EP3099924B1 - Common rail fuel injection system - Google Patents

Common rail fuel injection system Download PDF

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Publication number
EP3099924B1
EP3099924B1 EP15701553.8A EP15701553A EP3099924B1 EP 3099924 B1 EP3099924 B1 EP 3099924B1 EP 15701553 A EP15701553 A EP 15701553A EP 3099924 B1 EP3099924 B1 EP 3099924B1
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EP
European Patent Office
Prior art keywords
flow control
fuel
injection system
fuel injection
control valves
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Active
Application number
EP15701553.8A
Other languages
German (de)
French (fr)
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EP3099924A1 (en
Inventor
Anton Wintersteller
Giacomo Sciuto
Patrick ORIE
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.)
Wartsila Finland Oy
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Wartsila Finland Oy
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Publication of EP3099924A1 publication Critical patent/EP3099924A1/en
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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
    • F02M55/04—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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
    • F02M37/0023—Valves in the fuel supply and return system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0275—Arrangement of common rails
    • F02M63/0285—Arrangement of common rails having more than one common rail
    • 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
    • F02M2200/02—Fuel-injection apparatus having means for reducing wear
    • 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 present invention relates to a common rail fuel injection system of a piston engine in accordance with claim 1.
  • Common rail fuel injection systems of large internal combustion engines comprise a high-pressure pump and a low-pressure pump supplying fuel to the high-pressure pump.
  • a flow control valve is arranged between the low-pressure pump and the high-pressure pump for controlling the amount of fuel that flows to the high-pressure pump.
  • the flow control valves of fuel injection systems are designed for working within a narrow flow rate range. Working outside the determined flow rate range, for instance in partial flow conditions, is harmful for a flow control valve.
  • the flow control valves need to be designed for high flow rates, which makes them expensive. Moreover, it is difficult to achieve an accurate control of the flow rate with valves that are configured for high flow rates.
  • the document EP 1 130 251 A1 discloses such a common rail fuel injection system.
  • An object of the present invention is to provide an improved common rail fuel injection system of a piston engine.
  • the characterizing features of the fuel injection system according to the invention are given in claim 1.
  • the fuel injection system according to the invention comprises a fuel rail, at least one fuel injector connected to the fuel rail, a first fluid receiver, a second fluid receiver, at least one low-pressure pump for supplying fuel into the first fluid receiver, at least one high-pressure pump for receiving fuel from the second fluid receiver and for supplying the fuel into the fuel rail, and at least two flow control valves connected in parallel, each of the flow control valves being individually controllable.
  • Each of the flow control valves is connected to the first fluid receiver on the upstream side of the flow control valves and to the second fluid receiver on the downstream side of the flow control valves.
  • FIG 1 is shown schematically a common rail fuel injection system of a piston engine 1.
  • the engine 1 is a large internal combustion engine, such as a main or an auxiliary engine of a ship or an engine that is used at a power plant for producing electricity.
  • Four cylinders 2 are shown in the figure, but the engine 1 can comprise any reasonable number of cylinders 2, which are arranged, for instance, in line or in a V-configuration.
  • the cylinder bore of the engine 1 is between 150 to 1000 mm and the rated output power 150 to 7500 kW per cylinder.
  • the flow control arrangement and the fuel injection system according to the invention are suitable both for 2-stroke and 4-stroke engines, and the engine can thus be of either type.
  • the fuel injection system of the engine 1 is arranged to inject liquid fuel, such as light fuel oil, heavy fuel oil or marine diesel oil into the cylinders 2 of the engine 1.
  • Each cylinder 2 of the engine 1 is provided with at least one fuel injector 3 for injecting the fuel into the cylinder 3.
  • the engine 1 can be provided with one or more additional fuel injection systems, for example for injecting gaseous fuel into the intake ducts or prechambers of the engine 1.
  • a fuel pipe 4 connects each fuel injector 3 to a fuel rail 9, where the fuel to be injected is stored under high pressure.
  • the pressure in the fuel rail 9 is typically in the range of 800 to 3000 bar.
  • the fuel is pressurized and supplied into the fuel rail 9 by a high-pressure pump 10, which is capable of raising the pressure to the required level.
  • the high-pressure pump 10 is typically a cam-driven pump, which is operated by a camshaft of the engine 1. However, the pump 10 could also be operated, for instance, hydraulically or electrically.
  • the fuel injection system can comprise two or more high-pressure pumps 10 and/or fuel rails 9. For instance, in a V-engine, each cylinder bank of the engine can be provided with an own fuel rail 9. In case of several fuel rails 9, the fuel injection system can be provided with one high-pressure pump 10 for each fuel rail 9. There could also be two or more high-pressure pumps 10 for each fuel rail 9.
  • one high-pressure pump 10 can be provided with two or more plungers or pistons for pressurizing the fuel. All the plungers or pistons of a high-pressure pump 10 can be arranged to supply fuel into the same fuel rail 9, or the plungers or pistons can pressurize fuel for different fuel rails 9.
  • the fuel to be injected is stored in a fuel tank 11.
  • the fuel is not drawn from the fuel tank directly by the high-pressure pump 10, but the fuel injection system is provided with a low-pressure pump 5.
  • the low-pressure pump 5 works as a fuel supply pump, which supplies the fuel to the high-pressure pump 10 at a relatively low pressure.
  • the pressure after the low-pressure pump 5 is typically up to 10 bar.
  • the fuel injection system can comprise several low-pressure pumps 5.
  • the fuel injection system is provided with a flow control arrangement.
  • the flow control arrangement is arranged between the low-pressure pump 5 and the high-pressure pump 10.
  • the flow control arrangement comprises at least two flow control valves 8a, 8b, 8c, which are connected in parallel.
  • the flow control arrangement comprises three flow control valves 8a, 8b, 8c. Each of the flow control valves 8a, 8b, 8c can be controlled individually.
  • the flow control valves 8a, 8b, 8c are arranged between a first fluid receiver 6 and a second fluid receiver 7.
  • the first fluid receiver 6 receives and stores the fuel that is supplied to the flow control valves 8a, 8b, 8c.
  • the first fluid receiver 6 works as a buffer that reduces pressure variations caused by the low-pressure pump 5.
  • the volume of the first fluid receiver 6 is 1 to 20 percent of the maximum volume that can be produced by the low-pressure pump 5 in a minute. If several low-pressure pumps 5 are connected to the same first fluid receiver 6, the volume of the first fluid receiver 6 should be selected according to the combined maximum flow rate of the low-pressure pumps 5.
  • Each of the flow control valves 8a, 8b, 8c is connected directly to the first fluid receiver 6 via a first connecting pipe 14.
  • the fuel from the flow control valves 8a, 8b, 8c is collected into the second fluid receiver 7, which is arranged on the downstream side of the flow control valves 8a, 8b, 8c.
  • the second fluid receiver 7 damps pressure oscillations and reduces thus wear of the flow control valves 8a, 8b, 8c and hydraulic and mechanical stresses affecting the flow control valves 8a, 8b, 8c.
  • the second fluid receiver 7 works as a fuel storage and pressure accumulator for supplying fuel to the high-pressure pump 10.
  • the volume of the second fluid receiver 7 is 0.5 to 10 percent of the maximum volume that can be produced by the high-pressure pump 10 in a minute.
  • the volume of the second fluid receiver 7 should be selected according to the combined maximum flow rate of the high-pressure pumps 10.
  • Each of the flow control valves 8a, 8b, 8c is connected directly to the second fluid receiver 7 via a second connecting pipe 15.
  • An outlet pipe 16 connects the second fluid receiver 7 to the high-pressure pump 10.
  • the fuel injection system comprises an electronic control unit 12.
  • the control unit 12 is arranged to control the operation of the flow control valves 8a, 8b, 8c.
  • the control unit 12 is also arranged to control the fuel injection valves 3.
  • the fuel injection system could also be provided with a separate control unit for controlling the operation of the fuel injection valves 3. Since the flow control valves 8a, 8b, 8c can be controlled independently, the flow control valves 8a, 8b, 8c can be activated according to the need.
  • the flow control valves 8a, 8b, 8c can be identical.
  • the flow control valves 8a, 8b, 8c are selected so that they can be operated within the optimal flow rate range.
  • the upper limit of the combined optimal flow rate range of the flow control valves 8a, 8b, 8c should be at least as high as the maximum flow rate of the high-pressure pump 10. Preferably, the limit should be equal or slightly greater than the maximum flow rate of the high-pressure pump 10. In the embodiment of the figure, the upper limit of the optimal flow rate range of one flow control valve 8a, 8b, 8c should thus be approximately one third of the maximum flow rate of the high-pressure pump 10.
  • the number of the flow control valves 8a, 8b, 8c can vary depending on the engine 1.
  • the flow control valves 8a, 8b, 8c of an engine 1 can be either identical with each other or at least one of the flow control valves 8a, 8b, 8c can have a different optimal flow rate range than the other flow control valves 8a, 8b, 8c of the engine 1.
  • the flow control arrangement has a modular structure, and the same flow control valves 8a, 8b, 8c can thus be used in different engines. In smaller engines, two flow control valves 8a, 8b, 8c may be sufficient, whereas in larger engines a greater number of flow control valves 8a, 8b, 8c can be used.

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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)

Description

    Technical field of the invention
  • The present invention relates to a common rail fuel injection system of a piston engine in accordance with claim 1.
    • Background of the invention
  • Common rail fuel injection systems of large internal combustion engines, such as ship or power plant engines, comprise a high-pressure pump and a low-pressure pump supplying fuel to the high-pressure pump. A flow control valve is arranged between the low-pressure pump and the high-pressure pump for controlling the amount of fuel that flows to the high-pressure pump. To reduce the wear and erosive or abrasive phenomena that may occur in the valves, the flow control valves of fuel injection systems are designed for working within a narrow flow rate range. Working outside the determined flow rate range, for instance in partial flow conditions, is harmful for a flow control valve.
    When large high-pressure pumps are used, the flow control valves need to be designed for high flow rates, which makes them expensive. Moreover, it is difficult to achieve an accurate control of the flow rate with valves that are configured for high flow rates.
  • The document EP 1 130 251 A1 discloses such a common rail fuel injection system.
    • Summary of the invention
  • An object of the present invention is to provide an improved common rail fuel injection system of a piston engine. The characterizing features of the fuel injection system according to the invention are given in claim 1.
    The fuel injection system according to the invention comprises a fuel rail, at least one fuel injector connected to the fuel rail, a first fluid receiver, a second fluid receiver, at least one low-pressure pump for supplying fuel into the first fluid receiver, at least one high-pressure pump for receiving fuel from the second fluid receiver and for supplying the fuel into the fuel rail, and at least two flow control valves connected in parallel, each of the flow control valves being individually controllable. Each of the flow control valves is connected to the first fluid receiver on the upstream side of the flow control valves and to the second fluid receiver on the downstream side of the flow control valves.
  • Because of the fluid receivers on both sides of the flow control valves, pressure oscillations in the fuel injection system can be reduced and the flow control valves are protected from wear and erosive or abrasive phenomena. Since at least two flow control valves are provided, the flow control valves can work within an optimal flow rate range, which also reduces wear and the risk of damages. Also, more precise flow rate control can be achieved and less expensive components are needed, since a single flow control valve does not need to work in a broad flow rate range. The fuel injection system can be easily adapted to different engines by changing the number of the flow control valves.
    • Brief description of the drawings
  • Embodiments of the invention are described below in more detail with reference to the accompanying drawing, which shows schematically a common rail fuel injection system of a piston engine.
    • Description of embodiments of the invention
  • In figure 1 is shown schematically a common rail fuel injection system of a piston engine 1. The engine 1 is a large internal combustion engine, such as a main or an auxiliary engine of a ship or an engine that is used at a power plant for producing electricity. Four cylinders 2 are shown in the figure, but the engine 1 can comprise any reasonable number of cylinders 2, which are arranged, for instance, in line or in a V-configuration. The cylinder bore of the engine 1 is between 150 to 1000 mm and the rated output power 150 to 7500 kW per cylinder. The flow control arrangement and the fuel injection system according to the invention are suitable both for 2-stroke and 4-stroke engines, and the engine can thus be of either type.
  • The fuel injection system of the engine 1 is arranged to inject liquid fuel, such as light fuel oil, heavy fuel oil or marine diesel oil into the cylinders 2 of the engine 1. Each cylinder 2 of the engine 1 is provided with at least one fuel injector 3 for injecting the fuel into the cylinder 3. In addition to the fuel injection system of the figure, the engine 1 can be provided with one or more additional fuel injection systems, for example for injecting gaseous fuel into the intake ducts or prechambers of the engine 1. A fuel pipe 4 connects each fuel injector 3 to a fuel rail 9, where the fuel to be injected is stored under high pressure. The pressure in the fuel rail 9 is typically in the range of 800 to 3000 bar. The fuel is pressurized and supplied into the fuel rail 9 by a high-pressure pump 10, which is capable of raising the pressure to the required level. The high-pressure pump 10 is typically a cam-driven pump, which is operated by a camshaft of the engine 1. However, the pump 10 could also be operated, for instance, hydraulically or electrically. The fuel injection system can comprise two or more high-pressure pumps 10 and/or fuel rails 9. For instance, in a V-engine, each cylinder bank of the engine can be provided with an own fuel rail 9. In case of several fuel rails 9, the fuel injection system can be provided with one high-pressure pump 10 for each fuel rail 9. There could also be two or more high-pressure pumps 10 for each fuel rail 9. Also, one high-pressure pump 10 can be provided with two or more plungers or pistons for pressurizing the fuel. All the plungers or pistons of a high-pressure pump 10 can be arranged to supply fuel into the same fuel rail 9, or the plungers or pistons can pressurize fuel for different fuel rails 9.
  • The fuel to be injected is stored in a fuel tank 11. The fuel is not drawn from the fuel tank directly by the high-pressure pump 10, but the fuel injection system is provided with a low-pressure pump 5. The low-pressure pump 5 works as a fuel supply pump, which supplies the fuel to the high-pressure pump 10 at a relatively low pressure. The pressure after the low-pressure pump 5 is typically up to 10 bar. The fuel injection system can comprise several low-pressure pumps 5.
  • For controlling the amount of the fuel that is supplied from the low-pressure pump 5 to the high-pressure pump 10, the fuel injection system is provided with a flow control arrangement. The flow control arrangement is arranged between the low-pressure pump 5 and the high-pressure pump 10. The flow control arrangement comprises at least two flow control valves 8a, 8b, 8c, which are connected in parallel. In the embodiment of the figure, the flow control arrangement comprises three flow control valves 8a, 8b, 8c. Each of the flow control valves 8a, 8b, 8c can be controlled individually. The flow control valves 8a, 8b, 8c are arranged between a first fluid receiver 6 and a second fluid receiver 7.
  • From the low-pressure pump 5, the fuel is introduced via an inlet pipe 13 into the first fluid receiver 6. The first fluid receiver 6 receives and stores the fuel that is supplied to the flow control valves 8a, 8b, 8c. The first fluid receiver 6 works as a buffer that reduces pressure variations caused by the low-pressure pump 5. The volume of the first fluid receiver 6 is 1 to 20 percent of the maximum volume that can be produced by the low-pressure pump 5 in a minute. If several low-pressure pumps 5 are connected to the same first fluid receiver 6, the volume of the first fluid receiver 6 should be selected according to the combined maximum flow rate of the low-pressure pumps 5. Each of the flow control valves 8a, 8b, 8c is connected directly to the first fluid receiver 6 via a first connecting pipe 14. The fuel from the flow control valves 8a, 8b, 8c is collected into the second fluid receiver 7, which is arranged on the downstream side of the flow control valves 8a, 8b, 8c. The second fluid receiver 7 damps pressure oscillations and reduces thus wear of the flow control valves 8a, 8b, 8c and hydraulic and mechanical stresses affecting the flow control valves 8a, 8b, 8c. In addition, the second fluid receiver 7 works as a fuel storage and pressure accumulator for supplying fuel to the high-pressure pump 10. The volume of the second fluid receiver 7 is 0.5 to 10 percent of the maximum volume that can be produced by the high-pressure pump 10 in a minute. If several high-pressure pumps 10 are connected to the same second fluid receiver 7, the volume of the second fluid receiver 7 should be selected according to the combined maximum flow rate of the high-pressure pumps 10. Each of the flow control valves 8a, 8b, 8c is connected directly to the second fluid receiver 7 via a second connecting pipe 15. An outlet pipe 16 connects the second fluid receiver 7 to the high-pressure pump 10.
  • The fuel injection system comprises an electronic control unit 12. The control unit 12 is arranged to control the operation of the flow control valves 8a, 8b, 8c. The control unit 12 is also arranged to control the fuel injection valves 3. However, the fuel injection system could also be provided with a separate control unit for controlling the operation of the fuel injection valves 3. Since the flow control valves 8a, 8b, 8c can be controlled independently, the flow control valves 8a, 8b, 8c can be activated according to the need. The flow control valves 8a, 8b, 8c can be identical. The flow control valves 8a, 8b, 8c are selected so that they can be operated within the optimal flow rate range. The upper limit of the combined optimal flow rate range of the flow control valves 8a, 8b, 8c should be at least as high as the maximum flow rate of the high-pressure pump 10. Preferably, the limit should be equal or slightly greater than the maximum flow rate of the high-pressure pump 10. In the embodiment of the figure, the upper limit of the optimal flow rate range of one flow control valve 8a, 8b, 8c should thus be approximately one third of the maximum flow rate of the high-pressure pump 10.
  • When the engine 1 is operated at the maximum load, fuel is supplied to the high-pressure pump 10 through all three flow control valves 8a, 8b, 8c. When the fuel demand of the engine 1 is lower, one or two of the flow control valves 8a, 8b, 8c can be inactivated. Fuel is thus supplied to the high-pressure pump 10 through only one or two of the flow control valves 8a, 8b, 8c. The active flow control valves 8a, 8b, 8c can thus be operated within the optimal flow rate range, which helps to reduce wear of the flow control valves 8a, 8b, 8c and to avoid cavitation. Also more precise flow rate control can be achieved. All the flow control valves 8a, 8b, 8c can be controlled directly by the control unit 12. Alternatively, the flow control arrangement can work as a master/slave system, where one of the flow control valves 8a, 8b, 8c is arranged to control at least one of the other flow control valves 8a, 8b, 8c.
  • The number of the flow control valves 8a, 8b, 8c can vary depending on the engine 1. The flow control valves 8a, 8b, 8c of an engine 1 can be either identical with each other or at least one of the flow control valves 8a, 8b, 8c can have a different optimal flow rate range than the other flow control valves 8a, 8b, 8c of the engine 1. The flow control arrangement has a modular structure, and the same flow control valves 8a, 8b, 8c can thus be used in different engines. In smaller engines, two flow control valves 8a, 8b, 8c may be sufficient, whereas in larger engines a greater number of flow control valves 8a, 8b, 8c can be used. Since identical flow control valves 8a, 8b, 8c can be used in different engines 1, the number of different components needed for different engines 1 can be reduced. Furthermore, smaller and less expensive flow control valves 8a, 8b, 8c can be used also in engines 1, where large high-pressure pumps 10 are used.
  • It will be appreciated by a person skilled in the art that the invention is not limited to the embodiments described above, but may vary within the scope of the appended claims.

Claims (9)

  1. A common rail fuel injection system for a piston engine (1), the fuel injection system comprising
    - a fuel rail (9),
    - at least one fuel injector (3) connected to the fuel rail (9),
    - a first fluid receiver (6),
    - a second fluid receiver (7),
    - at least one low-pressure pump (5) for supplying fuel into the first fluid receiver (6),
    - at least one high-pressure pump (10) for receiving fuel from the second fluid receiver (7) and for supplying the fuel into the fuel rail (9), and
    - at least two flow control valves (8a, 8b, 8c) connected in parallel, each of the flow control valves (8a, 8b, 8c) being individually controllable, wherein each of the flow control valves (8a, 8b, 8c) is connected to the first fluid receiver (6) on the upstream side of the flow control valves (8a, 8b, 8c) and to the second fluid receiver (7) on the downstream side of the flow control valves (8a, 8b, 8c).
  2. A fuel injection system according to claim 1, wherein the fuel injection system comprises at least three flow control valves (8a, 8b, 8c) connected in parallel.
  3. A fuel injection system according to claim 1 or 2, wherein the flow control valves (8a, 8b, 8c) are identical.
  4. A fuel injection system according to claim 1 or 2, wherein a first flow control valve (8a) is configured for operating within a first flow rate range, and at least one of the other flow control valves (8b, 8c) is configured for operating within a different flow rate range.
  5. A fuel injection system according to any of the preceding claims, wherein the fuel injection system comprises a control unit (12) for controlling the operation of the flow control valves (8a, 8b, 8c).
  6. A fuel injection system according to claim 5, wherein the control unit (12) is an electronic control unit.
  7. A fuel injection system according to any of the preceding claims, wherein a first flow control valve (8a) is arranged to control the operation of a second flow control valve (8b).
  8. A fuel injection system according to any of the preceding claims, wherein the volume of the first fluid receiver (6) is 1 to 20 percent of the maximum volume that can be produced in a minute by the low-pressure pump(s) (5) that is/are connected to the first fluid receiver (6).
  9. A fuel injection system according to any of the preceding claims, wherein the volume of the second fluid receiver (7) is 0.5 to 10 percent of the maximum volume that can be produced in a minute by the high-pressure pump(s) (10) that is/are connected to the second fluid receiver (7).
EP15701553.8A 2014-01-30 2015-01-16 Common rail fuel injection system Active EP3099924B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20145098 2014-01-30
PCT/FI2015/050025 WO2015114204A1 (en) 2014-01-30 2015-01-16 Common rail fuel injection system

Publications (2)

Publication Number Publication Date
EP3099924A1 EP3099924A1 (en) 2016-12-07
EP3099924B1 true EP3099924B1 (en) 2018-04-04

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP15701553.8A Active EP3099924B1 (en) 2014-01-30 2015-01-16 Common rail fuel injection system

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EP (1) EP3099924B1 (en)
WO (1) WO2015114204A1 (en)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1130251A1 (en) * 2000-03-01 2001-09-05 Wärtsilä NSD Schweiz AG Pump arrangement for a common rail injection system
EP1378660A3 (en) * 2002-07-04 2004-01-21 Delphi Technologies, Inc. Fuel system
DE102004047601A1 (en) * 2004-08-13 2006-02-23 Robert Bosch Gmbh Fluid pump e.g. high-pressure fluid pump, for internal combustion engine, has extension in flow path leading from inlet to chamber and multifunction unit arranged in extension and including retaining section for retaining filter device
US20080078362A1 (en) * 2006-09-29 2008-04-03 Caterpillar Inc. Variable discharge pump having single control valve
FI123324B (en) * 2011-06-23 2013-02-28 Waertsilae Finland Oy Fluid flow control device for reciprocating internal combustion piston engine

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WO2015114204A1 (en) 2015-08-06
EP3099924A1 (en) 2016-12-07

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