EP1552137A1 - Dispositif de suppression d'ondes de pression sur un systeme d'injection a accumulation - Google Patents

Dispositif de suppression d'ondes de pression sur un systeme d'injection a accumulation

Info

Publication number
EP1552137A1
EP1552137A1 EP03807730A EP03807730A EP1552137A1 EP 1552137 A1 EP1552137 A1 EP 1552137A1 EP 03807730 A EP03807730 A EP 03807730A EP 03807730 A EP03807730 A EP 03807730A EP 1552137 A1 EP1552137 A1 EP 1552137A1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
housing
injection device
fuel injection
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
EP03807730A
Other languages
German (de)
English (en)
Other versions
EP1552137B1 (fr
Inventor
Hans-Christoph Magel
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1552137A1 publication Critical patent/EP1552137A1/fr
Application granted granted Critical
Publication of EP1552137B1 publication Critical patent/EP1552137B1/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
    • 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
    • F02M59/105—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 hydraulic drive
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • 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
    • 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
    • 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

  • Both pressure-controlled and stroke-controlled injection systems can be used to supply fuel for self-igniting ner internal combustion engines with fuel.
  • fuel injection systems are also fuel injection systems (common rail).
  • Accumulator injection systems e.g. B. allow to adjust the injection pressure load and speed of the internal combustion engine in an advantageous manner. The highest possible injection pressure is generally required to achieve high specific outputs and to reduce emissions.
  • a pressure booster can be used on common rail systems to further increase the pressure in storage injection systems.
  • DE 199 10 970 AI discloses a fuel injection device.
  • the fuel injection device has a transmission unit arranged between a pressure storage space and a nozzle space, the pressure chamber of which is connected to the nozzle space via a pressure line. Furthermore, a bypass line connected to the pressure storage space is provided.
  • the bypass line is connected directly to the pressure line.
  • the bypass line can be used for a pressure injection and is arranged parallel to the pressure chamber, so that the bypass line is continuous regardless of the movement and position of a displaceable pressure medium of the pressure translation unit.
  • This solution offers the possibility of a dosed nor injection with small tolerances due to low, ie. H. injection pressure not translated. By switching between the injection pressures, flexible post-injection or multiple post-injections can be realized at high or low injection pressures.
  • Driving a pressure intensifier generates a pressure oscillation in the line between the pressure intensifier and the high-pressure storage space, which is undesirable Pressure course of the injection pressure causes.
  • Large quantities of fuel are drawn from the high-pressure accumulator during injection.
  • the resulting injection pressure curve is characterized by a pronounced pressure maximum with a subsequent pressure drop towards the end of the injection.
  • This injection pressure curve leads to a deterioration in the emission results for self-igniting ner internal combustion engines and to high peak loads on the components.
  • the pressure increase that occurs is limited in time and is not sufficient, for example, for the injection times required for commercial vehicles, so that an undesirable pressure drop occurs towards the end of injection.
  • a throttle assigned to the high-pressure storage space can suppress the pressure wave during the injection, but there is a pressure drop at the throttle, as a result of which the achievable injection pressure and the efficiency of the fuel injection system are reduced.
  • the pressure vibrations occurring when fuel is removed from the high-pressure storage space can be reduced.
  • the compensation device extinguishes a pressure shrinkage that occurs at the beginning of an injection process and prevents a pressure drop during the injection and in injection phases following the injection.
  • the injection device does not affect the injection pressure and the system efficiency of the fuel injection system.
  • the vacuum wave is reflected at the high-pressure accumulator end of the line as a pressure wave, which can be used to increase the injection pressure level at the fuel injector.
  • this pressure increase is limited in time and decreases towards the end of the injection phase.
  • the pressure drop towards the end of the injection phase leads to a considerable deterioration in the emission results, particularly in the case of self-igniting deceleration machines used in commercial vehicles, due to the longer injection time.
  • the pressure oscillation can be reduced with the compensating device that is accommodated in the line system between the high-pressure storage chamber (common rail) and the fuel injector - be it with or without a pressure intensifier - but also a pressure drop towards the end of the injection phase or be avoided at the beginning of the subsequent injections.
  • This is achieved in that there is a throttled connection between the high-pressure line and the fuel injector at the start of injection serves to reduce the pressure vibrations and after a delay time required to reduce the pressure vibration, an unthrottled connection between the high-pressure storage space and the fuel injector or the pressure intensifier of the fuel injector is released.
  • the high fuel pressure at the high-pressure storage chamber is present at the fuel injector or at the pressure intensifier of the fuel injector.
  • peak loads on the components with regard to the voltages occurring during pressure fluctuations can be avoided and a drop in pressure towards the end of the injection phase or at the beginning of subsequent injections can be prevented, which has a very favorable influence on the emission results of self-igniting internal combustion engines.
  • the throttle cross-section between the line and the high-pressure source or high-pressure accumulator is designed so that there is no or only a slight reflection of the vacuum wave at the end of the line.
  • Figure 1 shows a first embodiment of the compensation device proposed according to the invention with throttle points arranged outside a compensation element and
  • FIG. 2 shows a further embodiment variant of the compensation device proposed according to the invention, in which throttle points are integrated in the compensation element.
  • FIG. 1 shows a first embodiment variant of the compensation device proposed according to the invention, in which the throttling points are arranged outside the compensation device.
  • a fuel injection system 1 comprises a fuel tank 2 which is filled with fuel 3.
  • the fuel 3 is demanded from the fuel tank 2 via a fuel pump 4.
  • the fuel 3 enters the fuel pump 4 on a low pressure side 5 and leaves the fuel umpe 4 on a high pressure side 6.
  • the fuel 3 is a high pressure storage space 7 (common rail) in which fuel pressures up to 1600 bar prevail.
  • the number of high-pressure line connections 8 corresponding to the number of cylinders of the self-igniting internal combustion engine to be supplied with fuel are arranged.
  • Fuel under high pressure is fed via each of the high-pressure connections 8 schematically indicated in FIG. 1 to a high-pressure line 27, which extends from the high-pressure storage space 7 to a pressure intensifier 30 or an injector injector 40.
  • the compensating device proposed according to the invention can also be used on fuel injectors that do not include pressure intensifiers.
  • the compensation device proposed according to the invention is used on fuel injectors with a pressure booster 30, in which a particularly high fuel volume flow occurs from the accumulator and the injection.
  • the compensation device proposed according to the invention can also be used on fuel injectors without pressure intensifiers, which represent large injection quantities.
  • a compensation device 9 proposed according to the invention is integrated into the high-pressure line 27, which extends from each high-pressure line connection 8 of the high-pressure storage space 7 to the fuel injector 40 or to a fuel injector with an associated pressure booster 30.
  • the compensation device 9 comprises a housing 28.
  • a piston-shaped compensation element 11 is movably arranged within the housing 28.
  • a first end face 13 and a second end face 14 are formed on this.
  • the piston-shaped compensating element 11 is biased by a biasing spring 15 within the housing 28 which acts on the second end face 14 of the piston-shaped compensating element 11.
  • the biasing spring 15 is supported on the end face of the housing 28 opposite the second end face 14.
  • a stop element for the second end face 14 of the piston-shaped compensating element 11 can be arranged in the region of this end face.
  • the bias spring 15 is received within a rear space 29 of the housing 28.
  • the first throttle point 19 located in the high-pressure line 27 between the high-pressure storage space 7 and the pressure booster 30 is a compensation space 10 of the compensation device 9 connected in parallel.
  • the compensation chamber 10 is filled with fuel under high pressure via a line section branching off the high-pressure line 27, which enters the compensation chamber 10 at an inlet 16.
  • a stop 12 for the first end face 13 of the piston-shaped compensating element 11 is received within the compensating space 10.
  • the stop 12 can be designed, for example, as a ring or the like embedded in the wall of the housing 28.
  • the compensation space 10 of the compensation device 9 is accordingly limited by the first end face 13 of the piston-shaped compensation element 11 and the end face of the housing 28 receiving the inlet 16.
  • the compensation device 9 according to the exemplary embodiment in FIG. 1 comprises an outlet 17 which extends between the housing 28 and the high-pressure line 27 to the pressure intensifier 30 or to the fuel injector 40.
  • the outlet 17 is designed as a slide 21, via which a slide opening 23 can be opened or closed.
  • the compensating element 11, which is arranged within the housing 28, partially or completely releases the slide opening 23, depending on the pressure relief of the rear space 29, and thus provides an unthrottled connection between the high-pressure storage space 7 and the pressure intensifier 30 or the fuel injector 40, as will be explained in detail below.
  • the compensating device 9 Downstream of the first throttle point 19 accommodated in the high-pressure line 27 and the outlet 17, the compensating device 9 can comprise a throttle section which is identified by reference number 22.
  • the high-pressure fuel stored in the high-pressure storage space 7 flows from the compensating device 9 via the high-pressure line 27 to a pressure intensifier 30.
  • the pressure intensifier 30 comprises a spring-loaded, piston-shaped transmission element 31.
  • the piston-shaped transmission element 31 acts on a high-pressure space 34.
  • the pressure intensifier 30 also includes a work space 32 identified by reference number 32 and a rear space 33.
  • the rear space 33 of the pressure intensifier 30 is a rear space Throttle 36 upstream.
  • a bypass line 37 which includes a check valve 38, is connected in parallel with the pressure booster 30, which can be actuated via a 2/2-way valve that can be configured, for example, as a solenoid valve.
  • the pressure intensifier 30 is actuated by depressurizing the rear space 33 of the pressure intensifier 30 when the 2/2-way valve 35 is switched. If this is connected to a return 52 which opens into the fuel tank 2, flows out of the rear space 33, in which can be arranged around the piston-shaped transmission element 31 acting spring element, from this into the return 52. Thereupon, the piston-shaped transmission element 31 leads into the high-pressure admit 34.
  • a backflow of the fuel flowing out of the high-pressure space 34 into the further high-pressure line 39 via the high-pressure line 27 to the high-pressure storage space 7 is prevented by the check valve 38 contained in the bypass line 37.
  • the fuel the pressure of which is increased in accordance with the pressure intensifier ratio of the pressure intensifier 30, is present via the further high-pressure line 39, both via an inlet throttle 42 in a control chamber 41 and in a nozzle chamber 48 of the fuel injector 40.
  • the control chamber 41 via which the movement of an injection valve member 44 of the fuel injector 40 is controlled, can be relieved of pressure via an outlet throttle 43, which in turn can be connected to the return 52 via a switching valve 45, which can also be designed as a solenoid valve.
  • the flow restrictor 43 is indicated schematically in the illustration according to FIG. 1 and can be formed, for example, by a ball element pressed into a valve seat, via which an outflow of control volumes from the control chamber 41 can be controlled.
  • the fuel injector 40 comprises a nozzle spring chamber 46, in which a nozzle spring 47 is received.
  • the nozzle spring 47 is supported on the one hand on the injector body of the fuel injector 40 and on the other hand on an annular surface of the injection valve member 44.
  • the nozzle chamber 48 is located below the nozzle spring chamber 46. In the region of the nozzle chamber 48, a pressure shoulder is formed on the injection valve member 44, for example in the form of a nozzle needle.
  • the functioning of the compensation device proposed according to the invention within the high-pressure line 27 between the high-pressure storage space 7 (common rail) and a pressure intensifier 30 of the fuel injector 40 is shown below:
  • the pressure intensifier 30 is controlled via the 2/2-way valve 35; the activation of the fuel injector 40 by actuation of the switching valve 45.
  • the pressure converter 30 can be in front of the fuel injector 40 by a slight amount of time the beginning of the injection can be controlled.
  • the opening speed of the piston-shaped compensating element 11 is set by the cross section of the second throttle point 20 arranged outside the rear space 29. The dimensions of the second throttle point 20 can be used to delay the releases of the slide opening 23.
  • This delay time is set so that the reflection of the vacuum wave is avoided. If the piston-shaped compensating element 11 results in the slide opening 23 being cleared after the stroke 18 has been overcome, a larger flow cross section between the high-pressure line 27 and the high-pressure storage space 7 is released. As a result, no pressure loss occurs at the first throttle point 19 in subsequent injection phases.
  • the compensating device 9 can contain a throttle section 22, which can be connected downstream of the first throttle point 19 with respect to the pressure intensifier 30 in relation to the pressure intensifier 30 and either outside or inside the Compensating device 9 can be formed.
  • FIG. 2 shows a further exemplary embodiment of the compensation device proposed according to the invention, in which the throttle points are integrated in the compensation element.
  • fuel 3 is conveyed from the fuel tank 2 via the fuel pump 4 into the high-pressure storage space 7.
  • the high pressure side of the fuel pump 4 is identified by reference number 6, the low pressure side of the fuel pump by reference number 5.
  • a plurality of fuel line connections 8 are provided on the high-pressure storage space 7, the number of which corresponds to the spaces 51 to be supplied with fuel of the internal combustion engine.
  • the first throttle point 19 and the second throttle point 20 are integrated into the piston-shaped compensating element 11 in accordance with the exemplary embodiment shown in FIG.
  • the piston-shaped compensating element 11 has a first end face 13 and a second end face 14.
  • a second tension spring 15 engages on the second end face 14 and is supported on the side of the housing 28 opposite the second end face 14.
  • the housing 28 surrounds the compensating element 11.
  • the compensating element 11 divides the housing 28 into the compensating space 10 and the rear space 29.
  • the ring-shaped stop for the first end face 13 of the piston-shaped compensating element 11 is let in.
  • the compensation chamber 10 is acted upon at the inlet 16 directly via the high-pressure line connection 8 of the high-pressure storage chamber 7 with fuel under high pressure.
  • the piston-shaped compensating element 11 is traversed by a channel 24, within which the first throttle point 19 and the further, second throttle point 20 are formed.
  • the channel 24 represents a flow connection between the compensation chamber 10 and the rear chamber 29 of the compensation device 9.
  • a branch extends, which opens into an annular space 26 formed on the peripheral surface of the piston-shaped compensation element 11.
  • the extent of the annular space 26 on the circumferential surface of the piston-shaped compensating element 11 corresponds to the axial extent - in relation to the housing 28 - of the slide opening 23 on the housing 28.
  • Reference number 18 denotes the stroke path that must first be overcome by the piston-shaped compensating element 11 before an unthrottled connection is created between the high pressure storage space 7 and the high pressure line 27.
  • the slide opening 23 represents the outlet 17 of the housing 28 of the compensating device 9.
  • the high-pressure line 27 extends from the outlet 17 to the pressure booster 30.
  • the rear space throttle 36 which is assigned to the pressure booster 30, is acted upon by high-pressure fuel, which is fed via the rear space throttle 36 into the rear space 33 of the Pressure intensifier 30 flows.
  • the working space 32 of the pressure converter 30 is also acted upon by fuel under high pressure.
  • the piston-shaped transmission element 31 acts on the high-pressure chamber 34 of the pressure intensifier 30.
  • the pressure intensifier 30 is actuated by relieving the pressure in the rear chamber 33 when the 2/2-way valve 35 is actuated, which is connected to the fuel tank 2 via a return 52.
  • the bypass line 37 in which a check valve 38 is received, is connected in parallel with the pressure booster 30.
  • Another high-pressure line 39 extends from the high-pressure chamber 34 of the pressure booster 30 to the fuel injector 40.
  • the further high-pressure line 39 merges into the nozzle chamber inlet 49 at the end of the fuel injector 40 on the combustion chamber side.
  • the control chamber 41 is directly supplied with fuel via the inlet throttle 42 and the nozzle chamber 48, which fuel is at a pressure which is again higher than the pressure level of the high-pressure storage chamber 7.
  • the fuel which is under a further increased pressure, flows via the inlet throttle 42 into the control chamber 41, which can be relieved of pressure via the outlet throttle 43.
  • the switching valve 45 of the outlet throttle 43 is actuated, which can be designed as a solenoid valve and is also connected to the fuel tank 2 of the fuel injection system 1 via a return line 52.
  • the fuel injector 40 also includes a nozzle spring chamber 46 in which a nozzle spring 47 is received.
  • the nozzle spring 47 is supported on the one hand on an annular surface of the injection valve member 44; on the other hand, the nozzle spring 47 bears against an annular surface delimiting the nozzle spring chamber 46.
  • the nozzle spring chamber 46 also has a connection to the return 52.
  • the injection valve member 44 which executes a lifting movement due to the pressure relief of the control chamber 41 when the switching valve 45 is actuated, has a pressure shoulder in the region of the nozzle chamber 48.
  • An annular gap extends from the nozzle chamber 48 within the injector body of the fuel injector 40 to the end of the power chamber on the combustion chamber side. fuel injector 40. The fuel flows through the annular gap to injection openings 50, through which the fuel is injected into the combustion chamber 51 of the self-igniting internal combustion engine when the injection valve member 44 is opened.
  • the pressure intensifier 30 is activated via the 2/2-way valve 35, which can be designed as a solenoid valve. This relieves the pressure in the rear space 33 of the pressure booster 30 in the return 52.
  • the piston-like translation element 31 of the pressure booster 30 moves into the high pressure space 34.
  • the switching valve 45 is actuated to relieve the pressure in the control chamber 41 of the fuel injector 40.
  • the compensating device 9 proposed according to the invention causes a reflection of the vacuum wave at the end of the high pressure line 27 facing the high pressure storage space 7 (common rail) by means of the suppressed in the piston-shaped compensating element 11 integrated first throttle point 19.
  • the pressure level prevailing within the high-pressure storage chamber 7 acts on the first end face 13 of the piston-shaped compensation element 11 via the high-pressure line connection 8 of the high-pressure storage chamber 7 that acts on the inlet 16 of the compensation chamber 10.
  • the slide 21, formed by the head region of the piston-shaped compensating element 11 and the wall of the housing 28 of the compensating device 9 is initially closed. Due to the higher pressure within the compensation space 10, which acts on the first end face 13 of the piston-shaped compensation element 11, the piston-shaped compensation element 11 is displaced in the opening direction against the biasing spring 15.
  • the opening speed with which the piston-shaped compensating element 11 moves within the housing 28 is determined by the second throttle point 20 also arranged in the channel 24.
  • the slide opening 23 is released, as a result of which an unthrottled connection between the high-pressure line 27 to the pressure booster 30 and the high-pressure storage space 7 (common rail) is established.
  • the opening speed of the piston- which can be controlled by the dimensioning of the second throttle point 20 within the piston-shaped compensating element 11 Shaped compensating element 11 allows an unthrottled connection between the high pressure line 27 and the high pressure storage space 7 only after the reflection of the vacuum wave has been extinguished by the first throttle point 19. Because of this, there is no pressure loss at the first throttle point 19 in the subsequent injection phases.
  • a throttled connection is established via the first throttle position 19 integrated in the piston-shaped compensation element 11 between the high-pressure line 27 and the high-pressure storage space 27 at the start of an injection.
  • the open slide valve 21, ie. H. by releasing the slide opening 23 in the housing 28 an unthrottled connection between the high-pressure storage chamber 7 and the high-pressure line 27 via the compensation chamber 10, via which the pressure intensifier 30 of the fuel injector 40 is subjected to fuel under high pressure.
  • Both the first exemplary embodiment according to FIG. 1 and the second exemplary embodiment according to FIG. 2 can be used to reduce the pressure oscillation at the start of an injection, but a pressure drop during the injection and in subsequent injection phases is prevented, so that the injection pressure and the system efficiency not get worse.
  • the compensation device 9 proposed according to the invention an injection pressure curve can be achieved which, compared to previous injection pressure curves in fuel injectors with pressure intensifiers without compensation device 9, has smoothed pressure maxima and has no impermissible pressure drop towards the end of the injection. On the one hand, this significantly improves the emission results of self-igniting internal combustion engines and extends the service life of the components of the fuel injection system by reducing the peak loads.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un dispositif d'injection de carburant comportant un multiplicateur de pression (30) logé entre une chambre d'accumulation haute pression (8) et une chambre de buses (48). La chambre haute pression (34) est reliée par l'intermédiaire d'une ligne de pression (39, 49) à un élément de soupape d'injection (44) d'une chambre de commande (41) actionnant un injecteur (40), et à la chambre de buses (48). Une ligne haute pression (8, 27) s'étendant entre la chambre d'accumulation haute pression (7) et l'injecteur (40) contient un élément de compensation (9) réalisant une connexion étranglée (19) ou une connexion non étranglée (21) entre la chambre d'accumulation haute pression (7) et l'injecteur (40).
EP03807730A 2002-10-04 2003-06-16 Dispositif de suppression d'ondes de pression sur un systeme d'injection a accumulation Expired - Lifetime EP1552137B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10246208 2002-10-04
DE10246208A DE10246208A1 (de) 2002-10-04 2002-10-04 Einrichtung zur Unterdrückung von Druckwellen an Speichereinspritzsystemen
PCT/DE2003/001999 WO2004033893A1 (fr) 2002-10-04 2003-06-16 Dispositif de suppression d'ondes de pression sur un systeme d'injection a accumulation

Publications (2)

Publication Number Publication Date
EP1552137A1 true EP1552137A1 (fr) 2005-07-13
EP1552137B1 EP1552137B1 (fr) 2010-10-27

Family

ID=32010164

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03807730A Expired - Lifetime EP1552137B1 (fr) 2002-10-04 2003-06-16 Dispositif de suppression d'ondes de pression sur un systeme d'injection a accumulation

Country Status (5)

Country Link
US (1) US20060042597A1 (fr)
EP (1) EP1552137B1 (fr)
JP (1) JP2006501405A (fr)
DE (2) DE10246208A1 (fr)
WO (1) WO2004033893A1 (fr)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030012985A1 (en) 1998-08-03 2003-01-16 Mcalister Roy E. Pressure energy conversion systems
EP1489293B1 (fr) * 2003-06-20 2008-03-26 Delphi Technologies, Inc. Système à carburant
DE102004024926A1 (de) * 2004-05-19 2005-12-15 Volkswagen Mechatronic Gmbh & Co. Kg Pumpe-Düse-Einheit
JP4107277B2 (ja) * 2004-09-27 2008-06-25 株式会社デンソー 内燃機関用燃料噴射装置
JP4134979B2 (ja) * 2004-11-22 2008-08-20 株式会社デンソー 内燃機関用燃料噴射装置
EP2146086B9 (fr) 2005-06-28 2012-02-29 Renault Trucks Ensemble injecteur de carburant et moteur à combustion interne comprenant un tel ensemble
DE102005030220A1 (de) * 2005-06-29 2007-01-04 Robert Bosch Gmbh Injektor mit zuschaltbarem Druckübersetzer
DE102005033634A1 (de) * 2005-07-19 2007-01-25 Robert Bosch Gmbh Hochdruck-Kraftstoffpumpe für ein Kraftstoff-Einspritzsystem einer Brennkraftmaschine
DE102007010495A1 (de) 2007-03-05 2008-09-11 Robert Bosch Gmbh Kraftstoffeinspritzsystem sowie Druckverstärkungseinrichtung für ein Kraftstoffeinspritzsystem
CA2758246C (fr) * 2011-11-16 2013-02-12 Westport Power Inc. Procede et appareil pour pomper du carburant dans un systeme d'injection de carburant
US20140165965A1 (en) * 2012-12-18 2014-06-19 Michael R. Teets Fuel supply system with accumulator
US9470195B2 (en) 2012-12-18 2016-10-18 Fca Us Llc Fuel supply system with accumulator
US9255560B2 (en) * 2013-03-15 2016-02-09 Mcalister Technologies, Llc Regenerative intensifier and associated systems and methods
US9091204B2 (en) 2013-03-15 2015-07-28 Mcalister Technologies, Llc Internal combustion engine having piston with piston valve and associated method
JP6583304B2 (ja) * 2017-02-17 2019-10-02 トヨタ自動車株式会社 内燃機関の制御装置
CN114458498B (zh) * 2022-02-24 2022-10-28 哈尔滨工程大学 一种基于节流阻容效应实现高稳定喷射的高压共轨喷油器

Family Cites Families (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4336781A (en) * 1980-04-28 1982-06-29 Stanadyne, Inc. Fuel injection pump snubber
US5392749A (en) * 1991-10-11 1995-02-28 Caterpillar Inc. Hydraulically-actuated fuel injector system having separate internal actuating fluid and fuel passages
GB2268225B (en) * 1992-06-29 1995-07-05 Ford Motor Co A fuel supply arrangement
DE4332119B4 (de) * 1993-09-22 2006-04-20 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE19511515C1 (de) * 1995-03-29 1996-08-22 Daimler Benz Ag Elektromagnetventilgesteuerte Einspritzdüse für eine Brennkraftmaschine
DE19634899A1 (de) * 1996-08-29 1998-03-05 Bosch Gmbh Robert Druckregelventil
DE19640085C2 (de) * 1996-09-28 2001-10-25 Orange Gmbh Sperrventil zur Durchflußmengenbegrenzung
US6247455B1 (en) * 1998-10-08 2001-06-19 Toyota Jidosha Kabushiki Kaisha Injection quantity control apparatus provided to internal combustion engine
DE19910970A1 (de) * 1999-03-12 2000-09-28 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE19939425B4 (de) * 1999-08-20 2005-05-04 Robert Bosch Gmbh Kraftstoffeinspritzsystem für eine Brennkraftmaschine
US6352067B1 (en) * 2000-07-26 2002-03-05 Visteon Global Technologies, Inc. Returnless fuel system pressure valve with two-way parasitic flow orifice
US6401693B1 (en) * 2000-09-01 2002-06-11 Schrader-Bridgeport International, Inc. Pressure spike attenuator for automotive fuel injection system
US6450778B1 (en) * 2000-12-07 2002-09-17 Diesel Technology Company Pump system with high pressure restriction
FR2818732B1 (fr) * 2000-12-22 2004-05-28 Renault Procede d'amortissement des ondes de pression dans une ligne hydraulique, et dispositif d'injection a rampe commune mettant en oeuvre ce procede
DE10115401A1 (de) * 2001-03-29 2002-10-02 Daimler Chrysler Ag Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE10209527A1 (de) * 2002-03-04 2003-09-25 Bosch Gmbh Robert Einrichtung zur druckmodulierten Formung des Einspritzverlaufes
US6966302B2 (en) * 2004-01-26 2005-11-22 Ti Group Automotive Systems, L.L.C. Fuel system and flow control valve

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2004033893A1 *

Also Published As

Publication number Publication date
JP2006501405A (ja) 2006-01-12
US20060042597A1 (en) 2006-03-02
WO2004033893A1 (fr) 2004-04-22
EP1552137B1 (fr) 2010-10-27
DE50313223D1 (de) 2010-12-09
DE10246208A1 (de) 2004-04-15

Similar Documents

Publication Publication Date Title
EP1078160B1 (fr) Systeme d'injection de carburant
EP1520096B1 (fr) Systeme a rampe commune comprenant une buse variable et un systeme multiplicateur de pression
WO2001014713A1 (fr) Procede et systeme d'injection de carburant combinee par levee/pression pour moteur a combustion interne
EP1552137B1 (fr) Dispositif de suppression d'ondes de pression sur un systeme d'injection a accumulation
DE19939420B4 (de) Kraftstoffeinspritzverfahren und -system für eine Brennkraftmaschine
EP1520099B1 (fr) Injecteur de carburant a multiplicateur de pression a reduction de pression rapide lors de l'injection
WO2004088122A1 (fr) Injecteur de carburant comportant un transmetteur de pression commande par une soupape asservie
DE102007021327A1 (de) Kraftstoffeinspritzsystem mit Druckverstärkung
EP1273797B1 (fr) Dispositif d'injection de combustible
WO2002073024A1 (fr) Dispositif d'injection de carburant
EP1554489B1 (fr) Dispositif de filtration pour systemes d'injection de carburant
WO2004003377A1 (fr) Dispositif permettant d'amortir la course de l'aiguille sur des injecteurs de carburant commandes par pression
EP1520095B1 (fr) Commande d'un multiplicateur de pression par le mouvement d'un element d'injecteur
EP1651862A1 (fr) Soupape de commande pour un injecteur de carburant comprenant un dispositif multiplicateur de pression
DE19939425B4 (de) Kraftstoffeinspritzsystem für eine Brennkraftmaschine
WO2004040117A1 (fr) Systeme d'injection de carburant pour moteurs a combustion interne
WO2005015000A1 (fr) Soupape de commande a compensation de pression pour un injecteur de carburant comprenant un multiplicateur de pression
EP1397593B1 (fr) Systeme d'injection de carburant comportant un amplificateur de pression
EP1392965B1 (fr) Amplificateur de pression pour systeme d'injection de carburant
WO2002055871A2 (fr) Dispositif d'injection de carburant
DE10315489B3 (de) Kraftstoffinjektor mit Druckübersetzer und in ein Düsenmodul integriertem Dämpfungskolben
EP1397591B1 (fr) Systeme d'injection de carburant a multiplicateur de pression
DE102005029805A1 (de) Kraftstoffinjektor mit Verzögerungseinrichtung zur Verlängerung der Druckverstärkungsphase

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20050504

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PT RO SE SI SK TR

RBV Designated contracting states (corrected)

Designated state(s): DE FR GB

17Q First examination report despatched

Effective date: 20080704

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 50313223

Country of ref document: DE

Date of ref document: 20101209

Kind code of ref document: P

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20110728

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 50313223

Country of ref document: DE

Effective date: 20110728

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20130620

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20130703

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20140808

Year of fee payment: 12

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20140616

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20150227

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140616

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140630

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 50313223

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20160101