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WO1997023725A1 - High-pressure fuel accumulator system for a fuel injection system fitted to an internal combustion engine - Google Patents

High-pressure fuel accumulator system for a fuel injection system fitted to an internal combustion engine Download PDF

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Publication number
WO1997023725A1
WO1997023725A1 PCT/DE1996/001562 DE9601562W WO9723725A1 WO 1997023725 A1 WO1997023725 A1 WO 1997023725A1 DE 9601562 W DE9601562 W DE 9601562W WO 9723725 A1 WO9723725 A1 WO 9723725A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
pressure
valve
accumulator
internal combustion
Prior art date
Application number
PCT/DE1996/001562
Other languages
German (de)
French (fr)
Inventor
Peter Traub
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 WO1997023725A1 publication Critical patent/WO1997023725A1/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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves
    • 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
    • F02M2200/60—Fuel-injection apparatus having means for facilitating the starting of engines, e.g. with valves or fuel passages for keeping residual pressure in common rails

Definitions

  • the invention is based on a high-pressure fuel storage system for a fuel injection system used in internal combustion engines according to the preamble of claim 1.
  • fuel is held in at least one central high-pressure accumulator under a pressure well above 10 8 Pa.
  • the fuel injection valves are supplied directly with the fuel to be injected into the cylinders of the internal combustion engine from the high-pressure accumulator.
  • pressure changes In the event of operational changes in load, pressure changes of up to 1.5 * 10 8 Pa within a few engine revolutions must be able to be generated in the high-pressure accumulator. The pressure build-up in a short time is particularly difficult.
  • additional fuel is pumped into the high-pressure reservoir with the aid of a high-pressure pump.
  • the high-pressure pump In addition to the regular injection quantity and the usual leakage and control quantities, the high-pressure pump must therefore supply a further additional quantity for the pressure build-up in the high-pressure accumulator.
  • the additional quantity that the injection system generally only requires in the short start and / or load increase phases is in the same order of magnitude as the regular injection quantity. Ie the high pressure pump must be designed for almost twice the fuel delivery rate, even though it only takes a fraction of the total uptime. The high pressure pump is therefore oversized for the majority of the total operating time.
  • the invention has a high-pressure fuel storage system in which an additional fuel store is hydraulically connected to a main fuel store.
  • a third-party, electrically controlled valve is arranged in the hydraulic connection between the two high-pressure accumulators, via which the connection can be opened or closed.
  • the high-pressure fuel accumulators can be provided as separate storage containers which are connected via individual pipelines and the valve. They can also be designed as two bores in a block, which communicate with one another only via an integrated valve.
  • the fuel additive store can also consist of a system of bores.
  • the additional fuel reservoir is preferably fed via the main fuel reservoir.
  • the additional fuel accumulator When using the additional fuel accumulator, part of the amount of fuel to be conveyed into this accumulator is made available from the additional accumulator in the event of load changes which require a pressure increase in the main fuel accumulator the valve located in the high-pressure fuel accumulators is opened, which means that the pressure in the main fuel accumulator can suddenly increase if necessary. In this way the high pressure pump is lent relief. Although it also has to supply the additional fuel reservoir, it can be made smaller with the same performance of the entire fuel injection system. A lower weight and a lower drive power of the high-pressure pump, in addition to cost savings, lower the fuel consumption and, if the additional fuel reservoir is optimally accommodated, even the power-to-weight ratio of the internal combustion engine.
  • the valve arranged between the high-pressure fuel stores is preferably equipped with an electromagnetic actuating device.
  • the actuation can also be carried out electromechanically, piezo-electrically, hydraulically or pneumatically.
  • control in the case of an electrically operated valve, can be pulse-modulated or clocked.
  • pulse duration or pulse frequency By changing the pulse duration or pulse frequency, an almost arbitrary course of the pressure compensation between the high-pressure fuel reservoirs can be selected.
  • the valve itself belongs, for example, to the group of seat valves and is therefore, among other things. designed as a ball, cone or seat valve.
  • the valve connections are separated or connected by the closing element or the closing body and the valve seat.
  • valve can be constructed as a safety valve in order to prevent an inadmissible pressure increase in the fuel additive store, for example due to an increase in temperature.
  • FIG. 1 shows some essential parts of a fuel injection system for internal combustion engines.
  • fuel is drawn in from a fuel reservoir (1) at least by means of a high-pressure pump (3) and delivered under high pressure into the high-pressure fuel stores (20) and (30).
  • the main fuel reservoir (20) is connected hydraulically to individual, electromagnetically actuated fuel injection valves (7) via injection lines (6).
  • a control and regulating device (10) specifies, for each injection valve (7), inter alia the respective injection time and the injection duration. The specifications depend on the respective existing and / or desired operating state of the internal combustion engine.
  • the control and regulating device (10) monitors the fuel pressure here via a pressure sensor (11) arranged on the main fuel tank (20).
  • the fuel pressure is compared with operational requirements and if appropriate reduced by the triggering of a pressure adjusting device (12), excess fuel passes via a Ent ⁇ lastungs effet (9) back into the tank (1).
  • the main fuel accumulator (20) is hydraulically connected to the additional fuel accumulator (30).
  • a valve (40) is arranged between two pressure lines (21) and (31) in the connection between the high-pressure fuel stores.
  • the valve (40) which is designed, for example, as a seat valve, has a valve chamber (41) hydraulically coupled to the main fuel accumulator (20), in which a closing element (43) in the form of a valve ball is arranged. In the closed position, the closing element (43) sits on a valve seat (42). There it is held on the one hand by means of a valve spring (44) and / or by the fuel pressure prevailing in the valve chamber (41).
  • the closing element (43) is also mechanically connected to an electromagnetic actuating element (46) arranged opposite the valve spring (44) via its actuating pin (47).
  • the actuating element (46) for example a proportional magnet, lifts the closing element (43) from its valve seat (42) via the actuating pin (47), as a result of which between the valve chamber (41) and that to the additional fuel reservoir (30) leading pressure line (31) ⁇ a connection is established.
  • the actuating element (46) is energized by the control and regulating device (10).
  • the main fuel accumulator (20) and the fuel additive reservoir (30) are fed together by the high pressure pump (3) when the seat valve (40) is open.
  • the same fuel pressure is present at both high-pressure fuel tanks.
  • the seat valve (40) is closed, so that the high fuel pressure is maintained in the additional fuel reservoir (30).
  • the seat valve (40) When the load changes from a low to a high injection pressure, the seat valve (40) is opened, as a result of which fuel flows from the additional fuel store (30) into the main fuel store (20) and there increases the fuel pressure.
  • the simultaneous pressure build-up by the high-pressure pump (3) is decisively supported by the amount of fuel flowing in from the fuel additive reservoir (30), thereby the time required for pressure build-up is significantly reduced.
  • the seat valve (40) is generally closed when a predetermined maximum pressure has been reached in both high-pressure fuel tanks (20, 30). Since the same fuel pressure then prevails in front of and behind the valve seat (40), only small forces are required for the closing process, which are applied, for example, by the valve spring (44).
  • the effective surfaces of the closing element (43) are designed accordingly.
  • the closing element (43) and the valve seat (42) can be designed such that pressure and flow forces support the opening process.

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

Abstract

The invention relates to a high-pressure fuel accumulator system for a fuel injection system fitted to an internal combustion engine, in which fuel is conveyed to at least one central main fuel accumulator (20) via a high-pressure pump (3) so that it can be fed from there to electrically controlled fuel injection valves (7). Within the high-pressure fuel accumulator system, a supplementary fuel accumulator is hydraulically connected to a main fuel accumulator (20). A remotely operated, electrically controlled valve (40) is fitted in the hydraulic link (21, 31) between the two high-pressure accumulators. On changes in load requiring an increase in pressure in the main fuel accumulator, part of the quantity of fuel to be fed thereto is provided from the supplementary accumulator, thus considerably easing the load on the high-pressure pump.

Description

Kraftstoffhochdruckspeichersystem für ein in Brennkraftmaschinen eingesetztes Kraftstoffeinspritzsystem High-pressure fuel storage system for a fuel injection system used in internal combustion engines
Stand der Technik:State of the art:
Die Erfindung geht von einem Kraftstoffhochdruckspeichersystem für ein in Brennkraftmaschinen eingesetztes Kraftstoffein- spritzsystem nach dem Oberbegriff des Anspruchs 1 aus.The invention is based on a high-pressure fuel storage system for a fuel injection system used in internal combustion engines according to the preamble of claim 1.
Bei einem derartigen Kraftstoffeinspritzsystem wird Kraftstoff in zumindest einem zentralen Hochdruckspeicher unter einem Druck weit über 108 Pa gehalten. Aus dem Hochdruckspeicher werden die Kraftstoffeinspritzventile direkt mit dem in die Zylinder der Brennkraftmaschine einzuspritzenden Kraftstoff versorgt. Bei betriebsbedingten Laständerungen müssen im Hoch¬ druckspeicher Druckänderungen bis zu 1,5*108 Pa innerhalb weniger Motorumdrehungen erzeugt werden können. Schwierig gestaltet sich hierbei vor allem der Druckaufbau in kurzer Zeit. Bei bekannten Einspritzsystεmen wird dazu mit Hilfe einer Hochdruckpumpe zusätzlicher Kraftstoff in den Hochdruck¬ speicher gepumpt. Die Hochdruckpumpe muß also neben der regu¬ lären Einspritzmenge und den üblichen Leckage- und Steuer- mengen eine weitere Zusatzmenge für den Druckaufbau im Hoch¬ druckspeicher liefern. Die Zusatzmenge, die daε Einspritz¬ system in der Regel nur in den kurzen Start- und/oder Last¬ anstiegsphasen benötigt, liegt in der gleichen Größenordnung wie die reguläre Einspritzmenge. D.h. die Hochdruckpumpe muß für nahezu die doppelte Kraftstoffördermengε ausgelegt sein, obwohl sie diese nur in einem Bruchteil der Gesamtbetriebszeit braucht. Die Hochdruckpumpe ist somit für den Hauptanteil der Gesamtbetriebszeit überdimensioniert.In such a fuel injection system, fuel is held in at least one central high-pressure accumulator under a pressure well above 10 8 Pa. The fuel injection valves are supplied directly with the fuel to be injected into the cylinders of the internal combustion engine from the high-pressure accumulator. In the event of operational changes in load, pressure changes of up to 1.5 * 10 8 Pa within a few engine revolutions must be able to be generated in the high-pressure accumulator. The pressure build-up in a short time is particularly difficult. In known injection systems, additional fuel is pumped into the high-pressure reservoir with the aid of a high-pressure pump. In addition to the regular injection quantity and the usual leakage and control quantities, the high-pressure pump must therefore supply a further additional quantity for the pressure build-up in the high-pressure accumulator. The additional quantity that the injection system generally only requires in the short start and / or load increase phases is in the same order of magnitude as the regular injection quantity. Ie the high pressure pump must be designed for almost twice the fuel delivery rate, even though it only takes a fraction of the total uptime. The high pressure pump is therefore oversized for the majority of the total operating time.
Vorteile der Erfindung:Advantages of the invention:
Die Erfindung verfügt gegenüber dem bekannten Stand der Tech- nik über ein Kraftstoffhochdruckspeichersystem, bei dem an einem Kraftstoffhauptspeicher ein Kraftstoffzusatzspeicher hydraulisch angeschlossen ist. Dabei ist in der hydraulischen Verbindung zwischen den beiden Hochdruckspeichern ein fremd¬ betätigtes, elektrisch gesteuertes Ventil angeordnet, über das die Verbindung geöffnet oder geschlossen werden kann.Compared to the known state of the art, the invention has a high-pressure fuel storage system in which an additional fuel store is hydraulically connected to a main fuel store. A third-party, electrically controlled valve is arranged in the hydraulic connection between the two high-pressure accumulators, via which the connection can be opened or closed.
Die Kraftstoffhochdruckspeicher können hierzu als separate Speicherbehälter vorliegen, die über einzelne Rohrleitungen und das Ventil verbunden sind. Sie können auch als zwei Boh- rungen in einem Block ausgebildet sein, die nur über ein inte¬ griertes Ventil miteinander kommunizieren. Der Kraftstoff¬ zusatzspeicher kann dabei auch aus einem System von Bohrungen bestehen. In beiden beispielhaft genannten Ausführungsvarian¬ ten wird der Kraftstoffzusatzspeicher vorzugsweise über den Kraftstoffhauptspeicher gespeist.For this purpose, the high-pressure fuel accumulators can be provided as separate storage containers which are connected via individual pipelines and the valve. They can also be designed as two bores in a block, which communicate with one another only via an integrated valve. The fuel additive store can also consist of a system of bores. In both of the exemplary embodiments mentioned, the additional fuel reservoir is preferably fed via the main fuel reservoir.
Bei der Verwendung des KraftstoffZusatzspeichers wird bei Lastwechseln, die einen Druckanstieg im Kraftstoffhauptspei¬ cher erfordern, ein Teil der in diesen Speicher zu fördernden Kraftsstoffmenge aus dem Zusatzspeicher zur Verfügung ge¬ stellt, über eine Steuer- und Regeleinrichtung wird bei einem derartigen Lastwechsel das hydraulisch zwischen den Kraft¬ stoffhochdruckspeichern liegende Ventil geöffnet, wodurch der Druck im Kraftstoffhauptspeicher bei Bedarf schlagartig an- steigen kann. Auf diese Weise wird die Hochdruckpumpe erheb- lieh entlastet. Obwohl sie auch den Kraftstoffzusatzspeicher zu versorgen hat, kann sie bei gleichbleibender Leistung des gesamten Kraftstoffeinspritzsystems kleiner ausgelegt werden. Ein geringeres Gewicht und eine kleinere Antriebsleistung der Hochdruckpumpe senkt neben einer Kostenersparnis den Kraft¬ stoffverbrauch und bei optimaler Unterbringung des Kraftstoff¬ zusatzspeichers sogar das Leistungsgewicht der Brennkraft¬ maschine.When using the additional fuel accumulator, part of the amount of fuel to be conveyed into this accumulator is made available from the additional accumulator in the event of load changes which require a pressure increase in the main fuel accumulator the valve located in the high-pressure fuel accumulators is opened, which means that the pressure in the main fuel accumulator can suddenly increase if necessary. In this way the high pressure pump is lent relief. Although it also has to supply the additional fuel reservoir, it can be made smaller with the same performance of the entire fuel injection system. A lower weight and a lower drive power of the high-pressure pump, in addition to cost savings, lower the fuel consumption and, if the additional fuel reservoir is optimally accommodated, even the power-to-weight ratio of the internal combustion engine.
Das zwischen den Kraftstoffhochdruckspeichern angeordnete Ven¬ til ist vorzugsweise mit einer elektromagnetischen Betäti- gungsεinrichtung ausgestattet. Selbstverständlich kann die Be¬ tätigung auch elektromechanisch, piεzoεlektrisch, hydraulisch oder pneumatisch erfolgen.The valve arranged between the high-pressure fuel stores is preferably equipped with an electromagnetic actuating device. Of course, the actuation can also be carried out electromechanically, piezo-electrically, hydraulically or pneumatically.
Beispielsweise bei einem elektrisch betätigten Ventil kann die Ansteuerung pulsmoduliert bzw. getaktet erfolgen. Durch eine Änderung von Pulsdauer oder Pulsfrequenz läßt sich ein nahezu beliebiger Verlauf des Druckausgleichs zwischen den Kraft¬ stoffhochdruckspeichern wählen.For example, in the case of an electrically operated valve, the control can be pulse-modulated or clocked. By changing the pulse duration or pulse frequency, an almost arbitrary course of the pressure compensation between the high-pressure fuel reservoirs can be selected.
Daε Ventil selbst gehört beispielsweise zur Gruppe der Sitz¬ ventile und ist somit u.a. als Kugel,- Kegel- oder Tellersitz- ventil gestaltet. Dabei werden die Vεntilanschlüsse durch das Schließelement bzw. den Abschlußkörper und den Ventilsitz ge¬ trennt oder verbunden.The valve itself belongs, for example, to the group of seat valves and is therefore, among other things. designed as a ball, cone or seat valve. The valve connections are separated or connected by the closing element or the closing body and the valve seat.
Zusätzlich kann das Ventil als Sicherheitsventil konstruiert sein, um im Kraftstoffzusatzspeicher einen unzulässigen Druck¬ anstieg, z.B. aufgrund von Temperaturerhöhung, zu verhindern. Zeichnungen:In addition, the valve can be constructed as a safety valve in order to prevent an inadmissible pressure increase in the fuel additive store, for example due to an increase in temperature. Drawings:
Weitere Einzelheiten der Erfindung ergeben sich aus der nach¬ folgenden Beschreibung einer schematisch dargestellten Ausfüh¬ rungsform.Further details of the invention result from the following description of a schematically represented embodiment.
Beschreibung des Ausfuhrungsbeispiels:Description of the exemplary embodiment:
Figur 1 zeigt einige wesentliche Teile eines Kraftstoffein- spritzsystems für Brεnnkraftmaεchinen. Bei diesem Systεm wird dεr Kraftstoff zumindest mittels einer Hochdruckpumpe (3) aus einem Kraftstoffvorratsbehälter (1) angesaugt und unter Hoch- druck in die Kraftstoffhochdruckspeicher (20) und (30) geför¬ dert. Der Kraftstoffhauptspeichεr (20) ist über Einspritzlei¬ tungen (6) direkt mit einzelnen, elektromagnetisch betätigten Kraftstoffεinspritzventilen (7) hydraulisch verbunden. Eine Steuer- und Regεleinrichtung (10) gibt für jedes Einspritzven- til (7) u.a. den jeweiligen Einspritzzeitpunkt und die Ein¬ spritzdauer vor. Die Vorgaben sind abhängig vom jeweiligen vorhandenen und/oder angestrebten Betriebszustand der Brenn¬ kraftmaschine. Die Steuer- und Regeleinrichtung (10) überwacht hier den Kraftstoffdruck über einen am Kraftstoffhauptspei- eher (20) angeordneten Drucksensor (11) . Der Kraftstoffdruck wird mit betriebsbedingten Vorgaben verglichen und gegebenen¬ falls durch die Ansteuerung einer Druckstelleinrichtung (12) verringert, überschüssiger Kraftstoff gelangt über eine Ent¬ lastungsleitung (9) in den Tank (1) zurück.FIG. 1 shows some essential parts of a fuel injection system for internal combustion engines. In this system, fuel is drawn in from a fuel reservoir (1) at least by means of a high-pressure pump (3) and delivered under high pressure into the high-pressure fuel stores (20) and (30). The main fuel reservoir (20) is connected hydraulically to individual, electromagnetically actuated fuel injection valves (7) via injection lines (6). A control and regulating device (10) specifies, for each injection valve (7), inter alia the respective injection time and the injection duration. The specifications depend on the respective existing and / or desired operating state of the internal combustion engine. The control and regulating device (10) monitors the fuel pressure here via a pressure sensor (11) arranged on the main fuel tank (20). The fuel pressure is compared with operational requirements and if appropriate reduced by the triggering of a pressure adjusting device (12), excess fuel passes via a Ent ¬ lastungsleitung (9) back into the tank (1).
Der Kraftstoffhauptspeicher (20) ist hydraulisch mit dem Kraftstoffzusatzspeicher (30) verbunden. In der Verbindung zwischεn den Kraftstoffhochdruckspeichern ist zwischen zwei Druckleitungen (21) und (31) ein Ventil (40) angeordnet. Das Ventil (40) , das beispielsweise als Sitzventil ausgeführt ist, hat eine mit dem Kraftstoffhauptspeicher (20) hydraulisch ge¬ koppelte Ventilkammer (41) , in der ein Schließelement (43) in Form einer Ventilkugel angeordnet ist. In Schließstellung sitzt das Schließelement (43) auf einem Ventilsitz (42) . Dort wird es zum einem mit Hilfe einer Ventilfeder (44) und/oder durch den in der Ventilkammer (41) vorherrschenden Kraftstoff¬ druck gehalten. Gegebenenfalls ist das Schließelement (43) auch mit einem gegenüber der Ventilfeder (44) angeordneten elεktromagnεtischen Betätigungselemεnt (46) über dessen Betä- tigungsstift (47) mechanisch verbunden. Das Betätigungsele¬ ment (46) , z.B. ein Proportionalmagnet, hebt bei einem Bestro¬ men das Schließelement (43) über den Betätigungsstift (47) von seinem Ventilsitz (42) ab, wodurch zwischen dεr Ventilkam¬ mer (41) und der zum Kraftstoffzusatzspeicher (30) führenden Druckleitung (31) εine Verbindung hergestellt wird. Die Be¬ stromung des Betätigungselements (46) wird im Ausführungsbei¬ spiel durch die Steuer- und Regelεinrichtung (10) vorgenommen.The main fuel accumulator (20) is hydraulically connected to the additional fuel accumulator (30). A valve (40) is arranged between two pressure lines (21) and (31) in the connection between the high-pressure fuel stores. The valve (40), which is designed, for example, as a seat valve, has a valve chamber (41) hydraulically coupled to the main fuel accumulator (20), in which a closing element (43) in the form of a valve ball is arranged. In the closed position, the closing element (43) sits on a valve seat (42). There it is held on the one hand by means of a valve spring (44) and / or by the fuel pressure prevailing in the valve chamber (41). If appropriate, the closing element (43) is also mechanically connected to an electromagnetic actuating element (46) arranged opposite the valve spring (44) via its actuating pin (47). When a current is applied, the actuating element (46), for example a proportional magnet, lifts the closing element (43) from its valve seat (42) via the actuating pin (47), as a result of which between the valve chamber (41) and that to the additional fuel reservoir (30) leading pressure line (31) εa connection is established. In the exemplary embodiment, the actuating element (46) is energized by the control and regulating device (10).
Im stationären Betrieb des Kraftstoffeinspritzsystems werden der Kraftstoffhauptspeicher (20) und der Kraftstoffzusatzspei¬ cher (30) bei geöffnetem Sitzventil (40) gemeinsam von der Hochdruckpumpe (3) gespeist. An beiden Kraftstoffhochdruck- spεichεrn liegt der gleiche Kraftstoffdruck an. Bei einem Lastwechsεl von einem hohen auf einen niedrigen Einspritzdruck wird das Sitzventil (40) geschlossen, so daß im Kraftstoff¬ zusatzspeicher (30) der hohe Kraftstoffdruck erhalten bleibt.In stationary operation of the fuel injection system, the main fuel accumulator (20) and the fuel additive reservoir (30) are fed together by the high pressure pump (3) when the seat valve (40) is open. The same fuel pressure is present at both high-pressure fuel tanks. When the load changes from a high to a low injection pressure, the seat valve (40) is closed, so that the high fuel pressure is maintained in the additional fuel reservoir (30).
Bei einem Lastwechsel von einem niedrigen auf einen hohen Einspritzdruck wird das Sitzventil (40) geöffnet, wodurch Kraftstoff aus dem Kraftstoffzusatzspeichεr (30) in den Kraft¬ stoffhauptspeicher (20) strömt und dort den Kraftstoffdruck anhebt. Der gleichzeitigε Druckaufbau durch die Hochdruck- pumpε (3) wird durch die aus dem Kraftstoffzusatzspεicher (30) zufließendε Kraftstoffrnenge entscheidend unterstützt, wodurch sich die für den Druckaufbau notwendige Zeitspanne erheblich verkürzt.When the load changes from a low to a high injection pressure, the seat valve (40) is opened, as a result of which fuel flows from the additional fuel store (30) into the main fuel store (20) and there increases the fuel pressure. The simultaneous pressure build-up by the high-pressure pump (3) is decisively supported by the amount of fuel flowing in from the fuel additive reservoir (30), thereby the time required for pressure build-up is significantly reduced.
Das Sitzventil (40) wird in der Regεl geschlossen, wenn in beiden Kraftstoffhochdruckspeichern (20, 30) ein vorgegebener Höchstdruck erreicht ist. Da dann vor und hinter dem Ventil¬ sitz (40) der gleiche Kraftstoffdruck ansteht, sind für den Schließvorgang nur geringe Kräfte notwendig, die beispiels¬ weise durch die Ventilfeder (44) aufgebracht werden.The seat valve (40) is generally closed when a predetermined maximum pressure has been reached in both high-pressure fuel tanks (20, 30). Since the same fuel pressure then prevails in front of and behind the valve seat (40), only small forces are required for the closing process, which are applied, for example, by the valve spring (44).
Um auch bei εinεm bεtriεbsbεdingtεn Absinkεn des Kraftstoff¬ drucks im Kraftstoffhauptspeicher (20) gegenüber dem Druck im Kraftstoffzusatzspeicher (30) mit einer geringεn Zuhaltεkraft auszukommen, werden die Wirkflächen des Schließelementε (43) entsprechend ausgelegt. Zusätzlich können das Schließεle- ment (43) und der Ventilsitz (42) so gestaltet werden, daß Druck- und Strömungskräfte den Öffnungsvorgang unterstützen. In order to get by with a low locking force even when the fuel pressure in the main fuel accumulator (20) drops compared to the pressure in the additional fuel accumulator (30), the effective surfaces of the closing element (43) are designed accordingly. In addition, the closing element (43) and the valve seat (42) can be designed such that pressure and flow forces support the opening process.

Claims

Patentansprüche : Claims:
1. Kraftstoffhochdruckspeichersystem für ein in Brennkraft¬ maschinen eingesetztes Kraftstoffeinspritzsystem, in dem Kraftstoff über einε Hochdruckpumpe (3) in mindestens einen zentralen Kraftstoffhauptspeicher (20) gefördert wird, um ihn von dort elektrisch gesteuerten Einspritzventilen (7) zuzuführen, dadurch gekennzeichnet, daß an den Kraftstoffhauptspeicher (20) ein Kraftstoffzuεatz- Speicher (30) hydraulisch angeschlossen ist, wobei in der hydraulischen Verbindung (21, 31) zwischen den Kraftstoffhochdruckεpeichern (20, 30) ein fremdbetätigtes, elektrisch gesteuertes Ventil (40) angeordnet ist.1. High-pressure fuel storage system for a fuel injection system used in internal combustion engines, in which fuel is pumped via a high-pressure pump (3) into at least one central main fuel store (20) in order to supply it from there with electrically controlled injection valves (7), characterized in that the Main fuel storage (20) is a hydraulic fuel storage (30) connected hydraulically, with an externally operated, electrically controlled valve (40) being arranged in the hydraulic connection (21, 31) between the high-pressure fuel reservoirs (20, 30).
2. Kraftstoffhochdruckεpeicherεystem gemäß Anspruch 1, dadurch gekennzeichnet, daß der Kraftstoffzuεatzspeicher (30) über den Kraftstoffhauptspeicher (20) gεspεist wird.2. Fuel high-pressure storage system according to claim 1, characterized in that the fuel additional storage (30) is fed via the main fuel storage (20).
3. Kraftstoffhochdruckspeichersyεtem gemäß Anspruch 1, dadurch gekennzeichnet, daß das Ventil (40) elektrisch betätigt wird.3. High-pressure fuel storage system according to claim 1, characterized in that the valve (40) is actuated electrically.
4. Kraftstoffhochdruckspeichersystem gemäß Anspruch 1, dadurch gekennzeichnet, daß das Ventil (40) getaktet betätigt wird.4. High-pressure fuel storage system according to claim 1, characterized in that the valve (40) is actuated clocked.
5. Kraftstoffhochdruckspeichersystem gemäß Anspruch 1, dadurch gekennzeichnet, daß das Ventil (40) ein Sitzventil ist, dessen Schließelement (43) in einer Ventilkammer (41) angeordnet ist und über eine Druckfeder (44) an einem Ventilsitz (42) an¬ liegt, wobei in Schließrichtung gesehen der Kraftstoffhaupt¬ speicher (20) hinter dem Schließelement (43) , also an der Ven¬ tilkammer (41) , und der Kraftstoffzusatzspeicher (30) vor dem Schließelement (43) angeschlossen ist. 5. High-pressure fuel storage system according to claim 1, characterized in that the valve (40) is a seat valve, the closing element (43) is arranged in a valve chamber (41) and via a compression spring (44) on a valve seat (42), wherein viewed in the closing direction of the Kraftstoffhaupt¬ store is connected behind the closing element (43), ie at the Ven ¬ tilkammer (41), and the fuel auxiliary memory (30) before the closing element (43) (20).
PCT/DE1996/001562 1995-12-21 1996-08-23 High-pressure fuel accumulator system for a fuel injection system fitted to an internal combustion engine WO1997023725A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19547877.0 1995-12-21
DE1995147877 DE19547877A1 (en) 1995-12-21 1995-12-21 High-pressure fuel storage system for a fuel injection system used in internal combustion engines

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DE19812169A1 (en) * 1998-01-23 1999-07-22 Daimler Chrysler Ag Fuel injection system for an internal combustion motor
JP2016534282A (en) * 2013-09-16 2016-11-04 デルファイ・インターナショナル・オペレーションズ・ルクセンブルク・エス・アー・エール・エル Hybrid fuel injector

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WO2001044638A2 (en) 1999-12-15 2001-06-21 Siemens Aktiengesellschaft Method for improving the starting performance of an internal combustion engine comprising a high-pressure accumulator injection system
EP2072809A1 (en) * 2007-12-20 2009-06-24 GM Global Technology Operations, Inc. Combustion engine and start system therefore
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DE102009061750B3 (en) 2009-08-20 2021-09-09 Ford Global Technologies, Llc Quick start of a common rail system
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DE102010027789A1 (en) 2010-04-15 2011-10-20 Ford Global Technologies, Llc Fuel injection system for rapid pressure build-up when restarting the internal combustion engine with stop-start system
DE102011101861A1 (en) 2011-05-18 2012-11-22 Audi Ag Method for supplying gas into combustion engine of motor car, involves filling accumulator fuel by high pressure pump, and supplying same amount of fuel to combustion engine during subsequent operations of combustion engine
DE102011101859A1 (en) 2011-05-18 2012-11-22 Audi Ag Motor vehicle e.g. automobile has pressure relief valve that is connected with fuel storage device for storing fuel delivered by fuel tank
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JP2016534282A (en) * 2013-09-16 2016-11-04 デルファイ・インターナショナル・オペレーションズ・ルクセンブルク・エス・アー・エール・エル Hybrid fuel injector

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