EP0968367A1 - Systeme d'injection de carburant pour un moteur a combustion interne - Google Patents

Systeme d'injection de carburant pour un moteur a combustion interne

Info

Publication number
EP0968367A1
EP0968367A1 EP98919115A EP98919115A EP0968367A1 EP 0968367 A1 EP0968367 A1 EP 0968367A1 EP 98919115 A EP98919115 A EP 98919115A EP 98919115 A EP98919115 A EP 98919115A EP 0968367 A1 EP0968367 A1 EP 0968367A1
Authority
EP
European Patent Office
Prior art keywords
fuel
high pressure
pressure
leading
lines
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP98919115A
Other languages
German (de)
English (en)
Other versions
EP0968367B1 (fr
Inventor
Jörg MATTHIES
Günther Schmidt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
MTU Motoren und Turbinen Union Friedrichshafen GmbH
MTU Motoren und Turbinen Union Muenchen 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 MTU Friedrichshafen GmbH, MTU Motoren und Turbinen Union Friedrichshafen GmbH, MTU Motoren und Turbinen Union Muenchen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP0968367A1 publication Critical patent/EP0968367A1/fr
Application granted granted Critical
Publication of EP0968367B1 publication Critical patent/EP0968367B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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
    • 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
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • 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
    • F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator

Definitions

  • the invention relates to a fuel injection system for an internal combustion engine according to the preamble of claim 1.
  • fuel injection systems are increasingly being used in which fuel is supplied from a fuel supply by means of a high-pressure pump via a high-pressure line to a high-pressure accumulator.
  • the fuel is supplied from the high-pressure accumulator, which acts as an oil-elastic accumulator, via further high-pressure lines to fuel injectors, which inject the fuel into the combustion chambers of the internal combustion engine during injection processes.
  • the high-pressure accumulator was previously mainly provided in the form of a so-called common-rail rail, which is a tubular, elongate element from which the high-pressure lines supplying the individual fuel injectors branch off.
  • fuel injection systems are known in which, in addition to or instead of such a common high-pressure accumulator in the form of a common rail rail, separately provided high-pressure accumulators are provided for each fuel injector as individual accumulators.
  • Fuel injection systems in which, in addition to a common high-pressure accumulator, a separate accumulator is provided for each fuel injector are known from DE 43 41 543 AI and DE 43 41 546 AI.
  • a parallel connection comprising a check valve and a throttle which is continuous in the fuel delivery direction is provided in the high pressure line leading from the common high pressure accumulator to the high pressure accumulator provided separately for each fuel injector, as a result of which an uncontrolled backflow of fuel from the separate high pressure accumulator in the common high-pressure accumulator and an influence on the pressure in the separate pressure accumulator rooms of the other fuel injectors should be avoided, while the check valve should enable rapid refilling of the separate high-pressure accumulator from the common high-pressure accumulator.
  • Such measures to avoid mutual influence of the pressure in the separate high-pressure accumulators are not provided in the fuel injection system known from the second-mentioned publication.
  • a fuel injection system in which high pressure accumulators separately provided for each fuel injector are supplied via high pressure lines by means of a high pressure pump from a fuel supply under high pressure.
  • a check valve is connected, which serves to limit the amount of fuel flowing through during a pressure interval, which is characterized by the pressure drop occurring with the injection process or in the event of a leak. Measures by means of which a mutual influence of the pressure in the individual high-pressure accumulators should be avoided are not specified.
  • the object of the invention is to provide an improved fuel injection system for an internal combustion engine.
  • a fuel injection system for an internal combustion engine in particular a diesel engine, which contains a number of fuel injectors for injecting fuel into the combustion chambers of the internal combustion engine and a high-pressure pump which supplies the fuel injectors via a common inlet line and high-pressure lines leading to the individual fuel injectors.
  • high-pressure stores having a specific fuel storage volume are provided in the high-pressure lines leading to the fuel injectors. According to the invention it is provided that the fuel storage volume of each of the high-pressure stores between 80 and 300 times, preferably between 120 and 200 times the maximum injection quantity per
  • the diameter D 2 of the high-pressure lines leading from the common feed line to the high-pressure accumulators is dimensioned such that that the spray quantity difference between the fuel injectors assumes a minimum.
  • the invention is essentially based on the knowledge that a variation in the diameter D 2 of the high-pressure lines leading from the common feed line to the high-pressure accumulators leads within a relatively small range to a significant change in the spray quantity difference of the individual fuel injectors and a pronounced one in the range of the optimal diameter Minimum.
  • the fuel injection system can be designed so that the spray amount difference is minimal and uniform cylinder to cylinder firing pressures are achieved.
  • the minimum of the spray quantity difference means that the mutual influence of the individual pressure storage spaces also has a minimum.
  • a major advantage of the fuel injection system according to the invention is that the high-pressure lines supplying the individual high-pressure accumulators can have a small diameter and are therefore easy to bend and assemble. Another advantage is that no additional elements such as check valves are required to minimize the mutual influence of the individual high-pressure accumulators. Valves have e.g. B. due to the inertia of the moving components a delayed response, so that the spread of pressure disturbances and the mutual influence of the injectors can not be prevented.
  • the high-pressure lines supplying the individual high-pressure accumulators exert a throttling effect on the fuel flowing through, self-protection of the internal combustion engine against overspeed continues to exist, because if such occurs, the high-pressure accumulators are no longer completely filled.
  • the diameter D 2 of the high-pressure lines leading from the common feed line to the high-pressure accumulators fulfills the following condition: D 2 * ((4 x (V E + V L )) / (cg 2 x ⁇ x T ASP )) 1/2
  • V E is the maximum injection volume per injection process
  • V L a possibly occurring at the fuel injector control
  • Leakage quantity per injection process cg 2 a standard value for the fuel speed in the line, T ASP the time duration for a working cycle of the internal combustion engine
  • V E , V L and T ASP are given by the design of the internal combustion engine and cg 2 should be between 5 and 50 m / s.
  • the value for cg 2 is between 5 and 25 m / s, and preferably between 7 and 9 m / s.
  • the value for cg 2 is between 10 and 50 m / s, preferably between 35 and 45 m / s.
  • Spray quantity difference of the fuel injectors is actually minimal, as explained above.
  • the diameter D 4 of the high-pressure lines leading from the high-pressure accumulators to the fuel injectors is determined at least so large that the speed cg 4 of the fuel in these high-pressure lines is not greater than 30 m / s during the injection process, is preferably not greater than 25 m / s.
  • the diameter D 4 of the high pressure lines leading from the high pressure accumulators to the fuel injectors fulfills the following condition: D 4 > ((4 x V E ) / (cg 4 x ⁇ x SD)) 1/2
  • V E is the maximum injection volume per injection process
  • cg 4 is the permissible maximum speed of the fuel in the
  • High pressure line 4 and SD is the duration of the injection process.
  • n R is the number of fuel injectors 5 connected to the common feed line 1.
  • the lengths of the high-pressure lines leading from the common feed line to the high-pressure accumulators are the same. This is to ensure that the mutual influence of the individual high-pressure accumulators is the same for all fuel injectors.
  • Figure 1 is a schematic block diagram of a fuel injection system according to an embodiment of the invention.
  • FIG. 2 shows a diagram which shows the dependence of the spray quantity difference of the individual fuel injectors on the diameter of the high-pressure lines supplying the high-pressure accumulators assigned to the individual fuel injectors.
  • the fuel injection system shown in FIG. 1 contains a number of fuel injectors 5 for injecting fuel into the combustion chambers
  • the fuel injectors 5 are controlled by means of a control unit (not specifically shown in FIG. 1) in such a way that an amount of fuel optimally matched to the speed and load condition of the internal combustion engine is injected into the combustion chambers of the internal combustion engine.
  • a control unit not specifically shown in FIG. 1
  • the fuel is first fed to a common feed line 1 by means of one or more high-pressure pumps 6, from which high-pressure lines 2, 4 serving to supply the individual fuel injectors 5 branch off.
  • two feed lines 1 are provided, which each supply four fuel injectors 5 together, as is the case with an 8V diesel engine.
  • high-pressure accumulators 3 are provided, one for each fuel injector 5.
  • the part of the high-pressure line leading from the common inlet line 1 to the high-pressure accumulator 3 is identified by the reference symbol 2, whereas that by the
  • High-pressure accumulator 3 to the fuel injector 5 leading part of the high-pressure line bears the reference number 4.
  • the high-pressure accumulators 3 act as oil-elastic accumulators, in the fuel storage volume of which, under the high pressure supplied by the high-pressure pump 6, fuel is held for supply to the fuel injectors 5.
  • the fuel storage volume of each of the high-pressure accumulators 3 is between 80 and 300 times, preferably between 120 and 200 times, the maximum amount of fuel to be injected into the associated combustion chamber of the internal combustion engine by a fuel injector 5 in each injection process.
  • the diameter D 2 of the part 2 of the high-pressure line leading from the common supply line 1 to the high-pressure accumulator 3 is dimensioned such that the spray quantity difference between the fuel injectors 5 assumes a minimum at the nominal speed of the internal combustion engine.
  • the diagram shown in FIG. 2 shows the maximum spray quantity difference between the individual fuel injectors, that is to say the spray quantity difference from cylinder to cylinder of the internal combustion engine.
  • the diameter D 2 of the high-pressure lines 2 leading from the common feed line 1 to the high-pressure accumulators 3 was varied between 1.0 and 5.0 mm, in the range from 1.0 to 3.5 mm in increments of 0 , 5 mm and then in a further step of 1.5 mm.
  • the spray quantity difference in the range from 1.5 to 2.5 mm has a minimum with values between 0.25 to 0.35%, the focus of which is at a diameter D 2 of 2.0 mm, but there shows a local maximum, which, however, is not to be discussed in more detail here. It can be seen that with diameters of 1.5, 2.0 and 2.5 mm, minimum values of
  • the optimum diameter D 2 of the high-pressure lines 2 leading from the common feed line 1 to the high-pressure accumulators 3 can be represented arithmetically by the following condition:
  • V E is the maximum injection volume per injection process
  • V L is a possibly occurring control and leakage amount per injection process at the fuel injector, cg 2 a standard value for the fuel speed in the line,
  • T ASP is the length of time for one working cycle of the internal combustion engine
  • V E , V L and T ASP are given by the design of the internal combustion engine and cg 2 should be between 5 and 50 m / s.
  • the value for cg 2 is between 5 and 25 m / s and preferably between 7 and 9 m / s.
  • the significant influence of the diameter D 2 of the high-pressure lines 2 on the spray quantity difference between the individual fuel injectors can be explained by a strong damping of the returning pressure waves occurring in the high-pressure lines when the fuel injectors 5 are opened and closed, by the mutual influence of the individual high-pressure accumulators 3 and thus the amount of fuel delivered to the fuel injectors 5 can be kept very low without additional measures such as check valves or throttles.
  • the diameter D 4 of the high-pressure lines 4 leading from the high-pressure accumulators 3 to the fuel injectors 5 should be so large that the speed cg 4 of the fuel in these high-pressure lines during the injection process is not greater than 30 m / s, preferably not greater than 25 m / s is to avoid excessive pressure drops.
  • V E is the maximum injection volume per injection process
  • cg 4 is the permissible maximum speed of the fuel in the
  • High pressure line 4 and SD is the duration of the injection process.
  • the invention serves
  • the common inlet line 1 not as a pressure accumulator but only for filling the separate high-pressure accumulator 3 provided in the high-pressure lines 2, 4 leading from the common inlet line 1 to the fuel injectors 5.
  • the common inlet line 1 and the diameter D 2 of this high pressure line 2 leading to the high pressure accumulator 3 applies:
  • n R is the number of fuel injectors 5 connected to the common feed line 1.
  • An essential aim of the invention is to keep the mutual influence of the pressure in the individual high-pressure accumulators 3 as low as possible and to keep them to a minimum without using additional mass-sensitive and thus sluggishly reacting components
  • the diameter and length of the common inlet line 1 and the high pressure lines 2 leading from the common inlet line 1 to the high pressure accumulators 3 are matched to one another in such a way that the flow resistance of the high pressure lines 2 and the assigned parts of the common feed line 1 is the same for all fuel injectors 5.

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 pour un moteur à combustion interne qui contient un certain nombre d'injecteurs de carburant (5) qu'une pompe à haute pression (6) alimente en carburant via une conduite d'alimentation commune (1) et des conduites haute pression menant de celle-ci aux différents injecteurs de carburant (5). Dans les conduites haute pression (2, 4) se trouvent des réservoirs haute pression (3) dont le volume de stockage du carburant représente entre 80 et 300 fois, de préférence entre 120 et 200 fois, la quantité d'injection maximale par opération d'injection. Le diamètre D2 des conduites haute pression (2) menant de la conduite d'alimentation commune (1) aux réservoirs haute pression (3) est dimensionné de façon que la différence de quantité injectée par les injecteurs de carburant (5) soit réduite au minimum.
EP98919115A 1997-03-22 1998-03-19 Systeme d'injection de carburant pour un moteur a combustion interne Expired - Lifetime EP0968367B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19712135 1997-03-22
DE19712135A DE19712135C1 (de) 1997-03-22 1997-03-22 Kraftstoffeinspritzsystem für eine Brennkraftmaschine
PCT/EP1998/001596 WO1998042978A1 (fr) 1997-03-22 1998-03-19 Systeme d'injection de carburant pour un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0968367A1 true EP0968367A1 (fr) 2000-01-05
EP0968367B1 EP0968367B1 (fr) 2001-11-21

Family

ID=7824334

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98919115A Expired - Lifetime EP0968367B1 (fr) 1997-03-22 1998-03-19 Systeme d'injection de carburant pour un moteur a combustion interne

Country Status (6)

Country Link
US (1) US6220224B1 (fr)
EP (1) EP0968367B1 (fr)
JP (1) JP2001518164A (fr)
AT (1) ATE209300T1 (fr)
DE (2) DE19712135C1 (fr)
WO (1) WO1998042978A1 (fr)

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FR2786225B1 (fr) * 1998-11-24 2000-12-22 Inst Francais Du Petrole Systeme d'injection de carburant sous haute pression dans un moteur a combustion interne a injection directe
DE10061873A1 (de) * 2000-12-12 2002-06-27 Orange Gmbh Kraftstoffspeicherrohr eines Kraftstoffeinspritzsystems für eine mehrzylindrige Brennkraftmaschine
DE10114252C2 (de) * 2001-03-22 2003-01-30 Mtu Friedrichshafen Gmbh Verfahren zum Einspritzen von Kraftstoff in die Brennräume einer Brennkraftmaschine, sowie Kraftstoffeinspritzsystem für eine solche
DE10114219A1 (de) * 2001-03-23 2002-09-26 Bosch Gmbh Robert Kraftstoffinjektor mit vorgeordnetem Speichervolumen
DE10122423A1 (de) * 2001-05-09 2002-11-21 Siemens Ag Einspritzvorrichtung für ein Speichereinspritzsystem mit Funktionstrennung von Volumenspeicher und Verteilerstück
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DE10157135B4 (de) * 2001-11-21 2004-03-11 Man B & W Diesel Ag Kraftstoffversorgungsanlage in Form eines Common-Rail-Systems einer Brennkraftmaschine mit mehreren Zylindern
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ATE494477T1 (de) * 2005-10-25 2011-01-15 Crt Common Rail Technologies Ag Injektor für eine kraftstoffeinspritzanlage sowie kraftstoffeinspritzanlage mit einem solchen injektor
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WO2017174855A1 (fr) * 2016-04-06 2017-10-12 Wärtsilä Finland Oy Système d'injection et procédé d'injection de liquide supplémentaire dans des cylindres de moteur à pistons
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Also Published As

Publication number Publication date
ATE209300T1 (de) 2001-12-15
JP2001518164A (ja) 2001-10-09
EP0968367B1 (fr) 2001-11-21
WO1998042978A1 (fr) 1998-10-01
DE19712135C1 (de) 1998-08-13
DE59802336D1 (de) 2002-01-17
US6220224B1 (en) 2001-04-24

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