EP2080894A1 - Fuel rail of a combustion engine - Google Patents
Fuel rail of a combustion engine Download PDFInfo
- Publication number
- EP2080894A1 EP2080894A1 EP08000958A EP08000958A EP2080894A1 EP 2080894 A1 EP2080894 A1 EP 2080894A1 EP 08000958 A EP08000958 A EP 08000958A EP 08000958 A EP08000958 A EP 08000958A EP 2080894 A1 EP2080894 A1 EP 2080894A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- main tube
- fuel
- membrane
- fuel rail
- axial end
- 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
Links
Images
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
- F02M55/04—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
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
- F02M69/462—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down
- F02M69/465—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down of fuel 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 invention relates to a fuel rail of an internal combustion engine.
- the fuel injector assembly can be designed to supply fuel to the internal combustion engine.
- a fuel accumulator to which fuel injectors are connected and which has a relatively large volume.
- a fuel accumulator is often referred to as a fuel rail.
- the fuel injector assembly includes the fuel rail and the fuel injector.
- Known fuel rails comprise a hollow body with recesses, wherein the fuel injectors are arranged.
- the object of the invention is to create a fuel rail which is simply to be manufactured and that enables a precise dosing of fuel.
- the invention is distinguished by a fuel rail of a combustion engine comprising a main tube with a longitudinal central axis and a cavity forming an inner surface, the main tube being designed to contain fuel. Furthermore, the fuel rail comprises a membrane which is arranged in the cavity and is fixedly coupled to the inner surface of the main tube in a manner to sealingly separate a damping chamber of the cavity from a fuel chamber of the cavity. The membrane is designed to oscillate in axial direction. The membrane and the damping chamber are designed to compensate pressure variations of the fuel in the cavity of the main tube.
- the damping chamber can be filled with a compressible medium and can contribute to compensate pressure changes in the fuel chamber of the main tube.
- a spring element is arranged in the damping chamber, is mechanically coupled to the main tube and is biasing the membrane.
- the spring element can support the membrane to maintain a defined position of the membrane.
- an end cap is fixedly coupled to an axial end of the main tube and is designed to sealingly close the damping chamber. This is a simple manner to obtain a sealingly closed damping chamber.
- the end cap comprises a recess facing the membrane and is designed to take up the spring element.
- the membrane is of a material comprising stainless steel. This has the advantage that a chemical resistance of the membrane against aggressive substances is possible.
- the membrane is braced and/or welded to the main tube. This is a robust mean to make a rigid and sealing coupling of the membrane to the tube possible.
- the spring element is a coil spring.
- the main tube has an inlet portion being arranged at a first axial end and the membrane and the damping chamber are arranged at a second axial end opposing the first axial end of the main tube.
- the main tube has an inlet portion being arranged between a first axial end of the main tube and a second axial end opposing the first axial end of the main tube.
- a first membrane and a first damping chamber are arranged at the first axial end of the main tube.
- a second membrane and a second damping chamber are arranged at the second axial end of the main tube.
- FIG. 1 shows a fuel feed device 10 which is assigned to an internal combustion engine 22 of a vehicle. It includes a fuel tank 12 that is connected via a fuel line to a low-pressure pump 14. The output of the low-pressure pump 14 is connected to a fuel inlet 16 of a fuel rail 18. Fuel injectors 20 are connected to the fuel rail 18. The fuel is fed to the fuel injectors 20 via the fuel rail 18. The fuel injectors 20 have a sealed connection to the fuel rail 18.
- Figure 2 shows a first embodiment of the fuel rail 18.
- the fuel rail 18 comprises brackets 24 by which the fuel rail 18 can be fixed to the vehicle. Furthermore, the fuel rail 18 has fuel injector cups 26 which interact with the fuel injectors 20 to sealingly engage the fuel injectors 20 into the fuel injector cups 26. Preferably, the fuel injector cups 26 are made of stainless steel.
- the fuel rail 18 comprises an inlet portion 30 which is arranged at a first axial end 34a of a main tube 32 of the fuel rail 18.
- Figure 3 shows a detailed longitudinal section through the fuel rail 18 with an axial end 34.
- the main tube 32 of the fuel rail 18 has a cavity 36 which forms an inner surface 38 of the main tube 32.
- the cross section of the main tube 32 can be of any shape, in particular of a circular or square shape.
- the main tube 32 has a longitudinal central axis A and is designed to contain fuel.
- the fuel rail 18 has an end cap 40 which is fixed and coupled to the axial end 34 of the main tube 32.
- the end cap 40 is coupled to the main tube 32 by welding or brazing. This makes it possible to sealingly close the cavity 36 of the main tube 32 in a secure manner.
- the end cap 40 comprises a recess 42, the function of the recess 42 will be explained in the following.
- the fuel rail 18 further comprises a membrane 44 which is arranged in the cavity 36 of the main tube 32 and is sealingly coupled to the inner surface 38 of the main tube 32.
- the membrane 44 has a collar 45 which facilitates the fixed coupling of the membrane 44 to the inner surface 38 of the main tube 32.
- the membrane 44 separates a damping chamber 48 of the cavity 36 from a fuel chamber 50 of the cavity 36.
- the fuel chamber 50 of the cavity 36 contains fuel.
- the membrane 44 is made of a thin sheet of a material comprising a metal, preferably of a material comprising stainless steel.
- the membrane 44 can be chemically resistant against aggressive substances such as fuel.
- the membrane 44 can be robust against mechanical forces.
- the membrane 44 is braced or welded to the main tube 42, for example by a welding seam 52.
- the membrane 44 As the membrane 44 is built up of a thin sheet comprising a metal it is enabled to oscillate in the direction of the longitudinal central axis A. As the membrane 44 is coupled to the inner surface 38 of the main tube 42 for sealingly closing the fuel chamber 50 of the main tube 32, the damping chamber 48 between the membrane 44 and the end cap 40 can be filled with air or another appropriate compressible medium. By this, the damping chamber 48 can compensate pressure variations of the fuel in the fuel chamber 50 of the main tube 32.
- the damping chamber 48 between the membrane 44 and the end cap 40 comprises a spring element 46 which is mechanically coupled to the membrane 44 and to the end cap 40.
- the recess 42 takes up the spring element 46 to enable a fixed coupling between the spring element 46 and the end cap 40.
- the spring 46 is a coil spring, as this allows a low cost solution for the fuel rail 18.
- the membrane 44 and the damping chamber 48 allow to compensate pressure variations of the fuel in the fuel chamber 50 of the main tube 32.
- the compressible medium between the membrane 44 and the end cap 40 can act as a damping medium for the pressure oscillations in the fuel chamber 50 of the main tube 32.
- the spring element 46 can support the membrane 44 and take up the axial movement of the membrane 44.
- Figure 4 shows a further embodiment of the fuel rail 18 in a longitudinal section.
- This embodiment differs from the embodiment of Figure 2 in that the inlet portion 30 is arranged between the first axial end 34a of the main tube 32 and a second axial end 34b.
- the second axial end 34b is opposite to the first axial end 34a of the main tube 32.
- the inlet portion 30 is arranged approximately halfway between the first axial end 34a of the main tube 32 and the second axial end 34b of the main tube 32.
- the first axial end 34a of the main tube 32 is closed by a first end cap 40a and a membrane 44a is coupled to the inner surface 38 of the main tube 32.
- a first spring element 46a is arranged between the first end cap 40a and the first membrane 44a.
- the construction of the end cap 40a, the first membrane 44a and the spring element 46a is in the description concerning figure 3 . Furthermore, the second axial end 34b is closed by a second end cap 40b and a second membrane 44b is arranged in the cavity 36 of the main tube 32. Between the membrane 34b and the end cap 40b a second spring element 46b is arranged.
- the fuel enters the fuel rail 18 at the inlet portion 30 in a fuel flow direction F and leaves the fuel rail 18 through the fuel injectors 20.
- This can cause pressure changes in the fuel chamber 50 of the main tube 32 depending on the opening and the closing of the fuel injectors 20. Due to the pressure oscillation in the fuel chamber 50 of the main tube 32, the membrane 44, 44a, 44b can move towards the spring element 46, 46a, 46b, by this compressing the spring element 46, 46a, 46b. In a further step the spring element 46, 46a, 46b forces the membrane 44, 44a, 44b in an opposite direction to its initial position as shown in Figures 3 and 4 .
- the dampening effect on the pressure oscillations in the fuel chamber 50 of the main tube 32 is obtained by the deflection of the membrane 44, 44a, 44b which is preferably built up as a very thin foil, and the counterforce of the spring element 46, 46a, 46b.
- the assembling of the fuel rail 18 is carried out by first inserting the membrane 44, 44a, 44b into the cavity 36 of the main tube 32 and to prefix the membrane 44, 44a, 44b to the inner surface 38 of the cavity 36.
- the prefixing can be carried out be point welding.
- the membrane 44, 44a, 44b is braced or welded to the inner surface 38 of the main tube 32.
- the spring element 46, 46a, 46b and the end cap 40, 40a, 40b are inserted and braced or welded to the main tube 32.
- the recess 42 in the end cap 40, 40a, 40b can simplify the assembly of the spring element 46, 46a, 46b in the damping chamber 50 of the main tube 32.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
- The invention relates to a fuel rail of an internal combustion engine.
- Internal combustion engines with fuel injector assemblies are in widespread use. The fuel injector assembly can be designed to supply fuel to the internal combustion engine.
- In order to keep pressure fluctuations during the operation of the internal combustion engine at a very low level, internal combustion engines are supplied with a fuel accumulator to which fuel injectors are connected and which has a relatively large volume. Such a fuel accumulator is often referred to as a fuel rail. The fuel injector assembly includes the fuel rail and the fuel injector. Known fuel rails comprise a hollow body with recesses, wherein the fuel injectors are arranged.
- The object of the invention is to create a fuel rail which is simply to be manufactured and that enables a precise dosing of fuel.
- The objects are achieved by the features of the independent claim. Advantageous embodiments of the invention are given in the sub-claims.
- The invention is distinguished by a fuel rail of a combustion engine comprising a main tube with a longitudinal central axis and a cavity forming an inner surface, the main tube being designed to contain fuel. Furthermore, the fuel rail comprises a membrane which is arranged in the cavity and is fixedly coupled to the inner surface of the main tube in a manner to sealingly separate a damping chamber of the cavity from a fuel chamber of the cavity. The membrane is designed to oscillate in axial direction. The membrane and the damping chamber are designed to compensate pressure variations of the fuel in the cavity of the main tube.
- This has the advantage that pressure changes of the fuel in the cavity of the main tube can be balanced and unwanted oscillations of the mass flow rate in injectors coupled to the fuel rail can be avoided. The damping chamber can be filled with a compressible medium and can contribute to compensate pressure changes in the fuel chamber of the main tube.
- In an advantageous embodiment of the invention a spring element is arranged in the damping chamber, is mechanically coupled to the main tube and is biasing the membrane. The spring element can support the membrane to maintain a defined position of the membrane.
- In a further advantageous embodiment an end cap is fixedly coupled to an axial end of the main tube and is designed to sealingly close the damping chamber. This is a simple manner to obtain a sealingly closed damping chamber.
- In a further advantageous embodiment the end cap comprises a recess facing the membrane and is designed to take up the spring element. This has the advantage that a secure mechanical coupling between the spring element and the end cap is possible.
- In a further advantageous embodiment the membrane is of a material comprising stainless steel. This has the advantage that a chemical resistance of the membrane against aggressive substances is possible.
- In a further advantageous embodiment the membrane is braced and/or welded to the main tube. This is a robust mean to make a rigid and sealing coupling of the membrane to the tube possible.
- In a further advantageous embodiment the spring element is a coil spring. By this a low cost solution for the fuel rail is possible.
- In a further advantageous embodiment the main tube has an inlet portion being arranged at a first axial end and the membrane and the damping chamber are arranged at a second axial end opposing the first axial end of the main tube. This makes it possible to balance pressure changes of the fuel in the cavity of the main tube in the case of a unilateral fuel supply to the fuel rail.
- In a further advantageous embodiment the main tube has an inlet portion being arranged between a first axial end of the main tube and a second axial end opposing the first axial end of the main tube. A first membrane and a first damping chamber are arranged at the first axial end of the main tube. A second membrane and a second damping chamber are arranged at the second axial end of the main tube. This makes it possible to balance pressure changes of the fuel in the fuel chamber of the main tube in the case of a central fuel supply to the fuel rail.
- Exemplary embodiments of the invention are explained in the following with the aid of schematic drawings. These are as follows:
-
Figure 1 an internal combustion engine with a fuel rail in a schematic view, -
Figure 2 a first embodiment of the fuel rail in a perspective view. -
Figure 3 a longitudinal section through a further embodiment of the fuel rail, and -
Figure 4 a longitudinal section through a further embodiment of the fuel rail. - Elements of the same design and function that occur in different illustrations are identified by the same reference character.
-
Figure 1 shows afuel feed device 10 which is assigned to aninternal combustion engine 22 of a vehicle. It includes afuel tank 12 that is connected via a fuel line to a low-pressure pump 14. The output of the low-pressure pump 14 is connected to afuel inlet 16 of afuel rail 18. Fuel injectors 20 are connected to thefuel rail 18. The fuel is fed to the fuel injectors 20 via thefuel rail 18. The fuel injectors 20 have a sealed connection to thefuel rail 18. -
Figure 2 shows a first embodiment of thefuel rail 18. - The
fuel rail 18 comprisesbrackets 24 by which thefuel rail 18 can be fixed to the vehicle. Furthermore, thefuel rail 18 hasfuel injector cups 26 which interact with the fuel injectors 20 to sealingly engage the fuel injectors 20 into thefuel injector cups 26. Preferably, thefuel injector cups 26 are made of stainless steel. - The
fuel rail 18 comprises aninlet portion 30 which is arranged at a firstaxial end 34a of amain tube 32 of thefuel rail 18. -
Figure 3 shows a detailed longitudinal section through thefuel rail 18 with anaxial end 34. Themain tube 32 of thefuel rail 18 has acavity 36 which forms aninner surface 38 of themain tube 32. The cross section of themain tube 32 can be of any shape, in particular of a circular or square shape. Themain tube 32 has a longitudinal central axis A and is designed to contain fuel. - The
fuel rail 18 has anend cap 40 which is fixed and coupled to theaxial end 34 of themain tube 32. Preferably, theend cap 40 is coupled to themain tube 32 by welding or brazing. This makes it possible to sealingly close thecavity 36 of themain tube 32 in a secure manner. Theend cap 40 comprises arecess 42, the function of therecess 42 will be explained in the following. - The
fuel rail 18 further comprises amembrane 44 which is arranged in thecavity 36 of themain tube 32 and is sealingly coupled to theinner surface 38 of themain tube 32. Preferably, themembrane 44 has acollar 45 which facilitates the fixed coupling of themembrane 44 to theinner surface 38 of themain tube 32. Themembrane 44 separates adamping chamber 48 of thecavity 36 from afuel chamber 50 of thecavity 36. Thefuel chamber 50 of thecavity 36 contains fuel. - Preferably, the
membrane 44 is made of a thin sheet of a material comprising a metal, preferably of a material comprising stainless steel. By this, themembrane 44 can be chemically resistant against aggressive substances such as fuel. Furthermore, themembrane 44 can be robust against mechanical forces. Preferably, themembrane 44 is braced or welded to themain tube 42, for example by awelding seam 52. - As the
membrane 44 is built up of a thin sheet comprising a metal it is enabled to oscillate in the direction of the longitudinal central axis A. As themembrane 44 is coupled to theinner surface 38 of themain tube 42 for sealingly closing thefuel chamber 50 of themain tube 32, the dampingchamber 48 between themembrane 44 and theend cap 40 can be filled with air or another appropriate compressible medium. By this, the dampingchamber 48 can compensate pressure variations of the fuel in thefuel chamber 50 of themain tube 32. - The damping
chamber 48 between themembrane 44 and theend cap 40 comprises aspring element 46 which is mechanically coupled to themembrane 44 and to theend cap 40. Therecess 42 takes up thespring element 46 to enable a fixed coupling between thespring element 46 and theend cap 40. Preferably, thespring 46 is a coil spring, as this allows a low cost solution for thefuel rail 18. As themembrane 44 can oscillate in axial direction, themembrane 44 and the dampingchamber 48 allow to compensate pressure variations of the fuel in thefuel chamber 50 of themain tube 32. The compressible medium between themembrane 44 and theend cap 40 can act as a damping medium for the pressure oscillations in thefuel chamber 50 of themain tube 32. Thespring element 46 can support themembrane 44 and take up the axial movement of themembrane 44. -
Figure 4 shows a further embodiment of thefuel rail 18 in a longitudinal section. This embodiment differs from the embodiment ofFigure 2 in that theinlet portion 30 is arranged between the firstaxial end 34a of themain tube 32 and a secondaxial end 34b. The secondaxial end 34b is opposite to the firstaxial end 34a of themain tube 32. Preferably, theinlet portion 30 is arranged approximately halfway between the firstaxial end 34a of themain tube 32 and the secondaxial end 34b of themain tube 32. The firstaxial end 34a of themain tube 32 is closed by afirst end cap 40a and amembrane 44a is coupled to theinner surface 38 of themain tube 32. Furthermore, afirst spring element 46a is arranged between thefirst end cap 40a and thefirst membrane 44a. The construction of theend cap 40a, thefirst membrane 44a and thespring element 46a is in the description concerningfigure 3 . Furthermore, the secondaxial end 34b is closed by asecond end cap 40b and asecond membrane 44b is arranged in thecavity 36 of themain tube 32. Between themembrane 34b and theend cap 40b asecond spring element 46b is arranged. - In the following the function of the
fuel rail 18 will be described in detail: - The fuel enters the
fuel rail 18 at theinlet portion 30 in a fuel flow direction F and leaves thefuel rail 18 through the fuel injectors 20. This can cause pressure changes in thefuel chamber 50 of themain tube 32 depending on the opening and the closing of the fuel injectors 20. Due to the pressure oscillation in thefuel chamber 50 of themain tube 32, themembrane spring element spring element spring element membrane Figures 3 and4 . The dampening effect on the pressure oscillations in thefuel chamber 50 of themain tube 32 is obtained by the deflection of themembrane spring element - The assembling of the
fuel rail 18 is carried out by first inserting themembrane cavity 36 of themain tube 32 and to prefix themembrane inner surface 38 of thecavity 36. The prefixing can be carried out be point welding. Furthermore, themembrane inner surface 38 of themain tube 32. - In a further step, the
spring element end cap main tube 32. Therecess 42 in theend cap spring element chamber 50 of themain tube 32. - Although this invention is described for
fuel rails 18 made of metal it can be applied tofuel rails 18 made of plastics as well.
Claims (9)
- Fuel rail (18) of a combustion engine (22) comprising- a main tube (32) with a longitudinal central axis (A) and a cavity (36) forming an inner surface (38), the main tube (32) being designed to contain fuel,- a membrane (44) being arranged in the cavity (36) and being fixedly coupled to the inner surface (38) of the main tube (32) in a manner to sealingly separate a damping chamber (48) of the cavity (36) from a fuel chamber (50) of the cavity (36), and the membrane (44) being designed to oscillate in axial direction, whereinthe membrane (44) and the damping chamber (48) are designed to compensate pressure variations of the fuel in the fuel chamber (50) of the main tube (32).
- Fuel rail (18) according to claim 1, with a spring element (46) being arranged in the damping chamber (48), being mechanically coupled to the main tube (32) and biasing the membrane (44).
- Fuel rail (18) according to claim 1, with an end cap (40) being fixedly coupled to an axial end (34, 34a, 34b) of the main tube (32) and being designed to sealingly close the damping chamber (48).
- Fuel rail (18) according to claim 1 or 2, with the end cap (40) comprising a recess (42) facing the membrane (44) and being designed to take in the spring element (46).
- Fuel rail (18) according to one of the preceeding claims, with the membrane (44) being of a material comprising stainless steel.
- Fuel rail (18) according to one of the preceeding claims, with the membrane (44) being brazed and/or welded to the main tube (32).
- Fuel rail (18) according to one of the preceeding claims, the spring element (46) being a coil spring.
- Fuel rail (18) according to one of the preceeding claims, with the main tube (32) having an inlet portion (30) being arranged at a first axial end (34a) and the membrane (44) and the damping chamber (48) being arranged at a second axial end (34b) opposing the first axial end (34a) of the main tube (32).
- Fuel rail (18) according to one of the claims 1 to 7, with the main tube (32) having an inlet portion (30) being arranged between a first axial end (34a) of the main tube (32) and a second axial end (34b) opposing the first axial end (34a) of the main tube (32), and a first membrane (44a) and a first damping chamber (48a) being arranged at the first axial end (34a) of the main tube (32), and a second membrane (44b) and a second damping chamber (48b) being arranged at the second axial end (34b) of the main tube (32).
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP20080000958 EP2080894B1 (en) | 2008-01-18 | 2008-01-18 | Fuel rail of a combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP20080000958 EP2080894B1 (en) | 2008-01-18 | 2008-01-18 | Fuel rail of a combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2080894A1 true EP2080894A1 (en) | 2009-07-22 |
EP2080894B1 EP2080894B1 (en) | 2011-10-12 |
Family
ID=39531294
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20080000958 Expired - Fee Related EP2080894B1 (en) | 2008-01-18 | 2008-01-18 | Fuel rail of a combustion engine |
Country Status (1)
Country | Link |
---|---|
EP (1) | EP2080894B1 (en) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2989122A1 (en) * | 2012-04-10 | 2013-10-11 | Coutier Moulage Gen Ind | FUEL INJECTION RAMP FOR INTERNAL COMBUSTION ENGINE |
JP2014009680A (en) * | 2012-07-03 | 2014-01-20 | Aisan Ind Co Ltd | Fuel delivery pipe |
JP2014020370A (en) * | 2012-07-16 | 2014-02-03 | Denso Internatl America Inc | Damped fuel delivery system |
US20140283789A1 (en) * | 2013-03-19 | 2014-09-25 | Delphi Technologies, Inc. | Fuel rail with pressure pulsation damper |
US10519890B2 (en) | 2018-03-26 | 2019-12-31 | Ford Global Technologies, Llc | Engine parameter sampling and control method |
EP3633181A1 (en) * | 2018-10-02 | 2020-04-08 | Continental Automotive GmbH | End plug for a fuel rail, fuel rail and method of fabricating a fuel rail for an internal combustion engine |
EP3483422B1 (en) * | 2016-08-25 | 2024-05-01 | Usui Co., Ltd. | End cap |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102020114435B3 (en) | 2020-05-29 | 2021-08-05 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Fuel injection system for fuel-water injection for an internal combustion engine |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0785357A1 (en) | 1996-01-16 | 1997-07-23 | Toyota Jidosha Kabushiki Kaisha | Fuel delivery apparatus in V-type engine |
DE19837120A1 (en) | 1998-08-17 | 2000-02-24 | Bayerische Motoren Werke Ag | Fuel manifold for internal combustion engine, and especially for HP fuel injection, has pressure accumulator in fuel feed and located on inner side of separate cover supported on ends of manifold |
US20030080556A1 (en) * | 2001-11-01 | 2003-05-01 | Siemens Automotive Corporation | Compliant sealing connection for fuel components |
DE102004019787A1 (en) | 2004-04-23 | 2005-11-17 | Winkelmann Palsis Motortechnik Gmbh & Co.Kg | Fuel distributor e.g. for combustion engines, has distributor line with pump-lateral inlet and pipe fixings for allowing injecting mechanisms to be fitted with end of distributor line |
US20060266333A1 (en) | 2005-05-31 | 2006-11-30 | Visteon Global Technologies, Inc. | Enhanced fuel pressure pulsation damping system with low flow restriction |
-
2008
- 2008-01-18 EP EP20080000958 patent/EP2080894B1/en not_active Expired - Fee Related
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0785357A1 (en) | 1996-01-16 | 1997-07-23 | Toyota Jidosha Kabushiki Kaisha | Fuel delivery apparatus in V-type engine |
DE19837120A1 (en) | 1998-08-17 | 2000-02-24 | Bayerische Motoren Werke Ag | Fuel manifold for internal combustion engine, and especially for HP fuel injection, has pressure accumulator in fuel feed and located on inner side of separate cover supported on ends of manifold |
US20030080556A1 (en) * | 2001-11-01 | 2003-05-01 | Siemens Automotive Corporation | Compliant sealing connection for fuel components |
DE102004019787A1 (en) | 2004-04-23 | 2005-11-17 | Winkelmann Palsis Motortechnik Gmbh & Co.Kg | Fuel distributor e.g. for combustion engines, has distributor line with pump-lateral inlet and pipe fixings for allowing injecting mechanisms to be fitted with end of distributor line |
US20060266333A1 (en) | 2005-05-31 | 2006-11-30 | Visteon Global Technologies, Inc. | Enhanced fuel pressure pulsation damping system with low flow restriction |
Cited By (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2989122A1 (en) * | 2012-04-10 | 2013-10-11 | Coutier Moulage Gen Ind | FUEL INJECTION RAMP FOR INTERNAL COMBUSTION ENGINE |
WO2013153324A1 (en) * | 2012-04-10 | 2013-10-17 | Mgi Coutier | Fuel injection rail for an internal combustion engine |
JP2015513042A (en) * | 2012-04-10 | 2015-04-30 | エムジーアイ・クーティエ | Fuel injection rail for internal combustion engines |
JP2014009680A (en) * | 2012-07-03 | 2014-01-20 | Aisan Ind Co Ltd | Fuel delivery pipe |
JP2014020370A (en) * | 2012-07-16 | 2014-02-03 | Denso Internatl America Inc | Damped fuel delivery system |
US9074565B2 (en) | 2012-07-16 | 2015-07-07 | Denso International America, Inc. | Damped fuel delivery system |
US20140283789A1 (en) * | 2013-03-19 | 2014-09-25 | Delphi Technologies, Inc. | Fuel rail with pressure pulsation damper |
US9518544B2 (en) * | 2013-03-19 | 2016-12-13 | Delphi Technologies, Inc. | Fuel rail with pressure pulsation damper |
EP3483422B1 (en) * | 2016-08-25 | 2024-05-01 | Usui Co., Ltd. | End cap |
US10519890B2 (en) | 2018-03-26 | 2019-12-31 | Ford Global Technologies, Llc | Engine parameter sampling and control method |
EP3633181A1 (en) * | 2018-10-02 | 2020-04-08 | Continental Automotive GmbH | End plug for a fuel rail, fuel rail and method of fabricating a fuel rail for an internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
EP2080894B1 (en) | 2011-10-12 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2080894A1 (en) | Fuel rail of a combustion engine | |
JP6540783B2 (en) | High pressure pump | |
US8366421B2 (en) | Fluid pressure pulsation damper mechanism and high-pressure fuel pump equipped with fluid pressure pulsation damper mechanism | |
US8672653B2 (en) | Fuel pump with an improved damping device for a direct injection system | |
US9074565B2 (en) | Damped fuel delivery system | |
EP2317120A1 (en) | Fuel pump with reduced seal wear for a direct injection system | |
US9816472B2 (en) | Fuel injection system having a fuel-conveying component, a fuel injector and a connecting device | |
EP2093413B1 (en) | Coupling device | |
EP2093412A1 (en) | Coupling device | |
EP2093414A1 (en) | Coupling device | |
EP2241745B1 (en) | Coupling device | |
EP2110542A1 (en) | Fuel rail of a combustion engine | |
JP2016515681A (en) | Piston pump, especially high pressure fuel pump | |
EP1445475B1 (en) | Fuel rail damping device | |
EP2385241A1 (en) | Pulsation damper | |
KR102067395B1 (en) | Valve device | |
KR102179627B1 (en) | High-pressure fuel pump | |
CN113383157A (en) | Metal diaphragm, metal damper, and fuel pump equipped with same | |
US7341045B2 (en) | Hydraulic damper element | |
US9091237B2 (en) | Injector for a fluid | |
EP1849995A1 (en) | Coupling arrangement for mounting an injector in a fuel rail | |
CN108798960B (en) | High-pressure fuel pump | |
KR20160108350A (en) | High pressure fuel pump | |
EP2333342B1 (en) | Damping arrangement and pump with a damping arrangement | |
CN107152359A (en) | Fuel pump module |
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 |
|
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 HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT RO SE SI SK TR |
|
AX | Request for extension of the european patent |
Extension state: AL BA MK RS |
|
17P | Request for examination filed |
Effective date: 20100122 |
|
AKX | Designation fees paid |
Designated state(s): DE FR IT |
|
17Q | First examination report despatched |
Effective date: 20100216 |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
GRAC | Information related to communication of intention to grant a patent modified |
Free format text: ORIGINAL CODE: EPIDOSCIGR1 |
|
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 IT |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R096 Ref document number: 602008010295 Country of ref document: DE Effective date: 20111215 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: IT Payment date: 20120123 Year of fee payment: 5 |
|
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: 20120713 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R097 Ref document number: 602008010295 Country of ref document: DE Effective date: 20120713 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20130213 Year of fee payment: 6 Ref country code: DE Payment date: 20130131 Year of fee payment: 6 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R119 Ref document number: 602008010295 Country of ref document: DE |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R119 Ref document number: 602008010295 Country of ref document: DE Effective date: 20140801 |
|
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: 20140801 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST Effective date: 20140930 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20140131 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20140118 |