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EP1702157A1 - Systeme d'injection de carburant pour un moteur a combustion interne - Google Patents

Systeme d'injection de carburant pour un moteur a combustion interne

Info

Publication number
EP1702157A1
EP1702157A1 EP04762535A EP04762535A EP1702157A1 EP 1702157 A1 EP1702157 A1 EP 1702157A1 EP 04762535 A EP04762535 A EP 04762535A EP 04762535 A EP04762535 A EP 04762535A EP 1702157 A1 EP1702157 A1 EP 1702157A1
Authority
EP
European Patent Office
Prior art keywords
fuel
pump
feed pump
connection
return
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
Application number
EP04762535A
Other languages
German (de)
English (en)
Other versions
EP1702157B1 (fr
Inventor
Thomas Ludwig
Michael Mennicken
Andreas Kellner
Joachim Boltz
Falko Bredow
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1702157A1 publication Critical patent/EP1702157A1/fr
Application granted granted Critical
Publication of EP1702157B1 publication Critical patent/EP1702157B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • 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
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the 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
    • 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
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/08—Feeding by means of driven pumps electrically driven
    • F02M37/10—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir
    • F02M37/106—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir the pump being installed in a sub-tank
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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
    • F02M55/002—Arrangement of leakage or drain conduits in or from injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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

Definitions

  • the invention is based on one
  • Fuel injection device for an internal combustion engine according to the preamble of claim 1.
  • Such a fuel injection device is known from DE 100 02 132 AI.
  • This fuel injection device has a high-pressure pump, through which fuel is conveyed into a reservoir.
  • a feed pump is provided, through which fuel is delivered from a fuel reservoir to the suction side of the high-pressure pump.
  • a fuel metering device is arranged between the feed pump and the high pressure pump, through which the amount of fuel drawn in by the high pressure pump can be variably adjusted.
  • At least one injector is connected to the memory, through which fuel is injected into the internal combustion engine. A fuel return from the injector leads back to the fuel tank.
  • the fuel injection device according to the invention with the features according to claim 1 has the advantage that the feed pump can be dimensioned relatively small, whereby the space requirement, weight and cost of the fuel injection device can be kept low. Only if the amount of fuel delivered by the feed pump is less than the required intake amount of the high-pressure pump, will the high-pressure pump generate additional fuel from the
  • High pressure pump ensured.
  • the configuration according to claim 5 ensures that the drive area of the high-pressure pump is supplied with fuel that is only supplied by the feed pump and thus cool.
  • only the amount of fuel sucked in by the high-pressure pump flows through the filter, so that it can be made correspondingly smaller or simpler.
  • FIG. 2 Fuel injection device for an internal combustion engine in a systematic representation according to a first embodiment, FIG. 2 the
  • FIG. 3 shows the fuel injection device according to a third exemplary embodiment.
  • the internal combustion engine is preferably a self-igniting internal combustion engine and has one or more cylinders.
  • the motor vehicle has a fuel reservoir 10, in which fuel is stored for the operation of the internal combustion engine.
  • Fuel injection device has a feed pump 12, through which fuel is fed from the fuel reservoir 10 to a high-pressure pump 14.
  • the high-pressure pump 14 pumps fuel into a reservoir 16, which can be tubular, for example, or in any other form.
  • At least one line 18 leads from the accumulator 16 to at least one injector 20 arranged on a cylinder of the burning machine, preferably several injectors 20 are connected to the accumulator 16.
  • An electrical control valve 22 is arranged on each of the injectors 20, through which an opening of the injectors is controlled, so as to bring about a fuel injection by the respective injector 20 or to prevent a force-off injection.
  • the control valves 22 are controlled by an electronic control device 23 controlled by which the time and duration of the fuel injection by the injectors 20 is determined as a function of operating parameters of the internal combustion engine, such as speed, load, temperature and others. From the injectors 20 introduces
  • Fuel return for unused fuel for example, via a line 24 common to all injectors 20. From the memory 16 can also return a line 26 as a return to the fuel reservoir 10, in which a pressure relief valve or
  • Pressure control valve 28 is arranged to prevent s I builds up an inadmissibly high pressure in the memory 16 or. the pressure prevailing in the accumulator 16 can be varied.
  • a pressure increasing device 21 can be arranged between the memory 16 and the injectors 20, by means of which the pressure available for fuel injection is increased again compared to the pressure prevailing in the memory 16.
  • the pressure increasing device 21 is preferably integrated in the injector 20 and designed as a hydraulic pressure booster.
  • Fuel return 24 preferably leads from the pressure increasing device 21 of the injectors 20.
  • the high pressure pump 14 is mechanically driven by the internal combustion engine and thus proportional to the speed of the
  • the feed pump 12 is also driven mechanically by the internal combustion engine or the high-pressure pump 14.
  • the feed pump 12 is preferably attached to the high-pressure pump 14 or integrated therein.
  • a filter 30 is arranged between the feed pump 12 and the fuel tank 10.
  • a throttle point 31 can be arranged in the connection between the feed pump 12 and the fuel reservoir 10 in order to limit the flow.
  • a fuel reservoir 32 can be arranged in a storage pot 32 be, from which the feed pump 12 sucks fuel and into which fuel is conveyed from the fuel reservoir 10 by means of a jet pump 33.
  • the propellant quantity of the jet pump 33 is supplied to it by the fuel return 26 from the accumulator 16.
  • the high-pressure pump 14 can be designed as a radial piston pump and has at least one or more pump elements, each of which has a pump piston that is driven by a drive shaft in a stroke movement, the one
  • a fuel metering device 36 is arranged between the feed pump 12 and the high pressure pump 14.
  • the fuel metering device 36 has a control valve 38 actuated, for example, by an electric actuator 37, preferably an electromagnet or a piezo actuator, by means of which the flow from the feed pump 12 to the high-pressure pump 14 is continuously adjustable.
  • the control valve 38 can be designed as a proportional valve through which the flow cross section between the feed pump 12 and the
  • High pressure pump 14 is continuously variable.
  • the control valve 38 can also be opened and closed in a clocked manner, as a result of which an average effective flow cross-section between the feed pump 12 and the high-pressure pump 14 can be changed.
  • Fuel metering device 36 is preferably attached to or integrated into the high-pressure pump 14, but can also be arranged separately from the high-pressure pump 14.
  • the fuel metering device 36 is controlled by the control device 23 in such a way that a fuel quantity is supplied to the high-pressure pump 14 by the feed pump 12, which in turn is then pumped under high pressure into the accumulator 16 by the high-pressure pump 14 in order to store a predetermined, maintain pressure dependent on operating parameters of the internal combustion engine.
  • connection 40 leads from the fuel return 24 to a relief area, which is used, for example, by the fuel reservoir 10 and which is controlled by a pressure valve 42.
  • the pressure valve 42 opens the connection 40 when a predetermined pressure is exceeded, so that fuel can flow into the fuel tank 10.
  • the connection 40 can open into the return line 26 from the accumulator 16, so that the quantity of fuel that is controlled by the pressure valve 42 is also supplied as the propellant quantity to the jet pump 33.
  • the pressure valve 42 is preferably attached to the high-pressure pump 14 or integrated therein.
  • the connection 40 branches from the fuel return 24 at a distance from its mouth into the connection between the
  • a bypass connection 44 leads from the connection between the feed pump 12 and the fuel metering device 36 in a region between the feed pump 12 and the mouth of the fuel return line 24a to a drive region of the high-pressure pump 14.
  • the drive area of the high-pressure pump 14 is its drive shaft and the area for converting the rotary movement of the drive shaft into the stroke movement of the pump pistons. Lubrication and cooling of the drive area is ensured by the fuel flowing into the drive area via the bypass connection 44.
  • Bypass connection 44 is preferably a throttle point 45 arranged to limit the amount of fuel supplied to the drive area.
  • a return 46 leads from the drive region of the high-pressure pump 14 to the fuel reservoir 10, which can open into the connection 40 and the return 26 from the accumulator 16, for example. A constant flow through the drive area of the high-pressure pump 14 is ensured by the return 46.
  • the feed pump 12 sucks fuel from the fuel reservoir 10 and conveys it through the fuel metering device 36 to the suction side of the high-pressure pump 14
  • Fuel is pumped into the accumulator 16 under high pressure. Fuel is injected into the cylinders of the internal combustion engine through the injectors 20, the timing of the fuel injection and the injected fuel quantity being triggered by the control of the control valves 22
  • Control device 23 is determined as a function of operating parameters of the internal combustion engine.
  • the control device 23 also controls the fuel metering device 36 in such a way that it sets such a large flow cross section that the fuel quantity is sucked in by the high-pressure pump 14 and fed into the accumulator 16, which is required in order to maintain a predetermined pressure in the accumulator 16.
  • Pressure increasing devices 21 are provided, depending on the operating state of the internal combustion engine, a large amount of fuel must be delivered by the high-pressure pump 14 into the memory 16 and this large amount of fuel must be delivered from the fuel tank 10 by the delivery pump 12 be promoted to high pressure pump 14. This can lead to a very large delivery pump 12 being required. According to the invention, however, it is provided that the feed pump 12 is dimensioned such that the maximum amount of fuel delivered by it is less than the maximum amount of fuel to be drawn in by the high-pressure pump 14 and to be delivered to the accumulator 16. In operating states in which the amount of fuel delivered by the feed pump 12 from the fuel tank 10 is not sufficient, part of the fuel generated by the
  • Fuel return 24 of the fuel quantity flowing from the injectors 20 is sucked in by the high-pressure pump 14 in addition to the fuel quantity conveyed by the feed pump 12. Part of the fuel flowing through the fuel return 24 flows through the
  • the remaining part of the amount of fuel flowing through the fuel return 24 flows through the opened pressure valve 42 via the connection 40 into the fuel reservoir 10.
  • the amount of fuel flowing to the drive area via the bypass connection 44 is drawn exclusively from the amount of fuel delivered by the feed pump 12 from the fuel tank 10 and is therefore relatively cool.
  • the amount of fuel drawn in by the high-pressure pump 14 is also relatively cool, since only a part of this amount of fuel is taken from the heated fuel return 24.
  • High-pressure pump 14 part of the amount of fuel delivered by the feed pump 12 flows through the
  • Fuel return path 24a and is also returned through the opened pressure valve 42 via the connection 40 into the fuel tank 10.
  • high-pressure pump 14 is therefore only drawn in by the relatively cool amount of fuel delivered by the delivery pump .12.
  • the fuel return path 24a depends on
  • the fuel return path 24a ensures that if the delivery pump 12 has a sufficient delivery rate, only fuel that is delivered by the high-pressure pump 14 is sucked in and that fuel is also sucked out of the fuel return 24 if the delivery pump 12 does not deliver the delivery pump 12. Only the amount of fuel delivered by the feed pump 12 flows through the filter 30, while the amount of fuel withdrawn from the fuel return 24 first after the filter 30 is fed. However, the amount of fuel that may have been over-delivered by the feed pump 12 and that is discharged via the fuel return line 24 a as well as the pressure valve 42 and the connection 40 also flows through the filter 30.
  • FIG. 2 shows the fuel injection device according to a second exemplary embodiment, in which the basic structure is the same as in the first exemplary embodiment and only the feed pump 12 is modified.
  • the feed pump 12 is arranged separately from the high pressure pump 14, has an electric drive and is preferably arranged in the fuel tank 10.
  • the filter 30 is arranged between the feed pump 12 and the fuel metering device 36 and the bypass connection 44 to the drive region of the high-pressure pump 14 branches off between the filter 30 and the fuel metering device 36.
  • a return 48 leads from the connection of the feed pump 12 to the filter 30
  • the pressure valve 49 and the return line 48 ensure that the pressure between the feed pump 12 and the filter 30 is limited, so that, for example, in the event of a blockage of the filter 30, an inadmissible pressure rise can be avoided.
  • the rest of the structure and function of the fuel injection device according to the second embodiment is the same as that described in the first embodiment.
  • FIG. 3 shows the fuel injection device according to a third exemplary embodiment, in which the basic structure is the same as in the second exemplary embodiment, but the arrangement of the pressure valve 42 and the fuel return line 24a is modified.
  • the feed pump 12 has an electric drive and is arranged in the fuel tank 10.
  • the bypass connection 44 leading to the drive region of the high-pressure pump 14 branches off between the filter 30 and the fuel metering device 36.
  • the fuel return 24 from the injectors 20 opens into the connection between the
  • connection 40 which is controlled by the pressure valve 42, leads from the fuel return 24 to the fuel reservoir 10.
  • the fuel return path 24a is formed between the branching off of the connection 40 and the mouth of the fuel return 24 into the connection between the feed pump 12 and the filter 30.
  • the pressure valve 42 can be arranged separately from the high-pressure pump 14.
  • the function of the fuel injection device according to the third embodiment is essentially the same as in the first and second embodiments.
  • fuel flows through the fuel return path 24a in different directions. If the amount of fuel delivered by the feed pump 12 is less than the required intake amount of the high-pressure pump 14, the fuel return line 24a is flowed through by a partial amount of the amount of fuel flowing back through the fuel return 24 from the injectors 22 to the high-pressure pump 14. If that of the
  • Delivery pump 12 fuel quantity is greater than the required intake amount of the high pressure pump 14, the fuel return path 24a is flowed through by a partial amount of the fuel quantity conveyed by the feed pump 12 to the pressure valve 42.
  • Fuel return path 24a is ensured in this case that if the delivery pump 12 has a sufficient delivery rate, only fuel that is delivered by the high-pressure pump 14 is sucked in, and only if the delivery pump 12 delivery rate is insufficient, fuel is also drawn from the fuel return 24 by the high-pressure pump 14.
  • the first and second exemplary embodiment all the fuel quantity sucked in by the high-pressure pump 14 flows through the filter 30.
  • the fuel quantity that may have been excessively pumped by the feed pump 12 does not flow through the filter 30, since it passes through the filter 30 in front of the filter 30
  • Fuel return line 24a and the pressure valve 42 and the connection 40 is shut off. The amount of fuel supplied to the drive area of the high-pressure pump 14 via the bypass connection 44 is only sufficient
  • Delivery quantity of the feed pump 12 is exclusively branched from the cold fuel which is conveyed through it from the fuel reservoir 10. If the delivery rate of the delivery pump 12 is insufficient, the fuel amount supplied to the drive area of the mixture of the cold fuel delivered by the delivery pump 12 from the fuel reservoir 10 and the heated fuel removed from the fuel return 24 is branched off. Compared to the first and second exemplary embodiments, the drive area is the
  • High-pressure pump 14 in the third exemplary embodiment thus supplies fuel with a somewhat higher temperature to the delivery pump 12 when the delivery rate is insufficient.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un système d'injection de carburant présentant une pompe haute pression (14) par laquelle le carburant est refoulé sous haute pression dans un réservoir (16), le carburant étant refoulé par une pompe d'alimentation (12) vers le côté aspiration de cette pompe haute pression (14). Un dispositif de dosage de carburant (36) est placé entre la pompe d'alimentation (12) et la pompe haute pression (14), dispositif au moyen duquel la quantité de carburant aspirée par la pompe haute pression (14) peut être réglée de façon variable. Au moins un injecteur (20) est relié au réservoir (16), injecteur par lequel le carburant est injecté dans le moteur à combustion interne et duquel un tuyau de retour de carburant (24) est dérivé. Ce tuyau de retour de carburant (24), partant dudit injecteur (20), débouche sur la liaison entre la pompe d'alimentation (12) et le dispositif de dosage de carburant (36). Une liaison (40), commandée par une soupape de pression (42), est dérivée du tuyau de retour de carburant (24) jusqu'à une zone de décharge (10). Le carburant est seulement aspiré du tuyau de retour de carburant (24) par la pompe haute pression (14) dans des états de fonctionnement, dans lesquels la quantité de carburant refoulée par la pompe d'alimentation (12) est inférieure à la quantité à aspirer requise pour la pompe haute pression (14).
EP04762535A 2003-09-19 2004-07-28 Systeme d'injection de carburant pour un moteur a combustion interne Expired - Lifetime EP1702157B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10343480A DE10343480A1 (de) 2003-09-19 2003-09-19 Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
PCT/DE2004/001690 WO2005038237A1 (fr) 2003-09-19 2004-07-28 Systeme d'injection de carburant pour un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1702157A1 true EP1702157A1 (fr) 2006-09-20
EP1702157B1 EP1702157B1 (fr) 2007-07-18

Family

ID=34305946

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04762535A Expired - Lifetime EP1702157B1 (fr) 2003-09-19 2004-07-28 Systeme d'injection de carburant pour un moteur a combustion interne

Country Status (6)

Country Link
US (1) US7219654B2 (fr)
EP (1) EP1702157B1 (fr)
JP (1) JP4217714B2 (fr)
CN (1) CN100455789C (fr)
DE (2) DE10343480A1 (fr)
WO (1) WO2005038237A1 (fr)

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CN100455789C (zh) 2009-01-28
EP1702157B1 (fr) 2007-07-18
DE502004004399D1 (de) 2007-08-30
CN1853043A (zh) 2006-10-25
JP2006514721A (ja) 2006-05-11
US20060169252A1 (en) 2006-08-03
WO2005038237A1 (fr) 2005-04-28
US7219654B2 (en) 2007-05-22
DE10343480A1 (de) 2005-04-14
JP4217714B2 (ja) 2009-02-04

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