EP0012309B1 - Kraftstoffeinspritzanlage für Diesel-Brennkraftmaschinen, insbesondere für Fahrzeug-Dieselmotoren - Google Patents

Kraftstoffeinspritzanlage für Diesel-Brennkraftmaschinen, insbesondere für Fahrzeug-Dieselmotoren Download PDF

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Publication number
EP0012309B1
EP0012309B1 EP79104834A EP79104834A EP0012309B1 EP 0012309 B1 EP0012309 B1 EP 0012309B1 EP 79104834 A EP79104834 A EP 79104834A EP 79104834 A EP79104834 A EP 79104834A EP 0012309 B1 EP0012309 B1 EP 0012309B1
Authority
EP
European Patent Office
Prior art keywords
pump
pressure
fuel
injection
air
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.)
Expired
Application number
EP79104834A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0012309A3 (en
EP0012309A2 (de
Inventor
Erich Ing. Jäger
Werner Ing. Faupel
Heinz Ing. Kuschmierz
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
Priority to AT79104834T priority Critical patent/ATE7417T1/de
Publication of EP0012309A2 publication Critical patent/EP0012309A2/de
Publication of EP0012309A3 publication Critical patent/EP0012309A3/xx
Application granted granted Critical
Publication of EP0012309B1 publication Critical patent/EP0012309B1/de
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/16—Adjustment of injection timing
    • F02D1/18—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
    • F02D1/183—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse hydraulic
    • 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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/128—Varying injection timing by angular adjustment of the face-cam or the rollers support
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention is based on a fuel injection system according to the preamble of the independent claim.
  • fuel injection systems which are provided in particular for vehicle diesel engines, have a speed-dependent spray timing adjustment device which automatically compensates for the delayed start of injection at the injection nozzle at high speeds due to the long line paths.
  • This injection timing adjustment device which is also referred to as an automatic spray adjuster, ensures that the cheapest combustion and thus the greatest output of the diesel engine are retained even at rapidly changing speeds. It has now been found that this only fully applies if the air pressure conditions remain the same. However, if the diesel engines are operated at high altitudes, the ability to ignite is impaired by the reduced air filling (lower compression end temperatures) and the ignition delay is greater, especially with no load and part load. This results in steep pressure rises and thus a hard gear of the engine as well as misfires that lead to Blaurach.
  • a fuel injection system of the generic type with a fuel injection pump designed as a distributor injection pump is already known (with distributor injection pump VE..F .: from Robert Bosche GmbH, Stuttgart, see, for example, technical customer service notification VDT-1-460 / 1, 2. Addendum dated 5th 1977 or SAE-Paper No. 760127 from the Automotive Engineering Congress in Detroit, Michigan, from 23rd to 27th February 1976), in which the position of a VolIastansch determining the maximum permissible delivery quantity! A-.
  • the speed controller integrated in the pump housing is corrected as a function of the boost pressure or atmospheric pressure of the combustion air supplied to the engine.
  • the hydraulic and / or load-dependent hydraulic spray adjuster integrated in this injection pump does not take into account the changed air pressure conditions of the combustion air, so that the disadvantages mentioned at the beginning are not eliminated despite the correction of the delivery rate.
  • the fuel injection system according to the invention with the characterizing features of independent claim 1 has the advantage that the ignition conditions during operation of diesel engines at high altitudes or when the air weight changes as a result of the air quantity-dependent correction of the change in the start of delivery, which is otherwise at least speed-dependent.
  • the emission of hydrocarbons and therefore of blue smoke is reduced under the conditions mentioned and the engine's gear is avoided.
  • FIG. 1 shows a simplified sectional illustration of a known distributor injection pump with a spray adjustment device and a smoke control device
  • FIG. 2 shows a section through part of this distributor injection pump with the configuration according to the invention.
  • the injection pump shown in greatly simplified form in FIG. 1 is the known piston-type distributor injection pump of the VE..F .. type from Robert Bosch GmbH, Stuttgart, which is manufactured in large quantities and is known from the publications mentioned in the introduction to the description.
  • a pump piston works in a housing 10 in a cylinder bore 11. 12, which is set in a manner known per se by a cam drive consisting of a roller ring 13 and a front cam disk 14 into a reciprocating and simultaneously rotating movement.
  • a pump work chamber 15 acted upon by the pump piston 12 is filled during the suction stroke of the pump piston 12 via a suction bore 16 and control grooves 17 of the pump piston 12 and during the pressure stroke of the pump piston 12 with a closed suction bore 16 via a longitudinal bore 18 and a delivery groove 19 connected to it, via a pressure valve 21 and a Druckleitug 22 conveyed to an injection nozzle, not shown, on the engine cylinder.
  • a transverse bore 23 of the pump piston 12 connected to the longitudinal bore 18 is opened by a ring slide 24.
  • the fuel supplied to the pump working chamber 15 via the suction bore 16 is taken from an interior 25 of the injection pump which serves as a suction chamber and into which the fuel which is deflected from the transverse bore 23 by the ring valve 24 can flow back.
  • the interior 25 is supplied by a pre-feed pump 26 fuel from a reservoir 27, the delivery pressure by a pressure control valve 28 speed. is controlled dependent.
  • Parallel to the overflow quantity flowing back into the reservoir 27 via the pressure control valve 28, the interior 25 is preferably provided at its highest point with a throttle point 29 which determines the continuous outflow of a partial quantity, to which a return line 31, indicated only by an arrow, is connected, which is not shown in FIG returns to the reservoir 27 in a manner shown.
  • the interior of the pump 25 is cooled by this continuously flowing portion.
  • the interior 25 not only houses the cam drive 13, 14 of the pump piston 12 but also a centrifugal mechanical speed controller 32.
  • a centrifugal weight controller 33 which is rotated in a manner not shown by a drive shaft 34, which also drives the front cam disk 14 of the cam drive, actuates via a regulator sleeve 35 and a regulating lever 36. whose axial position controlled by a control lever 36 controls the delivery end and thus the injection quantity of the pump.
  • the control lever 36 ′ rests on a tensioning lever 37, the position of which is determined by the position of a full-load stop 38.
  • the pretensioning force of a control spring 39 holding the tensioning lever 37 in contact with the full load stop 38 determines the regulation speed.
  • the full-load stop 38 is formed by the crowned end of a lever arm 41a of a double-arm stop lever 41, the second lever arm 41b of which is supported on a scanning pin 42.
  • the sensing pin 42 which is guided in the wall of the pump housing 10 by means of a narrow sliding fit preventing the passage of fuel, is in turn supported on a cam surface 43 of a smoke control device 44.
  • the cam surface 43 is worked into the surface of a control slide 45 which is guided in a bore 46 of the pump housing 10 and can be actuated by a diaphragm socket set 49 against the force of a return spring 47 as part of an actuator 48 of the smoke control device 44.
  • the space designated 51 and surrounding the diaphragm socket set 49 is connected to the ambient air pressure via a bore 52 or to the intake manifold of the engine via a charge air line indicated by an arrow 53.
  • the smoke limitation device 44 operates as a function of the absolute air pressure and this device can be used both for an atmospheric pressure-dependent correction of the full load delivery rate and for a boost pressure-dependent correction.
  • the fuel fed into the interior 25 by the pre-feed pump 26 and under a speed-dependent feed pressure also actuates an actuating piston 55 of a hydraulic injection adjuster 56 serving as a spray adjustment device, via a pressure chamber 54 connected to the interior 25.
  • the actuating piston 55 works against the force of a return spring 57 for this purpose articulated to the roller ring 13, and rotates this with increasing pre-feed pump pressure in the inner space 25 in the sense of an early adjustment of the start of delivery.
  • the pre-feed pump 26 driven by the drive shaft 34 which is drawn outside the pump housing 10 for the sake of clarity, serves as a control pump for the spray adjustment device 56 and the associated pressure control valve 28 is of course also installed in the pump housing 10 in practice.
  • FIG. 2 shows the configuration of the smoke control device according to the invention.
  • a smoke limitation device 44 ' is attached to the pump housing 10, the pressure socket set 49 of which is combined with a control slide 45' working against the force of the return spring 47 to form an actuator 48 '.
  • the control slide 45 ' is brought together in a guide bush 65, which is screwed into the pump housing 10 and fastened by means of a ring nut 66.
  • the bore 46 in the guide bushing 65 which receives the control slide 45 'is closed towards the interior 25 of the injection pump, so that the pre-feed pump pressure prevailing in the interior 25 cannot act on the control slide 45':
  • the space 51 of the smoke control device 44 ′ surrounding the diaphragm box set 49 is connected to the ambient air via a pipe screw connection 166 screwed into the bore 52, so that this smoke control device 44 ′ serves as a full-load stop operating in dependence on the atmospheric pressure, the full-load stop controlled by the cam surface 43 and via the tracer pin 42 and the stop lever 41 on the full load stop 38 transmitted travel of the clamping lever 37 determined.
  • This tensioning lever 37 is the tensioning lever of the speed controller 32 shown in more detail in FIG. 1.
  • the pipe screw connection 166 enables the supply of the air under atmospheric pressure via line 53 from the air filter or intake pipe of the internal combustion engine or, in the short version shown, prevents it the penetration of dirt into the space 51. If the line 53 is connected to the intake pipe of a supercharged engine, this device can also work as a boost pressure-dependent full-load stop.
  • the smoke limitation device 44 ' also contains the control device designated here 58', and a part 45a 'of the control slide 45' serves as a correction actuator of this control device 58 'and is thus actuated by the same diaphragm dose set 49 which also controls the delivery rate correction via the cam surface 43.
  • the part 45a 'of the control slide 45' serving as a correction actuator is provided with an annular groove 68 which, together with a slot throttle 67 in the wall of the guide bush 65, forms the control device 58 ', the effective throttle cross-section being dependent on the axial position controlled by the diaphragm socket set 49 the annular groove 68 depends.
  • the throttle cross section of the slit throttle 67 controlled by the control slide 45 ′ controls the outflow of a portion of the fuel in the interior 25 under speed-dependent pressure into the return line 31 returning to the reservoir 27, so that the speed-dependent pressure in the interior 25 undergoes a correction depending on the air volume and the start of the delivery, which is dependent on the feed pump pressure in the interior 25, is adapted accordingly to the air volume by the injection adjuster.
  • the stroke of the control slide 45 ' is coordinated such that the slot throttle 67 can never be closed', so that a portion of the fuel required for cooling the interior 25 always flows out.
  • the slot throttle 67 which acts as a variable throttle point, is via a bore 69 in the wall of the pump housing 10 with the interior 25 and via the annular groove 68 on the control slide 45 'and a bore 71 in the wall of the guide bush 65 and a bore 71 in the wall the guide bushing 65 and a bore 72 in the wall of the pump housing 10 are connected to the return line 31.
  • the described air pressure-dependent and thus air volume-dependent correction of the otherwise at least speed-dependent change in the start of delivery can be applied analogously to any other type of fuel timing device, including electrically controlled or regulated.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP79104834A 1978-12-16 1979-12-03 Kraftstoffeinspritzanlage für Diesel-Brennkraftmaschinen, insbesondere für Fahrzeug-Dieselmotoren Expired EP0012309B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT79104834T ATE7417T1 (de) 1978-12-16 1979-12-03 Kraftstoffeinspritzanlage fuer dieselbrennkraftmaschinen, insbesondere fuer fahrzeugdieselmotoren.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19782854422 DE2854422A1 (de) 1978-12-16 1978-12-16 Kraftstoffeinspritzanlage fuer diesel- brennkraftmaschinen, insbesondere fuer fahrzeug-dieselmotoren
DE2854422 1978-12-16

Publications (3)

Publication Number Publication Date
EP0012309A2 EP0012309A2 (de) 1980-06-25
EP0012309A3 EP0012309A3 (en) 1980-07-09
EP0012309B1 true EP0012309B1 (de) 1984-05-09

Family

ID=6057400

Family Applications (1)

Application Number Title Priority Date Filing Date
EP79104834A Expired EP0012309B1 (de) 1978-12-16 1979-12-03 Kraftstoffeinspritzanlage für Diesel-Brennkraftmaschinen, insbesondere für Fahrzeug-Dieselmotoren

Country Status (6)

Country Link
US (1) US4384560A (enrdf_load_stackoverflow)
EP (1) EP0012309B1 (enrdf_load_stackoverflow)
JP (1) JPS5584824A (enrdf_load_stackoverflow)
AT (1) ATE7417T1 (enrdf_load_stackoverflow)
BR (1) BR7908187A (enrdf_load_stackoverflow)
DE (2) DE2854422A1 (enrdf_load_stackoverflow)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4128754A1 (de) * 1990-08-29 1992-03-05 Zexel Corp Kraftstoffeinspritzpumpe der verteilerbauart

Families Citing this family (33)

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DE2931938A1 (de) * 1979-08-07 1981-02-26 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
JPS5644795U (enrdf_load_stackoverflow) * 1979-09-14 1981-04-22
JPS5650226A (en) * 1979-09-29 1981-05-07 Mazda Motor Corp Fuel injection device for diesel engine
JPS5773335U (enrdf_load_stackoverflow) * 1980-10-22 1982-05-06
SE439950B (sv) * 1980-12-16 1985-07-08 Volvo Ab Anordning for kontinuerlig metning av en turboladdad dieselmotors arbetstillstand med avseende pa varvtal och belastning
JPS6128028Y2 (enrdf_load_stackoverflow) * 1981-05-14 1986-08-20
JPS57200621A (en) * 1981-06-05 1982-12-08 Diesel Kiki Co Ltd Fuel injection amount regulating device in fuel injection pump
DE3138606A1 (de) * 1981-09-29 1983-04-14 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3139789A1 (de) * 1981-10-07 1983-04-21 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3146132A1 (de) * 1981-11-21 1983-06-01 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3146499A1 (de) * 1981-11-24 1983-06-01 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3212524A1 (de) * 1982-04-03 1983-10-13 Spica S.p.A., Livorno Verbesserung der spritzzeitverstellsystem bei einer einspritzpumpe, insbesondere bei einer steuerkolbenpumpe
JPS58204938A (ja) * 1982-05-24 1983-11-29 Toyota Motor Corp 過給機付デイ−ゼル機関の燃料噴射時期制御装置
DE3234049A1 (de) * 1982-09-14 1984-03-15 Diesel Kiki Co. Ltd., Tokyo Einspritzzeit-verstellkompensationsvorrichtung fuer eine kraftstoffeinspritzpumpe
JPS5958147A (ja) * 1982-09-24 1984-04-03 Diesel Kiki Co Ltd 分配型燃料噴射ポンプの噴射量補正装置
DE3242108A1 (de) * 1982-11-13 1984-05-17 Robert Bosch Gmbh, 7000 Stuttgart Verteilereinspritzpumpe fuer brennkraftmaschinen
DE3243349A1 (de) * 1982-11-24 1984-05-24 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe
DE3245947A1 (de) * 1982-12-11 1984-06-14 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3307265A1 (de) * 1983-03-02 1984-09-06 Volkswagenwerk Ag, 3180 Wolfsburg Regeleinrichtung fuer einspritzpumpen
DE3430141A1 (de) * 1984-08-16 1986-02-27 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzanlage fuer diesel-brennkraftmaschinen, insbesondere fuer fahrzeug-dieselmotoren
US4643155A (en) * 1984-10-05 1987-02-17 Olin Corporation Variable stroke, electronically controlled fuel injection control system
GB2173923B (en) * 1985-04-15 1989-01-05 Ricardo Consulting Eng Fuel supply system for turbocharged internal combustion engine
JPH0444825Y2 (enrdf_load_stackoverflow) * 1985-06-24 1992-10-22
US4889092A (en) * 1985-07-18 1989-12-26 Ail Corporation Fuel viscosity/density compensation device
US4869219A (en) * 1986-07-14 1989-09-26 Cummins Engine Company, Inc. Dual spring air fuel control for the PT fuel system
JPH01105733U (enrdf_load_stackoverflow) * 1988-01-08 1989-07-17
DE3912624A1 (de) * 1989-04-18 1990-10-25 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3919064A1 (de) * 1989-06-10 1990-12-13 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
ES2045568T3 (es) * 1990-01-04 1994-01-16 Bosch Gmbh Robert Regulador de numero de revoluciones de una bomba de inyeccion de combustible para motores de combustion interna.
DE19728110A1 (de) * 1997-07-02 1999-01-07 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen
US6158416A (en) * 1998-11-16 2000-12-12 General Electric Company Reduced emissions elevated altitude speed control for diesel engines
US6234149B1 (en) 1999-02-25 2001-05-22 Cummins Engine Company, Inc. Engine control system for minimizing turbocharger lag including altitude and intake manifold air temperature compensation
DE102010003539A1 (de) * 2010-03-31 2011-10-06 Robert Bosch Gmbh Verfahren und Schaltungsanordnung zur Bestimmung von Position-Minus-Zeit

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DE1932600C3 (de) * 1969-06-27 1978-07-27 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzanlage für selbstzündende Brennkraftmaschinen mit Änderung des Spritzbeginns
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JPS5339528B1 (enrdf_load_stackoverflow) * 1971-03-06 1978-10-21
US3742925A (en) * 1971-07-19 1973-07-03 Caterpillar Tractor Co Timing mechanism for engines
US3795233A (en) * 1972-05-19 1974-03-05 Caterpillar Tractor Co Fuel-air ratio control for supercharged engines
JPS544449B2 (enrdf_load_stackoverflow) * 1973-08-31 1979-03-07
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DE2648043C2 (de) * 1976-10-23 1984-05-24 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe für Brennkraftmaschinen
US4197059A (en) * 1978-07-26 1980-04-08 Ford Motor Company Fuel injection pump having means for retarding the fuel injection timing schedule

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FR1251243A (fr) * 1959-01-14 1961-01-20 Cie Crouzet Procédé et dispositif de commande automatique de l'avance à l'injection dans les moteurs à combustion

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Title
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4128754A1 (de) * 1990-08-29 1992-03-05 Zexel Corp Kraftstoffeinspritzpumpe der verteilerbauart

Also Published As

Publication number Publication date
ATE7417T1 (de) 1984-05-15
DE2966972D1 (en) 1984-06-14
JPS63611B2 (enrdf_load_stackoverflow) 1988-01-07
EP0012309A3 (en) 1980-07-09
US4384560A (en) 1983-05-24
EP0012309A2 (de) 1980-06-25
BR7908187A (pt) 1980-07-22
JPS5584824A (en) 1980-06-26
DE2854422A1 (de) 1980-07-03

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