EP1403510A1 - Hochdruckkraftstoffeinspritzsystem mit Mitteln zur Dämpfung von Druckwellen - Google Patents

Hochdruckkraftstoffeinspritzsystem mit Mitteln zur Dämpfung von Druckwellen Download PDF

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Publication number
EP1403510A1
EP1403510A1 EP03292276A EP03292276A EP1403510A1 EP 1403510 A1 EP1403510 A1 EP 1403510A1 EP 03292276 A EP03292276 A EP 03292276A EP 03292276 A EP03292276 A EP 03292276A EP 1403510 A1 EP1403510 A1 EP 1403510A1
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EP
European Patent Office
Prior art keywords
injection system
pressure
injection
fuel
waves
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Granted
Application number
EP03292276A
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English (en)
French (fr)
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EP1403510B1 (de
Inventor
Guillaume Meissonnier
Eric Charleux
Stéphane Van den Hende
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Delphi Technologies Operations Luxembourg SARL
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Delphi Technologies Inc
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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
    • F02M63/0275—Arrangement of common rails
    • F02M63/028—Returnless common rail system
    • 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
    • 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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/04—Fuel pressure pulsation in 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
    • 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
    • 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 present invention relates to a high pressure fuel injection system. More specifically, the invention relates to the management of pressure waves in such an injection system, to control the amount of fuel introduced into each cylinder during injection.
  • Figure 1 of the drawings in the appendix shows, schematically, a fuel supply device known to the engine of a vehicle.
  • a tank 1 contains fuel.
  • the fuel is diesel.
  • a low-pressure low-pressure pipe 3 makes it possible to route the fuel to a pump 5.
  • the fuel is filtered through a filter 4 placed along the low-pressure forward pipeline 3.
  • a low-pressure return pipe 6 makes it possible to return one too much. full of fuel from pump 5 to tank 1.
  • the feed device comprises a high pressure part or injection system, which will now be described.
  • This injection system has different mechanical elements.
  • the pump 5 compresses the fuel and injects it into a high-pressure inlet pipe 7.
  • the fuel is conveyed to a common rail 8 via the high pressure inlet pipe 7 which is connected to an inlet E of the common rail 8.
  • the common rail 8 constitutes a high pressure fuel accumulation chamber.
  • the fuel contained in the common rail 8 is then conveyed to different injectors 10a-10d. This is achieved by means of the injection pipes 9a-9d respectively connected to outputs Sa-Sd of the common rail 8.
  • An electro-hydraulic valve (not shown), which equips each injector 10a-10d, is then actuated in order to injecting a quantity of fuel into the corresponding cylinder (not shown).
  • a return line 11 makes it possible to recycle the fuel used for the operation of the valve which does not have injected, by circulating injectors 10a-10d to the pump 5.
  • the different pipelines are taken in a broad sense. That is to say that under the generic term of pipe we join the tubular conduits, the fastening elements of these pipes to other elements of the injection system and possibly the holes drilled through these elements in the extension of tubing.
  • the injection line extends to the seat of the injection valve and is generally pierced in the injector door
  • the injection system also comprises a programmed computer, the motor controller 20.
  • the opening and closing of the electro-hydraulic valves fitted to the injectors 10a-10d are controlled by the motor controller, via at least one actuator connection of the injectors 21a.
  • the operation of the pump 5 is controlled by the motor controller 20 via an actuating connection of the pump 21b and an actuator 22.
  • the pressure in the common rail is measured by a sensor 24 and the signal corresponding to this measurement is routed to the motor controller 20 via the pressure acquisition connection 23a.
  • the motor controller 20 is connected to other sensors (not shown) via at least one data acquisition connection 23b. These other sensors are, for example, a sensor measuring the acceleration required by the driver of the vehicle or a sensor indicating the instant of the engine cycle in which the engine is located.
  • the engine controller 20 determines the amount of fuel to be injected into each of the engine cylinders. Consequently, the motor controller 20 determines, on the one hand, the operating pressure that must be reached in the common rail 8 and, on the other hand, the opening and closing times of the electro-hydraulic valves of each of the injectors. 10a-10d. According to these parameters, signals are respectively emitted by the motor controller 20 on the actuating connections of the pump 23a to actuate the pump 5 and actuating the valves 23b to actuate the opening and closing of the corresponding electro-hydraulic valves.
  • hydraulic waves can be either pressure waves or velocity waves, knowing that these two types of waves are correlated.
  • Pressure waves are generated by the rapid opening and closing of the electro-hydraulic valves that equip the injectors of the injection system: the opening creating a significant depression, closing a high overpressure. Pressure waves are also generated by the pulsed flow rate of the pump.
  • the waves generated by the operation of the injectors propagate along the injection lines against the current, that is to say upstream of the main flow. They then propagate in the common rail, then either in the inlet pipe to the pump, or in the other injection lines to the other injectors.
  • the waves generated by the operation of the pump propagate along the inlet pipe in the direction of flow. They then propagate in the common rail, then in the various injection lines towards the injectors.
  • the fuel pressure undergoes fluctuations over time.
  • the fluctuations of greater amplitude are therefore due either to the pulsed flow rate of the pump 5 or to the opening and closing of the electro-hydraulic valves of the other injectors, or to the opening and closing of the electro-hydraulic valve of the injector considered, at an earlier time of the engine cycle.
  • a first consequence is that the flow is not known precisely. During the opening period of the electro-hydraulic valve, the amount of fuel injected into the cylinder is thus not controlled.
  • a second consequence is that when the electro-hydraulic valve is expected to open or close, it undergoes an additional mechanical force due to a pressure variation. This additional force facilitates or opposes the opening or closing operation of the electro-hydraulic valve.
  • the opening or closing time of the valve is changed.
  • the pressure fluctuations imply that the moment and the opening period of the valve equipping the injector vary.
  • the amount of fuel injected into the cylinder is not controlled.
  • the exact moment of injection is not controlled either.
  • US 6314942 proposes to add inside the common rail 20 a attenuation element 110 of the pressure waves.
  • This element is in the form of a rod coaxial with the common rail and extending over the entire length of the latter.
  • the section This transverse element has several lobes capable of reflecting the pressure waves (FIG. 1).
  • the document US 4161161 proposes the addition of a capacitive element 30 constituted by a volume in branch of the pipe 2 connecting the pump 1 to the injector 3 ( Figure 1).
  • this capacitive element is placed near the electro-hydraulic valve of the injector.
  • the document FR 2783284 proposes to place a capacitive element 10 in series on each of the injectors.
  • Each capacitive element is, moreover, in fluid communication with the others.
  • the document FR 2786225 gives a list of different embodiments of capacitive elements intended to be placed on the injection lines, close to the outputs of the common rail 1 (FIG. 1).
  • the means implemented to attenuate the pressure waves constitute a series of local processes that are more or less effective and that are more of a know-how. No overall response is provided to the problem of pressure wave propagation across the entire injection system.
  • the pressure waves whose frequency agrees with one of the eigenfrequencies of the injection system lead to the establishment of standing waves through the entire injection system.
  • the main object of the present invention is to provide a general solution for attenuating the pressure waves and in particular the pressure waves whose frequency corresponds to the lowest eigenfrequencies.
  • Another object of the present invention is to control, with the aid of a programmed device, the quantity of fuel injected at each injection into the various cylinders of the engine, by evaluating the residual variations of the pressure at the level of the injectors.
  • the present invention relates to a high pressure fuel injection system comprising a pump, a common rail and a plurality of injectors, and an inlet pipe connecting the pump to said common rail and a plurality of pipes of injection respectively connecting said common rail to each of the injectors said plurality of injectors, comprising a programmed calculator able to measure a pressure in the common rail by means of a pressure sensor placed in the common rail and able to actuate separately each of said injectors, and comprising attenuation means which are adapted to attenuate hydraulic waves and in particular stationary waves of pressure or velocity, and which consist of resistive elements and capacitive elements, characterized in that said resistive elements are placed at places which correspond to a belly of the body. one of the stationary speed waves, and in that said capacitive elements are placed at locations which correspond to a belly of one of the stationary pressure waves.
  • the resistive elements may be asymmetrical resistive elements.
  • the attenuation means serve to attenuate the hydraulic waves whose frequency corresponds to a first resonance frequency of said injection system which is the lowest natural frequency.
  • the attenuation means also make it possible to attenuate the hydraulic waves whose frequency corresponds to a second resonant frequency of said injection system which is the natural frequency just above the lowest natural frequency.
  • some of said resistive and capacitive elements are placed at the ends of said inlet pipe.
  • the upstream end of the inlet pipe comprises a resistive element in series with a capacitive element, and the downstream end of the inlet pipe comprises a resistive element.
  • some of said resistive and capacitive elements are placed at the ends of each of said injection lines.
  • each of the injection pipes comprises a resistive element
  • the downstream end of each of the injection pipes comprises a capacitive element
  • each of the injection pipes further comprises a resistive element placed in the second third of said injection pipes, these being oriented in the direction of the fuel flow, from upstream to downstream. .
  • the preferred embodiment combines both the relative layout of the inlet pipe and the injection pipe arrangement, which have been described above.
  • the programmed computer calculates a corrected pressure at the injector and actuates each of said injectors according to said corrected pressure in order to inject a desired quantity of fuel Q 2 .
  • the corrected pressure P th inj is a function of a rail pressure P in the common rail, a fuel temperature, a quantity of fuel Q 1 injected by the same injector during a previous injection, the quantity of fuel. fuel Q 2 desired during a current injection and a temporal separation s between the previous injection and the current injection.
  • FIG. 1 of the drawings in the appendix schematically shows a fuel supply device of a heat engine.
  • the description of this device, and in particular of the injection system, has already been made earlier in this document.
  • the operating pressure prevailing in the common rail 8 varies between 200 and 2000 bar during the operation of the engine and the requested power. Around this operating pressure, the pressure undergoes variations over time which can reach an amplitude of 300 bars.
  • the injection system as any mechanical system is characterized by a series of eigen modes each characterized by a natural frequency of resonance.
  • the first eigenmode corresponding to the lowest resonant frequency.
  • the second eigenmode corresponds to the eigenfrequency just above said lowest resonant frequency.
  • Pressure waves, or velocity, whose frequency is adapted to one of these eigenfrequencies, are not attenuated during their propagation in the injection system. There is, ultimately, establishment of a standing wave.
  • FIG. 2 illustrates the case of a standing wave whose frequency corresponds to the first natural frequency of the injection system.
  • the curve 2Pa represents the amplitude of the standing pressure wave along the inlet pipe 7.
  • the amplitude of the standing pressure wave is maximum at the level of the pump 5. This point corresponds to a belly of pressure.
  • the amplitude of the standing pressure wave gradually decreases in the direction of the main flow indicated by the arrow.
  • the amplitude of the stationary pressure wave is canceled a first time at the input E of the common rail 8. This point corresponds to a pressure node.
  • the curve 2Pb represents the amplitude of the standing pressure wave along the various injection lines 9a-9d.
  • the amplitude of the stationary pressure wave is zero at the outputs Sa-Sd of the common rail 8. The amplitude increases progressively in the direction of the main flow, to reach a first maximum at the various injectors 10a. 10d.
  • the curves 2Va and 2Vb represent the amplitude of the stationary speed wave respectively along the inlet pipe 7 and the various injection pipes 9a-9d.
  • This stationary speed wave is associated with the pressure wave previously described.
  • the amplitude of the stationary speed wave is maximum.
  • the amplitude of the stationary speed wave remains constant throughout the input channel 7.
  • the amplitude of the stationary speed wave is therefore maximum at the input E of the common rail 8.
  • the amplitude of the stationary speed wave is maximum at the different outputs Sa-Sd of the common rail 8. It is a belly of the stationary speed wave.
  • the amplitude of the stationary speed wave gradually decreases along the injection lines 9a-9d to cancel a first time at the injectors 10a-10d. It is then a node of the stationary speed wave.
  • FIG. 3 represents a standing wave whose frequency corresponds to the second natural frequency of the injection system.
  • the curves 3Pa and 3Pb represent the amplitude of the standing pressure wave along the injection system shown schematically in the abscissa.
  • the amplitude of the standing pressure wave is maximum at the pump 5, then decreases rapidly to cancel itself a first time at a point A located in the first third of the inlet pipe 7.
  • the amplitude passes through a maximum at a point C located in the second third of the inlet pipe 7.
  • the amplitude decreases to cancel again at the input E of the common rail 8.
  • the amplitude of the stationary pressure wave is zero at the outputs Sa-Sd of the common rail 8, then increases along the injection lines 9a-9d, to reach a first maximum at a point F located at the first third of said injection lines 9a-9d. Then, in the direction of the main flow, marked by the arrow, the amplitude of the standing pressure wave gradually decreases to cancel again at a point G, located in the second third of said pipes. injection 9a-9d. Finally, the amplitude increases again and is maximum at the injectors 10a-10d.
  • Correlated curves 3Va and 3Vb represent the amplitude of the stationary velocity wave along the injection system.
  • the amplitude of the stationary speed wave begins to be maximum at the pump 5, then decreases rapidly to cancel at a point B in the middle of the inlet pipe 7. The amplitude then increases and returns by a maximum at the input E of the common rail 8.
  • the amplitude of the stationary wave velocity is maximum at the output of the common rail 8, decreases along the injection lines 9a-9b, to cancel a first time at a point F, located in the first third of said injection pipes 9a-9d.
  • the amplitude of the stationary speed wave gradually increases to pass again by a maximum at a point G located in the second third of said injection lines 9a-9d.
  • the amplitude of the stationary speed wave decreases to cancel again at the different injectors 10a-10d.
  • velocity and pressure curves are approximately sinusoidal curves.
  • a resistive element is, for example, constituted by a reduced diameter pipe section.
  • a capacitive element is, for example, constituted by a volume of defined dimension connected by a resistive element to a point of the main pipe.
  • the injection system according to the invention comprises resistive elements placed in series at locations which correspond to bellies of the stationary speed wave and capacitive elements placed in series at locations which correspond to bellies of the wave. stationary pressure.
  • the present invention uses asymmetrical resistive elements, also called fluidic diodes.
  • asymmetrical resistive elements also called fluidic diodes.
  • Such a fluidic diode placed on an insert is shown in FIG.
  • FIG. 4 represents an insert 50.
  • This insert 50 is generally cylindrical in shape around a central axis X.
  • the insert 50 has at each of its axial ends a radial front face 51 and a rear radial face 52.
  • the radial face rear 52 is pierced with a bore 53 of diameter D '.
  • the edge defined by the inner surface 56 of the bore 53 and the rear radial face 52 is chamfered and produces the surface 54.
  • the insert 50 has a U-shaped cross section X whose wall the bottom 55 is provided with an orifice 27.
  • the orifice 27 has a downstream cylindrical portion 29 of reduced diameter d much smaller than the diameter D '.
  • the orifice 27 has an upstream portion 28 in the form of a funnel, whose opening of larger diameter is oriented towards the upstream of the fuel flow.
  • the upstream portion 28 has no sharp edge on which the boundary layer of the flow could come off as shown in Figure 4A.
  • the upstream portion 28 makes it possible to vary the section of the flow slowly and continuously with respect to the characteristics of the flow itself.
  • the characteristic dimensions of the upstream portion 28 of the orifice 27, such as the radius of the rounding 30, are greater than or equal to a characteristic dimension of the orifice 27, namely d.
  • Such inserts may be added at the level of the inlet pipe 7 or at the various injection pipes 9a-9d as a resistive element in order to attenuate the pressure waves, and in particular the stationary pressure waves, without as much hindering the main flow of fuel.
  • Another way of avoiding the problem of the pressure drop along the injection system consists, firstly, in not overloading the injection system with resistive elements and accepting residual pressure variations. at the level of the injector. It is in fact to find an acceptable compromise between a drop in operating pressure along the injection system and the attenuation of low frequency standing waves.
  • the residual pressure variations at the injector are taken into account by means of a programmed device in order to inject into the engine cylinder only the desired amount of fuel. It is this second approach which will now be described in detail in connection with the preferred embodiment of the present invention.
  • the injection system is equipped with a succession of symmetrical and capacitive resistive elements. This succession will now be described in connection with FIG.
  • the main direction of fuel flow is indicated by an arrow, to give meaning to upstream and downstream.
  • the inlet pipe 7 is equipped at its upstream end with a capacitive element 73 in series with a resistive element 71, and at its downstream end with a resistive element 72.
  • the injection lines 9a-9d are respectively equipped, at their upstream end, with a resistive element 91a-91d, at a point F located at the second third of their length of a resistive element 92a-92d , and at their downstream end of a capacitive element 93a-93d.
  • the resistive element 72 and the resistive elements 91a-91d may be located in the common rail respectively at the input E and outputs Sa-Sd.
  • the capacitive elements 93a-93d may be located in the injectors themselves, as close as possible to the electro-hydraulic valves.
  • this prior actuation of the injector may correspond to a first injection, or pilot injection, during which the amount of fuel introduced into the cylinder is low.
  • the current trend is to increase the number of injections per cylinder during a motor cycle. For example, five successive injections can be performed.
  • Q 1 be the quantity of fuel introduced into the cylinder at a previous instant, or let Q 2 be the quantity of fuel that it is necessary to introduce into the cylinder at the moment considered; and let s be the temporal separation between these two successive injections.
  • the engine controller evaluates the quantity of fuel Q 2 desired depending, among other things, the time of the engine cycle where the second injection must take place and the power that the engine must provide.
  • the engine controller calculates the duration of opening of the electro-hydraulic valve equipping the injector for introducing the amount of fuel Q 2 taking into account, not the pressure P rail measured by the pressure sensor 24 at the common rail 8, but by evaluating a corrected pressure P th inj at the injector. The calculation of this corrected or theoretical pressure will make it possible to evaluate the residual pressure variations at the level of the injector.
  • the corrected pressure P th inj is obtained by adding to the pressure P rail the sum, over the set of eigenfrequencies f i considered, of an estimate of the residual pressure variations due to a given pressure wave of eigenfrequency.
  • the estimation of the residual pressure variations due to a given pressure wave of eigenfrequency is obtained by multiplying a periodic function g by a damping function h.
  • Said periodic function g depends, for example, on the quantities of fuel Q 1 and Q 2 , the time separation s between each of the two injections, and thermodynamic parameters such as the rail pressure P and the fuel temperature T.
  • the periodic function g is typically a sinusoidal function of the time separation s.
  • Said damping function h is, for example, a function of the quantities of fuel Q 1 and Q 2 , of the time separation s between each of the two injections, and of the operating pressure measured by the pressure sensor in the common rail and of the fuel temperature T.
  • the motor controller 20 (FIG. 1) does not necessarily recalculate the value of the periodic function g or of the damping function h as a function of the values taken by the various parameters of the model.
  • the motor controller uses rather maps or an abacus, which, according to the value of the various input parameters, gives the value of the periodic function g or of the damping function h at the output.
  • Such mapping is obtained from a test vehicle of a vehicle range. This test vehicle undergoes various tests, and the curves corresponding to the periodic functions g and damping h are recorded. Subsequently, during the manufacture of a particular vehicle of said vehicle range, these curves are recorded in memory means forming part of the motor controller 20 to constitute said mapping.
  • the curve 6b represents the quantity of fuel actually injected into the cylinder in the case where the injection system represented in FIG. 5 is not equipped with a software system making it possible to take into account the residual pressure fluctuations.
  • the engine controller then taking into account only the pressure P rail raised at the common rail 8 by the pressure sensor 24.
  • the measurement of the pressure P rail raised is substantially constant depending on the separation s, the opening time the electro-hydraulic valve controlled by the engine controller to inject a quantity of fuel Q 2 is also. But since the actual pressure at the injector fluctuates with time, the flow at the injector also fluctuates. The amount actually introduced varies directly following the pressure variations at the injector.
  • the curve 6c represents the amount of fuel actually injected into the cylinder in the case where the injection system shown in Figure 5 is equipped with a software system to account for residual pressure fluctuations.
  • the motor controller calculates a corrected pressure P th inj at the injector. Curve 6a represents this corrected pressure.
  • the motor controller accordingly changes the opening time of the electro-hydraulic valve to compensate for the pressure variation. If the pressure is supposed to increase at the moment of the second injection, the opening time of the valve will be lower. On the contrary, if the pressure is supposed to decrease at the moment of the injection, the duration of opening will be slightly increased. Finally, the amount of fuel actually injected into the cylinder fluctuates less and approaches the desired amount of fuel Q 2 , which is clearly indicated by curve 6c.
  • the software system therefore makes it possible to compensate for residual pressure fluctuations.

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP03292276A 2002-09-30 2003-09-16 Hochdruckkraftstoffeinspritzsystem mit Mitteln zur Dämpfung von Druckwellen Expired - Lifetime EP1403510B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0212048 2002-09-30
FR0212048A FR2845130B1 (fr) 2002-09-30 2002-09-30 Systeme d'injection de carburant haute pression equipe de moyens materiels et logiciels d'attenuation des ondes de pression

Publications (2)

Publication Number Publication Date
EP1403510A1 true EP1403510A1 (de) 2004-03-31
EP1403510B1 EP1403510B1 (de) 2010-04-28

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EP (1) EP1403510B1 (de)
AT (1) ATE466189T1 (de)
DE (1) DE60332307D1 (de)
FR (1) FR2845130B1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2886350A1 (fr) * 2005-05-26 2006-12-01 Renault Sas Procede d'amortissement d'ondes de pression et dispositif d'injection
EP2529101A1 (de) * 2010-01-25 2012-12-05 Robert Bosch GmbH Einspritzvorrichtung mit reduzierten druckschwingungen
WO2013127668A1 (de) * 2012-02-27 2013-09-06 Continental Automotive Gmbh Kraftstoffversorgungssystem für eine brennkraftmaschine
US20150081195A1 (en) * 2013-09-13 2015-03-19 Ford Global Technologies, Llc Method for controlling fuel injection and fuel injection system

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JPH0821333A (ja) * 1994-07-06 1996-01-23 Nippondenso Co Ltd 燃料噴射装置
EP0780569A1 (de) * 1995-12-19 1997-06-25 Nippon Soken, Inc. Speicherkraftstoffeinspritzvorrichtung
EP0995902A2 (de) * 1998-10-22 2000-04-26 Nippon Soken, Inc. Kraftstoffversorgungssystem zur Dämpfung von Kraftstoffdruckschwingungen und dessen Entwurfsverfahren
WO2002001064A1 (en) * 2000-06-29 2002-01-03 Bosch Automotive Systems Corporation Accumulator fuel feed device

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FR2886350A1 (fr) * 2005-05-26 2006-12-01 Renault Sas Procede d'amortissement d'ondes de pression et dispositif d'injection
EP2529101A1 (de) * 2010-01-25 2012-12-05 Robert Bosch GmbH Einspritzvorrichtung mit reduzierten druckschwingungen
JP2013518208A (ja) * 2010-01-25 2013-05-20 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 圧力振動が減少させられる噴射装置
WO2013127668A1 (de) * 2012-02-27 2013-09-06 Continental Automotive Gmbh Kraftstoffversorgungssystem für eine brennkraftmaschine
US20150081195A1 (en) * 2013-09-13 2015-03-19 Ford Global Technologies, Llc Method for controlling fuel injection and fuel injection system

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DE60332307D1 (de) 2010-06-10
FR2845130A1 (fr) 2004-04-02
ATE466189T1 (de) 2010-05-15
EP1403510B1 (de) 2010-04-28

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