EP0059179A1 - Pompe d'injection pour moteurs à combustion interne à injection, notamment moteurs Diesel - Google Patents

Pompe d'injection pour moteurs à combustion interne à injection, notamment moteurs Diesel Download PDF

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Publication number
EP0059179A1
EP0059179A1 EP82890021A EP82890021A EP0059179A1 EP 0059179 A1 EP0059179 A1 EP 0059179A1 EP 82890021 A EP82890021 A EP 82890021A EP 82890021 A EP82890021 A EP 82890021A EP 0059179 A1 EP0059179 A1 EP 0059179A1
Authority
EP
European Patent Office
Prior art keywords
piston
stop
evasive
pump
injection
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.)
Withdrawn
Application number
EP82890021A
Other languages
German (de)
English (en)
Inventor
Gerhard Dr.Dipl.-Ing. Lehner
Peter Dr. Dipl.-Ing. Herzog
Theodor Dr.Dipl.-Ing. Stipek
Anton Dr.Dipl.-Ing. Pischinger
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.)
Friedmann and Maier AG
Original Assignee
Friedmann and Maier AG
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 Friedmann and Maier AG filed Critical Friedmann and Maier AG
Publication of EP0059179A1 publication Critical patent/EP0059179A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • F02M59/22—Varying quantity or timing by adjusting cylinder-head space
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • 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
    • 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
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • F02M59/26—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
    • 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 relates to an injection pump for injection internal combustion engines, in particular diesel engines, in which the pump piston can be rotated about its axis during operation and, during its delivery stroke, initially has an edge with a bore through which the fuel from the suction chamber into the working chamber of the pump piston is sucked in, closes and, after a further stroke, opens a hole through which the uninjected fuel flows out of the working space of the pump piston with a second edge, one of the edges lying obliquely to the cylinder-producing ends of the piston, and in one with the working space of the pump piston in a preferably constant, connected cylinder bore, an evasive piston is slidably guided by a spring in the direction of the working area of the pump piston and can be moved against the force of the spring via a path limited by an adjustable stop during operation.
  • the return stroke is the evasive piston bens in the direction of the working area of the pump piston by a stop provided on the escape piston and a counter-stop arranged on the part having the cylinder bore leading the escape piston.
  • the force of the return spring and the negative pressure in the work area of the pump piston during suction stroke act on the evasive piston.
  • the stop of the evasive piston therefore strikes the counterstop at high speed and it has been shown that this often causes damage to the stop and / or the counterstop.
  • the invention now aims to avoid damage to the stop and / or the counter-stop.
  • the invention consists essentially in that an attenuator is provided between the stop and the counter-stop. In this way, damage to the stop and the counter-stop is avoided and the operational safety of the injection pump is increased.
  • the stop can be formed by a collar of the escape piston and the counter-stop by a ring made of a softer material than the material of the piston, preferably made of an oil and temperature-resistant plastic, so that a hard stop is avoided.
  • the ring forming the counterstop is pressed into a recess at the end of the cylinder bore guiding the evasive piston, so that during operation it is firmly connected to the part which has the cylinder bore guiding the evasive piston.
  • the stop can also be formed by a collar of the piston, which towards the end of the return stroke of the evasive piston into a recess at the end of the cylinder bore guiding the evasive piston with release immerses a throttle annular gap, the shoulder between the recess and the cylinder bore forms the counterstop.
  • damping is achieved by the medium flowing out of the throttle gap. Since the end of the cylinder bore in which the escape piston is guided is not in the oil space of the pump, the medium flowing out through the throttle gap is generally air. Such training is advantageous because the damping is completely wear-free.
  • the arrangement can also be such that at the end facing the working space of the pump piston the evasive piston has a cylindrical part stepped to a smaller diameter and the cylinder bore leading to the evasive piston has a hollow cylindrical part stepped to a smaller diameter and that the stepped cylindrical part of the evasive piston towards the end of the return stroke of the evasive piston immersed in the recessed hollow cylindrical part, leaving a throttle annular gap.
  • the end of the escape piston facing the working chamber of the pump piston or the cylinder bore guiding it is connected to the fuel chamber of the injection pump and the damping is therefore achieved in that the fuel is pressed through the throttle annular gap. It is therefore a hydraulic damping element, which also works without wear.
  • the stop can be formed by a cone at the end of the escape piston facing the working space of the pump piston, and the counter-stop can be formed by a hollow-conical seat surrounding a passage bore.
  • the stop and counterstop are conical, similar to a cone valve, mitigates the impact.
  • the stop surfaces with the fuel chamber of the injection pump in Are connected, the stop surfaces are covered with a fuel film, which must be pressed out, which also dampens the impact.
  • the cone can be formed on an end part of the evasive piston which is offset to a smaller diameter, the hollow-conical seat adjoining the wall of the cylinder bore which guides the evasive piston.
  • a cavity is thereby formed between the stepped end part of the evasive piston and the cylinder bore, which is closed off by the conical end part of the evasive piston and the hollow-conical seat in the manner of a cone valve.
  • this plug valve is closed, the fuel is still pressed out of this cavity.
  • the gap between the cone and the hollow-conical seat becomes smaller and smaller, so that the throttling effect continues to increase. In this way, an effective progressive damping is achieved just before the stop on the counter-stop.
  • the injection pump according to FIG. 1 is a so-called pump nozzle, in which the injection pump part 1 is combined with the nozzle 2 to form a structural unit which is inserted into the cylinder head 3 of a diesel engine.
  • 4 is the evasive piston which is guided in a cylinder bore 6 provided in the pump piston sleeve 5.
  • the evasive piston 4 is loaded by the fuel pressure in the working space 7 of the pump piston 8 and is ent by the fuel pressure pressed against the force of a spring 9 to the right against an adjustable stop 10.
  • the return stroke takes place under the force of the spring 9 and under the effect of the suction pressure in the working space 7 of the pump piston 8.
  • the stop of the evasive piston 4 is formed by a collar 11 and the counterstop is formed by a ring 12 made of plastic, which extends into a recess 13 the cylinder bore 6 is pressed.
  • the ring 12 ensures a dampened impact of the federal government 11.
  • the evasive piston 4 likewise has a collar 14 which, at the end of the return stroke of the evasive piston 4, plunges into a recess 15 at the right end of the cylinder bore 6, leaving a throttle gap 26 free. Through this throttle gap 26, the air flows out of the recess 15 towards the end of the return stroke of the evasive piston 4, whereby the damping is achieved.
  • the counter-stop for the stop or the collar 14 is formed by the shoulder 16 formed between the recess 15 and the cylinder bore 6.
  • the escape piston 4 has at its end facing the working space 7 of the pump piston 8 a part 17 which is stepped down to a smaller diameter and which, with the throttle gap 18 released, dips into a hollow cylindrical part 19 of the cylinder bore 6 stepped down to a smaller diameter.
  • the stop of the evasive piston 4 is again formed by a collar 11. Just before this collar 11 touches the edge of the cylinder bore 6 during the return stroke of the evasive piston 4, the cylindrical part 17 dips into the hollow cylindrical part 19.
  • the fuel enclosed in the space 20 flows through the throttle annular gap 18 into the working space 7 of the pump piston 8, and as a result a dampened placement of the stop 11 on the edge of the cylinder bore 6 is achieved.
  • the evasive piston 4 is formed with an end part 21 which is stepped down to a smaller diameter.
  • This end part 21 has a cone 22 which comes to rest on a hollow-conical seat 23.
  • a cavity 24 remains between the cylinder bore 6 and the stepped part 21. Fuel flows out of this cavity between the cone 22 and the hollow-conical seat 23 back into the working space 7.
  • the gap between the cone 22 and the hollow-conical seat 23 becomes narrower and therefore the throttling becomes stronger and stronger until the cone 22 is seated on the seat 23 in a damped manner.
  • the collar 25 is used only to support the spring 9.

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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)
EP82890021A 1981-02-18 1982-02-11 Pompe d'injection pour moteurs à combustion interne à injection, notamment moteurs Diesel Withdrawn EP0059179A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT74181 1981-02-18
AT741/81 1981-02-18

Publications (1)

Publication Number Publication Date
EP0059179A1 true EP0059179A1 (fr) 1982-09-01

Family

ID=3498572

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82890021A Withdrawn EP0059179A1 (fr) 1981-02-18 1982-02-11 Pompe d'injection pour moteurs à combustion interne à injection, notamment moteurs Diesel

Country Status (1)

Country Link
EP (1) EP0059179A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH305822A (de) * 1950-11-17 1955-03-15 Nat Res Dev Brennstoffeinspritzeinrichtung mit einer Einspritzdüse und einer Kolbenpumpe.
DE2032704A1 (de) * 1970-07-02 1972-01-13 Motorenfabrik Hatz GmbH 8399 Ruhs torf Einspritzpumpe
DE2306270A1 (de) * 1973-02-08 1974-08-29 Duap Ag Einspritz-system
EP0027442B1 (fr) * 1979-10-15 1984-09-19 Friedmann & Maier Aktiengesellschaft Pompe d'injection pour moteurs à combustion interne à injection du combustible, en particulier pour moteurs diesel et dispositif de réglage pour celle-ci

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH305822A (de) * 1950-11-17 1955-03-15 Nat Res Dev Brennstoffeinspritzeinrichtung mit einer Einspritzdüse und einer Kolbenpumpe.
DE2032704A1 (de) * 1970-07-02 1972-01-13 Motorenfabrik Hatz GmbH 8399 Ruhs torf Einspritzpumpe
DE2306270A1 (de) * 1973-02-08 1974-08-29 Duap Ag Einspritz-system
EP0027442B1 (fr) * 1979-10-15 1984-09-19 Friedmann & Maier Aktiengesellschaft Pompe d'injection pour moteurs à combustion interne à injection du combustible, en particulier pour moteurs diesel et dispositif de réglage pour celle-ci

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Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Designated state(s): DE FR GB

17P Request for examination filed

Effective date: 19821002

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 19831011

RIN1 Information on inventor provided before grant (corrected)

Inventor name: PISCHINGER, ANTON, DR.DIPL.-ING.

Inventor name: HERZOG, PETER, DR. DIPL.-ING.

Inventor name: STIPEK, THEODOR, DR.DIPL.-ING.

Inventor name: LEHNER, GERHARD, DR.DIPL.-ING.