WO2013107671A1 - Système d'injection à rampe commune pour moteur à combustion interne - Google Patents

Système d'injection à rampe commune pour moteur à combustion interne Download PDF

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Publication number
WO2013107671A1
WO2013107671A1 PCT/EP2013/050262 EP2013050262W WO2013107671A1 WO 2013107671 A1 WO2013107671 A1 WO 2013107671A1 EP 2013050262 W EP2013050262 W EP 2013050262W WO 2013107671 A1 WO2013107671 A1 WO 2013107671A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure pump
fuel
injection system
internal combustion
pump
Prior art date
Application number
PCT/EP2013/050262
Other languages
German (de)
English (en)
Inventor
Thomas Schmidbauer
Original Assignee
Continental Automotive 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 Continental Automotive Gmbh filed Critical Continental Automotive Gmbh
Priority to EP13700090.7A priority Critical patent/EP2766594B1/fr
Priority to KR1020147023145A priority patent/KR101980363B1/ko
Publication of WO2013107671A1 publication Critical patent/WO2013107671A1/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
    • 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
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically

Definitions

  • the invention relates to a common rail injection system in which individual pump strokes of a high pressure fuel pump can be selectively switched on and / or off, in other words, the invention relates to a selective injection common rail injection system - And shutdown of individual pump strokes of a high-pressure pump, in particular by means of a digital inlet valve (DIV).
  • DIV digital inlet valve
  • Common rail injection systems are fuel injection systems for internal combustion engines in which a high pressure pump compresses the fuel to a high pressure level and this highly compressed fuel is introduced into a common rail. From the distributor pipe, so-called injectors are fed, via which the highly compressed fuel is injected into the combustion chambers of the engine.
  • this technique permits a plurality of injection per working stroke. This allows, for example, a pre-injection of a smaller amount of fuel through which a quieter engine operation can be achieved.
  • a post-injection after the actual main injection for example, when using SCR catalysts (selective catalytic reduction), the nitrogen oxide content in the exhaust gas can be reduced.
  • the post-injection can be used to increase the energy content (calorific value) of the exhaust gas, for example, if necessary, the frbumble a
  • the high-pressure pump supplies as constant a fuel pressure as possible to the distributor tube as pressure accumulator.
  • the fuel in particular diesel fuel
  • the volume of the manifold serves as accumulator volume, over which pressure peaks can be equalized. It can be better compensated Druckspitzten, the larger the storage volume of the pressure accumulator, as a manifold, is.
  • larger volumes lead to a greater inertia of the injection system, since a correspondingly high operating pressure in the entire rail system must be established.
  • compensation of the pressure peaks within the rail system is necessary in order to avoid pressure waves at the injectors, which could uncontrollably influence the fuel quantity injected into the combustion chamber. This would adversely affect the efficiency of incineration.
  • the common-rail injection system has a fuel return system. tion from the rail system into the fuel tank. If a pressure dependent on the operating state of the internal combustion engine is built up in the distributor pipe, excess fuel is returned to the fuel tank via a pressure regulating valve. This heats the fuel, which can lead to increased wear of the fuel-carrying parts. In order to avoid damage to the system, the fuel must therefore be cooled in the return from the, for which further system components, such as Kraftstoffküh- 1er must be provided.
  • the high-pressure pump of the common-rail injection system must ensure a continuous supply of fuel to all injectors under all operating conditions of the engine (idle, part-load, full load).
  • the performance of the high-pressure pump is designed so that at any time and in any operating condition of the engine more fuel can be pumped through the high-pressure pump, as for the operation of the engine in the respective operating condition is necessary. From this it finally follows that the high-pressure pump is clearly oversized for the average normal operating state in order to be able to ensure a sufficient reserve for overfeeding even in full-load operation.
  • the high-pressure pump also means that it has a higher energy requirement, which must be provided by the internal combustion engine. This reduces the efficiency of the engine.
  • the invention thus proposes a common-rail injection system for an internal combustion engine, comprising a high-pressure pump, a distributor tube and at least one injector, wherein the high-pressure pump delivers fuel for operating the internal combustion engine into the distributor tube, which via the at least one with the distributor tube fluidically connected injector can be injected into a combustion chamber of the internal combustion engine, which is characterized in that the injection system fluidically arranged upstream of the high-pressure pump has an inlet valve, by means of which the Kraftstoffzuflus s to the high pressure pump is selectively interruptible for individual delivery cycles of the high-pressure pump.
  • the injection system By means of the injection system according to the invention, it is possible to provide an increase in the pump stroke frequency of the high-pressure pump without this increase in frequency leading to a significant increase in wear or a reduction in the service life of the pump.
  • the provision of an inlet valve upstream of the high-pressure pump makes it possible to switch it off for selective delivery cycles by interrupting the supply of fuel to the high-pressure pump.
  • the pump stroke frequency is doubled or multiplied with the same piston volume of the high-pressure pump.
  • This can be achieved, for example, by doubling or multiplying the lift cams of the camshaft of the high-pressure pump.
  • This results in the Volllastbestriebrieb the internal combustion engine, a corresponding multiplication of the provided fuel volume.
  • an inlet valve upstream of the high-pressure pump this would result on the one hand in an excessive fuel volume during idling or part-load operation of the engine and, on the other hand, a significantly higher wear on the high-pressure pump.
  • pump strokes can be selectively switched load-free by the Fuel supply to the high-pressure pump is interrupted.
  • the fuel supply to the high-pressure pump is interrupted every second pump stroke and thus the hub takes place without load.
  • the load on the high-pressure pump is significantly reduced, whereby the usually associated with the increase of Pumpenhubfreguenz greater wear can be reduced.
  • the high-pressure pump is a multi-piston pump and the fuel flow to the individual pistons is selectively interruptible by means of the inlet valve.
  • the power of the pump can be multiplied in full-load operation, without requiring an increase in the pump volume.
  • the load can be evenly distributed to the piston of the multi-piston pump and excessive wear of individual pistons is avoided. It may be provided in a further embodiment of the invention that a multi-piston high-pressure pump for each piston, a separate inlet valve is provided.
  • the inlet valve is a solenoid valve or a piezoelectric valve.
  • the inlet valve is a valve with a digital control (DIV, Digital Jnlet Valve). This allows the integration of the control of the intake valve in the engine management of modern internal combustion engines.
  • the inlet valve is controllable via a control unit (ECU, Electonic Control Unit) of the injection system as a function of the operating state of the internal combustion engine.
  • ECU Electonic Control Unit
  • the delivery rate of the high-pressure pump is possible directly via the control unit of the injection system, which makes it possible to regulate the delivery rate as a function of the characteristic diagram of the engine control unit.
  • a further advantage of the present invention is the increased delivery accuracy in the operating state of the minimum quantity delivery of the high-pressure pump or of the minimum quantity consumption of the internal combustion engine.
  • the actual hydraulic delivery per pump stroke at the pump output always deviates slightly from the target value specified by the ECU. This deviation increases in proportion to the nominal delivery capacity of the high-pressure pump, the smaller the delivery capacity currently called itself. Due to the load-free switching of individual pump strokes, the delivery deviation can advantageously be significantly reduced with minimum delivery, whereby the high pressure-side pressure control in the common rail injection system is simplified.
  • a high pressure pump for a common rail injection system of an internal combustion engine having a manifold and at least one injector.
  • the high-pressure pump promotes fuel for operating the internal combustion engine in the common rail injection system, in particular in the manifold, which can be injected via the at least one fluidically connected to the manifold injector in a combustion chamber of the internal combustion engine (800).
  • the high-pressure pump to an inlet valve, which is arranged in particular in terms of flow in front of the high-pressure pump, by means of which the Kraftstoffzuflus s to the high-pressure pump is selectively interruptible for individual delivery cycles of the high-pressure pump.
  • a motor vehicle which has a common-rail injection system described above or a high-pressure pump described above.
  • the invention further relates to a method for operating a common-rail injection system for an internal combustion engine, wherein a high-pressure pump delivers fuel for operation of the internal combustion engine in a manifold, which is injected by means of a fluidically connected to the manifold injector in a combustion chamber of the internal combustion engine, which is characterized in that the fuel flow to the high pressure pump is selectively interrupted for individual delivery cycles of the high pressure pump.
  • the method according to the invention it is possible by means of the method according to the invention to provide an increase in the pump stroke frequency of the high-pressure pump, without this increase in frequency leading to a significant increase in wear or a reduction in the service life of the pump.
  • This allows the safe fuel supply even larger combustion engines with relatively small-volume high-pressure pumps.
  • the fuel inflow to the high-pressure pump is interrupted as a function of the operating state of the engine.
  • the high-pressure pump is operated with a pump stroke frequency which corresponds to a multiple of the injection frequency and part of the pump stroke cycles are switched load-free in the partial load or idle mode by the interruption of the fuel supply to the injection pump.
  • the high-pressure pump is a multi-piston pump and the fuel flow to the individual pistons is selectively interrupted by means of the inlet valve.
  • the power of the pump can be multiplied in full load operation, without requiring an increase in the pump volume.
  • Fig. 1 shows a schematic representation of a common rail injection system according to the invention
  • FIG. 2 shows the pumping cycle resulting from the profile of a camshaft of a high-pressure pump
  • FIG. 3 shows the delivery curve resulting from the load-free switching of individual pump strokes of a high-pressure pump.
  • FIG. 1 shows a schematic representation of a common rail injection system 100 according to an embodiment of the invention.
  • Fuel is withdrawn from a fuel tank 200 from a fuel pump 300 via a fuel line 210. Via a fuel line 310, the fuel is fed by means of the fuel pump 300 to an inlet valve 400.
  • the intake valve 400 regulates the flow of fuel via a fuel line 410 to a high-pressure pump 500. In this case, the intake valve 400 may also be an integral part of the high-pressure pump 500.
  • the compressed fuel is conveyed via a high-pressure line 510 to a distributor pipe (rail) 600, from where it reaches the injectors 700 via high-pressure lines 610.
  • the compressed fuel is injected into the combustion chambers of an internal combustion engine 800 via the injectors 700.
  • the manifold 600 is over a
  • Fuel return line 620 connected to the fuel tank. Via the fuel return line 620 excess fuel is returned from the manifold 600 to the fuel tank.
  • the injection system 100 is controlled by a control device (ECU) 900, which is signal-connected via at least the injectors 700 and the inlet valve 400 via control lines 910.
  • ECU control device
  • the high-pressure pump operates with a pump stroke frequency which corresponds to a multiple of the injection frequency of the fuel injected via the injectors 700 into the combustion chambers of the internal combustion engine 900. speaks. This ensures that the high-pressure pump 500 promotes sufficient fuel into the distributor tube 600 even in the case of full-load operation of the internal combustion engine 900.
  • the fuel flow to the high-pressure pump 500 may be selectively interrupted by means of the intake valve 400 for individual pump strokes of the high-pressure pump 500. As a result, these pump strokes are switched load-free and do not deliver fuel into the manifold 600. Excessive fuel return via line 620 can thereby be avoided. This also avoids excessive loading and, if necessary, accompanying increased wear of the high-pressure pump 500.
  • the inlet valve 400 may, for example, as a digital
  • controllable solenoid or piezoelectric valve i.e., as a DIV
  • the control unit receives a further characteristic curve, which can be taken into account for the optimized control of the internal combustion engine.
  • Fig. 2 shows the pump cycle resulting from profiles of camshafts of high pressure pumps.
  • the pump cycle curve 535 results.
  • the stroke of the pump piston depends on the distance from the top dead center to the bottom dead center of the camshaft.
  • the cycle from top dead center to bottom dead center and back to top dead center corresponds to a pump cycle.
  • FIG. 3 shows the delivery curve resulting from the load-free switching of individual pump strokes of a high-pressure pump.
  • Curve 550 shows the delivery rate of a high pressure pump with a 2 cam camshaft as shown at 530 in FIG.
  • Curve 570 shows the capacity of a pump of equal pump volume with a 4 cam camshaft as shown at 540 in FIG.
  • the capacity 570 of the 4-cam camshaft is significantly too large for the part-load or idling operation of an internal combustion engine. Therefore, it is provided according to the invention that pump cycles of a high-pressure pump are selectively switched free of load, that is to say the fuel supply to the high-pressure pump is interrupted for selective pump strokes.
  • the delivery rate in this case is between the delivery line of the double-lobe high-pressure pump of the same volume and the full delivery, ie the delivery without interrupting the fuel supply to the high-pressure pump, a volume-identical 4-cam high-pressure pump. This makes it possible to safely supply even with relatively small-volume high-pressure pumps larger internal combustion engines with fuel, whereby the efficiency of the internal combustion engine can be increased overall.

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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 concerne un système d'injection à rampe commune d'un moteur à combustion interne. Selon l'invention, un système d'injection à rampe commune (100) d'un moteur à combustion interne comporte une pompe à haute pression (500), un tuyau collecteur (600) et au moins un injecteur (700). La pompe à haute pression refoule le carburant permettant de faire fonctionner le moteur à combustion interne (800) dans le tuyau collecteur, ledit carburant pouvant être injecté par le ou les injecteurs, reliés au tuyau collecteur selon la technique des fluides, dans une chambre de combustion du moteur à combustion interne. L'invention est caractérisée en ce que le système d'injection comporte une soupape d'admission (400) disposée en amont de la pompe à haute pression selon la technique des fluides, ladite soupape d'admission permettant d'interrompre l'afflux de carburant en direction de la pompe à haute pression de façon sélective pour certains cycles de refoulement de la pompe à haute pression.
PCT/EP2013/050262 2012-01-19 2013-01-09 Système d'injection à rampe commune pour moteur à combustion interne WO2013107671A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP13700090.7A EP2766594B1 (fr) 2012-01-19 2013-01-09 Système d'injection à rampe commune pour moteur à combustion interne
KR1020147023145A KR101980363B1 (ko) 2012-01-19 2013-01-09 내연 기관용 커먼 레일 분사 시스템

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012200764A DE102012200764B3 (de) 2012-01-19 2012-01-19 Common-Rail-Einspritzsystem für einen Verbrennungsmotor
DE102012200764.4 2012-01-19

Publications (1)

Publication Number Publication Date
WO2013107671A1 true WO2013107671A1 (fr) 2013-07-25

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PCT/EP2013/050262 WO2013107671A1 (fr) 2012-01-19 2013-01-09 Système d'injection à rampe commune pour moteur à combustion interne

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Country Link
EP (1) EP2766594B1 (fr)
KR (1) KR101980363B1 (fr)
DE (1) DE102012200764B3 (fr)
WO (1) WO2013107671A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105593500A (zh) * 2013-07-18 2016-05-18 大陆汽车有限公司 用于驱动内燃机的燃料喷射系统的方法
CN112443436A (zh) * 2019-09-03 2021-03-05 普拉特 - 惠特尼加拿大公司 具有喷射泵的共轨燃料系统以及其使用方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014220389B4 (de) 2014-10-08 2019-10-10 Continental Automotive Gmbh Anordnung und Verfahren zur Nutzung von Bremsenergie in einem Kraftstoffsystem

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19708152A1 (de) * 1996-07-08 1998-01-15 Mitsubishi Electric Corp Kraftstoffeinspritzsystem
DE102004023962A1 (de) * 2004-05-14 2005-12-01 Robert Bosch Gmbh Verfahren zum Ansteuern einer Kraftstoffhochdruckpumpe einer Brennkraftmaschine und Kraftstoffeinspritzsystem für eine Brennkraftmaschine
EP2037111A1 (fr) * 2007-09-13 2009-03-18 Magneti Marelli Powertrain S.p.A. Procédé de commande pour un système d'injection directe à rampe d'alimentation commune comprenant une soupape d'arrêt pour commander le débit d'une pompe à carburant à haute pression

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10153189A1 (de) * 2001-10-27 2003-05-15 Bosch Gmbh Robert Kraftstoffpumpe, Kraftstoffsystem, Verfahren zum Betreiben eines Kraftstoffsystems sowie Brennkraftmaschine
DE102007059731A1 (de) * 2006-12-15 2008-07-03 GM Global Technology Operations, Inc., Detroit Verfahren zur Steuerung einer anforderungsbasierten Kraftstoffpumpe

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19708152A1 (de) * 1996-07-08 1998-01-15 Mitsubishi Electric Corp Kraftstoffeinspritzsystem
DE102004023962A1 (de) * 2004-05-14 2005-12-01 Robert Bosch Gmbh Verfahren zum Ansteuern einer Kraftstoffhochdruckpumpe einer Brennkraftmaschine und Kraftstoffeinspritzsystem für eine Brennkraftmaschine
EP2037111A1 (fr) * 2007-09-13 2009-03-18 Magneti Marelli Powertrain S.p.A. Procédé de commande pour un système d'injection directe à rampe d'alimentation commune comprenant une soupape d'arrêt pour commander le débit d'une pompe à carburant à haute pression

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105593500A (zh) * 2013-07-18 2016-05-18 大陆汽车有限公司 用于驱动内燃机的燃料喷射系统的方法
CN112443436A (zh) * 2019-09-03 2021-03-05 普拉特 - 惠特尼加拿大公司 具有喷射泵的共轨燃料系统以及其使用方法

Also Published As

Publication number Publication date
KR101980363B1 (ko) 2019-05-20
KR20140117577A (ko) 2014-10-07
DE102012200764B3 (de) 2013-07-11
EP2766594A1 (fr) 2014-08-20
EP2766594B1 (fr) 2018-03-28

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