WO2012072346A1 - Système d'injection de carburant pour moteur à combustion interne - Google Patents

Système d'injection de carburant pour moteur à combustion interne Download PDF

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Publication number
WO2012072346A1
WO2012072346A1 PCT/EP2011/068717 EP2011068717W WO2012072346A1 WO 2012072346 A1 WO2012072346 A1 WO 2012072346A1 EP 2011068717 W EP2011068717 W EP 2011068717W WO 2012072346 A1 WO2012072346 A1 WO 2012072346A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
fuel
pump
injection system
fuel injection
Prior art date
Application number
PCT/EP2011/068717
Other languages
German (de)
English (en)
Inventor
Andreas Roth
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2012072346A1 publication Critical patent/WO2012072346A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/046—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into both the combustion chamber and the intake conduit
    • 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
    • F02M63/0275—Arrangement of common rails
    • F02M63/0285—Arrangement of common rails having more than one common rail
    • F02M63/029—Arrangement of common rails having more than one common rail per cylinder bank, e.g. storing different fuels or fuels at different pressure levels per cylinder bank
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/462—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down
    • F02M69/465—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down of fuel rails

Definitions

  • the invention relates to a fuel injection system for an internal combustion engine, in particular a gasoline engine, with a high-pressure pump for conveying fuel in a high-pressure region before at least one high-pressure injection valve under high pressure and a low pressure region for supplying
  • Fuel at low pressure before at least one low pressure injector Furthermore, the invention relates to an internal combustion engine, in particular a gasoline engine, with such a fuel injection system and a method for operating such a fuel injection system, in particular a dual fuel injection system.
  • a fuel injection system or “dual-injection system” is understood to mean a fuel injection system that is suitable for combustion
  • liquid fuel in particular gasoline
  • PFI port fuel injection
  • DI direct injection
  • the injection systems have to generate the low pressure on a low pressure pump, which also provides the fuel for a high pressure pump at the same time.
  • High pressure pump then generates the high pressure for the high pressure area.
  • Fuel valves supplies. As a rule, this increased supply pressure is sufficient to start the internal combustion engine in the shortest possible time.
  • DE 10127516 A1 discloses a fuel system of an internal combustion engine comprising a fuel tank. Furthermore, at least one fuel pump is provided. With an outlet of the fuel pump is a fuel
  • DE 10361579 A1 discloses a device for generating a
  • Injection pressure is injected with the fuel in at least one combustion chamber of an internal combustion engine.
  • the device further comprises a
  • Low-pressure pump which promotes fuel from a fuel supply with a pre-pressure
  • a first high pressure pump which promotes the pre-conveyed fuel with an increased pressure to an injection device.
  • the device is characterized by a second high-pressure pump which, at a start of the internal combustion engine, also conveys the fuel, which is delivered with admission pressure, to the injection device at an increased pressure.
  • a first fuel pump works to eliminate problems during the starting process and at high fuel temperature with increased delivery capacity.
  • DE 10223077 A1 discloses a fuel injection system with a prefeed pump and a high-pressure pump, wherein between the
  • a low-pressure accumulator is provided.
  • the running time of the prefeed pump can be reduced and thus the energy requirement of the fuel injection system can be reduced.
  • a fuel injection system for an internal combustion engine in particular a gasoline engine, is provided with a high-pressure pump for delivering fuel to a high-pressure region upstream of at least one high-pressure injection valve under high pressure and a low-pressure region for supplying low-pressure fuel to at least one low-pressure injection valve.
  • the high-pressure pump is driven or designed so that they only from an idle speed of the internal combustion engine
  • the fuel injection system includes a high pressure and a high pressure
  • Tank preferably by means of a low-pressure pump, is supplied.
  • the high pressure area is preceded by a high pressure pump, which increases the pressure of the fuel for the Dl range, namely for the high pressure injection. That is, the fuel passes through the low-pressure pump either to the low-pressure injectors and / or as pre-conveyed quantity
  • High pressure pump Preferably, in the main conveying direction of the fuel, a line from the low-pressure pump initially leads to a branch, from which one branch in each case to the high-pressure pump, that is to the high-pressure region, and a line to the low-pressure injection valves.
  • the high pressure pump is designed or controlled by means of a control unit such that the high pressure pump only from the
  • the high-pressure pump thus has a reduced delivery capacity at a lower speed.
  • An idling is understood to mean the operation of the internal combustion engine in which the engine does no work, that is, the engine is running without load. So that the engine keeps a certain engine-specific idling speed and does not come to a standstill, a small amount of a fuel-air mixture, the so-called idle gas is supplied during idling.
  • a fuel injection system which has a very simple structure and is inexpensive to manufacture.
  • the high-pressure pump is equipped with a significantly reduced range of functions. In particular, the possibility of a high-pressure start is dispensed with.
  • the high-pressure region which is preferably designed as a so-called high-pressure rail, is preferably a
  • an increase of the charge can take place with predominant direct injection.
  • double injection is preferably carried out to improve the so-called knock properties.
  • An uncontrolled combustion or auto-ignition of the fuel essentially becomes avoided. This leads to an under-consumption of fuel, so to a consumption advantage, as well as to a torque gain.
  • a so-called scavenging may preferably take place, with fresh and exhaust gases being mixed in a space between cylinder outlets and a turbocharger. This is preferably achieved by means of an overlap of discharge and inlet times of the gases. While an exhaust valve is still open, already opens a corresponding inlet valve, so that fresh gas flows into the combustion chamber of the cylinder. If the fresh gas mixes with the exhaust gases of the other cylinders, there is an increase in the oxygen content and thus a post-combustion of the gases. This effect is already at low engine speed, the exhaust gas volume and thus the speed of the
  • Turbocharger increased.
  • the afterburning of the exhaust gases with fresh air leads to improved exhaust gas values.
  • the charge pressure is increased as a result of the increase in the turbocharger speed at low engine speed and thus also the filling of the cylinder with fresh gas. This increases the efficiency of the combustion and thus the torque and the power of the engine.
  • the high-pressure pump is advantageously designed as a piston pump.
  • This piston pump is preferably compared to conventional ones
  • Piston pumps formed smaller, reducing costs in the production of
  • the high-pressure pump is designed as a rotor pump.
  • a rotor pump can also be used as an alternative to a piston pump.
  • the rotor pump delivers the fuel substantially uniformly.
  • the rotor pump which is preferably two gears and a Enclosed with inlet and outlet, is robust and inexpensive due to the simple structure.
  • pressure pulsations in the low pressure range can be damped by using a rotor pump as a high pressure pump.
  • the rotor pump is preferably designed as a planetary rotor pump.
  • the high pressure pump is driven or designed such that the pumped amount of fuel from the idle speed, the maximum fuel demand of
  • High-pressure pump reduced from idle speed of the engine to about one-time the required amount of fuel at full load operation of the engine. By contrast, no high-pressure injection is necessary below the idling speed.
  • the use of a rotor pump is particularly advantageous. There are advantageously reduced requirements for the
  • the high-pressure pump is driven or designed such that in
  • High pressure range a high pressure of less than 100 bar is set.
  • a mechanical pressure regulator is preferably present in the high pressure fuel system.
  • the regulator affects the amount of fuel delivered to the high pressure pump, or the regulator relieves the excess flow delivered by the high pressure pump back into the low pressure circuit, or the pressure regulator combines these two principles.
  • the pressure regulator in the fuel injection system in particular in
  • High-pressure region in the present case can be designed mechanically, since a constant pressure in the high-pressure region is sufficient.
  • Pressure regulator is particularly cost effective in procurement. A so-called pressure holding or integrating a pressure accumulator is not necessary. Furthermore, in particular a high-pressure sensor can be dispensed with, which furthermore leads to a cost reduction.
  • the output stage of the at least one high-pressure injection valve may be formed with or without booster.
  • the high-pressure injectors are preferably the
  • Fuel quantity requirement of the internal combustion engine adjusted for Dl operation of the engine in full load may be increased by a e.g. 10% PFI content should be reduced to prevent coking. This results in lower demands on the Zumess Colour.
  • the object of the invention is also achieved by means of an internal combustion engine, in particular a gasoline engine, with such a fuel injection system according to the invention, with corresponding advantages, as mentioned above, can be achieved.
  • the method comprises the following steps:
  • Fuel injection system is provided a method that makes the operation of the fuel injection system very cost-effective.
  • Fig. 1 is a diagram of an embodiment of a
  • Fuel injection system according to the invention.
  • Fig. 1 is a fuel injection system 10 according to the invention
  • the line 16 serves as a supply line to a low pressure region 18 and a high pressure region 20 of the
  • Fuel injection system 10 On the line 16, a pressure regulator 22 is provided, by means of which the pressure in the conduit 16 can be kept substantially constant.
  • the pressure regulator 22 thus serves as an overpressure protection, that is, it is adapted to limit the present in the line 16 pressure to a predetermined maximum pressure.
  • a line 24 leads directly to the low-pressure region 18, so that there prevails the above-mentioned, provided by the low-pressure pump 14 pressure of about 5 bar.
  • the low-pressure region 18, which is designed tubular as a so-called low-pressure rail four low-pressure injectors 26 are provided, of which the fuel, in this case gasoline, in a (not shown) intake manifold of an associated internal combustion engine can be injected (port fuel injection, PFI).
  • a line 28 wherein in this line 28, a high pressure pump 30 incl.
  • Pressure control is arranged by means of which the pressure of about 5 bar from the line 16 to preferably below 100 bar is raised and regulated.
  • the associated fuel is then at the high pressure region 20, the is also designed as a tubular pressure chamber or as a so-called high-pressure rail, injected at four high-pressure injectors 32 directly in (not shown) cylinder of the internal combustion engine. This is also called
  • Direct injection direct injection, DI
  • the low-pressure pump 14 is preferably designed as an electrically driven pump and the high-pressure pump 30 in particular as a mechanically driven by a camshaft pump.
  • the preferably integrated in the high-pressure pump 30 pressure control is usually carried out via a demand-based quantity control means of a quantity control valve (MSV).
  • MSV quantity control valve
  • the MSV shifts the unneeded high pressure fuel back into the low pressure system.
  • the pressure control can also be purely mechanical and, for example, adjust the amount of fuel supplied to the high-pressure pump or let the amount pumped too much through the high-pressure pump flow back into the low-pressure circuit or combine both principles.
  • the high pressure pump 30 may not deliver fuel into the high pressure region 20. Accordingly, at each stroke of the high-pressure pump 30, the total quantity of fuel sucked back is preferably pushed back into the intake line 16 and thus to the so-called pressure side of the low-pressure pump 14.
  • the high-pressure pump 30 is designed or controlled by a control unit such that it can only promote or promote the engine fuel requirement from the idling speed.
  • the possibility of a high-pressure start of the engine is dispensed with. So there is a reduced capacity, that is, a significantly reduced functionality of the
  • High-pressure pump 30 before The pump 30 promotes at a cranking speed, which is lower than the idle speed, no or not enough fuel to cover the engine needs. In these cases, the engine fuel requirement is completely covered by PFI injections.
  • the amount of fuel that can be conveyed by the high-pressure pump 30 from the idling speed is the maximum engine requirement Quantity at full load operation of the internal combustion engine.
  • the high-pressure rail is designed for a volume flow in normal operation without start.
  • the high-pressure pump 30 may therefore be formed as a piston pump 30 or as a rotor pump 30, such as a planetary rotor pump 30.
  • Piston pump 30 is used, it is designed smaller than in conventional fuel injection systems 10. These pump types have a simple construction in a small footprint and are also very cost-effective. During high-pressure injection, ie during Dl operation, the following operating modes are available, among others:
  • Catalyst heating may occur by means of a so-called homogeneous-split operation, thereby reducing emissions after engine start-up.
  • Exhaust gases are mixed in a space between cylinder outlets and a turbocharger.
  • an afterburning of the exhaust gases with fresh air leads to improved exhaust gas values.
  • the charge pressure is increased as a result of an increase in the turbocharger speed at low engine speed and thus also the filling of the cylinder with fresh gas. This increases the
  • a mechanical pressure regulator is interposed, which keeps the fuel pressure at a defined and constant level; on a high pressure sensor can be omitted.
  • the high pressure injectors 32 that is, the high pressure injector output stages, are adapted for high pressure operation at full load of the engine, and high pressure operation may be reduced by a 10% PFI ratio to prevent coking.

Landscapes

  • 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 concerne un système d'injection de carburant (10) pour un moteur à combustion interne, notamment un moteur à essence, comprenant une pompe haute pression (30) destinée à refouler du carburant dans une zone haute pression (20) devant au moins un injecteur de carburant haute pression (32) sous haute pression et une zone basse pression (18) pour l'alimentation en carburant sous basse pression devant au moins un injecteur de carburant basse pression (26). Selon l'invention, la pompe haute pression (30) est conçue et commandée de façon à ne pouvoir refouler ou à refouler le carburant nécessaire au moteur à combustion interne qu'à partir de la vitesse de ralenti du moteur à combustion interne.
PCT/EP2011/068717 2010-11-29 2011-10-26 Système d'injection de carburant pour moteur à combustion interne WO2012072346A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010062126A DE102010062126A1 (de) 2010-11-29 2010-11-29 Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE102010062126.9 2010-11-29

Publications (1)

Publication Number Publication Date
WO2012072346A1 true WO2012072346A1 (fr) 2012-06-07

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ID=44863037

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2011/068717 WO2012072346A1 (fr) 2010-11-29 2011-10-26 Système d'injection de carburant pour moteur à combustion interne

Country Status (2)

Country Link
DE (1) DE102010062126A1 (fr)
WO (1) WO2012072346A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3279461A1 (fr) 2016-08-03 2018-02-07 Continental Automotive GmbH Ensemble de vanne pour vanne d'injection destinée à un moteur à combustion
DE102019003464A1 (de) * 2019-05-15 2020-11-19 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine eines Kraftfahrzeugs

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19539885A1 (de) 1995-05-26 1996-11-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
DE19818421A1 (de) 1998-04-24 1999-10-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage einer Brennkraftmaschine
DE10127516A1 (de) 2001-06-06 2002-12-12 Bosch Gmbh Robert Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine sowie Kraftstoffsystem für eine Brennkraftmaschine
DE10223077A1 (de) 2002-05-24 2003-12-11 Bosch Gmbh Robert Kraftstoffeinspritzsystem für Brennkraftmaschinen mit Niederdruckspeicher
DE10361579A1 (de) 2003-12-23 2005-07-21 Robert Bosch Gmbh Vorrichtung und Verfahren zur Erzeugung eines Einspritzdruckes
WO2006103902A1 (fr) * 2005-03-29 2006-10-05 Toyota Jidosha Kabushiki Kaisha Dispositif de controle d’injection de carburant pour un moteur
US20060272618A1 (en) * 2005-06-07 2006-12-07 Toyota Jidosha Kabushiki Kaisha Control apparatus for internal combustion engine
WO2007004379A1 (fr) * 2005-07-06 2007-01-11 Toyota Jidosha Kabushiki Kaisha Systeme de carburant pour moteur a combustion interne
EP2157318A2 (fr) * 2008-08-18 2010-02-24 ZF Friedrichshafen AG Dispositif d'alimentation hydraulique
DE102008042604A1 (de) * 2008-10-06 2010-04-08 Robert Bosch Gmbh Kraftstoff-Einspritzsystem und Verfahren zum Betreiben einer Brennkraftmaschine
DE102008044056A1 (de) * 2008-11-25 2010-05-27 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19539885A1 (de) 1995-05-26 1996-11-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
DE19818421A1 (de) 1998-04-24 1999-10-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage einer Brennkraftmaschine
DE10127516A1 (de) 2001-06-06 2002-12-12 Bosch Gmbh Robert Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine sowie Kraftstoffsystem für eine Brennkraftmaschine
DE10223077A1 (de) 2002-05-24 2003-12-11 Bosch Gmbh Robert Kraftstoffeinspritzsystem für Brennkraftmaschinen mit Niederdruckspeicher
DE10361579A1 (de) 2003-12-23 2005-07-21 Robert Bosch Gmbh Vorrichtung und Verfahren zur Erzeugung eines Einspritzdruckes
WO2006103902A1 (fr) * 2005-03-29 2006-10-05 Toyota Jidosha Kabushiki Kaisha Dispositif de controle d’injection de carburant pour un moteur
US20060272618A1 (en) * 2005-06-07 2006-12-07 Toyota Jidosha Kabushiki Kaisha Control apparatus for internal combustion engine
WO2007004379A1 (fr) * 2005-07-06 2007-01-11 Toyota Jidosha Kabushiki Kaisha Systeme de carburant pour moteur a combustion interne
EP2157318A2 (fr) * 2008-08-18 2010-02-24 ZF Friedrichshafen AG Dispositif d'alimentation hydraulique
DE102008042604A1 (de) * 2008-10-06 2010-04-08 Robert Bosch Gmbh Kraftstoff-Einspritzsystem und Verfahren zum Betreiben einer Brennkraftmaschine
DE102008044056A1 (de) * 2008-11-25 2010-05-27 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung

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