Patent Application
20150068497
The present invention relates to a system, especially a fuel injection system, for the high-pressure injection for internal combustion engines, having a fuel distributor and multiple fuel injectors. In particular, the present invention pertains to the field of fuel-injection systems for mixture-compressing internal combustion engine featuring external ignition, in which fuel is injected directly into the combustion chambers.
The design known from the European Published Patent Application No. 2 151 572 has the disadvantage that the fuel distributor rail can be excited to vibrations in the audible frequency range during operation. This happens especially by noise sources in the fuel injectors. The structure-borne noise, for example, spreads from the fuel injectors via the injector connections, the fuel distributor rail and the rail holder, possibly also to the add-on structure, from where interfering noise is radiated. These interfering noises may possibly even reach the interior of the vehicle. The add-on structure on which the fuel distributor rail is fastened may be the cylinder head, for example.
The system according to the present invention has the advantage of ensuring improved vibrational damping. Specifically, the advantage results that vibrations that arise in the region of the fuel injectors, in particular, with reference to a transmission to the fuel distributor, are able to be effectively damped and that interfering noise is reduced.
The system is especially suitable for internal combustion engines having direct gasoline injection. In this case, the fuel distributor may be designed in particular as a fuel manifold. The fuel distributor is used for storing fuel under high pressure and for distributing the fuel among the fuel injectors, especially high pressure fuel injectors. The fuel injectors inject the fuel required for the combustion process into the respective combustion chamber under high pressure. For this purpose, the fuel is compressed by a high-pressure pump and conveyed in controlled quantities into the fuel distributor via a high-pressure line.
The system may advantageously be designed as a fuel injection system. The fuel distributor may be connected to an add-on structure in a suitable manner. The add-on structure may be the cylinder head of the internal combustion engine. However, a connection via spacer sleeves or via additional connection elements is possible as well.
The fuel injectors may be suspended at the cups, so to speak. In particular, cardan mounting on the cups is possible. The retaining clip may be developed as U-shaped retaining clip, in particular. Quasi-static forces for the fastening are transmittable via the retaining clip. In so doing, it is also ensured that the relative deflection of the fuel injectors with respect to the cups under the effect of operating forces remains under a defined limit value, in order to protect sealing elements such as an O-ring seal from wear.
In addition, a vibration-related decoupling and damping is achieved, between the fuel injectors and the fuel distributor, by the damping composite element, while the other requirements continue to be ensured.
Preferably, the fastening via a retaining clip and an associated damping composite element is provided for each fuel injector.
The damping composite element is advantageously situated between the retainer section of the retaining clip and the outside of the fuel injector. In this context it is furthermore advantageous that a recess is developed on the inside of the cup, in which the retaining section of the retaining clip is inserted. In this way, a form-fitting connection between the clip section and the cup is achieved in the installed state in the direction of a longitudinal axis of the fuel injector. Instead of a direct placement of the fuel injector at the clip section of the retaining clip, an indirect placement via the damping composite element is implemented. Vibrations that arise during operation are damped thereby. The fuel injector may be excited to vibrations in particular due to the rapidly repeating actuation. A transmission of these vibrations to the cup is damped by the damping composite element. Damping of the vibrations transmitted to the fuel distributor thus takes place, and it is possible to achieve a reduction in noise.
Furthermore, it is advantageous that a supporting surface is developed on the outer side of the fuel injector, which is inclined in relation to the longitudinal axis of the fuel injector in an axial cross-section, that a first outer side of the damping composite element cooperates with the support surface at the first outer side of the fuel injector, and that a second outer side of the damping composite element that is facing away from the first outer side cooperates with the clip section of the retaining clip. Moreover, it is advantageous that the outer side of the fuel injector has a conical design, and the first outer side of the damping composite element is resting against the conical outer side of the fuel injector. The damping composite element may have a flat or rectangular profile. This achieves the greatest large-area contact of the damping composite element at the outer side of the fuel injector. It allows a more even loading of the damping layer, which results in an excellent damping effect. In addition, it is advantageously possible to specify the position of the damping element relative to the fuel injector. This simplifies the assembly, and the damping effect remains ensured over the service life. A compensation for tolerances with respect to the retaining clip is thereby ensured as well.
However, it is also advantageous that the clip section of the retaining clip has an elliptical or circular cross-section, and the second outer side of the damping composite element rests at least partially against the clip section. In this way the position of the damping composite element in relation to the clip section is able to be specified. During operation, this prevents shifting of the damping composite element relative to the clip section of the retaining clip. In addition, pointwise or linear loading, and thus surface pressure, between the damping composite element and the retaining clip is avoided. Furthermore, this makes it possible to compensate for tolerances for the positioning of the fuel injector relative to the retaining clip and the damping composite element.
It is advantageous that a mechanical force transmission always takes place via the mechanical fastening between the fuel injector and the associated cup via the damping layer of the damping composite element. This achieves effective damping, and direct contact of metal on metal, for example, is prevented in particular.
It is also advantageous that the damping composite element has at least one metal layer that is joined to the damping layer. The damping layer may be produced from a visco-elastic material, for example. The metal layer may be made from sheet metal. The damping layer is able to be joined to the metal layer in a suitable manner. Preferably, the damping layer is directly connected to the metal layer. A connection with the aid of vulcanization is possible in this context. It is advantageous for this purpose that the damping layer is based on a rubber material. The term rubber should be taken quite generally in this case, and besides natural rubber also includes synthetic rubber materials.
Because of the use of the damping composite element at the interface between the cup and the fuel injector, decoupling or isolation of the noise sources existing at the fuel injector is achieved with respect to the fuel distributor. As a result, fewer structure-borne noise components are thereby transmitted from the fuel distributor into a cylinder head or a possibly provided other add-on structure. As a result of these two effects, the sound radiation and the sound transmission of the system to the engine are reduced.
It is also advantageous that at least one damping layer is designed as an outer-lying damping layer. The outer-lying damping layer may lie directly against the fuel injector or directly against the clip section of the retaining clip, in this case. An embodiment of the damping composite element having two outer-lying damping layers, which form the first outer side and the second outer side of the damping composite element is also possible.
It is also advantageous that at least one additional metal layer is provided, and that at least one damping layer is situated between the metal layer and the additional metal layer. In this connection, an embodiment having a plurality of damping layers is also possible. Because of the situation of a damping layer between two metal layers, the advantageous protection is possible of this damping layer from the environment and from mechanical abrasion.
Furthermore, it is advantageous that the damping composite element is designed as a partially annular damping composite element, that the damping composite element has end sections and an arched section connecting the end sections, and that the damping composite element is designed to have a greater width at its end sections than at its arched section. Consequently, because of the end sections, wide contact areas may be ensured, at which effective damping is achieved. By contrast, the arched section makes possible great flexibility of the damping composite element, since it is designed to be comparatively narrow. Thus, especially in combination with a U-shaped retaining clip, damping over the wide end section may be achieved at the two clip sections of the retaining clip, while the narrow arched section of the damping composite element enables a tolerance adjustment.
Fuel distributor 2 has a plurality of cups 9, 10. Fuel injector 3 is situated at cup 9. Fuel injector 4 is situated at cup 10. Fuel injectors 3, 4 are not directly connected to cups 9, 10 of fuel distributor 2, but only indirectly. The mechanical force transmission takes place, in this case, using a damping composite element 11, 12, respectively. The force transmission path is schematically illustrated in
In this exemplary embodiment, damping composite element 11 has metal layers 20, 21 and a damping layer 22. Damping layer 22 is situated between metal layers 20, 21, in this instance. Damping layer 22 may be connected to metal layers 20, 21, in this context. In this embodiment, damping layer 22 is advantageously protected from the environment and from abrasion. In addition, an advantageous force transmission comes about. The transmitted forces are especially able to be homogenized, and point-shaped or line-shaped peak loads are avoided. This ensures an advantageous damping behavior over the whole service life.
On outer side 19 of fuel injector 3, there is a supporting area 25. Supporting area 25 is inclined with respect to longitudinal axis 15 of fuel injector 3 in an axial cross section. In particular, supporting area 25 may be designed as a conical supporting area 25. Damping composite element 11 has a first outer side 26 and a second outer side 27, which face away from each other. First outer side 26 of damping composite element 11 cooperates with supporting area 25 of outer side 19 of fuel injector 3. In this instance, damping composite element 11 lies with its first outer side 26 flat against supporting area 25 of fuel injector 3. An advantageous force transmission is ensured. In addition, a local positioning of damping composite element 11 relative to fuel injector 3 is ensured. Second outer side 27 of damping composite element 11 cooperates with clip section 17 of retaining clip 16. Clip section 17 of retaining clip 16 has an at least approximately circular cross section. The cross section of clip section 17 may also be designed to be approximately elliptical. On inner side 18 of cup 9, a recess 28 is embodied into which clip section 17 of retaining clip 16 is inserted. Thereby retaining clip 16 is fixed relative to cup 9. Using damping composite element 11, fuel injector 3 is thus also fixed with respect to cup 9.
The fastening of fuel injector 3 to fuel distributor 2 is thus ensured. Vibrations generated particularly by operating fuel injector 3 are thereby damped on the transmission path to cup 9, by damping composite element 11. An effective noise reduction is thus possible.
Because of the positioning of damping composite element 11, as described, for example, with the aid of
It should be noted that damping composite elements 11, which are shown in
Damping composite element 11 is embodied as a partially annular damping composite element 11, in this exemplary embodiment. In this connection, damping composite element 11 has end sections 34, 35. In addition, damping composite element 11 has an arched section 36, which connects end sections 34, 35 to each other. At its end sections 34, 35, damping composite element 11 is designed to have a greater width than at its arched section 36. End sections 34, 35 are thus designed as broadened end sections 34, 35, which form wider contact areas 34, 35 for fuel injector 3, on the one hand, and clip sections 17, 17A on the other hand. Arched section 36, in comparison to this, forms a narrow arched section 36 as a connecting part (spine).
Consequently, a damping composite element 11 may be selected in a design adapted to the respective application case. In this instance, one or more metal layers 20, 21 and one or more damping layers 22, 23 are provided. In addition, an annular or partially annular embodiment may be used. Damping layers 22, 23 may be designed as viscoelastic damping layers 22, 23. Damping layers 22, 23 may preferably be designed as thin viscoelastic damping layers 22, 23. In a relative displacement of metal layers 20, 21 and/or neighboring components, namely retaining clip 16 and fuel injector 3, with respect to one another, damping layer 22, 23, lying respectively between them, are dynamically greatly stressed, so that a large proportion of vibrational energy is dissipated by the material damping. In this context, damping layer 22, 23 may especially be formed of an elastomer.
The dissipation of structure-borne noise energy thus leads to a damping of vibrational forms of fuel injectors 3, 4 and fuel distributor 2, and with that, to a reduction in all structure-borne noise proportions which are transmitted by this layer. This property makes possible a decoupling, or rather an insulation between fuel injectors 3, 4 and fuel distributor 2. Pure metal contacts, via which a structure-borne noise transmission would be possible, may thus be prevented from the outset. For the mechanical forces are constantly transmitted via a damping layer 22, 23.
The properties of damping layer 22, 23, such as a thickness or material-specific properties may be adapted with respect to some optimization parameters. Optimization parameters, in this instance, are above all frequency contents that are to be damped and temperature, especially the operating temperature.
Consequently, substantial advantages may be achieved. The noises of fuel distributor 2 are reduced. A relatively rigid connection of fuel injectors 3, 4 may be maintained in spite of the decoupling. For the resilience of fuel injectors 3, 4 only increases slightly, whereas all functional requirements, particularly a slight relative motion and solidity requirements, particularly the wear of a sealing O-ring are satisfied. Consequently, acoustical, functional and solidity requirements, which come about from the design of fuel injectors 3, 4 and fuel distributor 2, may be satisfied.
The noise damping may advantageously be implemented by the fixing using retaining clips 16.
By one advantageous execution in sheet metal, radial and/or contour adjustments on cups 9, 10 and on fuel injectors 3, 4 may be performed, in order to prevent line contact. Damping layers 22, 23 may be firmly vulcanized in, as elastomer layers 22, 23 between metal layers 20, 21, and thus be protected from abrasion.
The mounting effort is slight, since damping composite elements 11, 12 only have to be laid in before the mounting of fuel injectors 3, 4.
The decoupling is able to be implemented in a line-bound design of fuel injector 2, in that damping composite elements 11, 12 are used at the joining location between suspended fuel injectors 3, 4 and a functional block for fuel distributor 2.
The present invention is not limited to the exemplary embodiments described.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2012 206 896.1 | Apr 2012 | DE | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2013/056582 | 3/27/2013 | WO | 00 |
