WO2003008795A1 - Appareil d'injection de combustible a accumulation - Google Patents

Appareil d'injection de combustible a accumulation Download PDF

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Publication number
WO2003008795A1
WO2003008795A1 PCT/JP2002/005714 JP0205714W WO03008795A1 WO 2003008795 A1 WO2003008795 A1 WO 2003008795A1 JP 0205714 W JP0205714 W JP 0205714W WO 03008795 A1 WO03008795 A1 WO 03008795A1
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WO
WIPO (PCT)
Prior art keywords
pressure
fuel
injectors
injector
return pipe
Prior art date
Application number
PCT/JP2002/005714
Other languages
English (en)
Japanese (ja)
Inventor
Akira Kunishima
Original Assignee
Bosch Automotive Systems Corporation
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 Bosch Automotive Systems Corporation filed Critical Bosch Automotive Systems Corporation
Publication of WO2003008795A1 publication Critical patent/WO2003008795A1/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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/0052—Details on the fuel return circuit; Arrangement of pressure regulators
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations

Definitions

  • high-pressure fuel supplied from a fuel supply pump is temporarily stored in a common rail, and the high-pressure fuel stored in the common rail is supplied to each cylinder from a plurality of injectors provided for each cylinder of the internal combustion engine.
  • a pressure accumulating fuel injection device
  • injectors used in this type of fuel injection device.
  • Japanese Patent Application Laid-Open No. H11-210589 discloses a type of injector.
  • a valve body (nozzle needle) that opens and closes the injection hole formed in the injector body, and a back pressure control chamber into which fuel from the common rail is introduced to apply an operating force to the valve body in the direction to close the injection hole (Back pressure chamber), an oil sump (oil sump) into which fuel from the common rail is introduced to apply an operating force to the nozzle needle in the direction of opening the injection hole, and a fuel oil in the back pressure control chamber.
  • It comprises an on-off valve (valve) for leaking, and an actuator (electromagnetic coil, spring for biasing the valve in the valve closing direction, etc.) for controlling the on-off operation by the on-off valve.
  • an on-off valve valve
  • an actuator electromagnettic coil, spring for biasing the valve in the valve closing direction, etc.
  • the movable part such as the armature of the actuator is a return pipe.
  • the movable part is lifted by electromagnetic force when the actuator is energized, and the on / off valve is opened and closed by returning the movable part by the reaction force of the spring by releasing the energization. Therefore, if the pressure pulsation caused by the leak of fuel oil in the back pressure control chamber continues in the return pipe, the pressure acting on the movable part of the actuator also fluctuates.
  • the dynamic characteristic of the on-off valve changes due to the pressure pulsation and the injection amount of the injector changes.
  • the injector is adjusted so as to obtain a predetermined injection amount assuming a stable movement of the movable portion of the actuator, but when the next injection is performed in a state where the pressure pulsation in the return pipe is large.
  • the injection timing of the injector coincides with the point in time when the pressure in the return pipe falls and the injection timing of the injector also coincides, the pressure acting on the movable part of the actuator also decreases, so that the lift speed of the movable part increases and the back pressure control chamber
  • fuel oil leaks rapidly and the valve body lifts immediately, increasing the injection volume.
  • the pressure pulsation of the return pipe connected to the injector is reduced, and the influence of the injector on the actuator is reduced, thereby suppressing the variation in the amount of oil injected from each injector regardless of the injection timing.
  • the main object is to provide a pressure-accumulation type fuel injection device that can perform the operation. It also aims to prevent cavitation in the return pipe and reduce erosion in the actuator room around the pole seat.
  • a pressure-accumulation fuel supply device includes a common rail for accumulating high-pressure fuel pumped from a fuel supply pump, and injecting the high-pressure fuel accumulated on the common rail into a cylinder of a high-pressure engine
  • a plurality of injectors each of which is provided with a valve body for opening and closing an injection hole, and a fuel oil from the common rail for applying an operating force to the valve body in a direction to close the blind hole.
  • a back-pressure control chamber to be introduced; an on-off valve for releasing the operating force of the valve body in the closing direction by leaking fuel oil in the back-pressure control chamber; and an actuator for controlling the on-off operation by the on-off valve.
  • a throttle means for reducing the passage area is provided at a portion downstream of a portion where the fuel oil leaking from the plurality of injectors joins.
  • a throttle means is provided on a path on which fuel leaking from a plurality of injectors connected to the return pipe is collected and returned to the low-pressure source, so that pressure fluctuations in the return pipe are absorbed and the pressure in the return pipe is reduced to the atmospheric pressure.
  • the pressure pulsation acting on the actuator of the injector can be reduced.
  • the return pipe is It may be constituted by a common pipe to be connected, and further provided with a throttle means for narrowing the passage area between the respective injectors.
  • the return pipe is composed of a plurality of branch pipes for connecting injectors and a collecting pipe to which these branch pipes are connected, and different injectors with different injection timings are used. May be connected to different branches.
  • the return pipe may be made of a soft tube that can be elastically deformed by the pressure of fuel oil leaking from the back pressure control chamber of the injector. Good.
  • the pressure pulsation generated at the time of the injection of each injector can be absorbed by the soft tube constituting the return pipe, and the pressure pulsation can be quickly terminated.
  • FIG. 1 is a diagram showing a configuration example of a pressure accumulating fuel supply device according to the present invention.
  • FIG. 2 is a cross-sectional view showing an injector used in the accumulator-type fuel supply device of FIG.
  • FIG. 3 is an enlarged sectional view showing a main part of the injector shown in FIG.
  • FIG. 4 is a diagram showing pressure changes in the return pipe detected by the pressure sensors A and B in the accumulator type fuel supply device shown in FIG. 1.
  • FIG. Fig. 4 (b) shows the measurement results when the engine speed was set to 200 rpm
  • Fig. 4 (c) shows the measurement results when the engine speed was set to 200 rpm. The results of the measurement in the case where the rotation was set at +400 revolutions per minute are shown.
  • FIG. 5 is a diagram showing another configuration example of the accumulator type fuel supply device according to the present invention.
  • FIG. 6 is a diagram showing a change in the pressure of the return pipe detected by the pressure sensors A and B in the accumulator type fuel supply device shown in FIG. 5, and FIG. Fig. 6 (b) shows the measurement results when the engine rotation speed was set to 200 rpm, and Fig. 6 (c) shows the measurement results when the engine rotation speed was set to 200 rotations per minute. The measurement results when the rotation speed is set to 400 000 revolutions per minute are shown.
  • FIG. 7 is a diagram showing still another configuration example of the accumulator-type fuel supply device according to the present invention.
  • FIG. 8 is a diagram showing a change in the pressure in the return pipe detected by the pressure sensors A and B in the accumulator type fuel supply device shown in FIG. 7, and FIG. Fig. 8 (b) shows the measurement results when the engine rotation speed was set to 200 rpm, and Fig. 8 (c) shows the measurement results when the engine rotation speed was set to 200 rotations per minute. The measurement results when the rotation speed is set to 400 000 revolutions per minute are shown.
  • FIG. 9 is a diagram showing a pressure change in the return pipe detected by the pressure sensors A and B when the return pipe is configured by a soft tube in the accumulator type fuel supply device shown in FIG. Fig. 10 shows the case where the injection timing is shifted between the accumulator type fuel supply device shown in Fig. 1, Fig. 5, and Fig. 7 and the accumulator type fuel supply device in which the return pipe is composed of a soft tube in the configuration of Fig. 1.
  • FIG. 8 is a view showing an experimental result of measuring a change in pressure of the return pipe at the start of injection.
  • FIG. 11 shows a conventional accumulator fuel supply device, the accumulator fuel supply device shown in Figs. 1 and 5, and the accumulator fuel in which the return pipe in the configuration of Fig. 1 is constituted by a soft tube.
  • FIG. 9 is a diagram showing experimental results obtained by measuring a change in the pilot injection amount when the injection timing is shifted in the supply device.
  • a pressure-accumulating fuel supply device includes a fuel tank 1 constituting a low-pressure source, a fuel supply pump 2 for supplying fuel under pressure, and a common rail 3 for storing high-pressure fuel supplied from the fuel supply pump.
  • the engine includes an injector 4 provided for each cylinder of the internal combustion engine.
  • This accumulator type fuel supply device connects a fuel tank 1 and a fuel supply pump 2 with a pipe 5, a fuel supply pump 2 with a common rail 3, a pipe 6, and connects the common rail 3 with each injector 4.
  • the fuel oil pumped up from the fuel tank 1 is pressurized by the fuel supply pump 2 and then pressure-fed to the common tray 3 to supply fuel to each injector 4 from the common nozzle 3.
  • the accumulator type fuel supply device returns fuel oil having a predetermined pressure or more sent to the fuel supply pump 2 through the return pipe 8 to the fuel tank 1 and also has a fuel oil injector having a specified pressure or more in the common rail 3.
  • the fuel oil leaking during the injection of 4 and the fuel leaking from the sliding parts are returned to the fuel tank 1.
  • the injector 4 is provided with a nozzle body 12 in which an injection hole 11 is formed at the tip of the injector housing 10, and a retaining nut 13 is screwed around the injector housing 10 to form an injector.
  • the housing 10 and the nozzle body 12 are integrally fastened.
  • a fuel inlet 14 is formed on the upper side surface of the injector housing 10.
  • the fuel inlet 14 is provided with a passage 15 formed in the injector housing 10 and a passage 16 formed in the nozzle body 12.
  • a pressure receiving portion 20 of a nozzle needle 19 slidably inserted into a fitting hole 18 of the nozzle body 12 faces the oil reservoir 17.
  • the high-pressure fuel flowing from the fuel inlet 14 into the pressure receiving section 20 always flows.
  • a through-hole 21 which is aligned with the fitting hole 18 of the nozzle body 12, and in this through-hole 21, a nozzle hole 19 and a pozzolet 22 are provided.
  • a nozzle piston 23 is disposed, which is displaceable integrally with Nozno Renee Donore 19.
  • a nozzle spring 25 is elastically mounted between the spring receiver 24 provided on the injector housing 10 and the port 22 with a predetermined set force. Is always urged in the direction of closing the borehole 11.
  • a valve body 26 into which nozzle nozzles 23 are slidably inserted is inserted into a through hole 21 in the upper part of the housing 10 so that the valve body 1 26 and the nozzle piston 2 3
  • a back pressure control room 27 is formed by the space surrounded by.
  • An annular space 28 communicating with the passage 15 is formed around the valve body 26, and the annular space 28 is connected to the back pressure via a first throttle passage 31 formed in the valve body 26.
  • the effective pressure receiving area of the valve piston 23 facing the back pressure control chamber 27 (the area projected on the surface perpendicular to the axis of the valve piston 23) is the nozzle facing the oil reservoir 17 It is formed larger than the effective pressure receiving area of the needle (area projected on a plane perpendicular to the axis of the nozzle needle).
  • a core holder 35 holding a core 34 on which the exciting coil 33 is wound is fixed to the injector housing 10 by a retaining nut 36 on the upper part of the inductor housing 10.
  • An actuator chamber 37 is formed by a space surrounded by the core 34, the core holder 35, and the injector housing 10.
  • a second throttle passage 32 that communicates the back pressure control chamber 27 and the actuator chamber 37, and the second throttle passage 32 is a valve that constitutes an on-off valve. It can be opened and closed by poles 38.
  • a bowl-shaped pole seat portion S9 that expands upward is formed at the peripheral edge of the valve body 26 where the second throttle passage 32 opens, and the movement of the valve ball 38 from above. It is regulated by the anchor port 40 that abuts.
  • an anchor guide 41 for slidably holding an anchor bolt 40 is provided at an upper portion of the pulp pod 26 via a spacer 42, and at an upper portion of the anchor port 40.
  • An anchor plate 43 that is attracted to the core 34 by energizing the exciting coil 33 facing the core 34 is fixed.
  • the anchor plate 43 is urged toward the core by an anchor spring 44 provided between the anchor plate 43 and the anchor guide 41.
  • the upper part of the anchor bolt 40 is inserted into a through hole 45 formed at the center of the core 34 via the anchor plate 43, and A core valve spring 47 mounted between the back flow tube 46 attached to the upper portion constantly urges the anchor bonoleto 40 toward the valve body 26.
  • the core valve spring 47 has a stronger spring force than the anchor spring 44, and when the excitation coil 33 is not energized, the anchor bolt 40 is displaced downward so that the anchor bolt 40 is displaced downward.
  • the plate 43 is separated from the core 34 and the valve ball 38 is pressed against the pole seat portion 39 to close the second throttle passage 32.
  • the knock flow tube 46 has a fuel discharge port 48 formed so as to be aligned with the through hole 45 of the core 34.
  • the fuel discharge port 48 is connected to the actuator chamber 37 and a passage (not shown). The fuel is always communicated through the fuel tank 37 and the fuel leaked to the actuator chamber 37 is discharged through the fuel discharge port 48.
  • Reference numeral 50 denotes a connector for supplying a current to the exciting coil 33
  • reference numeral 51 denotes a leak passage for guiding fuel leaking through the clearance to the actuator chamber 37.
  • the current supplied to the exciting coil 33 of the injector 4 is controlled by an electronic control unit (ECU) based on various information signals such as the engine speed detected by various sensors (not shown). It has become.
  • ECU electronice control unit
  • the anchor plate 4 3 is pressed downward by the core valve spring 47, and the valve pole 38 is pressed against the pole seat portion 39 to form the second throttle passage. 3 2 is closed.
  • the back pressure control chamber 27 is filled with high-pressure fuel from the common rail 3 via the first orifice 31, and the fuel oil pressure in the back pressure control chamber 27 is maintained.
  • the fuel oil pressure is applied to the nozzle needle 19 in the valve opening direction, but the nozzle needle 19 has a difference in effective pressure receiving area with the valve piston 23. , And the nozzle spring 25 is pressed downward by the set force of the nozzle spring 25, and the injection hole 11 is closed.
  • the return pipe 8 of the accumulator-type fuel supply device having the injector 4 configured as described above is used to supply the fuel flowing out through an overflow valve (not shown) provided to the fuel supply pump 2.
  • Pipe that guides the fuel to the collector 52 attached to the common rail 3, and the fuel that is connected to the collector 52 and sent through the relay pipe 53 and the pressure in the common rail 3 is specified.
  • Via an overpressure valve (not shown) that opens when the pressure exceeds It comprises a collecting pipe 54 that guides the fuel that has flowed out to the fuel tank 1, and a branch pipe 55 that has a connecting portion that connects to the fuel discharge port 48 of each injector 4.
  • a portion of the collecting pipe 54 downstream of the portion where the branch pipe 55 is connected that is, a portion of the return pipe 8 downstream of the portion where the fuel leaking from the plurality of injectors 4 merges.
  • An orifice 56 is formed to reduce the passage area of that portion.
  • the high-pressure fuel filled in the back pressure control chamber 27 is supplied to the branch pipe 55 through the second throttle passage 32, the actuator chamber 37, and the fuel discharge port 48.
  • Pressure, the pressure in the branch pipe 55 and the collecting pipe 54 connected to the branch pipe 55 pulsates, but this pulsation is absorbed by the orifice 56 provided in the collecting pipe 54. Since it is possible to end immediately, it is possible to avoid a state in which the pressure in the branch pipe 55 is greatly pulsating at the time of the next injection, and the state in the branch pipe 55 can be avoided. It is possible to keep the pressure above atmospheric pressure.
  • a movable part having a large pressure receiving area such as an anchor plate 43, is stored in the actuator chamber 37 of the injector 4, so that if the pressure in the actuator chamber 37 fluctuates greatly, the nozzle eddle 19 Will have an effect on the movement.
  • the case where the actuator chamber 37 is maintained at the predetermined pressure is compared with the case where the predetermined pressure is maintained.
  • the movement of the anchor plate 43 when power is supplied becomes agile, and the fuel oil in the back pressure control chamber 27 leaks rapidly, so that the nozzle-dollar 19 is immediately lifted and the injection amount increases. There is an inconvenience.
  • the orifice 56 should be provided in the collecting pipe 54. Therefore, the pressure pulsation of the branch pipe 55 and the actuator chamber 37 of the injector 4 communicating therewith can be quickly terminated, and the pressure in that portion can be maintained at or above the atmospheric pressure. It is possible to suppress variations in the amount of blown-out air, prevent the occurrence of cavitation in the return pipe 8, and reduce erosion around the pole seat section 39 and the actuator chamber 37. Becomes possible.
  • the diameter of the orifice 56 of the collecting pipe 54 is set to 1.5 mm, and the pressure sensor A disposed immediately before the orifice 56 and the collecting pipe 54 of the branch pipe 55 are set.
  • FIG. 4 When the pressure pulsation of the return pipe 8 was measured by the pressure sensor B disposed immediately above the injector 4 connected to the nearest part, the result as shown in FIG. 4 was obtained.
  • the pressure measured by pressure sensor A is indicated by a broken line
  • the pressure measured by pressure sensor B is indicated by a solid line.
  • Fig. 4 (b) shows the case where the engine speed is set to 200 rpm
  • Fig. 4 (c) shows the case where the engine speed is set to 400 rpm. The case is shown.
  • FIG. 5 the configuration shown in FIG. 1 is assumed, and between the injector 4 of the branch pipe 55 and the injector 4, and the most downstream side of the branch pipe 55.
  • a configuration is shown in which an orifice 57 for reducing the passage area is formed between a portion connected to the injector and a portion connected to the collecting pipe 54 of the branch pipe 55.
  • the pressure pulsation in the branch pipe 55 generated at the time of injection of the injector 4 is reduced by the adjacent injector 4. This makes it difficult to convey the information, and makes it possible to further suppress fluctuations in the injection amount of the injector 4 that is injected next.
  • the diameter of the orifice 57 provided in the branch pipe 55 is set to 0.5 mm
  • the diameter of the orifice 56 of the collecting pipe 54 is set to 1.5 mm
  • the pressure pulsation in the return pipe 8 is reduced.
  • the broken line indicates the result measured by the pressure sensor A
  • the solid line indicates the result measured by the pressure sensor B.
  • Fig. 6 (a) shows the case where the engine speed is 800 rpm
  • Fig. 6 (b) shows the case where the engine speed is 200 rpm
  • 6 (c) shows the case where the engine rotation speed is set at 400 rpm.
  • the pressure in the return pipe 8 at the time of injection by the injector 4 can be maintained at or above the atmospheric pressure, and the pressure pulsation generated at the time of injection by the injector 4 can be absorbed by the orifice 5.7.
  • FIG. 7 shows another configuration example of the return pipe 8.
  • a plurality of branch pipes 55 connected to the collecting pipe 54 are provided, and different injectors 4 having different injection timings are different.
  • the configuration is such that they are connected to branch pipes 55a and 55b.
  • injectors 4 are connected to the first cylinder injector (# 1) ⁇ the third cylinder injector (# 3) —the fourth cylinder injector
  • the injector for the first cylinder (# 4) 1) and the fourth-cylinder injector (# 4) are connected to the branch pipe 55a, and the second-cylinder injector (# 2) and the third-cylinder injector (# 3) are branched. It is configured to connect to 55b. Since the other configuration is the same as the configuration shown in FIG. 1, the same portions are denoted by the same reference numerals and description thereof will be omitted.
  • the branch pipe to which the injector 4 previously injected is connected and the branch pipe to which the injector 4 to be injected next is connected can be made different. This makes it difficult to transmit the previous pressure pulsation and makes it possible to increase the interval at which fuel leaks to the same branch pipe, so that the pressure pulsation can be more reliably terminated. It is possible to further suppress the variation in the injection in the rectifier 4.
  • the diameter of the orifice 56 of the collecting pipe 54 is set to 1.5 mm, and the pressure pulsation in the return pipe 8 is measured.
  • the results were obtained as shown in FIG. Also in this case, the broken line shows the result measured by the pressure sensor A, and the solid line shows the result measured by the pressure sensor B.
  • Fig. 8 (a) shows the case where the engine speed is 800 rpm
  • Fig. 8 (b) shows the case where the engine speed is 200 rpm
  • FIG. 8 (c) shows the case where the engine speed is set at 400 rpm.
  • the pressure in the return pipe 8 at the time of the injection of the injector 4 can be maintained at or above the atmospheric pressure, and the pressure pulsation generated at the time of the injection at the end of the injection is terminated by the next injection of the injector. This makes it possible to reduce the variation in injection at each injector 4. And it became possible.
  • the return pipe 8 may be configured by a soft tube that can be elastically deformed by the pressure of the fuel oil leaking from the pressure control chamber 27 of the injector 4.
  • the soft tube an ordinary hose formed of a synthetic resin material or the like may be used, and with such a configuration, the pressure pulsation at the time of injection of each of the injectors 4 may be increased. Can be absorbed by the tube itself that constitutes the return pipe, and the pressure pulsation can be terminated before the next injector injection, thus suppressing the variation in injection at each injector 4. Becomes
  • FIG. 9 shows the measurement results when a soft tube is used as the return pipe 8 and the diameter of the orifice 56 of the collecting pipe 54 is set to 1.5 mm.
  • the graph shown in Fig. 10 shows how the pressure in the actuator chamber 37 at the start of injection changes when the injection timing is shifted, and the orifice 5 6 is connected to the collecting pipe 54.
  • a case where an orifice 57 is provided between the injectors and a branch passage 55 • If the return pipe 8 is made of a separate material and the return pipe 8 is made of a soft tube, the width of the pressure fluctuation can be further reduced.
  • the branch passage 55 is made a separate, the effect is large. there were. It was also confirmed that even when the orifice 57 was provided between the injectors, the pressure fluctuation became smaller as the orifice diameter was reduced.
  • the characteristic line shown in FIG. 11 shows the result of measuring the injection amount of the pilot injection while shifting the injection timing (the interval T diff between the pilot injection and the main injection).
  • the orifice 56 was provided in the force collecting pipe 54, where the injection amount of the pipe fluctuated greatly, so that the pressure in the return pipe was maintained at or above atmospheric pressure. In this case, it is possible to reduce the fluctuation of the injection amount.Furthermore, when an orifice 57 is provided between the injectors, and when a soft tube is used, the variation in the pipe injection amount is further reduced. We were able to.
  • the valve body that opens and closes the injection hole and the back pressure through which fuel from the common rail is introduced to apply an operating force to the valve body in the direction that closes the nozzle hole
  • the valve body is closed by leaking the oil pressure in the control chamber, the oil reservoir in which fuel from the common rail is introduced to apply an operating force to the valve body in the direction of opening the injection hole, and the back pressure control chamber to the low pressure side.
  • Opening / closing valve that releases the operating force in the direction, and an actuator that controls the opening / closing operation of the opening / closing valve.
  • a pressure-accumulating fuel supply device that includes an injector configured to include an ejector and returns the fuel leaked from the back pressure control chamber to a low pressure source via a return pipe connected to the injector.
  • a throttle means for reducing the passage area is provided at a part downstream of the part where the fuel leaking from the plurality of injectors joins, so that the pressure fluctuation in the return pipe is reduced to exceed the atmospheric pressure.
  • the pressure pulsation acting on the actuator of the injector can be reduced.
  • a stable movement of the actuator of each injector can be ensured, so that the variation in the amount of oil injected from each injector can be suppressed, and the occurrence of cavitation in the return pipe can be prevented.
  • the return pipe is constituted by a common pipe to which a plurality of injectors are connected, and the throttle means for reducing the passage area is provided between the respective injectors, the pressure in the return pipe can be maintained at atmospheric pressure or higher.
  • the pressure pulsation generated at the time of injector injection can be transmitted to the adjacent injectors, and it is possible to suppress variations in the amount of injection from each injector.
  • the return pipe is composed of a plurality of branch pipes connected to the injectors and a collecting pipe connected to these branch pipes, and different injectors with different injection timings are connected to different branch pipes, This makes it less likely to be affected by the previous injection, thereby reducing variations in the amount of oil injected from each injector.
  • the return pipe is constituted by a soft tube that can be elastically deformed by the pressure of fuel oil leaking from the back pressure control chamber of the injector, the pressure pulsation generated at the time of injection of each injector is absorbed by the return pipe.
  • the pressure pulsation in the return pipe can be terminated before another injector ejects, and the variation in the amount of oil injected from each injector can be suppressed.

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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)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne appareil d'injection de combustible à accumulation capable de supprimer une variation de la quantité d'huile injectée à partir des injecteurs, par réduction de la pulsation de pression dans des tuyaux de retour reliés aux injecteurs. Cet appareil d'injection de combustible à accumulation possède une pluralité d'injecteurs (4) destinés à injecter le combustible à haute pression accumulé dans une rampe commune (3) dans les cylindres d'un moteur à combustion interne, peut réguler l'injection à partir des injecteurs (4) par régulation des pressions dans les chambres de régulation de la contre-pression, ainsi que renvoyer l'huile combustible qui a fui des chambres de régulation de la contre-pression vers un contenant de combustible (1) à travers un tuyau de retour (8) relié aux injecteurs (4). Un orifice (56) limitant une zone de passage est installé dans le tuyau de retour (8) du côté aval d'une partie dans laquelle se réunissent les fuites d'huile combustible provenant de la pluralité d'injecteurs (4), et cet orifice peut être placé entre les injecteurs et le tuyau de retour. Les injecteurs possédant différentes synchronisations d'injection peuvent être reliés aux différents tuyaux, et le tuyau de retour peut être formé d'un tuyau souple.
PCT/JP2002/005714 2001-07-10 2002-06-10 Appareil d'injection de combustible a accumulation WO2003008795A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2001-208938 2001-07-10
JP2001208938A JP2003021017A (ja) 2001-07-10 2001-07-10 蓄圧式燃料噴射装置

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WO2003008795A1 true WO2003008795A1 (fr) 2003-01-30

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WO (1) WO2003008795A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1361359A1 (fr) * 2002-04-23 2003-11-12 Robert Bosch Gmbh Dispositif d'injection de carburant pour moteurs à combustion interne
WO2005001280A1 (fr) * 2003-06-21 2005-01-06 Robert Bosch Gmbh Systeme d'injection de carburant a ondes de pression reduites dans la conduite de retour
WO2005010351A1 (fr) * 2003-07-17 2005-02-03 Robert Bosch Gmbh Systeme d'injection de carburant pour moteurs a combustion interne
WO2005038237A1 (fr) * 2003-09-19 2005-04-28 Robert Bosch Gmbh Systeme d'injection de carburant pour un moteur a combustion interne
DE102005023179B3 (de) * 2004-12-15 2006-06-22 Siemens Ag Einspritzventil mit einem erhöhten Druck im Ablaufraum
WO2011136237A1 (fr) 2010-04-26 2011-11-03 株式会社日本触媒 Poly(acide acrylique) ou sel de celui-ci, résine absorbant l'eau à base de poly(acide acrylique) ou de sel de celui-ci et son procédé de production
US9518133B2 (en) 2009-02-06 2016-12-13 Nippon Shokubai Co., Ltd. Hydrophilic polyacrylic acid (salt) resin and manufacturing method thereof
CN114165378A (zh) * 2021-12-17 2022-03-11 中国船舶重工集团公司第七一一研究所 蓄压限流式喷油器以及维护方法

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DE10323177A1 (de) * 2003-05-22 2004-12-09 Robert Bosch Gmbh Kraftstoffeinspritzsystem für Brennkraftmaschinen
JP2005069135A (ja) 2003-08-26 2005-03-17 Toyota Motor Corp 燃料噴射装置
DE10360334A1 (de) * 2003-12-20 2005-07-14 Robert Bosch Gmbh Kraftstoffrücklaufsystem mit Drossel
JP4532398B2 (ja) * 2005-12-08 2010-08-25 トヨタ自動車株式会社 燃料噴射装置
JP2007263052A (ja) * 2006-03-29 2007-10-11 Mitsubishi Fuso Truck & Bus Corp 燃料噴射装置の燃料リターン路構造
KR100802284B1 (ko) 2006-10-18 2008-02-11 지멘스 오토모티브 주식회사 엘피아이 차량의 연료 공급 시스템의 제어 장치
JP4868524B2 (ja) * 2007-04-09 2012-02-01 ボッシュ株式会社 燃料噴射弁
DE102007052092B4 (de) * 2007-10-31 2011-06-01 Continental Automotive Gmbh Verfahren und Kraftstoffsystem zum Steuern der Kraftstoffzufuhr für eine Brennkraftmaschine
JP5093212B2 (ja) * 2009-10-23 2012-12-12 株式会社デンソー 燃料噴射弁
JP6073490B2 (ja) * 2012-11-05 2017-02-01 デルファイ・インターナショナル・オペレーションズ・ルクセンブルク・エス・アー・エール・エル 三方向弁組立体

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1361359A1 (fr) * 2002-04-23 2003-11-12 Robert Bosch Gmbh Dispositif d'injection de carburant pour moteurs à combustion interne
WO2005001280A1 (fr) * 2003-06-21 2005-01-06 Robert Bosch Gmbh Systeme d'injection de carburant a ondes de pression reduites dans la conduite de retour
WO2005010351A1 (fr) * 2003-07-17 2005-02-03 Robert Bosch Gmbh Systeme d'injection de carburant pour moteurs a combustion interne
WO2005038237A1 (fr) * 2003-09-19 2005-04-28 Robert Bosch Gmbh Systeme d'injection de carburant pour un moteur a combustion interne
US7219654B2 (en) 2003-09-19 2007-05-22 Robert Bosch Gmbh Fuel injection device for an internal combustion engine
DE102005023179B3 (de) * 2004-12-15 2006-06-22 Siemens Ag Einspritzventil mit einem erhöhten Druck im Ablaufraum
US9518133B2 (en) 2009-02-06 2016-12-13 Nippon Shokubai Co., Ltd. Hydrophilic polyacrylic acid (salt) resin and manufacturing method thereof
WO2011136237A1 (fr) 2010-04-26 2011-11-03 株式会社日本触媒 Poly(acide acrylique) ou sel de celui-ci, résine absorbant l'eau à base de poly(acide acrylique) ou de sel de celui-ci et son procédé de production
CN114165378A (zh) * 2021-12-17 2022-03-11 中国船舶重工集团公司第七一一研究所 蓄压限流式喷油器以及维护方法
CN114165378B (zh) * 2021-12-17 2022-11-29 中国船舶重工集团公司第七一一研究所 蓄压限流式喷油器以及维护方法

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