EP1448887B1 - Injection system for internal combustion engine - Google Patents

Injection system for internal combustion engine Download PDF

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Publication number
EP1448887B1
EP1448887B1 EP02803432A EP02803432A EP1448887B1 EP 1448887 B1 EP1448887 B1 EP 1448887B1 EP 02803432 A EP02803432 A EP 02803432A EP 02803432 A EP02803432 A EP 02803432A EP 1448887 B1 EP1448887 B1 EP 1448887B1
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EP
European Patent Office
Prior art keywords
fuel
accumulator
injection
pressure
tank
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EP02803432A
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German (de)
French (fr)
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EP1448887A1 (en
Inventor
Eric Condemine
Vincent Basso
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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    • 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
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • 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 an injection system for internal combustion engine with a common rail fuel injection.
  • One of the solutions envisaged by the manufacturers for reducing pollutant emissions means stopping the engine when it is not requested, such as for example Red fire. This technique is more commonly called “stop and start”. Indeed, stopping the engine will allow to lower fuel consumption and therefore reduce polluting discharges. This drop in releases is significant especially in the city where the high concentration of roadways forces to stop regularly and where it forms often plugs.
  • Patent Application US5839413 discloses a system which reduces the startup time of a motor to common rail.
  • the principle of this system is to make communicate the common rail not only to a pump high pressure but also to a low pressure circuit thanks to two calibrated check valves (a first bass pressure and a second high pressure).
  • the low circuit pressure has a low pressure accumulator that allows to maintain a stable pressure lower than that delivered when the high pressure pump is at full load.
  • the low pressure circuit already compresses the fuel in the common rail. Then, when the pump high pressure exerts a pressure greater than that prevailing in the low pressure circuit, the low pressure valve, which until then the low pressure flow, will close in favor of the second flap.
  • the common rail is finally pressurized only by the high pump pressure.
  • the purpose of the present invention is to mitigate all or the disadvantages encountered in the prior art. So, the invention proposes a constitution injection system simple for internal combustion engine allowing shorten the start-up time in order to adapt these engines at the "stop and start”.
  • the invention relates to a system injection apparatus for an internal combustion engine comprising least one injection means, feed means of fuel under pressure, a common accumulator at each injection means containing pressurized fuel supplied by said feeding means characterized in that furthermore, between each injection means and said accumulator, a fuel storage device under pressure supplied by said accumulator, said device storer being fit when starting to release said fuel under pressure stored towards its associated injection means in to supply fuel under pressure more quickly than with said supply means alone.
  • This system allows to keep the existing structure and adapt it "stop and start “by shortening the startup time.
  • each fuel storage device under pressure comprises a first channel which, connecting said accumulator and one of said injection means, has at least one reservoir and at least two means controlled opening located respectively between the accumulator and the reservoir and between the reservoir and said injection means to selectively allow to fill the reservoir of pressurized fuel from said accumulator or to empty the reservoir for supplying said injection means.
  • said opening means controlled are solenoid valves.
  • Each storage device of fuel under pressure advantageously comprises, in addition to second channel which, in parallel with the first, authorizes only, thanks to a non-return valve, the passage of fuel from said accumulator to said injection means so to allow feeding of the injection means directly by said accumulator. This allows, after the phases of start, that the injection is carried out “normally”, that is to say that each injection means is fed by the same fuel tank under pressure.
  • a injection system 1 intended to be used in an internal combustion engine. It consists mainly a high pressure pump 2, a ramp common 3, a storage device 4 and an injector 5. Only one injector 5 is visible but of course, the ramp common 3 may for example feed as much injector 5 than cylinders present in the engine.
  • the high pressure pump 2 supplies the common rail 3 in fuel under pressure. This configuration is very used and well known will not be more detailed in this patent.
  • the device of storage 4 connects the common rail 3 and the injector 5 by two channels 6, 7 joining before reaching the injector 5.
  • the first channel 6 is provided with a non-return valve 8, preventing the flow of fuel from the injector 5 to the common ramp 3 but allowing the reverse flow.
  • the second channel 7 comprises a reservoir 9, a sensor of pressure 10 and two solenoid valves 11, 12. In the example illustrated in Figure 1, these last 11, 12, located respectively on the one side and the other side of the tank 9, selectively and independently of each other the opening part of the channel 7.
  • the sensor 10 detects the pressure prevailing in the tank 9.
  • the sensor 10 When the engine is first started, the reservoir 9 being empty, the sensor 10 indicates that there is no pressure. The solenoid valve 10 is then placed in its open position and the second 11 in its closed position. When the pump is high pressure 2 supplies the common rail 3 with fuel under pressure, fuel will go into channel 6 and channel 7 of each storage device 4 associated with an injector 5.
  • the solenoid valve 10 being open, the fuel will then to enter the tank 9 without being able to go further, the solenoid valve 11 being closed.
  • the fuel that is in the channel 6 passes through the nonreturn valve 8 and so feeds the injector 5.
  • the high pressure pump 2 goes as far as possible the pressure to provide, after a moment, a pressure high enough to reach the minimum pressure of injector operation 5.
  • a pressure sensor (no shown) located in each injector 5 allows determine said minimum pressure and then control injection. The engine can then be started.
  • the sensor 10 of the storage device 4 of the same way detects if the pressure needed in the tank 9 (which may be much greater than that quoted in previous) is reached.
  • the solenoid valve 10 at this time will be placed in its closed position and will therefore imprison fuel under pressure in the tank 9.
  • the engine is now ready to operate in "stop and start” mode.
  • the solenoid valve 12 When the start command is again actuated and that the sensor 10 detects pressure, the solenoid valve 12 is placed in the open position and release therefore fuel under pressure to its associated injector. indeed, the non-return valve 8 prevents this fuel goes up along the canal 6 towards the common ramp 3.
  • the high pressure pump 2 being partially fed in energy from the engine timing belt (no represented), the start of the latter will have an effect accelerator at the pressure rise of the high pump pressure 2. The shortening of the boot will therefore be still multiplied.
  • the high pressure pump 2 goes provide a higher pressure in the common rail 3 by compared to that prevailing at the inlet of the injector 5.
  • the flap anti-return 8 will then let the fuel flow through from channel 6 to the injector 5.
  • the solenoid valve 12 is returned to the closed position and the solenoid valve 11 is reopened.
  • the normal fuel injection cycle can then be take place.
  • the solenoid valve 11 closes and imprisons new fuel under pressure in the tank 9.
  • the restart cycle quoted and repeated several times allows, thanks to this injection system, an engine equipped with a common rail to operate in "stop and start".
  • the fact that he there is a storage device 4 for each injector 5 allows a reservoir volume 9 small compared to that of the common rail 3.
  • the tank 9 will be sized preferentially so that two injections can be before the high-pressure pump 2 takes the relay.
  • channel 7 configurations with a single solenoid valve or a different technology solenoid valves can be considered.
  • strategy of the first start-up may be different, for example by filling in the tank 9 only after a few injections.

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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)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

The motor vehicle fuel injection system (1) has injectors (5) with a pressure feed (2) for fuel and an accumulator (3) common for each injector. Between the accumulator and each injector is a fuel storage holder (4) to hold fuel under pressure. On starting, the store feeds extra fuel to the respective injector.

Description

L'invention se rapporte à un système d'injection pour moteur à combustion interne muni d'une rampe commune d'injection de carburant.The invention relates to an injection system for internal combustion engine with a common rail fuel injection.

De nos jours, les constructeurs automobiles cherchent les technologies qui leur permettraient de concevoir des véhicules automobiles moins polluants. Tout d'abord parce que les conducteurs des véhicules sont plus sensibles que jamais à l'écologie mais surtout parce que les normes sur les rejets entrant en vigueur sont de plus en plus sévères.Nowadays, car manufacturers are looking for the technologies that would allow them to design vehicles less polluting automobiles. First of all, because Vehicle drivers are more sensitive than ever to ecology but especially because the standards on the discharges entering into force are becoming more severe.

Une des solutions envisagées par les constructeurs pour réduire les rejets polluants consiste à arrêter du moteur lorsque celui-ci n'est pas sollicité, comme par exemple à un feu rouge. Cette technique est plus généralement appelée "stop and start". En effet, l'arrêt du moteur va permettre d'abaisser la consommation en carburant et donc de diminuer les rejets polluants. Cette baisse des rejets est significative surtout en ville où la forte concentration des signalisations routières oblige à régulièrement s'arrêter et où il se forme souvent des bouchons.One of the solutions envisaged by the manufacturers for reducing pollutant emissions means stopping the engine when it is not requested, such as for example Red fire. This technique is more commonly called "stop and start". Indeed, stopping the engine will allow to lower fuel consumption and therefore reduce polluting discharges. This drop in releases is significant especially in the city where the high concentration of roadways forces to stop regularly and where it forms often plugs.

Cette technique du "stop and start" s'applique facilement avec les moteurs dont l'injection dans chaque cylindre est pilotée individuellement. Cependant tel n'est pas le cas avec les moteurs dotés d'une rampe commune (ou "common rail") qui, elle, gère l'injection de plusieurs cylindres en même temps.This technique of "stop and start" is easily applied with the engines whose injection into each cylinder is driven individually. However this is not the case with engines with common rail (or "common rail") who manages the injection of several cylinders at the same time time.

En effet, le démarrage actuel de ces moteurs dotés d'une rampe commune à jet de carburant haute pression est trop "lent" pour que le "stop and start" leur soit applicable. Cette lenteur est induite par le temps requis à la pompe haute pression pour compresser le carburant présent dans la rampe commune jusqu'à la pression minimale nécessaire au fonctionnement des injecteurs. Ainsi, pour que les moteurs à rampe commune puissent fonctionner en "stop and start", il est nécessaire de raccourcir leur temps de démarrage.Indeed, the current start of these engines with a Common rail fuel jet high pressure is too much "slow" so that the "stop and start" is applicable to them. This slowness is induced by the time required at the high pump pressure to compress the fuel present in the ramp common up to the minimum pressure necessary for operation of the injectors. So, for the engines to common rail can operate in "stop and start", it is necessary to shorten their startup time.

La demande de brevet US5839413 divulgue un système qui permet de réduire le temps de démarrage d'un moteur à rampe commune. Le principe de ce système consiste à faire communiquer la rampe commune non seulement à une pompe haute pression mais également à un circuit basse pression grâce à deux clapets anti-retour tarés (un premier basse pression et un deuxième haute pression). Le circuit basse pression possède un accumulateur basse pression qui permet de maintenir une pression stable inférieure à celle délivrée lorsque la pompe haute pression est à pleine charge.Patent Application US5839413 discloses a system which reduces the startup time of a motor to common rail. The principle of this system is to make communicate the common rail not only to a pump high pressure but also to a low pressure circuit thanks to two calibrated check valves (a first bass pressure and a second high pressure). The low circuit pressure has a low pressure accumulator that allows to maintain a stable pressure lower than that delivered when the high pressure pump is at full load.

Ainsi au démarrage alors que la pompe haute pression est mise en marche, le circuit basse pression compresse déjà le carburant dans la rampe commune. Puis, quand la pompe haute pression exerce une pression supérieure à celle régnant dans le circuit basse pression, le clapet basse pression, qui laissait passer jusqu'alors le flux basse pression, va se fermer au profit du deuxième clapet. La rampe commune est finalement mise en pression uniquement par la pompe haute pression.So at startup while the high pressure pump is switched on, the low pressure circuit already compresses the fuel in the common rail. Then, when the pump high pressure exerts a pressure greater than that prevailing in the low pressure circuit, the low pressure valve, which until then the low pressure flow, will close in favor of the second flap. The common rail is finally pressurized only by the high pump pressure.

Le temps de montée en pression grâce à ce système est donc diminué. Cependant cette technique n'est pas satisfaisante d'une part parce qu'elle est trop complexe à mettre en oeuvre et d'autre part parce qu'elle n'est pas assez rapide pour que son application au "stop and start" soit agréable à l'usage.The pressure rise time thanks to this system is therefore decreased. However this technique is not satisfactory on the one hand because it is too complex to implement and secondly because it is not enough fast so that its application to "stop and start" is pleasant to use.

Le but de la présente invention est de pallier tout ou partie les inconvénients rencontrés dans l'art antérieur. Ainsi, l'invention propose un système d'injection de constitution simple pour moteur à combustion interne permettant de raccourcir le temps de démarrage en vue d'adapter ces moteurs au "stop and start". The purpose of the present invention is to mitigate all or the disadvantages encountered in the prior art. So, the invention proposes a constitution injection system simple for internal combustion engine allowing shorten the start-up time in order to adapt these engines at the "stop and start".

A cet effet, l'invention se rapporte à un système d'injection pour moteur à combustion interne comprenant au moins un moyen d'injection, des moyens d'alimentation de carburant sous pression, un accumulateur commun à chaque moyen d'injection contenant du carburant sous pression fourni par lesdits moyens d'alimentation caractérisé en ce qu'il comporte de plus, entre chaque moyen d'injection et ledit accumulateur, un dispositif stockeur de carburant sous pression alimenté par ledit accumulateur, ledit dispositif stockeur étant apte lors du démarrage à libérer ledit carburant sous pression stocké vers son moyen d'injection associé en vue de lui fournir carburant sous pression plus rapidement qu'avec lesdits moyens d'alimentation seuls. Ce système permet de garder la structure existante et de l'adapter « stop and start » en raccourcissant le temps de démarage.For this purpose, the invention relates to a system injection apparatus for an internal combustion engine comprising least one injection means, feed means of fuel under pressure, a common accumulator at each injection means containing pressurized fuel supplied by said feeding means characterized in that furthermore, between each injection means and said accumulator, a fuel storage device under pressure supplied by said accumulator, said device storer being fit when starting to release said fuel under pressure stored towards its associated injection means in to supply fuel under pressure more quickly than with said supply means alone. This system allows to keep the existing structure and adapt it "stop and start "by shortening the startup time.

Avantageusement, chaque dispositif stockeur de carburant sous pression, selon l'invention, comporte un premier canal qui, reliant ledit accumulateur et un desdits moyens d'injection, comporte au moins un réservoir et au moins deux moyens d'ouverture pilotée respectivement situé entre l'accumulateur et le réservoir et entre le réservoir et ledit moyen d'injection pour permettre sélectivement de remplir le réservoir de carburant sous pression venant dudit accumulateur ou de vider le réservoir pour alimenter ledit moyen d'injection. Cette configuration à l'avantage de ne pas avoir à implanter une source de compression supplémentaire récupère du carburant sous pression venant de l'accumulateur.Advantageously, each fuel storage device under pressure, according to the invention, comprises a first channel which, connecting said accumulator and one of said injection means, has at least one reservoir and at least two means controlled opening located respectively between the accumulator and the reservoir and between the reservoir and said injection means to selectively allow to fill the reservoir of pressurized fuel from said accumulator or to empty the reservoir for supplying said injection means. This configuration to the advantage of not having to implement a additional compression source recovers fuel under pressure from the accumulator.

De manière avantageuse, lesdits moyens d'ouverture pilotée, selon l'invention, sont des électrovannes. Advantageously, said opening means controlled, according to the invention, are solenoid valves.

Chaque dispositif stockeur de carburant sous pression, selon l'invention, comporte, avantageusement, en plus un deuxième canal qui, en parallèle du premier, autorise uniquement, grâce à un clapet anti-retour, le passage du carburant dudit accumulateur vers ledit moyen d'injection afin de permettre l'alimentation des moyens d'injection directement par ledit accumulateur. Cela permet, après les phases de démarrage, que l'injection soit réalisée « normalement », c'est-à-dire que chaque moyen d'injection soit alimenté par le même accumulateur de carburant sous pression.Each storage device of fuel under pressure, according to the invention, advantageously comprises, in addition to second channel which, in parallel with the first, authorizes only, thanks to a non-return valve, the passage of fuel from said accumulator to said injection means so to allow feeding of the injection means directly by said accumulator. This allows, after the phases of start, that the injection is carried out "normally", that is to say that each injection means is fed by the same fuel tank under pressure.

D'autres particularités et avantages apparaítront à la lecture de la description ci-après faite en référence à la figure unique représentant un schéma simplifié du système d'injection selon l'invention.Other peculiarities and advantages will appear at the reading the description below with reference to the figure single representing a simplified diagram of the system injection device according to the invention.

Dans l'exemple illustré à la figure 1, on peut voir un système d'injection 1, selon l'invention, destiné à être utilisé dans un moteur à combustion interne. Il se compose principalement d'une pompe haute pression 2, d'une rampe commune 3, d'un dispositif de stockage 4 et d'un injecteur 5. Un seul injecteur 5 est visible mais bien entendu, la rampe commune 3 pourra par exemple alimenter autant d'injecteur 5 que de cylindres présents dans le moteur.In the example shown in Figure 1, we can see a injection system 1, according to the invention, intended to be used in an internal combustion engine. It consists mainly a high pressure pump 2, a ramp common 3, a storage device 4 and an injector 5. Only one injector 5 is visible but of course, the ramp common 3 may for example feed as much injector 5 than cylinders present in the engine.

La pompe haute pression 2 alimente la rampe commune 3 en carburant sous pression. Cette configuration très utilisée et très connue ne sera pas plus détaillée dans ce brevet.The high pressure pump 2 supplies the common rail 3 in fuel under pressure. This configuration is very used and well known will not be more detailed in this patent.

Dans l'exemple illustré, on peut voir que le dispositif de stockage 4 relie la rampe commune 3 et l'injecteur 5 par deux canaux 6, 7 se rejoignant avant d'arriver à l'injecteur 5.In the example illustrated, it can be seen that the device of storage 4 connects the common rail 3 and the injector 5 by two channels 6, 7 joining before reaching the injector 5.

Le premier canal 6 est muni d'un clapet anti-retour 8, empêchant au flux de carburant de passer de l'injecteur 5 vers la rampe commune 3 mais autorisant le flux inverse. Le deuxième canal 7 comporte un réservoir 9, un capteur de pression 10 et deux électrovannes 11, 12. Dans l'exemple illustré à la figure 1, ces dernières 11, 12, situées respectivement de part et d'autres du réservoir 9, permettent sélectivement et indépendamment l'une de l'autre l'ouverture d'une partie du canal 7. Le capteur 10 détecte la pression régnant dans le réservoir 9.The first channel 6 is provided with a non-return valve 8, preventing the flow of fuel from the injector 5 to the common ramp 3 but allowing the reverse flow. The second channel 7 comprises a reservoir 9, a sensor of pressure 10 and two solenoid valves 11, 12. In the example illustrated in Figure 1, these last 11, 12, located respectively on the one side and the other side of the tank 9, selectively and independently of each other the opening part of the channel 7. The sensor 10 detects the pressure prevailing in the tank 9.

Lors du premier démarrage du moteur, le réservoir 9 étant vide, le capteur 10 indique qu'il n'y a pas de pression. L'électrovanne 10 est alors mise dans sa position ouverte et la seconde 11 dans sa position fermée. Quand la pompe haute pression 2 alimente la rampe commune 3 en carburant sous pression, du carburant va passer dans le canal 6 et le canal 7 de chaque dispositif de stockage 4 associé à un injecteur 5.When the engine is first started, the reservoir 9 being empty, the sensor 10 indicates that there is no pressure. The solenoid valve 10 is then placed in its open position and the second 11 in its closed position. When the pump is high pressure 2 supplies the common rail 3 with fuel under pressure, fuel will go into channel 6 and channel 7 of each storage device 4 associated with an injector 5.

L'électrovanne 10 étant ouverte, le carburant va alors s'introduire dans le réservoir 9 sans pouvoir aller plus loin, l'électrovanne 11 étant fermée. Le carburant qui est dans le canal 6 passe au travers du clapet anti-retour 8 et ainsi alimente l'injecteur 5.The solenoid valve 10 being open, the fuel will then to enter the tank 9 without being able to go further, the solenoid valve 11 being closed. The fuel that is in the channel 6 passes through the nonreturn valve 8 and so feeds the injector 5.

La pompe haute pression 2 va au fur et mesure augmenter la pression pour fournir, au bout d'un moment, une pression suffisamment haute pour atteindre la pression minimale de fonctionnement des injecteurs 5. Un capteur de pression (non représenté) situé dans chaque injecteur 5 permet de déterminer ladite pression minimale et commande alors l'injection. Le moteur peut alors être démarré.The high pressure pump 2 goes as far as possible the pressure to provide, after a moment, a pressure high enough to reach the minimum pressure of injector operation 5. A pressure sensor (no shown) located in each injector 5 allows determine said minimum pressure and then control injection. The engine can then be started.

Le capteur 10 du dispositif de stockage 4 de la même manière détecte si la pression nécessaire dans le réservoir 9 (qui peut être bien supérieure à celle citée au paragraphe précédent) est atteinte. L'électrovanne 10 à ce moment sera mise dans sa position fermée et emprisonnera donc du carburant sous pression dans le réservoir 9. Le moteur est désormais prêt à fonctionner en mode « stop and start ».The sensor 10 of the storage device 4 of the same way detects if the pressure needed in the tank 9 (which may be much greater than that quoted in previous) is reached. The solenoid valve 10 at this time will be placed in its closed position and will therefore imprison fuel under pressure in the tank 9. The engine is now ready to operate in "stop and start" mode.

Lorsque la commande de démarrage est à nouveau actionnée et que le capteur 10 détecte de la pression, l'électrovanne 12 est mise en position ouverte et relâche donc le carburant sous pression vers son injecteur associé 5. En effet, le clapet anti-retour 8 empêche que ce carburant remonte le long du canal 6 vers la rampe commune 3.When the start command is again actuated and that the sensor 10 detects pressure, the solenoid valve 12 is placed in the open position and release therefore fuel under pressure to its associated injector. indeed, the non-return valve 8 prevents this fuel goes up along the canal 6 towards the common ramp 3.

Cette pression relâchée étant supérieure à la pression minimale de fonctionnement de son injecteur associé 5, l'injection peut avoir lieu plus rapidement que s'il avait fallu attendre que la pompe haute pression 2 fournisse seule ladite pression minimale. Le moteur peut donc être démarré plus tôt.This relaxed pressure being greater than the pressure minimum operation of its associated injector 5, the injection can take place more quickly than if it had wait for the high-pressure pump 2 to supply only minimum pressure. The engine can be started earlier.

La pompe haute pression 2 étant partiellement alimentée en énergie par la courroie de distribution du moteur (non représentée), le démarrage de ce dernier va avoir un effet accélérateur à la montée en pression de la pompe haute pression 2. Le raccourcissement du démarrage va donc être encore multiplié.The high pressure pump 2 being partially fed in energy from the engine timing belt (no represented), the start of the latter will have an effect accelerator at the pressure rise of the high pump pressure 2. The shortening of the boot will therefore be still multiplied.

Au bout d'un certain temps, la pompe haute pression 2 va fournir une pression supérieure dans la rampe commune 3 par rapport à celle régnant à l'entrée de l'injecteur 5. Le clapet anti-retour 8 va alors laisser le carburant s'écouler au travers du canal 6 vers l'injecteur 5. A ce moment, l'électrovanne 12 est remise en position fermée puis l'électrovanne 11 est réouverte. Le cycle normal d'injection de carburant peut alors avoir lieu. Comme précisé précédemment, quand la pression nécessaire, détectée par le capteur 10, est atteinte dans le réservoir 9, l'électrovanne 11 se ferme et emprisonne à nouveau du carburant sous pression dans le réservoir 9.After a while, the high pressure pump 2 goes provide a higher pressure in the common rail 3 by compared to that prevailing at the inlet of the injector 5. The flap anti-return 8 will then let the fuel flow through from channel 6 to the injector 5. At this moment, the solenoid valve 12 is returned to the closed position and the solenoid valve 11 is reopened. The normal fuel injection cycle can then be take place. As previously stated, when the pressure necessary, detected by the sensor 10, is reached in the tank 9, the solenoid valve 11 closes and imprisons new fuel under pressure in the tank 9.

Le cycle de redémarrage cité et répété plusieurs fois permet, grâce à ce système d'injection, à un moteur doté d'une rampe commune de fonctionner en "stop and start". Le fait qu'il y ait un dispositif de stockage 4 pour chaque injecteur 5 autorise un volume de réservoir 9 petit par rapport à celui de la rampe commune 3. Le réservoir 9 sera dimensionné préférentiellement pour que deux injections puissent être réalisées avant que la pompe haute pression 2 prenne le relais. The restart cycle quoted and repeated several times allows, thanks to this injection system, an engine equipped with a common rail to operate in "stop and start". The fact that he there is a storage device 4 for each injector 5 allows a reservoir volume 9 small compared to that of the common rail 3. The tank 9 will be sized preferentially so that two injections can be before the high-pressure pump 2 takes the relay.

Bien entendu, la présente invention ne se limite pas à l'exemple illustré mais est susceptible de diverses variantes et modifications qui apparaítront à l'homme de l'art. En particulier, des configurations du canal 7 avec une seule électrovanne ou une technologie différente des électrovannes peuvent être envisagées. Egalement, la stratégie du premier démarrage peut être différente, par exemple en remplissant le réservoir 9 seulement après quelques injections.Of course, the present invention is not limited to illustrated example but is susceptible of various variants and modifications that will occur to those skilled in the art. In particular, channel 7 configurations with a single solenoid valve or a different technology solenoid valves can be considered. Also, the strategy of the first start-up may be different, for example by filling in the tank 9 only after a few injections.

Claims (4)

  1. Injection system (1) for an internal combustion engine comprising at least one injection means (5), pressurised fuel supply means (2), an accumulator (3) common to each injection means (5) containing pressurised fuel supplied by said fuel supply means characterised in that it further comprises, between each injection means (5) and said accumulator, a pressurised fuel storage device (4) supplied by said accumulator, said storage device being capable, on starting, of releasing said stored pressurised fuel towards its associated injection means with a view to supplying it with fuel at a sufficient pressure, more quickly than with said fuel supply means alone.
  2. Injection system (1) according to Claim 1, characterised in that each pressurised fuel storage device (4) comprises a first channel (7) which, connecting said accumulator and one of said injection means, comprises at least one tank (9) and at least two controlled-opening means (11, 12) located respectively between the accumulator (3) and the tank (9) and between the tank (9) and said injection means in order to allow the tank to be filled selectively with pressurised fuel (9) coming from said accumulator or to empty the tank (9) in order to supply said injection means.
  3. Injection system (1) according to Claim 2, characterised in that said controlled-opening means are solenoid valves.
  4. Injection system (1) according to Claim 2 or 3, characterised in that each pressurised fuel storage device (4) further comprises a second channel (6) which, in parallel with the first one (7), by means of a non-return valve (8), allows the fuel to pass only from said accumulator to said injection means so as to allow the injection means (5) to be supplied directly by said accumulator.
EP02803432A 2001-11-19 2002-11-07 Injection system for internal combustion engine Expired - Lifetime EP1448887B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0114896A FR2832462B1 (en) 2001-11-19 2001-11-19 INJECTION SYSTEM FOR INTERNAL COMBUSTION ENGINE
FR0114896 2001-11-19
PCT/FR2002/003806 WO2003044360A1 (en) 2001-11-19 2002-11-07 Injection system for internal combustion engine

Publications (2)

Publication Number Publication Date
EP1448887A1 EP1448887A1 (en) 2004-08-25
EP1448887B1 true EP1448887B1 (en) 2005-04-06

Family

ID=8869505

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02803432A Expired - Lifetime EP1448887B1 (en) 2001-11-19 2002-11-07 Injection system for internal combustion engine

Country Status (5)

Country Link
EP (1) EP1448887B1 (en)
AT (1) ATE292755T1 (en)
DE (1) DE60203643T2 (en)
FR (1) FR2832462B1 (en)
WO (1) WO2003044360A1 (en)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5787863A (en) * 1996-01-23 1998-08-04 Caterpillar Inc. Fuel system having priming actuating fluid accumulator
US5839413A (en) 1997-04-28 1998-11-24 The Rexroth Corporation Quick start HEUI system
DE19858095C2 (en) * 1998-12-16 2000-10-19 Siemens Ag Device for improving the starting behavior of internal combustion engines with memory injection systems
JP2001182639A (en) * 1999-12-27 2001-07-06 Toyota Motor Corp High pressure fuel supply device
US6234128B1 (en) * 2000-03-13 2001-05-22 General Motors Corporation Fuel accumulator with pressure on demand

Also Published As

Publication number Publication date
DE60203643T2 (en) 2006-03-09
ATE292755T1 (en) 2005-04-15
FR2832462A1 (en) 2003-05-23
WO2003044360A1 (en) 2003-05-30
FR2832462B1 (en) 2004-01-02
DE60203643D1 (en) 2005-05-12
EP1448887A1 (en) 2004-08-25

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