EP0968367B1 - Systeme d'injection de carburant pour un moteur a combustion interne - Google Patents

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

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Publication number
EP0968367B1
EP0968367B1 EP98919115A EP98919115A EP0968367B1 EP 0968367 B1 EP0968367 B1 EP 0968367B1 EP 98919115 A EP98919115 A EP 98919115A EP 98919115 A EP98919115 A EP 98919115A EP 0968367 B1 EP0968367 B1 EP 0968367B1
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EP
European Patent Office
Prior art keywords
fuel
pressure
leading
lines
pressure 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.)
Expired - Lifetime
Application number
EP98919115A
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German (de)
English (en)
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EP0968367A1 (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
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Publication date
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Publication of EP0968367A1 publication Critical patent/EP0968367A1/fr
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Publication of EP0968367B1 publication Critical patent/EP0968367B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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.
  • High-pressure accumulator In internal combustion engines, especially in large-volume diesel engines increasingly use fuel injection systems where fuel from one Fuel supply in a high pressure pump through a high pressure line High pressure accumulator is delivered. Of the one that acts as an oil-elastic reservoir High-pressure accumulator will supply the fuel via further high-pressure lines Fuel injectors supplied, which inject the fuel into the Inject the combustion chambers of the internal combustion engine.
  • the high pressure accumulator has so far mainly provided in the form of a so-called common rail, in which it is an elongated tubular element, of which the individual Branch high pressure lines supplying fuel injectors.
  • Fuel injection systems are known in which in addition to or instead of such common high-pressure accumulator in the form of a common rail for everyone Fuel injector separately provided high-pressure storage as individual storage are.
  • Fuel injection systems where in addition to a common High-pressure accumulators each have a separate one for each fuel injector Individual storage is available from DE 43 41 543 A1 and DE 43 41 546 A1 known.
  • the fuel injection system known from the first publication in that from the common high pressure accumulator to that for each fuel injector separately provided high-pressure accumulator leading high-pressure line a parallel connection a non-return valve in the direction of fuel delivery and a throttle provided, causing an uncontrolled backflow of fuel from the separate High-pressure accumulator in the common high-pressure accumulator and influencing the Pressure in the separate pressure storage rooms of the other fuel injectors should be avoided while the check valve is a quick refill of the should enable 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 in the from the second document known fuel injection system is not provided.
  • a fuel injection system is known from DE 43 44 190 A1, in which high-pressure accumulators separately provided for each fuel injector High pressure lines from a fuel supply using a high pressure pump high pressure fuel is supplied.
  • a check valve switched In each a fuel injector with the assigned high pressure line connecting high pressure line is a check valve switched, which is used during a printing interval by the with the Injection process or pressure drop occurring in the event of a leak is characterized, limit the amount of fuel flowing through it. Measures through which a mutual influence of the pressure in the individual high-pressure accumulators avoided are not specified, however.
  • the object of the invention is an improved fuel injection system for a Specify 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 feed line and high-pressure lines leading to the individual fuel injectors.
  • high-pressure lines leading to the fuel injectors high-pressure stores having a specific fuel storage volume are provided.
  • the fuel storage volume of each of the high-pressure stores is between 80 and 300 times, preferably between 120 and 200 times the maximum injection quantity per injection process, and that the diameter D 2 of the high-pressure lines leading from the common feed line to the high-pressure stores is such that that the high-pressure lines exert a throttling effect on the fuel flowing through, in such a way 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 quantity difference is minimal and uniform ignition pressures from cylinder to cylinder 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 individual high-pressure accumulators supplying high-pressure lines have a low level Can have diameters and are therefore easy to bend and assemble.
  • Another advantage is that in order to minimize the mutual influence of the individual High pressure accumulator no additional elements such as check valves required are. Valves have e.g. B. due to the inertia of the moving components delayed response, so that the spread of pressure disturbances and the mutual influence of the injectors cannot be prevented.
  • 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 during the injection process is not greater than 30 m / s, is preferably not greater than 25 m / s.
  • the lengths of the common Inlet line to the high pressure lines leading high pressure accumulators are the same. This is to ensure that the individual influences each other High pressure accumulator is the same for all fuel injectors.
  • the fuel injection system shown in Figure 1 contains a number of Fuel injectors 5 for injecting fuel into the combustion chambers Internal combustion engine, in particular a diesel engine.
  • the fuel injectors 5 are controlled by means of a control unit not specifically shown in FIG. 1 so that a optimally matched to the speed and load condition of the internal combustion engine Amount of fuel is injected into the combustion chambers of the internal combustion engine.
  • a Fuel supply also not specifically shown in FIG. 1, is by means of an or a plurality of high-pressure pumps 6, the fuel first a common feed line 1 supplied, of which 5 serves to supply the individual fuel injectors Branch high-pressure lines 2.4.
  • two feed lines 1 are provided, each of which has four fuel injectors 5 supply together, as is the case with an 8V diesel engine.
  • High-pressure accumulator 3 In the high-pressure lines 2, 4 leading to the fuel injectors 5 High-pressure accumulator 3 is provided, one for each fuel injector 5 common supply line 1 to the high-pressure accumulator 3 leading part of the High-pressure line is designated by the reference number 2, whereas that of the High-pressure accumulator 3 leading to the fuel injector 5 part of the high-pressure line Reference number 4 carries.
  • the high-pressure accumulator 3 act as an oil-elastic accumulator, in the Fuel storage volume under the high pressure supplied by the high pressure pump 6 acted upon fuel is supplied 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 each Injection process from a fuel injector 5 into the associated combustion chamber Internal combustion engine fuel to be injected.
  • 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 stores 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, however there shows a local maximum, which, however, is not to be discussed in more detail here.
  • 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 common inlet line 1 does not serve as a pressure accumulator but only for filling the high-pressure lines 2, 4 leading from the common inlet line 1 to the fuel injectors 5 separate high-pressure accumulator 3.
  • D 1 of the common inlet line 1 and the diameter D 2 of the high-pressure lines 2 leading from it to the high-pressure accumulators 3 D 1 ⁇ n R 1/2 ⁇ D 2 where n R is the number of fuel injectors 5 connected to the common feed line 1.
  • An essential object of the invention is to influence the pressure in each other the individual high-pressure accumulators 3 without the use of additional mass-laden and thus keeping sluggish reacting components as low as possible and minimizing them To obtain the difference between the injection quantities of the fuel injectors 5 with one another. For this it is necessary for the individual fuel injectors 5 to be essentially the same Conditions related to their supply of high pressure fuel be valid. In addition to an identical design of the high-pressure accumulator 3, this will achieved that the lengths of the common inlet line 1 to the High pressure storage 3 leading high pressure lines, as well as that of the High-pressure accumulators 3 leading to high-pressure lines 4 leading to fuel injectors 5 are the same.

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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)

Claims (9)

  1. Système d'injection de carburant pour un moteur à combustion interne, en particulier un moteur diesel, qui contient une pluralité d'injecteurs de carburant (5) pour injecter du carburant dans les chambres de combustion du moteur à combustion interne, et une pompe à haute pression (6) alimentant en carburant les injecteurs de carburant (5) par l'intermédiaire d'un conduit d'amenée commun (1) et de conduits à haute pression (2, 4) conduisant aux injecteurs de carburant (5) individuels, ainsi qu'un réservoir à haute pression (3) présentant un volume défini de réserve de carburant, prévu dans chacun des conduits à haute pression (2, 4) conduisant vers les injecteurs de carburant (5), caractérisé en ce que le volume de réserve de carburant de chacun des réservoirs à haute pression (3) vaut entre 80 et 300 fois, de préférence entre 120 et 200 fois la quantité maximale injectée par opération d'injection, et en ce que le diamètre D2 des conduits à haute pression (2) conduisant du conduit d'amenée commun (1) aux réservoirs à haute pression (3) est dimensionné de telle sorte que les conduits à haute pression (2) exercent sur le carburant en écoulement un effet d'étranglement de telle sorte que la différence entre les quantités injectées par les injecteurs de carburant (5) soit minimale.
  2. Système d'injection de carburant selon la revendication 1, caractérisé en ce que le diamètre D2 des conduits à haute pression (2) conduisant du conduit d'amenée commun (1) aux réservoirs à haute pression (3) remplit la condition suivante : D2 ≈ ((4 x (VE + VL) / (cg2 x π xTASP))1/2 dans laquelle
    VE représente le volume maximum injecté par opération d'injection,
    VL représente une éventuelle quantité de commande ou de fuite sur l'injecteur de carburant lors de chaque opération d'injection,
    cg2 représente une valeur normalisée de la vitesse du carburant dans le conduit,
    TASP représente la durée d'un jeu de travail du moteur à combustion interne,
    les valeurs de VE, VL et TASP étant données par la conception du moteur à combustion interne et cg2 devant valoir entre 5 et 50 m/s.
  3. Système d'injection de carburant selon la revendication 1 ou 2, caractérisé en ce que pour de minces conduits allongés, cg2 vaut entre 5 et 25 m/s, de préférence entre 7 et 9 m/s.
  4. Système d'injection de carburant selon la revendication 1 ou 2, caractérisé en ce que pour de très courtes transitions, dans le cas extrême de type d'étranglement, entre le conduit d'amenée (1) et les conduits à haute pression (2) représentant les réservoirs à haute pression (3), ou pour des conduits à haute pression (2) présentant des rétrécissements en forme d'étranglement, la valeur de cg2 dans la région des emplacements étroits est comprise entre 10 et 50 m/s, de préférence entre 35 et 45 m/s.
  5. Système d'injection de carburant selon la revendication 1, 2, 3 ou 4, caractérisé en ce que le diamètre D4 des conduits à haute pression (4) conduisant des réservoirs à haute pression (3) aux injecteurs de carburant (5) est au moins assez grand pour que la vitesse cg4 du carburant dans ces conduits à haute pression (4) pendant l'opération d'injection ne soit pas supérieure à 30 m/s et de préférence ne soit pas supérieure à 25 m/s.
  6. Système d'injection le carburant selon la revendication 5, caractérisé en ce que le diamètre D4 des conduits à haute pression (4) conduisant des réservoirs à haute pression (3) aux injecteurs de carburant (5) remplit la condition suivante : D4 ≥ ((4 x VE)/cg4 x π x SD))1/2 dans laquelle
    VE représente le volume maximum d'injection par opération d'injection,
    cg4 représente seule la vitesse maximale admissible du carburant dans le conduit à haute pression (4), et
    SD représente la durée de l'opération d'injection.
  7. Système d'injection de carburant selon l'une des revendications 1 à 6, caractérisé en ce que pour le diamètre D1 du conduit d'amenée commun (1) et D2 des conduits à haute pression (2) conduisant du conduit d'amenée commun (1) aux réservoirs à haute pression (3), on a : D1 ≥ nR 1/2 x D2 dans laquelle nR est le nombre des injecteurs de carburant (5) raccordés au conduit d'amenée commun (1).
  8. Système d'injection de carburant selon l'une des revendications 1 à 7, caractérisé en ce que les conduits à haute pression (2) conduisant du conduit d'amenée commun (1) aux réservoirs à haute pression (3) présentent tous la même longueur.
  9. Système d'injection de carburant selon l'une des revendications 1 à 8, caractérisé en ce que le diamètre et la longueur du conduit d'amenée (1) et des conduits à haute pression (2) conduisant du conduit d'amenée commun (1) aux réservoirs à haute pression (3) sont accordés les uns aux autres de telle sorte que la résistance dynamique à l'écoulement des conduits d'amenée soit identique pour tous les injecteurs de carburant (5).
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 EP0968367A1 (fr) 2000-01-05
EP0968367B1 true EP0968367B1 (fr) 2001-11-21

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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
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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
WO1998042978A1 (fr) 1998-10-01
DE19712135C1 (de) 1998-08-13
DE59802336D1 (de) 2002-01-17
EP0968367A1 (fr) 2000-01-05
US6220224B1 (en) 2001-04-24

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