharge pipe connection portion, and the secondary branch connection portion is a pressure control valve or pressure sensor connection portion.
Further, the rail hole is composed of a main passage portion having a relatively small inner diameter and an inner volume adjusting portion having a relatively large inner diameter, and the primary branch hole is opened in the main passage portion so as not to be opened in the inner volume adjusting portion. It can also be arranged.
[0007]
Here, it is preferable to integrally form the main pipe, the primary branch connection portion, and the secondary branch connection portion. Although the method of integral formation is not specifically limited, Forging or casting can be illustrated.
[0008]
In addition, it is preferable to make the inner diameter of the primary communication hole smaller than the inner diameter of the rail hole. This is because if the inner diameter of the primary communication hole is reduced, the stress on the inner peripheral surface of the primary communication hole that is loaded by the fuel pressure is reduced, and the stress concentrated around the hole of the secondary branch hole is reduced.
[0009]
In addition , the number and arrangement of the main passage portions and the internal volume adjustment portions are not particularly limited, and an arrangement in which one main passage portion and one internal volume adjustment portion are simply arranged or one main passage portion is provided. An arrangement in which the two are sandwiched between two inner volume adjusting portions can be exemplified.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
[First embodiment]
1 to 4 show a first embodiment in which the present invention is embodied in a common rail of a 6-cylinder diesel engine. FIG. 4 shows an outline of the entire common rail type fuel injection apparatus. A fuel suction pipe 3 extending from a fuel pump 2 and a fuel discharge pipe 5 extending to an injector 4 are connected to a pipe side portion of the common rail 1. A pressure control valve (relief valve) 6 and a pressure sensor 7 are connected to the part. The fuel pump 2 and the injector 4 are controlled by an electronic control device 8.
[0012]
As shown in FIGS. 1 to 3, a rail hole 11 extending in the main tube length direction is formed in the main tube 10 of the common rail 1. One end of the main pipe 10 is formed with a female screw 12 following the rail hole 11 to form a connecting portion 13 of the pressure sensor 7, and the other end of the main pipe 10 is formed with a female screw 14 following the rail hole 11 to form the pressure control valve 6. It is a connection part 15.
[0013]
A branch hole 16 is formed in one place on one side of the pipe side surface of the main pipe 10 so as to intersect and open in the middle of the rail hole 11. A communication hole 18 extending from the branch hole 16 is formed in the branch connection portion 17 branched from the same portion of the main pipe 10. The branch connection portion 17 serves as a connection portion of the fuel intake pipe 3 by opening a tapered seal surface 19 continuing from the communication hole 18 at an end surface and forming an external thread 20 on the outer periphery of the end portion. That is, a connecting member that engages the collar (not shown in the drawing: but similar to the collar 31 described later) attached to the end of the fuel intake pipe 3 is brought into close contact with the sealing surface 19. The 35 internal threads 36 are screwed into the external threads 20 to be connected.
[0014]
Three primary branch holes 21 are formed at three positions on the other side of the pipe side surface of the main pipe 10 so as to cross open at a midpoint of the rail hole 11. Three primary branch connection portions 22 branched from the same portion of the main pipe 10 (that is, formed in series at a predetermined interval in the main pipe length direction) have primary communication holes 23 extending from the primary branch holes 21 and the primary communication. A secondary branch hole 24 that opens in the middle of the hole 23 is formed. The primary branch connection portion 22 is a connection portion of the fuel discharge pipe 5 by opening a tapered seal surface 25 continuing from the primary communication hole 23 at the end surface and forming a male screw 26 on the outer periphery of the end portion. . That is, the convex spherical seal surface 32 of the collar 31 attached to the end of the fuel discharge pipe 5 is brought into close contact with the seal surface 25, and the female screw 36 of the connecting member 35 engaged with the collar 31 is screwed into the male screw 26. Let it connect.
[0015]
A secondary communication hole 28 extending from each secondary branch hole 24 is formed in the secondary branch connection part 27 branched from a midpoint of each primary branch connection part 22. The secondary branch connection portion 27 becomes a connection portion of the fuel discharge pipe 5 by opening a tapered seal surface 29 continuing from the secondary communication hole 28 at an end surface and forming an external thread 30 on the outer periphery of the end portion. ing. That is, the convex spherical seal surface 32 of the collar 31 attached to the end of the fuel discharge pipe 5 is brought into close contact with the seal surface 29, and the female screw 36 of the connecting member 35 engaged with the collar 31 is screwed into the male screw 30. Let it connect.
[0016]
In addition, the main pipe 10, the branch connection part 17, the primary branch connection part 22, and the secondary branch connection part 27 are integrally formed by forging.
[0017]
According to the common rail 1 configured as described above, the secondary branch connection portion 27 is further provided in the primary branch connection portion 22, so that the number of primary branch connection portions 22 formed in series in the main pipe length direction can be changed to the cylinder. Therefore, the common rail 1 can be made compact in the main pipe length direction, the engine mounting space can be reduced, and the number of engines can be increased.
[0018]
Further, the primary branch hole 21 and the secondary branch hole 24 are separated so as not to affect each other. Further, since the inner diameter of the primary communication hole 23 is smaller than the inner diameter of the rail hole 11, the stress on the inner peripheral surface of the primary communication hole 23 due to the fuel pressure is reduced and concentrated on the peripheral portion of the secondary branch hole 24. Stress to be reduced. As a result, it is possible to meet the need for ultra high pressure.
[0019]
[Second Embodiment]
The common rail 40 of the second embodiment shown in FIGS. 5 to 7 is different from the common rail 1 of the first embodiment in the primary branch connection portion 22 and the secondary branch connection portion 27 (inner holes 21, 23, 24, 28) (including 28), and the increased primary branch connection portion 22 is used as a connection portion of the pressure control valve 6 (by forming a female screw 41 following the primary communication hole 23 ) and a secondary branch connection. The portion 27 is a connecting portion of the fuel intake pipe 3. Along with this change, the female screw 14 at the end of the main pipe 10 is closed by the mekra male screw 42, and the branch connection portion 17 (including the internal holes 16 and 18) formed in the first embodiment is not formed. . The pressure sensor 7 may be connected to the primary branch connection portion 22.
[0020]
Also according to the present embodiment, substantially the same effect as the first embodiment can be obtained. That is, although the number of primary branch connection portions 22 is increased by one with respect to the first embodiment, the pressure control valve 6 does not protrude in the main pipe length direction, so that the common rail 40 can be made compact in the main pipe length direction.
[0021]
[Third embodiment]
The common rail 45 of the third embodiment shown in FIG. 8 has a main passage portion 11a having a relatively small inner diameter and an internal volume adjusting portion (storage) having a relatively small inner diameter compared to the common rail of the first embodiment. Chamber) 11b, and the primary branch hole 21 is unevenly arranged on the left side so as to open to the main passage portion 11a and not to the inner volume adjusting portion 11b. The inner volume of the rail hole 11 is substantially the same as the inner volume of the rail hole 11 of the first embodiment, but the inner diameter of the main passage portion 11a is smaller than that of the rail hole 11 of the first embodiment. The inner diameter of the adjusting portion 11b is larger than that of the rail hole 11 of the first embodiment.
[0022]
According to the present embodiment, it is necessary to install the internal volume adjusting portion 11b by reducing the diameter of the main passage portion 11a. However, the number of primary branch connection portions 22 can be reduced as in the first embodiment, so that the result The common rail 45 can be made compact in the main pipe length direction. Furthermore, since the stress on the inner peripheral surface of the main passage portion 11a due to the pressurized fuel is reduced by reducing the diameter of the main passage portion 11a, the stress concentrated on the peripheral portion of the primary branch hole 21 is reduced. Therefore, it is possible to meet the needs for ultra high pressure.
[0023]
In addition, this invention is not limited to the said embodiment, For example, it can also be suitably changed and embodied as follows, for example in the range which does not deviate from the meaning of invention.
(1) The number of primary branch connection portions 22 and secondary branch connection portions 27 is appropriately changed according to the number of cylinders.
(2) Forming two or more secondary branch connection portions 27 (including internal holes) for one primary branch connection portion 22.
[0024]
【The invention's effect】
As described above in detail, according to the common rail of the present invention, the common rail can be made compact in the main pipe length direction, and the engine mounting space can be reduced to cope with the increase in the number of cylinders in the engine. Furthermore, the rail hole is composed of a main passage portion and an internal volume adjusting portion, and the primary branch hole is opened in the main passage portion but not in the internal volume adjusting portion, or from the inner diameter of the rail hole However, if the inner diameter of the primary communication hole is made smaller , the stress concentrated around the branch hole can be reduced, and the need for an ultra-high pressure can be met .
[Brief description of the drawings]
FIG. 1 is a perspective view of a common rail according to a first embodiment of the present invention.
FIG. 2 is a cross-sectional view of the common rail.
3 is a cross-sectional view taken along line III-III in FIG.
FIG. 4 is a schematic view of a common rail fuel injection device.
FIG. 5 is a perspective view of a common rail according to a second embodiment of the present invention.
FIG. 6 is a sectional view of the common rail.
7 is a cross-sectional view taken along line VII-VII in FIG.
FIG. 8 is a cross-sectional view of a common rail according to a third embodiment of the present invention.
FIG. 9 is a cross-sectional view of a common rail according to a conventional example.
FIG. 10 is a sectional view of the common rail.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Common rail 3 Fuel intake pipe 5 Fuel discharge pipe 6 Pressure control valve 7 Pressure sensor 10 Main pipe 11 Rail hole 11a Main passage part 11b Internal volume adjustment part 21 Primary branch hole 22 Primary branch connection part 23 Primary communication hole 24 Secondary branch hole 27 Secondary branch connection 28 Secondary communication hole 31 Collar 35 Connection member 40 Common rail 45 Common rail

Claims (7)

主管にレール穴と該レール穴に開口する一次分岐穴とを形成し、前記主管から分岐した一次分岐接続部に前記一次分岐穴から延びる一次連通穴と該一次連通穴に開口する二次分岐穴とを形成し、前記一次分岐接続部から分岐した二次分岐接続部に前記二次分岐穴から延びる二次連通穴を形成し、前記レール穴を内径が相対的に小さい主通路部と内径が相対的に大きい内容積調整部とから構成し、前記一次分岐穴を前記主通路部に開口して前記内容積調整部には開口しないように配置したことを特徴とするコモンレール。A primary component岐穴to open the rail hole and the rail holes in the main form, the two open to primary communication hole and said primary communication hole extending from said primary branch hole in the primary branch connection portion which is branched from the main pipe primary branch A secondary communication hole extending from the secondary branch hole is formed in the secondary branch connection portion branched from the primary branch connection portion, and the rail hole is formed with a main passage portion and an inner diameter that are relatively small in inner diameter. A common rail comprising: a relatively large inner volume adjusting portion, wherein the primary branch hole is opened to the main passage portion and not to the inner volume adjusting portion . 主管にレール穴と該レール穴に開口する一次分岐穴とを形成し、前記主管から分岐した一次分岐接続部に前記一次分岐穴から延びる一次連通穴と該一次連通穴に開口する二次分岐穴とを形成し、前記一次分岐接続部から分岐した二次分岐接続部に前記二次分岐穴から延びる二次連通穴を形成し、前記一次分岐接続部を燃料吸入パイプ又は燃料排出パイプの接続部とし、前記二次分岐接続部を燃料吸入パイプ又は燃料排出パイプの接続部としたことを特徴とするコモンレール。 The main pipe is formed with a rail hole and a primary branch hole that opens to the rail hole, and a primary communication hole that extends from the primary branch hole to a primary branch connection portion branched from the main pipe and a secondary branch hole that opens to the primary communication hole And a secondary communication hole extending from the secondary branch hole is formed in the secondary branch connection part branched from the primary branch connection part, and the primary branch connection part is connected to a fuel intake pipe or a fuel discharge pipe connection part. And the secondary branch connection portion is a connection portion of a fuel intake pipe or a fuel discharge pipe . 主管にレール穴と該レール穴に開口する一次分岐穴とを形成し、前記主管から分岐した一次分岐接続部に前記一次分岐穴から延びる一次連通穴と該一次連通穴に開口する二次分岐穴とを形成し、前記一次分岐接続部から分岐した二次分岐接続部に前記二次分岐穴から延びる二次連通穴を形成し、前記一次分岐接続部を圧力制御弁又は圧力センサの接続部とし、前記二次分岐接続部を燃料吸入パイプ又は燃料排出パイプの接続部としたことを特徴とするコモンレール。 The main pipe is formed with a rail hole and a primary branch hole that opens to the rail hole, and a primary communication hole that extends from the primary branch hole to a primary branch connection portion branched from the main pipe and a secondary branch hole that opens to the primary communication hole And a secondary communication hole extending from the secondary branch hole is formed in the secondary branch connection part branched from the primary branch connection part, and the primary branch connection part is used as a connection part of a pressure control valve or a pressure sensor. A common rail characterized in that the secondary branch connection portion is a connection portion of a fuel intake pipe or a fuel discharge pipe . 主管にレール穴と該レール穴に開口する一次分岐穴とを形成し、前記主管から分岐した一次分岐接続部に前記一次分岐穴から延びる一次連通穴と該一次連通穴に開口する二次分岐穴とを形成し、前記一次分岐接続部から分岐した二次分岐接続部に前記二次分岐穴から延びる二次連通穴を形成し、前記一次分岐接続部を燃料吸入パイプ又は燃料排出パイプの接続部とし、前記二次分岐接続部を圧力制御弁又は圧力センサの接続部としたことを特徴とするコモンレール。 The main pipe is formed with a rail hole and a primary branch hole that opens to the rail hole, and a primary communication hole that extends from the primary branch hole to a primary branch connection portion branched from the main pipe and a secondary branch hole that opens to the primary communication hole And a secondary communication hole extending from the secondary branch hole is formed in the secondary branch connection part branched from the primary branch connection part, and the primary branch connection part is connected to a fuel intake pipe or a fuel discharge pipe connection part. And the secondary branch connection portion is a pressure control valve or pressure sensor connection portion . 前記レール穴を内径が相対的に小さい主通路部と内径が相対的に大きい内容積調整部とから構成し、前記一次分岐穴を前記主通路部に開口して前記内容積調整部には開口しないように配置した請求項２、３又は４記載のコモンレール。The rail hole is composed of a main passage portion having a relatively small inner diameter and an inner volume adjusting portion having a relatively large inner diameter, and the primary branch hole is opened in the main passage portion and is opened in the inner volume adjusting portion. The common rail according to claim 2, 3, or 4, which is arranged so as not to occur. 前記主管と一次分岐接続部と二次分岐接続部とを一体形成した請求項１〜５のいずれか一項に記載のコモンレール。The common rail as described in any one of Claims 1-5 which integrally formed the said main pipe, the primary branch connection part, and the secondary branch connection part. 前記レール穴の内径よりも一次連通穴の内径を小さくした請求項１〜６のいずれか一項に記載のコモンレール。The common rail according to claim 1, wherein an inner diameter of the primary communication hole is smaller than an inner diameter of the rail hole.
JP2000041036A 2000-02-18 2000-02-18 Common rail Expired - Fee Related JP4212752B2 (en)

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Cited By (1)

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Publication number Priority date Publication date Assignee Title
WO2017025348A1 (en) * 2015-08-10 2017-02-16 Delphi International Operations Luxembourg S.À R.L. Novel fuel rail for injection system

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JP4199709B2 (en) * 2004-08-03 2008-12-17 臼井国際産業株式会社 Fuel delivery pipe
EP1741923B1 (en) * 2005-07-08 2009-09-02 C.R.F. Societa Consortile per Azioni A connection system of a tubular rail for high-pressure fuel
JP5236410B2 (en) * 2008-09-24 2013-07-17 臼井国際産業株式会社 Common rail
EP2295786B1 (en) * 2009-08-04 2016-04-13 Wärtsilä Schweiz AG Connection arrangement
JP2011047280A (en) * 2009-08-25 2011-03-10 Denso Corp Fuel injection valve
JP2011220262A (en) * 2010-04-12 2011-11-04 Otics Corp Fuel delivery pipe
DE102011075050A1 (en) * 2011-05-02 2012-11-08 Robert Bosch Gmbh fuel distributor
DE102011075058A1 (en) * 2011-05-02 2012-11-08 Robert Bosch Gmbh fuel distributor
GB2570114A (en) * 2018-01-10 2019-07-17 Delphi Tech Ip Ltd Fuel common rail
JP7337725B2 (en) * 2020-02-14 2023-09-04 臼井国際産業株式会社 Fuel pressure sensor connection structure

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Publication number Priority date Publication date Assignee Title
WO2017025348A1 (en) * 2015-08-10 2017-02-16 Delphi International Operations Luxembourg S.À R.L. Novel fuel rail for injection system
US10539108B2 (en) 2015-08-10 2020-01-21 Delphi Technologies Ip Limited Fuel rail for injection system

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