EP1611342B1 - Conduite haute pression pour un systeme d'injection de carburant - Google Patents

Conduite haute pression pour un systeme d'injection de carburant Download PDF

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Publication number
EP1611342B1
EP1611342B1 EP03811301A EP03811301A EP1611342B1 EP 1611342 B1 EP1611342 B1 EP 1611342B1 EP 03811301 A EP03811301 A EP 03811301A EP 03811301 A EP03811301 A EP 03811301A EP 1611342 B1 EP1611342 B1 EP 1611342B1
Authority
EP
European Patent Office
Prior art keywords
section
pressure
pressure line
injector
throttle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP03811301A
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German (de)
English (en)
Other versions
EP1611342A1 (fr
Inventor
Holger Rapp
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
Priority to EP10007052.3A priority Critical patent/EP2230397B1/fr
Publication of EP1611342A1 publication Critical patent/EP1611342A1/fr
Application granted granted Critical
Publication of EP1611342B1 publication Critical patent/EP1611342B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025—Common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—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
    • 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
    • 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

Definitions

  • the injector 1 belonging to the combustion chamber 118 is opened.
  • the high pressure fuel 106 flows from the injector 1 into the combustion chamber 118.
  • the leaked amount of fuel subsequently flows from the common rail 114 to the injector 1.
  • a check valve (not shown) can be provided parallel to the throttle (not shown).
  • a check valve (not shown) can be provided which opens in the direction of the injector 1.
  • this is the throttle as long as ineffective as fuel from the common rail 114 to the injector 1 flows; that is, during injection, this arrangement is ineffective.
  • such an arrangement with a check valve per injector is also very expensive.
  • the high-pressure line consists of a first section and a second section and that the first section and the second section are connected in parallel, that the first section has an open end and that the second section is a closed section End and that the first portion and the second portion of the high-pressure line unite in the region of the connection to the injector.
  • the following effect can be exploited:
  • the first section and the second section are hydraulically connected through a throttle. This ensures that even before reaching the junction, namely where there is a hydraulic connection between the first section and second section through the throttle, a large part of the amplitude of the reflected pressure waves is extinguished, so that even at the junction point only very small remaining Pressure waves arrive from the two line sections.
  • FIG. 1 which is a known from the prior art high-pressure line 3, which connects a common rail 114 with an injector 1 hydraulically, the already mentioned several times pressure wave and its temporal and local course in the high-pressure line 3 will be explained in more detail.
  • x represents a longitudinal coordinate of the high-pressure line 3, whose zero point at the Connection between injector 1 and high pressure line 3 is located.
  • the Y-axis of the diagram labeled "p" represents a pressure p (x) in the high-pressure line 3.
  • an xp diagram is shown, which represents the pressure curve in the high-pressure line 3 when the pressure wave moves from the injector 1 in the direction of the common rail 114.
  • the diagram on the left of the high-pressure line 3 shows a snapshot at a point in time in which there is a maximum 5 of the pressure wave between injector 1 and common rail 114.
  • the running direction of the pressure wave is shown by an arrow 7.
  • the common rail 114 acts as an open end with respect to the pressure wave with a static pressure.
  • the pressure wave is reflected, that is, it changes their direction and now runs from the common rail 114 in the direction of the injector 1.
  • changes the sign of the amplitude so that from a pressure reduction is a pressure increase.
  • This is indicated by the px diagram on the right of the high-pressure line 3.
  • the direction of the arrow 7 has reversed from the representation on the left side of the high-pressure line 3.
  • from the pressure reduction has become an increase in pressure, as the comparison of the pressure waves in the px diagrams left and right of the high pressure line 3 results.
  • the injector 1 If, however, the injector 1 is closed at the time when the reflected pressure wave reaches it, it represents a closed end for the pressure wave and the wave is again reflected in the direction of the rail, this time while maintaining its amplitude. Now finally forms a very weakly damped, standing wave in the line, the pressure in the injector 1 vibrates after an injection for a long time and there is a significant influence of the distance between two Injections on the second injection.
  • a gradient dp / dt is qualitatively represented. This representation is not entirely correct, because in a px diagram a time course of the print "p" is not representable; However, because of the constant propagation speed of the pressure wave in the high-pressure line 3 is a direct relationship between the slope of the edge of the pressure wave, as in the px-diagram according FIG. 1 is shown and as it is defined in connection with the invention, namely as a change with time of the fuel pressure in the high-pressure line 3, here also referred to as gradient dp / dt.
  • FIG. 2 a first embodiment of a high-pressure line 3 according to the invention is shown.
  • the high pressure line 3 is made in two parts. It has a first section 3.1 and a second section 3.2.
  • the first section 3.1 connects the common rail 114 with the injector 1 and has a length L 1 and a hydraulic diameter D 1 .
  • the second section 3.2 has a closed end 9 in contrast to the first section 3.1.
  • the hydraulic diameters D 1 and D 2 may be substantially the same. Similarly, in many applications, it may be advantageous if the lengths L 1 and L 2 are substantially equal. However, the invention is not limited to these Sizes limited.
  • a pressure wave in the form of a pressure reduction which runs through both the first section 3.1 and through the second section 3.2 of the high-pressure line 3.
  • the pressure wave is reflected at the open end of the first section 3.1, namely where it opens into the common rail 114, thereby changing its sign. That is, a pressure reduction is an increase in pressure.
  • FIG. 3 is a further embodiment of a high-pressure line 1 according to the invention shown.
  • An essential difference to the embodiment according to FIG. 2 is that between the injector 1 and the first section 3.1 and the second section 3.2, a third section 3.3 of the high pressure line is present.
  • the third section 3.3 has a hydraulic diameter D 3 and a length L 3 . It may be advantageous if the sum of the squares D 1 2 + D 2 2 of the hydraulic diameters D 1 and D 2 is equal to the square D 3 2 of the hydraulic diameter D 3 of the third section 3.3.
  • the operations in the first section 3.1 and in the second section 3.2 in this embodiment correspond to the operations previously described with reference to the embodiment of FIG. 2 have been described.
  • the pressure wave undergoes a sign reversal in the reflection on the common rail 114, so that from a pressure reduction is a pressure increase.
  • FIG. 4 The embodiment according to FIG. 4 is largely the same as in FIG. 3 shown embodiment, wherein only in the second section 3.2, a throttle 11 is provided.
  • the injector 1, which is connected to the third section 3.2, is in the FIGS. 4, 5 . 6 and 7 not shown for reasons of space.
  • the pressure wave is attenuated in the second section 3.2, so that a complete extinction of the pressure wave at the junction of the first section 3.1 and second section 3.2 no longer takes place.
  • This apparent disadvantage compared to the embodiment according to FIG. 3
  • the inventive arrangement of the throttle 11 in the second section 3.2 the operating behavior of the internal combustion engine over the entire speed range and under all load conditions in the sum can be improved in some cases, even if certain Load points and speeds may not reach complete extinction of the pressure waves.
  • the throttle 11 is not introduced into the section 2 of the conduit 8, but rather connects the first section 3.1 and the second section 3.2 with each other. Since the running away from the injector pressure waves in section 1 and 2 of the line 3 have the same sign, the throttle has no influence on these waves - there is no pressure difference at the throttle. However, the waves reflected at the rail or at the closed end of section 2 have different signs. If they reach the throttle 11, there is a muted pressure equalization between section 1 and 2 and as a result, the reflected waves run in a strongly attenuated form, but continue to opposite sign to the union point, where they completely extinguish. In the embodiment according to FIG.
  • the second section 3.2 also represents a hydraulic connection between the third section 3.3 and the common rail 114, but in the second section 3.2 a throttle 11 and a check valve 13 are present.
  • the check valve 13 allows the return flow of fuel from the second section 3.2 in the common rail. In the other direction, the check valve locks 13. The check valve remains closed at incoming pressure waves with negative sign and thus continues to represent a closed end with this function unchanged.

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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)

Abstract

L'invention concerne une conduite haute pression qui est située entre un injecteur (1) et une rampe d'alimentation (114) et qui résorbe, entièrement ou partiellement, les ondes de pression provoquées par l'actionnement de l'injecteur (1).

Claims (11)

  1. Conduite haute pression (3) pour un système d'injection de carburant pour un moteur à combustion interne pour l'alimentation d'un injecteur (1) en carburant, la conduite haute pression (3) se composant d'une première portion (3.1) et d'une deuxième portion (3.2), et en ce que la première portion (3.1) et la deuxième portion (3.2) sont montées en parallèle, la première portion (3.1) présentant une extrémité ouverte et la deuxième portion (3.2) présentant une extrémité fermée, caractérisée en ce que la première portion (3.1) et la deuxième portion (3.2) se réunissent dans la région d'un raccord au niveau de l'injecteur (1).
  2. Conduite haute pression selon la revendication 1, caractérisée en ce qu'un étranglement (11) est prévu dans la deuxième portion (3.2).
  3. Conduite haute pression selon la revendication précédente 2, caractérisée en ce que dans la deuxième portion (3.2) est prévu un clapet anti-retour (13) monté en série avec l'étranglement (11).
  4. Conduite haute pression selon la revendication 3, caractérisée en ce que le clapet anti-retour (13) est monté avec l'étranglement (11) à l'extrémité de la deuxième portion (3.2), et en ce que le clapet anti-retour permet l'écoulement d'un flux de carburant hors de la deuxième portion (3.2).
  5. Conduite haute pression selon l'une quelconque des revendications précédentes, caractérisée en ce que la première portion (3.1) et la deuxième portion (3.2) sont en liaison hydraulique par un étranglement (11).
  6. Conduite haute pression selon l'une quelconque des revendications précédentes, caractérisée en ce qu'une longueur (L1) de la première portion (3.1) et une longueur (L2) de la deuxième portion (3.2) sont sensiblement identiques.
  7. Conduite haute pression selon l'une quelconque des revendications précédentes, caractérisée en ce qu'un diamètre hydraulique (D1) de la première portion (3.1) et un diamètre hydraulique (D2) de la deuxième portion (3.2) sont sensiblement identiques.
  8. Conduite haute pression selon l'une quelconque des revendications précédentes, caractérisée en ce que la somme du diamètre hydraulique (D1) de la première portion (3.1) et du diamètre hydraulique (D2) de la deuxième portion (3.2) est sensiblement identique au diamètre hydraulique (D3) de la troisième portion (3.3).
  9. Conduite haute pression selon l'une quelconque des revendications précédentes, caractérisée en ce qu'une extrémité de la première portion (3.1) de la conduite haute pression (3) présente un élargissement de diamètre (3.4).
  10. Conduite haute pression selon l'une quelconque des revendications 3 ou 4, caractérisée en ce que la deuxième portion (3.2) est connectée au clapet anti-retour (13) et l'étranglement (11) est également connecté à la rampe commune (114).
  11. Installation d'injection de carburant (102) pour un moteur à combustion interne comprenant une rampe commune (114) et un injecteur (1) par cylindre du moteur à combustion interne, et comprenant une conduite haute pression (3) reliant hydrauliquement la rampe commune (114) et l'injecteur (1), caractérisée en ce que la conduite haute pression (3) est une conduite haute pression (3) selon l'une quelconque des revendications précédentes.
EP03811301A 2003-02-25 2003-08-21 Conduite haute pression pour un systeme d'injection de carburant Expired - Lifetime EP1611342B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP10007052.3A EP2230397B1 (fr) 2003-02-25 2003-08-21 Ligne de haute pression pour système d'injection du carburant

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003107871 DE10307871A1 (de) 2003-02-25 2003-02-25 Hochdruckleitung für eine Kraftstoffeinspritzanlage
PCT/DE2003/002795 WO2004076846A1 (fr) 2003-02-25 2003-08-21 Conduite haute pression pour un systeme d'injection de carburant

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP10007052.3A Division EP2230397B1 (fr) 2003-02-25 2003-08-21 Ligne de haute pression pour système d'injection du carburant
EP10007052.3 Division-Into 2010-07-08

Publications (2)

Publication Number Publication Date
EP1611342A1 EP1611342A1 (fr) 2006-01-04
EP1611342B1 true EP1611342B1 (fr) 2012-02-29

Family

ID=32797714

Family Applications (2)

Application Number Title Priority Date Filing Date
EP10007052.3A Expired - Lifetime EP2230397B1 (fr) 2003-02-25 2003-08-21 Ligne de haute pression pour système d'injection du carburant
EP03811301A Expired - Lifetime EP1611342B1 (fr) 2003-02-25 2003-08-21 Conduite haute pression pour un systeme d'injection de carburant

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP10007052.3A Expired - Lifetime EP2230397B1 (fr) 2003-02-25 2003-08-21 Ligne de haute pression pour système d'injection du carburant

Country Status (5)

Country Link
EP (2) EP2230397B1 (fr)
JP (1) JP2006514201A (fr)
CN (1) CN1745243B (fr)
DE (1) DE10307871A1 (fr)
WO (1) WO2004076846A1 (fr)

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BRPI0613413B1 (pt) 2005-07-18 2019-08-27 Ganser Hydromag sistema de injeção de acumulador para um motor de combustão interna
AT501573B1 (de) * 2006-06-13 2008-05-15 Avl List Gmbh Hydraulische vorrichtung mit zumindest einem druckspeicher
DE102005051005A1 (de) * 2005-10-25 2007-04-26 Robert Bosch Gmbh Brennstoffeinspritzventil
DE102005060021A1 (de) * 2005-12-15 2007-06-28 Siemens Ag Angestauchte Drossel an Leitungsenden von Hochdruckleitungen für Einspritzsysteme
AT503660B1 (de) * 2006-06-13 2007-12-15 Bosch Gmbh Robert Vorrichtung zum einspritzen von kraftstoff in den brennraum einer brennkraftmaschine
DE102007025617A1 (de) 2007-06-01 2008-12-04 Robert Bosch Gmbh Kraftstoffinjektor mit geringem Verschleiß
DE102008015143A1 (de) * 2008-03-20 2009-09-24 GM Global Technology Operations, Inc., Detroit Brennstoffversorgungssystem für ein Kraftfahrzeug, Verfahren zum Betreiben eines Brennstoffversorgungssystems und Verfahren zum Auslegen eines Brennstoffversorgungssystems
FR2929344A3 (fr) * 2008-03-31 2009-10-02 Renault Sas Circuit de retour de carburant pour dispositif d'injection de carburant et dispositif d'injection de carburant associe
AT509877B1 (de) * 2010-11-02 2011-12-15 Bosch Gmbh Robert Vorrichtung zum einspritzen von kraftstoff in den brennraum einer brennkraftmaschine
JP2013079594A (ja) * 2011-10-03 2013-05-02 Usui Kokusai Sangyo Kaisha Ltd コモンレール式燃料噴射システム
US9272437B2 (en) 2012-10-31 2016-03-01 Flow International Corporation Fluid distribution components of high-pressure fluid jet systems
JP6031728B2 (ja) * 2013-10-24 2016-11-24 愛三工業株式会社 燃料供給装置
US9884406B2 (en) 2014-01-15 2018-02-06 Flow International Corporation High-pressure waterjet cutting head systems, components and related methods
EP3032086A1 (fr) * 2014-12-08 2016-06-15 Wärtsilä Finland Oy Agencement d'injection de carburant
JP6409685B2 (ja) * 2015-06-03 2018-10-24 株式会社デンソー 燃料供給装置
US10596717B2 (en) 2015-07-13 2020-03-24 Flow International Corporation Methods of cutting fiber reinforced polymer composite workpieces with a pure waterjet
CN105840373B (zh) * 2016-03-24 2019-06-25 中国北方发动机研究所(天津) 一种控制喷油“水击”压力波的装置
CN109268343B (zh) * 2017-07-18 2022-02-22 罗伯特·博世有限公司 用于确定液压***的执行元件的故障的方法和记录介质
DE102017126642A1 (de) 2017-11-13 2019-05-16 Volkswagen Aktiengesellschaft Vorrichtung zur Reduzierung von Druckwellenschwingungen in einer Einspritzvorrichtung

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GB2293412A (en) * 1994-09-13 1996-03-27 Cummins Engine Co Ltd Control of turbocharged engine fuel injection
JPH1030521A (ja) * 1996-07-12 1998-02-03 Denso Corp 燃料噴射装置
JPH10213045A (ja) * 1996-11-30 1998-08-11 Usui Internatl Ind Co Ltd コモンレールにおける分岐接続体の接続構造
JPH11200987A (ja) * 1998-01-07 1999-07-27 Toyota Autom Loom Works Ltd 内燃機関の蓄圧式燃料噴射系の慣性過給システム
SE521406C2 (sv) * 1998-10-23 2003-10-28 Scania Cv Ab Bränsleinsprutningsanordning för förbränningsmotor
FR2786225B1 (fr) * 1998-11-24 2000-12-22 Inst Francais Du Petrole Systeme d'injection de carburant sous haute pression dans un moteur a combustion interne a injection directe
DE19959105A1 (de) * 1999-12-08 2001-06-21 Bosch Gmbh Robert Anschlussstutzen und Gehäuse, insbesondere Kraftstoffhochdruckspeicher, mit vorgespannt angeschweißtem Anschlussstutzen für ein Kraftstoffeinspritzsystem für Brennkraftmaschinen
DE10057683B4 (de) * 2000-11-21 2005-10-06 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung
DE10060811A1 (de) 2000-12-07 2002-06-13 Bosch Gmbh Robert Kraftstoffeinspritzsystem für Brennkraftmaschinen
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
DE10105031A1 (de) * 2001-02-05 2002-08-14 Bosch Gmbh Robert Vorrichtung zur Dämpfung von Druckpulsationen in Hochdruckeinspritzsystemen

Also Published As

Publication number Publication date
WO2004076846A1 (fr) 2004-09-10
EP1611342A1 (fr) 2006-01-04
CN1745243B (zh) 2013-05-01
EP2230397B1 (fr) 2016-10-12
JP2006514201A (ja) 2006-04-27
EP2230397A1 (fr) 2010-09-22
CN1745243A (zh) 2006-03-08
DE10307871A1 (de) 2004-09-02

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