WO1999006691A1 - Dispositif d'injection de carburant dans un accumulateur - Google Patents

Dispositif d'injection de carburant dans un accumulateur Download PDF

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Publication number
WO1999006691A1
WO1999006691A1 PCT/JP1998/003377 JP9803377W WO9906691A1 WO 1999006691 A1 WO1999006691 A1 WO 1999006691A1 JP 9803377 W JP9803377 W JP 9803377W WO 9906691 A1 WO9906691 A1 WO 9906691A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
fuel
accumulator
fuel injection
injection device
Prior art date
Application number
PCT/JP1998/003377
Other languages
English (en)
Japanese (ja)
Inventor
Jyunji Miyashita
Yuji Furuya
Original Assignee
Zexel Co., Ltd.
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 Zexel Co., Ltd. filed Critical Zexel Co., Ltd.
Publication of WO1999006691A1 publication Critical patent/WO1999006691A1/fr

Links

Classifications

    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025—Common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/0245—Means for varying pressure in common rails by bleeding fuel pressure between the high pressure pump and the common rail

Definitions

  • the present invention relates to a pressure-accumulation type fuel injection device that pumps fuel from a motor-driven fuel supply pump to an accumulator and injects fuel into an internal combustion engine by a fuel injection valve of the pressure accumulator.
  • a direct injection internal combustion engine that directly injects gasoline fuel into a combustion chamber of a gasoline engine is known.
  • fuel injection device used for this type of internal combustion engine, fuel is pumped from a fuel supply pump to a pressure accumulator, and after accumulating pressure in the pressure accumulator, fuel is injected into the internal combustion engine by a fuel injection valve.
  • the fuel supply pump includes a fuel pump connected to a drive shaft of the internal combustion engine to drive the pump, and a so-called motor-driven fuel supply pump driven by a motor.
  • a pressure-accumulation type fuel injection device including a drive shaft type pump driven by a drive shaft of an internal combustion engine, as disclosed in Japanese Patent Application Laid-Open No. 7-72512, a high-pressure fuel is supplied from a fuel pump. Is supplied to the pressure accumulator, and a fuel overflow pipe for returning to the fuel tank is provided between the fuel pump and the pressure accumulator, and the fuel overflow pipe returns excess fuel.
  • an electromagnetic valve is provided and the pressure is fed to the accumulator by opening and closing the electromagnetic valve. It performs pressure control.
  • the discharge amount or discharge pressure
  • the discharge pressure can be easily controlled by controlling the number of rotations of the motor. There is little waste of power.
  • a conventional pressure-accumulating fuel injection device equipped with such a motor-driven fuel supply pump uses a motor-driven high-pressure pump from a fuel tank 105 using a feed pump (low-pressure pump) 107. Supplied to the high-pressure pump 109 After the pressurized fuel is pumped to the common rail (pressure accumulator) 1 1 1 to accumulate the pressure, the fuel in the common rail 1 1 1 1 is connected to the injector (injection valve) 1 3 5 It is gushing. Each injector 135 is controlled via an IDU (injector drive unit) 135 according to the engine speed and load.
  • IDU injector drive unit
  • a recirculation circuit 1 2 1 which goes to the fuel tank 1 05 via the orifice 1 1 3, and a part of the high-pressure fuel on the common rail 1 1 1
  • the return circuit 12 1 returns to the fuel tank 105.
  • the fuel pressure is controlled such that the ECU (electronic control unit) 13 9 as a control device receives the signal of the pressure sensor 14 1 attached to the common rail 11 1 so that the target fuel pressure is reached.
  • the rotation speed of the motor 13 1 of the high-pressure pump 109 is controlled via a PDU (pressure control unit) 150.
  • an object of the present invention is to provide a pressure-accumulating fuel injection device that can reduce power consumption and has high reliability.
  • the present invention provides a motor-driven fuel supply pump for discharging fuel by driving a motor, an accumulator, a high-pressure passage provided between the fuel supply pump and the accumulator, and an accumulator.
  • a pressure-accumulation type fuel injection device comprising: a fuel injection valve provided with a fuel injection valve for injecting fuel into an internal combustion engine by the fuel injection valve; and a communication passage having one end communicating with the high pressure passage and the other end communicating with a low pressure portion of the device.
  • An electromagnetic control valve provided in the communication passage for opening and closing the communication passage, and a control device for controlling the opening and closing of the electromagnetic control valve are provided.
  • the high-pressure fuel supplied from the fuel supply pump is pressure-fed to the accumulator through the high-pressure passage and accumulated.
  • the electromagnetic control valve is opened and closed in response to a control signal from the control device to control the amount of fuel supplied to the pressure accumulator.
  • the amount of pumping to the accumulator is controlled by opening and closing the solenoid control valve, so that the fuel supply pump has a high degree of freedom in operating conditions and can be operated under the most efficient conditions. It can reduce consumption and increase reliability.
  • the durability and reliability of the fuel supply pump will be improved by operating the fuel supply pump so that the electromagnetic control valve is opened and closed to control the pumping amount so that the boundary lubrication does not operate at a low rotational speed.
  • the opening / closing control of the electromagnetic control valve it is possible to easily respond to a sudden load change, so that the durability and reliability of the fuel circuit are improved.
  • a fine and wide range of control can be performed, and the amount of recirculation to the fuel tank can be adjusted to an appropriate amount.
  • the high-pressure passage includes a one-way valve that permits only the flow of fuel from the fuel supply pump to the pressure accumulator, and one end of the communication passage is provided between the one-way valve and the fuel supply pump. Is connected to the part.
  • the one-way valve prohibits the flow of fuel from the accumulator toward the high-pressure passage, so that when the electromagnetic control valve is opened, the fuel in the accumulator flows backward to reduce the pressure. To prevent. Therefore, even when the electromagnetic control valve is opened, the pressure in the accumulator can be maintained, energy can be prevented, and efficient operation can be performed.
  • the control device opens and closes the electromagnetic control valve in synchronization with the pressure feeding timing of a fuel supply pump.
  • the electromagnetic control valve controls the opening and closing of the fuel supply pump at the same timing as the pumping of the fuel supply pump, thereby smoothly controlling the load fluctuation of the fuel pumped to the accumulator.
  • the motor that drives the fuel supply pump is controlled at a constant speed. As a result, since the motor drive is controlled at a constant speed, the power consumption of the motor can be reduced, and the durability and reliability are improved.
  • a motor for driving the fuel supply pump is driven at a constant voltage.
  • the accumulator is provided with a low-pressure passage communicating with a fuel tank, and the low-pressure portion communicating with the other end of the communication passage is a low-pressure passage.
  • the low pressure passage includes an orifice and a low pressure regulator, and the other end of the communication passage communicates between the orifice and the low pressure regulator. This allows the fuel pressure of the fuel flowing from the communication passage to the low pressure side to be maintained by opening the solenoid valve, thereby reducing the load fluctuation on the fuel pump.
  • the electromagnetic control valve opens a communication passage when energized.
  • the responsiveness is good, so that it is possible to respond instantaneously to the load fluctuation applied to the fuel pump and further reduce the load fluctuation.
  • the internal combustion engine is a gasoline engine
  • the fuel injector injects gasoline fuel into a cylinder of the engine.
  • FIG. 1 is a circuit diagram of a pressure accumulating fuel injection device according to a first embodiment of the present invention.
  • FIG. 2 is a graph showing the relationship between the motor speed and the efficiency.
  • FIG. 3 is a circuit diagram of a pressure accumulating fuel injection device according to a second embodiment of the present invention.
  • FIG. 4 is a circuit diagram of a conventional pressure-accumulating fuel injection device.
  • the accumulator-type fuel injection device 3 directly injects gasoline into a combustion chamber (cylinder) of a gasoline engine, and is a so-called direct injection gasoline engine.
  • the accumulator type fuel injection device 3 generally accumulates fuel supplied from a fuel tank 5, a low-pressure pump (feed pump) 7 for supplying fuel to the fuel tank 5, a motor-driven high-pressure pump 9, and a high-pressure pump 9.
  • a circuit is constructed by connecting a common rail 11 as an accumulator, an orifice 13 and a low-pressure regulator 45.
  • the high-pressure passage 17 between the high-pressure pump 9 and the common rail 11 and the low-pressure passage (recirculation circuit) 21 downstream of the orifice 13 are communicated by a communication passage 23.
  • the communication of the passage 23 is controlled by opening and closing the electromagnetic control valve 25.
  • the electromagnetic control valve 25 is connected to an ECU 39 described later, and its opening and closing are controlled by a control signal from the ECU 39.
  • the low pressure pump 7 pumps the fuel (gasoline) in the fuel tank 5 to the high pressure pump 9, and a filter 27 is interposed between the low pressure pump 7 and the high pressure pump 9. This low pressure pump is driven by a motor 29.
  • the high-pressure pump 9 pressurizes the fuel supplied from the low-pressure pump 7 to a high pressure.
  • the fuel pressurized by the high-pressure pump 9 to a high pressure is sent to the common rail 11 through a high-pressure passage 17.
  • the high-pressure pump 9 is a motor driven type driven by a motor 31, and pumps fuel by driving the motor 31.
  • the high-pressure pump 9 may be of a variable fuel pressure capable of adjusting the pressure of the discharged fuel or may be of a constant fuel pressure, but in the present embodiment, the constant fuel pressure is used. .
  • the high-pressure pump 9 is provided with a return passage 33 connected to the low-pressure passage 21 so that fuel leaking from the high-pressure pump 9 or cooling fuel is returned to the low-pressure passage 21. I have.
  • a plurality of injectors (injection valves) 35 are connected to the common rail 11, and the fuel stored at a high pressure by the common rail 11 is injected from each injector 35 into an internal combustion engine (not shown).
  • the injection of each of these injectors 35 is controlled via an IDU 37.
  • the IDU 37 is connected to an ECU 39 serving as a control device described later, and is driven by a drive signal of the electronic control unit 39.
  • a pressure detector 41 is connected to the common rail 11 so as to send a pressure detection signal to the ECU 37.
  • the ECU 39 controls the electromagnetic control valve 25 so that the pressure in the common rail 9 becomes the target pressure, and the IDU according to the detected pressure. 3 Drive 7 is controlled.
  • a one-way valve 43 is provided in the high-pressure passage 17 provided between the high-pressure pump 9 and the common rail 11 to allow only the fuel flow from the high-pressure pump 9 to the common rail 11. Flow from 9 to common rail 11 is prohibited. Thus, by providing the one-way valve 43, the backflow is prohibited when the electromagnetic control valve 25 is opened, and the pressure in the common rail 11 is prevented from lowering.
  • the low pressure passage 21 is a passage that returns to the fuel tank 5 from the downstream side of the orifice 13.
  • a low-pressure regulator 45 is provided on the downstream side of a communication point between the communication passage 23 and the return passage 33.
  • the fuel in the fuel tank 5 is supplied from the low-pressure pump 7 to the high-pressure pump 9, and the high-pressure pump 9 supplies high-pressure fuel to the high-pressure passage 17.
  • the pressure is accumulated in the common rail 11 through the one-way valve 43 and fuel is ejected from each injector 35 of the common rail 11.
  • the ECU 37 controls the fuel pressure to be fed to the common rail 11 according to the detection signal received from the pressure detector 41 so that the fuel pressure in the common rail 11 becomes the target pressure.
  • the control of the fuel pressure is performed by controlling the electromagnetic control valve 25. Controls opening and closing.
  • the high-pressure pump 9 is driven by a motor 31 and controls the fuel pressure discharged from the high-pressure pump 9 by the rotation of the motor 31.
  • the rotation speed of the motor 31 is easily controlled by changing the voltage. it can. Alternatively, the voltage may be kept constant and the number of rotations of the motor 31 may be kept constant.
  • the electromagnetic control valve 25 is opened and closed in response to the control signal of the ECU 39 to control the fuel to be pumped to the common rail 11. In other words, the amount of fuel discharged to the common rail 11 through the high-pressure passage 17 is controlled.
  • the electromagnetic control valve 25 is opened and the fuel escapes to the low pressure side from the communication passage 23, the one-way valve 43 prevents the fuel pressure of the common rail 11 from escaping.
  • the control valve 25 is opened, the fuel pressure in the common rail 11 is prevented from lowering to prevent energy from being wasted and the operating efficiency is increased.
  • the fuel is returned to the fuel tank 5 via the low pressure passage 21 and the low pressure regulator 45.
  • FIG. 2 is a graph showing the relationship between the rotation speed of the motor 31 in the high-pressure pump 31 and the operating efficiency, in which the motor 31 is driven in the rotation speed range A where the operating efficiency is excellent.
  • the amount of fuel to be pumped to the common rail 11 is adjusted by opening and closing the electromagnetic control valve 25.
  • the electromagnetic control valve 25 opens and a part of the fuel discharged from the high-pressure pump 19 becomes low-pressure side. More to be missed. Therefore, the fuel discharged from the high-pressure pump 19 is unlikely to reach a predetermined high pressure, so that the rotation speed of the motor 31 can be set high.
  • the rotation speed of the motor 31 By setting the rotation speed of the motor 31 high in this way, the torque at the high-pressure pump 9 can be reduced, and deterioration or damage of the device caused by the high torque can be prevented, so that the reliability of the device can be improved. it can.
  • the motor 3 1 when the operation of the internal combustion engine is in a normal range, that is, in a normal operation state, if the rotation speed of the motor 31 is kept constant, the motor 3 1 The power consumption of the fuel circuit can be reduced, and the pressure fluctuation in the fuel circuit is small, so that the durability and reliability of the fuel circuit are improved. Further, when the operation of the internal combustion engine is in a normal range, the motor 31 may be driven at a constant voltage. When the drive of the motor 31 is controlled to a constant voltage, the power consumption of the motor 31 can be reduced. In addition, the pressure fluctuation in the fuel circuit is small, so the durability and reliability of the fuel circuit are improved.
  • a rotational position detector 47 is built in or connected to the motor 31 of the high-pressure pump 9 or the pump itself, and the electromagnetic control valve 2 is synchronized with the detected rotational position signal. 5 controls.
  • the electromagnetic control valve 25 is controlled to open and close in synchronization with the high-pressure pump 9 pumping timing. Good response to pressure fluctuations.
  • the pumping timing is, for example, to close the electromagnetic control valve 25 at the time of fuel pumping of the high-pressure pump 9, to close the electromagnetic control valve 25 with a predetermined delay, or to open the electromagnetic control valve 25.
  • the present invention is not limited to the above-described embodiment, but can be variously modified without departing from the gist of the invention.
  • the present invention is not limited to providing an orifice on the downstream side of the common rail, but may be configured to provide a circuit that closes the downstream side of the common rail and return the communication passage 23 to the fuel tank 5 from the discharge side of the high-pressure pump 9.
  • An accumulator may be provided in the high-pressure passage 17.
  • the present invention is not limited to the direct injection type gasoline carrot, but can obtain the same effect when used in a fuel injection device of a diesel engine.
  • the accumulator type fuel injection device is applied to a vehicle equipped with a direct injection type gasoline engine, a vehicle or a ship equipped with a diesel engine, and used as a device for pumping fuel to an accumulator.
  • a direct injection type gasoline engine a vehicle equipped with a direct injection type gasoline engine
  • a vehicle or a ship equipped with a diesel engine a device for pumping fuel to an accumulator.

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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)

Abstract

L'invention porte sur un dispositif d'injection (3) de carburant dans un accumulateur, dispositif dans lequel le carburant provenant d'une pompe d'alimentation (9) est amené sous pression dans un accumulateur (11) en passant par un conduit (17) haute pression. Dans ce conduit haute pression (17), une électrovanne s'ouvre et se ferme en réaction à un signal de commande provenant d'un dispositif de commande (39) qui commande la quantité de carburant amenée sous pression dans l'accumulateur (11). Du fait que la quantité de carburant est déterminée par l'ouverture et la fermeture de l'électrovanne (25), la pompe d'alimentation a une grande liberté de fonctionnement pour pouvoir être le plus efficace possible, ce qui permet de réduire la consommation en courant électrique et d'obtenir une plus grande fiabilité.
PCT/JP1998/003377 1997-08-01 1998-07-29 Dispositif d'injection de carburant dans un accumulateur WO1999006691A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP9/220773 1997-08-01
JP9220773A JPH1150933A (ja) 1997-08-01 1997-08-01 蓄圧式燃料噴射装置

Publications (1)

Publication Number Publication Date
WO1999006691A1 true WO1999006691A1 (fr) 1999-02-11

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Application Number Title Priority Date Filing Date
PCT/JP1998/003377 WO1999006691A1 (fr) 1997-08-01 1998-07-29 Dispositif d'injection de carburant dans un accumulateur

Country Status (2)

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JP (1) JPH1150933A (fr)
WO (1) WO1999006691A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8098581B2 (en) 2001-02-15 2012-01-17 Qualcomm Incorporated Reverse link channel architecture for a wireless communication system

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1612407B1 (fr) 2004-06-30 2006-08-23 C.R.F. Società Consortile per Azioni Système de régulation de pression de carburant pour un moteur à combustion interne
JP5989406B2 (ja) * 2012-05-28 2016-09-07 トヨタ自動車株式会社 燃料圧力制御装置
DE102013215958B4 (de) * 2013-08-13 2015-05-13 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Kraftstoffhochdruckpumpe und System
JP6348339B2 (ja) * 2014-05-21 2018-06-27 株式会社Ｓｏｋｅｎ 内燃機関の燃料供給装置及びその制御方法
CN105927443A (zh) * 2016-05-18 2016-09-07 中国北方发动机研究所(天津) 一种双控制阀式变量泵

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0431661A (ja) * 1990-05-28 1992-02-03 Yamaha Motor Co Ltd 蓄圧式燃料噴射装置
JPH05321782A (ja) * 1991-09-06 1993-12-07 Toyota Motor Corp 内燃機関の燃料噴射装置
JPH07293400A (ja) * 1994-04-27 1995-11-07 Unisia Jecs Corp 燃料噴射装置
JPH0861133A (ja) * 1994-08-19 1996-03-05 Isuzu Motors Ltd 蓄圧式燃料噴射装置及びその制御方法
JPH08158971A (ja) * 1994-12-07 1996-06-18 Zexel Corp 高圧燃料噴射装置用燃料ポンプ
JPH094498A (ja) * 1995-03-28 1997-01-07 Elasis Sistema Ric Fiat Nel Mezzogiorno Soc Consortile Per Azioni 加圧流体蓄圧器の加圧流体供給調節装置
JPH0988763A (ja) * 1995-09-28 1997-03-31 Fuji Heavy Ind Ltd 高圧燃料噴射式エンジンの燃料圧力制御装置
JPH09158766A (ja) * 1995-12-07 1997-06-17 Nissan Motor Co Ltd 筒内直接噴射式火花点火内燃機関の燃料噴射装置

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0431661A (ja) * 1990-05-28 1992-02-03 Yamaha Motor Co Ltd 蓄圧式燃料噴射装置
JPH05321782A (ja) * 1991-09-06 1993-12-07 Toyota Motor Corp 内燃機関の燃料噴射装置
JPH07293400A (ja) * 1994-04-27 1995-11-07 Unisia Jecs Corp 燃料噴射装置
JPH0861133A (ja) * 1994-08-19 1996-03-05 Isuzu Motors Ltd 蓄圧式燃料噴射装置及びその制御方法
JPH08158971A (ja) * 1994-12-07 1996-06-18 Zexel Corp 高圧燃料噴射装置用燃料ポンプ
JPH094498A (ja) * 1995-03-28 1997-01-07 Elasis Sistema Ric Fiat Nel Mezzogiorno Soc Consortile Per Azioni 加圧流体蓄圧器の加圧流体供給調節装置
JPH0988763A (ja) * 1995-09-28 1997-03-31 Fuji Heavy Ind Ltd 高圧燃料噴射式エンジンの燃料圧力制御装置
JPH09158766A (ja) * 1995-12-07 1997-06-17 Nissan Motor Co Ltd 筒内直接噴射式火花点火内燃機関の燃料噴射装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8098581B2 (en) 2001-02-15 2012-01-17 Qualcomm Incorporated Reverse link channel architecture for a wireless communication system

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