EP3571387B1 - Hochdruckspeicher eines kraftstoffhochdruckeinspritzsystems - Google Patents

Hochdruckspeicher eines kraftstoffhochdruckeinspritzsystems Download PDF

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Publication number
EP3571387B1
EP3571387B1 EP18700566.5A EP18700566A EP3571387B1 EP 3571387 B1 EP3571387 B1 EP 3571387B1 EP 18700566 A EP18700566 A EP 18700566A EP 3571387 B1 EP3571387 B1 EP 3571387B1
Authority
EP
European Patent Office
Prior art keywords
chamber
conical
insert
pressure
bore
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.)
Active
Application number
EP18700566.5A
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German (de)
English (en)
French (fr)
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EP3571387A1 (de
Inventor
Philippe Allio
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
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3571387A1 publication Critical patent/EP3571387A1/de
Application granted granted Critical
Publication of EP3571387B1 publication Critical patent/EP3571387B1/de
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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
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/28—Details of throttles in fuel-injection apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/80—Fuel injection apparatus manufacture, repair or assembly
    • F02M2200/8069—Fuel injection apparatus manufacture, repair or assembly involving removal of material from the fuel apparatus, e.g. by punching, hydro-erosion or mechanical operation

Definitions

  • the present invention relates to a method for manufacturing a high-pressure accumulator for a high-pressure injection system, which is formed from a cylindrical body which delimits a high-pressure chamber, and connecting pieces which are provided with outlet passages for high-pressure liquid opening into the chamber and with a throttle to attenuate the pressure waves generated by downstream injectors.
  • Such a high-pressure accumulator of a high-pressure injection system which is shown in Figure 7 is shown is from the EP 1811165 A2 already known.
  • This rail 100 also called “high pressure accumulator”, is formed by a cylindrical body 111 made of thick forged steel which surrounds a high pressure chamber 112.
  • the body of the rail has outlet fittings 113 for connecting the high pressure lines, each of which is connected to an injector.
  • These connection pieces 113 are traversed by a bore 114 which opens into the chamber 112.
  • a drilled throttle 115 At the bottom of the bore at the connection with the chamber there is a drilled throttle 115.
  • This throttle 115 dampens the pressure waves that are generated in the high pressure liquid of the rail by the closing movements of the injector associated with each connection piece.
  • the orifice 115 created by the bore is sometimes called a "nozzle".
  • nozzles that are drilled into the rail, in the form of inserted nozzles.
  • These nozzles are inserted in the conventional way, i.e. by mastering the negative geometric play (form-fitting clamping) and using a press fit, whereby the insertion forces are controlled.
  • These inserted nozzles are only used for rails without autofrettage or with a low level of autofrettage, since the autofrettage causes residual deformations that make mastering the form-fitting clamping too critical. In this case, an expensive additional post-processing operation of the insertion diameter would be required after the autofrettage.
  • This known solution thus has numerous disadvantages.
  • the object of the present invention is to develop a method for producing a high-pressure accumulator for a high-pressure injection system, which makes it possible to effectively dampen the pressure waves that are generated in the rail by the closing of the injection valves of the downstream injectors, which at the same time is easy to create and creates a weak dispersion of attenuation between nozzles on the same rail or from different rails.
  • the present invention relates to a high-pressure accumulator for a high-pressure injection system for an internal combustion engine, which is formed from a cylindrical body which delimits a high-pressure chamber and connecting pieces.
  • One or more connectors are with one or more exit passages for one Provided high pressure liquid that open into the chamber.
  • a throttle is arranged in the outlet passage in order to attenuate the pressure waves of a downstream injector.
  • the connection pieces each have a passage with a chamber which receives an insert piece which is provided with the throttle.
  • the insert is arranged in the chamber in a force-locking manner by means of an autofrettage process of the high-pressure accumulator.
  • the manufacturing process of the rail is particularly simple and at the same time offers the advantage of being able to create precise and effective throttles for damping the pressure waves (pressure surges).
  • the high-pressure accumulator according to the invention is easy to manufacture and yet has a throttle with low tolerances.
  • the fixed connection of the insert in the high-pressure accumulator takes place in a simple manner and without the need for new or different means, since this fixed connection is made by the autofrettage of the rail.
  • the autofrettage of the rail is a well-known manufacturing process to ensure the fatigue behavior of the rail. This does not extend the production cycle.
  • the restrictor created outside the rail, allows easy manufacture by drilling and finishing operations outside the rail, without risk of foreign matter being introduced into the rail and by avoiding any problem of burrs; on the contrary, this enables smooth edges or roundings to be produced.
  • the passage of the insert pieces has a rounding at the confluence on the side of the high pressure chamber.
  • the passage in the insert is a stepped bore formed from a series of bores of decreasing diameter separated by conical functions. This results in a stepped throttle which enables the insert pieces to be better optimized with regard to the compromise attenuation / loss of the effectiveness of the system.
  • the series of holes of decreasing diameter is just one example of the complex geometry made possible by a nozzle that is machined separately from the rail.
  • the aim is to obtain an asymmetry in the pressure loss, i.e. less pressure loss in the direction which is useful for the injection and more pressure loss in the direction which only contributes to the damping.
  • the passage with the throttle has a conical entrance which forms a sealing seat for the autofrettage process.
  • connection piece has a conical entrance, also here in order to produce the tightness for the autofrettage.
  • the chamber is cylindrical and forms a shoulder with the bore that creates a sealing edge.
  • the insert has an outer surface with a cylindrical part with a large diameter in order to come into the cylindrical chamber with play during assembly. Furthermore, the insert has a small diameter part which protrudes freely in the bore of the connector, the two parts of the insert being connected by a conical segment intended to come against the edge of the connector.
  • the fitting has a conical chamber which is continued through a bore with a cross-section smaller than that of the small base of the conical chamber.
  • the throttle insert has a conical body with a length smaller than the length of the conical chamber and the cross section of its small base is larger than the cross section of the small base of the chamber, the conicity of the chamber and that of the conical Body are identical.
  • the surface of the conical chamber and / or that of the conical body has irregularities, bumps and raised or recessed geometrical shapes to increase the adhesion of the two surfaces in contact by autofrettage and also for better tightness in the case of autofrettage .
  • the cross-section of the part of the insert that comes into the bore is smaller than the cross-section of this bore so as not to be in contact therewith after the rail and the inserts have autofrettage.
  • connection area between the insert and the connector is reduced by the only contact area that can be tensioned by autofrettage.
  • the length of the part of the insert is smaller than the length of the bore, such that the confluence of the throttle is clearly removed from the confluence of the bore in the chamber.
  • the exit of the bore of the insert piece will be well above the confluence of the bore in the chamber and affects the pressure loss.
  • an insert piece with a throttle according to one of the embodiments described above is preferably arranged in each connection piece which leads to a downstream injector.
  • the invention relates to a rail or a high-pressure accumulator 1 of a high-pressure injection system in an internal combustion engine.
  • a common part of this rail is shown in axial section. The other components of the injection system are not shown.
  • the high-pressure accumulator 1 is a thick-walled cylindrical body 11 made of forged steel, which surrounds a high-pressure chamber 12, which is supplied with high-pressure fuel by the high-pressure pump in order to distribute the high-pressure fuel to the injection valves (injectors) which are controlled by the central control unit of the engine.
  • the closing and opening movements of the injectors generate compression and depression waves ("pressure surges"), which are transmitted by the high-pressure fluid into the line connecting the injector to the rail 1 and thus enter the rail.
  • pressure surges compression and depression waves
  • the cylindrical body 11 has connecting pieces for connection 13, which are each connected to the high-pressure chamber 12 through a passage 131 and to its injector through a high-pressure line.
  • the connection piece On the outside, the connection piece has a thread 132 in order to screw on the connection of the high-pressure line.
  • Figure 1 is limited to showing the conventional part of the rail with two connection pieces 13, one is empty and the other has an insert piece 2 with a throttle.
  • the rail 1 has as many connection pieces 13 and high-pressure fuel outlets as it has supplied injectors. All of these fittings 13 preferably have the same structure, and the following description will be limited to one of them.
  • the connector 13 on the right side of the Figure 1 shows its passage 131 without its insert with throttle 2; the connection piece 13 on the left side is equipped with the insert piece with throttle 2.
  • the insert with throttle 2 is shown in section Figure 2 shown separately.
  • the passage 131 in a fitting 13 after the alignment extending to the high pressure chamber 12 is formed from an entry cone 1311 followed by a cylindrical chamber / bore 1312 with a diameter larger than that of the downstream bore 1314 by one Form sealing edge 1313.
  • the passage 131 receives the insert with throttle 2.
  • the insert with throttle 2 has a cylindrical body 21 which is traversed by a stepped bore 22 which is formed from a series of bores of decreasing diameters 222, 224, 226 which are separated by conical connections 223, 225.
  • the entrance of the insert 2 has a conical shape 221 which creates a sealing seat, and the confluence of the last bore 226 into the chamber of the rail has a rounded edge or rounding 227.
  • the stepped bore 22 forms a throttle which is intended to attenuate the pressure waves (compression and depression) which are introduced into the high pressure liquid by the movements of the closing and opening of the injector.
  • the body 21 of the insert piece with its outer surface 23 of the insert piece 2 has a part with a large cross-section 231, which connects to a part with a small cross-section 233 by a conical connection 232 which forms a bearing surface to with the edge 1313 of the passage 131 to cooperate with the connector.
  • the outer surface 23 of the part 233 with a small cross section ends in a rounding 234.
  • the large diameter of the part 231 of the insert 2 is slightly smaller than that of the bore 1312 of the connector 13.
  • the small diameter of the part 233 is significantly smaller than that of the bore 1314 of the connector 13 downstream of the bore 1312, such that the insert 2, which is provided with the throttle, can be easily installed for assembly in the passage 131 of the connector 13 and the part 233 with a small cross-section does not come into contact with the wall of the passage 131 and in particular its bore 1314 is.
  • the stepped bore 1312/1314 makes it possible, although it is not necessary for the hydraulic function, to reduce the diameter of the bore at the level of its intersection with the high-pressure chamber 12.
  • the length of the part 233 of the insert 2 is smaller than the length of the bore 1314, such that the confluence of the throttle 226 is clearly removed from the confluence 1315 of the bore 1314 of the chamber 12.
  • the blocking of the insert 2 or its force-locking arrangement is carried out by autofrettage, as indicated below.
  • the rail 1 After the half cut of the Figure 3 the rail 1, if it is equipped with all insert pieces with throttle 2, is subjected to an autofrettage.
  • a closure which is not shown, is applied to each connection piece 13 against the conical seat 221 of the insert piece 2. This is how the conditions are created.
  • the clamping force F exerted in the axis xx during the autofrettage creates the tightness of the insert 2 (zone A) and also the tightness between the insert 2 and the passage 131 in zone B by the contact between the conical surface 232 of the Insert 2 and the edge 1313 of the connector 13.
  • This exposed area is upstream of the surface of the chamber 12 and the passage 131 of the fitting 13 (in the direction of exiting the high pressure fuel) in front of the insert 2, including the inner surface of the insert 2 and its outer surface upstream of the contact between its conical shoulder 232 and the Edge 1313 which separates the bore 1312 and the bore 1314 of the connection piece 13.
  • the surfaces opposite the insert 2 and the bore 1312 are not exposed to the high pressure liquid of the autofrettage, but are subject to the forces that are generated by this high pressure.
  • the very high autofrettage pressure plasticizes the inner layer of the exposed surface of the rail 1 and the insert 2, which is deformed to be pressed against the bore 1312 of the connector 13. After this very high autofrettage pressure has been applied, the connecting pieces 13 contract on each insert piece 2, which is thereby shrunk.
  • FIG 4 shows another embodiment of a rail 1a according to the invention, which is also limited to the conventional part of the rail with two connection pieces 13a, one is empty and the other has an insert piece with throttle 2a. All of these fittings 13a preferably have the same structure, so that their description will be limited to one of them.
  • the insert with throttle 2a is shown in section in Figure 5 shown separately.
  • the passage 131a in the fitting 13a is formed from an entry cone 1311a followed by a conical chamber 1312a, the small base of which has a diameter greater than that of the downstream bore 1314a, to form an edge 1313a.
  • the conical chamber 1312a defines an insertion chamber of the "Morse cone” or equivalent cone type.
  • the passage 131a receives the insert with throttle 2a with a complementary shape by insertion.
  • the insert with restrictor 2a has a body 21a traversed by a stepped bore 22a formed by a series of bores of decreasing diameters 222a, 224a, 226a separated by conical connections 223a, 225a.
  • the inlet 221a of the insert 2a has a conical shape which creates a sealing seat, and the confluence of the last bore 226a into the chamber 12a of the rail 1a has a rounded edge or rounding 227a.
  • the stepped bore 22a forms a throttle which is intended to weaken the pressure waves which are introduced into the high-pressure liquid.
  • the outer surface 23a of the insert 2a has a conical part 231a of large diameter, the small base of which meets a cylindrical part 233a of small diameter through a conical connection 232a.
  • the outer surface 23a ends in a rounded portion 234a.
  • the conical part 231a has a conicity which is the same as that of the conical chamber 1312a of the connector 13, and a cross section which is in the conical Chamber 1312a can be received by insertion in such a way that the respective surfaces are in direct contact.
  • the cylindrical part 233a has a significantly smaller cross section than that of the bore 1314a of the connection piece 13a.
  • a closure which is not shown, is applied to each connection piece 13a against the conical seat 221a of the insert pieces 2a in order to create the tightness with respect to the outside of the bore 22a and the tightness between the conical surfaces of the parts 1312a and 231a.
  • a tension force F is exerted on the ball (not shown), which is supported and a compression zone C is created.
  • the force is transmitted to the conical contact zone between the conical part 231a of the insert 2a and the conical surface of the chamber 1312a of the connector 13a.
  • This exposed surface is the surface of the chamber 12a and the passage 131a of the fitting 13a upstream (in the exiting direction of the high pressure fuel) in front of the insert 2a, including the inner surface of the insert 2a and its outer surface upstream of contact between its conical surface 231a and the surface of the conical chamber 1312a.
  • the cross-section of the small base of the conical part 231a is larger than that of the small base of the conical chamber 1312a which meets the conical surface 1313a which forms the shoulder in such a way that the insert 2a can be clamped by insertion in combination with the autofrettage, without being in abutment against the shoulder 1313a, which would interfere with or limit the insertion.
  • conical surfaces of the parts 1312a or 231a could have grooves which increase the tightness during autofrettage and increase the residual axial force between the two parts / surfaces.
  • the surfaces in contact with the insert 2a and the bore 1312a are not exposed to the high pressure fluid of the autofrettage, but are subject to the forces generated.
  • the very high autofrettage pressure plasticizes the inner layer of the exposed surface of the rail 1a and the insert 2a, which is deformed to be pressed against the bore 1312a of the connector 13a. After this very high autofrettage pressure has been applied, the connecting pieces 13a contract on each insert piece 2a, which are thereby shrunk.
  • the forged steel of the rails 1, 1a has a minimum hardness of the order of 300 HB, which depends on the hardness of the pipe heads and the properties compatible with the expected result of the autofrettage.
  • the material of the insert 2, 2a has a hardness between 300 and 450 HV in order to have sufficient plasticization during the autofrettage and at the same time to retain sufficient residual elasticity to ensure sufficient residual pressure between the insert 2, 2a and the rail 1 To show 1a.
  • the plastic deformation ensures a residual contact between the insert with throttle 2, 2a and the rail 1, 1a.
  • the properties of the material of the insert piece with throttle are selected in order to ensure a sufficient residual force which holds the insert piece 2, 2a in place during the operation of the high pressure accumulator 1, 1a of the injection system.

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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)
EP18700566.5A 2017-01-19 2018-01-15 Hochdruckspeicher eines kraftstoffhochdruckeinspritzsystems Active EP3571387B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1750420A FR3061934B1 (fr) 2017-01-19 2017-01-19 Rampe de systeme d'injection de carburant a haute pression
PCT/EP2018/050822 WO2018134144A1 (de) 2017-01-19 2018-01-15 Hochdruckspeicher eines kraftstoffhochdruckeinspritzsystems

Publications (2)

Publication Number Publication Date
EP3571387A1 EP3571387A1 (de) 2019-11-27
EP3571387B1 true EP3571387B1 (de) 2021-07-21

Family

ID=58455276

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18700566.5A Active EP3571387B1 (de) 2017-01-19 2018-01-15 Hochdruckspeicher eines kraftstoffhochdruckeinspritzsystems

Country Status (6)

Country Link
EP (1) EP3571387B1 (zh)
JP (1) JP6855582B2 (zh)
KR (1) KR20190103390A (zh)
CN (1) CN110234865B (zh)
FR (1) FR3061934B1 (zh)
WO (1) WO2018134144A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20210231087A1 (en) * 2018-07-26 2021-07-29 Liebherr-Components Deggendorf Gmbh Connecting piece for a fuel injector of an internal combustion engine

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3110202B1 (fr) * 2020-05-14 2024-04-26 Duncha France Dispositif d’injection de carburant comprenant un insert gicleur

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1811165A2 (en) * 2006-01-20 2007-07-25 Denso Corporation Common rail having orifice

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2322921B (en) * 1997-03-03 2001-09-12 Usui Kokusai Sangyo Kk Common rail and method of manufacturing the same
JP4061803B2 (ja) * 2000-01-26 2008-03-19 株式会社デンソー 蓄圧式燃料噴射装置
JP2002322965A (ja) * 2001-04-25 2002-11-08 Otics Corp コモンレール
US6742504B2 (en) * 2002-06-21 2004-06-01 International Engine Intellectual Property Company, Llc Pressure wave attenuator for a rail
JP4737013B2 (ja) * 2006-02-20 2011-07-27 株式会社デンソー コモンレール
DE102006014035A1 (de) * 2006-03-27 2007-10-04 Siemens Ag Kraftstoffeinspritzsystem mit Kraftstoffhochdruckspeicher
US7603985B2 (en) * 2007-01-25 2009-10-20 Denso Corporation Common rail
JP2014178012A (ja) * 2013-03-15 2014-09-25 Kayaba Ind Co Ltd 流体絞り部材

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1811165A2 (en) * 2006-01-20 2007-07-25 Denso Corporation Common rail having orifice

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20210231087A1 (en) * 2018-07-26 2021-07-29 Liebherr-Components Deggendorf Gmbh Connecting piece for a fuel injector of an internal combustion engine
US11542902B2 (en) * 2018-07-26 2023-01-03 Liebherr-Components Deggendorf Gmbh Connecting piece for a fuel injector of an internal combustion engine

Also Published As

Publication number Publication date
JP2020505548A (ja) 2020-02-20
WO2018134144A1 (de) 2018-07-26
KR20190103390A (ko) 2019-09-04
JP6855582B2 (ja) 2021-04-07
CN110234865B (zh) 2022-05-24
EP3571387A1 (de) 2019-11-27
FR3061934A1 (fr) 2018-07-20
FR3061934B1 (fr) 2019-06-07
CN110234865A (zh) 2019-09-13

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