EP0063523B1 - Injection pump for an internal-combustion engine comprising a mechanism for controlling the start of the fuel injection delivery - Google Patents

Injection pump for an internal-combustion engine comprising a mechanism for controlling the start of the fuel injection delivery Download PDF

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Publication number
EP0063523B1
EP0063523B1 EP82400665A EP82400665A EP0063523B1 EP 0063523 B1 EP0063523 B1 EP 0063523B1 EP 82400665 A EP82400665 A EP 82400665A EP 82400665 A EP82400665 A EP 82400665A EP 0063523 B1 EP0063523 B1 EP 0063523B1
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EP
European Patent Office
Prior art keywords
valve
injection pump
piston
fuel
chamber
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Expired
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EP82400665A
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German (de)
French (fr)
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EP0063523B2 (en
EP0063523A1 (en
Inventor
Dirk Bastenhof
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MAN Energy Solutions France SAS
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Societe dEtudes de Machines Thermiques SEMT SA
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Application filed by Societe dEtudes de Machines Thermiques SEMT SA filed Critical Societe dEtudes de Machines Thermiques SEMT SA
Priority to AT82400665T priority Critical patent/ATE9606T1/en
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    • 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
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • 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
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/365—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages valves being actuated by the fluid pressure produced in an auxiliary pump, e.g. pumps with differential pistons; Regulated pressure of supply pump actuating a metering valve, e.g. a sleeve surrounding the pump piston

Definitions

  • the present invention relates to an injection pump for internal combustion engines, provided with a device for adjusting the time of delivery of fuel from the pump to the injector.
  • the invention relates more particularly to an injection pump comprising a fuel intake chamber through intake orifices, of variable volume by a piston of the head type with helical ramp and movable in this chamber in a rectilinear movement back and forth, between a bottom dead center position and a top dead center position and suitable for closing said intake orifices at the start of each stroke towards its top dead center position.
  • Injection pumps of this type are already known (EP-A-0 020 249), which are equipped with a device allowing the adjustment of the instant of delivery of injection fuel.
  • These devices essentially comprise an accumulator chamber, with a predetermined quantity of fuel discharged by the piston after the intake orifices have been closed.
  • a piston is slidably mounted in this chamber which moves back as the delivery piston advances, to prevent the establishment in this chamber of sufficient pressure to open the outlet valve of the pump. This opening takes place when the accumulator piston reaches its extreme position.
  • the extreme position of the piston must be variable.
  • This adjustment device is complex and bulky. The complexity increases considerably if the adjustment has to be made according to certain engine parameters.
  • the object of the present invention is to provide an adjustment of the fuel delivery time from the pump, which is very simple and compact, even if the adjustment must be made according to different parameters of the engine.
  • the injection pump comprises for this purpose an adjustment device comprising a valve for closing and opening a bypass channel connecting the intake chamber to a space communicating with the source of fuel for filling the the inlet chamber, and a control system for this valve which comprises a device for controlling the closure of the valve as a function of the angular position of a rotary member of the engine, such as the crankshaft.
  • the valve control system is arranged in such a way that the opening of the valve is determined by the depression in the intake chamber, produced during the movement of the piston towards its bottom dead center position. , after the end of the injection delivery.
  • the valve control system comprises a hydraulic control circuit provided with a solenoid valve, the electrical circuit of which comprises a sensor of the angular positions of the rotary member of the motor and, if necessary, a delay element in function of a motor operating parameter, mounted in the signal circuit produced by the sensor.
  • the single figure is a view in axial section of the injection pump according to the invention, with schematic representation of the control system of the adjustment device.
  • the injection pump shown in the figure essentially comprises a hollow cylindrical body 1 in which is axially sliding a piston 2 provided with a head of the helical ramp type 3.
  • the piston 2 is movable inside the body 1 , following a straight back and forth movement, between a low dead center position and a high dead center position.
  • the body 1 delimits, above the discharge surface 4 of the piston 2, a fuel intake chamber 5.
  • This chamber is filled with fuel, using orifices 6 which pass through the cylindrical walls of the body 1 , near the bottom dead center of the piston 2, in order to be closable by this piston at the start of the ascent stroke thereof.
  • the reference numeral 7 generally designates the discharge member intended to open or close the fuel delivery channel 8 out of the intake chamber 5 and therefore out of the injection pump, towards the injector. It can also be seen that an envelope 9 surrounds the part of the injection pump, which has just been described, forming an internal annular space 10 into which the inlet orifices 6 open out. This space 10 communicates with the outside , by a channel 11 which ensures its fuel supply.
  • the device for adjusting the instant of fuel delivery to the injector, through the outlet channel 8, is essentially formed by a valve 13 for opening and closing a bypass channel 14 intended to connect the chamber 5 in space 10.
  • the valve 13 is provided with a control piston 15 slidably mounted in leaktight manner in a cylindrical bore 16 formed in the upper part of the pump.
  • the part of the bore 16 which is located above the piston 15 communicates with a hydraulic control circuit 17 which comprises a solenoid valve 18 making it possible to connect the upper part of the bore 16 alternately to a source of hydraulic fluid 19 of low pressure and a source of hydraulic fluid 20 of relatively high pressure.
  • the electric circuit 22 for controlling the solenoid valve 18 essentially comprises, connected in series a sensor 23, a delay device 24 and a switch 25 in the event of overspeed.
  • the sensor 23 cooperates with a member 26 forming part of a rotary indicator 27 associated with the crank shaft (not shown).
  • the delay device 24 is designed to delay electrical signals produced by the sensor 23, according to one or more engine parameters, such as the air pressure before the engine, the position of the rack of the fuel pumps. or the maximum pressure of the combustion cycle, or the speed of the engine.
  • the low pressure source 19 can supply a fluid at a pressure of 1 to 5 bars.
  • the pressure of the fluid coming from the relatively high pressure source 20 can be of the order of 20 bars.
  • the piston 2 By moving towards its top dead center position, the piston 2 closes the intake orifices 6 and continues its climb stroke.
  • the solenoid valve 18 is in a position such that the fluid coming from the source 20 of relatively high pressure acts on the piston 15 of the valve 13. The latter is therefore kept open .
  • the fuel discharged by the piston 2 therefore flows into the space 10.
  • the pressure in the chamber 5 remains at a relatively low value, insufficient for the opening of the closure member 7 located in the outlet channel 8 leading to the injector.
  • the valve 13 opens again when the delivery piston 2 descends to its bottom dead center position, when the orifices 6 are again closed, under the effect of the vacuum thus created in the chamber 5. This opening of the valve 13 during the descent of the delivery piston 2 contributes to a good filling of the chamber 5 between the fuel deliveries. The high pressure above the piston 15 of the valve 13 is then smoothly restored to lock the valve 13 again in its open position.
  • the instant of production by the sensor 23, of the control signal of the solenoid valve 18 can be chosen relatively close to the instant of the start of delivery determined by the cooperation of the piston 2 and the intake orifices 6. To then be able vary within a relatively large range, the instant of the beginning of the discharge, following the closing of the valve 13, it suffices to introduce, by means of the delay device 24, a delay between the moment of production of the signal by the sensor 23 and of the instant of the pressure drop above the valve piston 13. This delay can be chosen as a function of the speed of the engine, as a function of the air pressure before the engine , the position of the rack of the injection pump, the maximum pressure of the combustion cycle or as a function of any other parameter of the engine.
  • the device according to the invention can also operate in the event of overspeed. It is then sufficient to prevent the pressure above the valve piston 15 from falling.
  • the system can be put out of service by disconnecting the hydraulic circuit from the source of relatively high pressure.
  • the time of delivery of the fuel to the injector is then determined by the cooperation of the delivery piston 2 and the inlet orifices 6, that is to say the engine operates with the obviously greater advance which is determined mechanically.
  • Mechanical means adjustable during a short stop, allow in this case to shift this advance backwards and ensure that the motor continues to run, although the advance is fixed.
  • An important feature of this invention is that the moving parts only move in the presence of low pressures, which is especially important for reliability.
  • control piston 15 need not necessarily be slidably mounted in a sealed manner in the cylindrical bore 16. Sealing is not necessary in the event of fuel in the hydraulic system 17, 19, 20. Even if oil is used in the hydraulic system, a small leak can be tolerated. One could consider eliminating the hydraulic control circuit and controlling the valve directly by an electrical signal, for example, using a solenoid.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
  • Measuring Or Testing Involving Enzymes Or Micro-Organisms (AREA)
  • Bakery Products And Manufacturing Methods Therefor (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)
  • Macromonomer-Based Addition Polymer (AREA)
  • Permanent Magnet Type Synchronous Machine (AREA)

Abstract

Internal combustion engine fuel injection pump of the type comprising an injection piston having a head with a helical ramp and provided with a device for adjusting in time the beginning of the fuel injection delivery. The adjusting device comprises a valve for closing and opening a bypass passage adapted to connect the said admission chamber to a space communicating with the chamber filling fuel source, and a system for the control of the valve including a control device for closing the valve depending on the angular position of a rotary member of the engine, such as a crankshaft, and for opening the valve in response to a partial vacuum created in the admission chamber by the suction stroke of the injection piston.

Description

La présente invention a pour objet une pompe d'injection pour moteurs à combustion interne, pourvue d'un dispositif de réglage de l'instant de refoulement du combustible hors de la pompe vers l'injecteur. L'invention concerne plus particulièrement une pompe d'injection comportant une chambre d'admission de combustible au travers d'orifices d'admission, de volume variable par un piston du type à tête à rampe hélicoïdale et déplaçable dans cette chambre suivant un mouvement rectiligne de va-et-vient, entre une position de point mort bas et une position de point mort haut et adaptée pour obturer lesdits orifices d'admission au début de chaque course vers sa position de point mort haut.The present invention relates to an injection pump for internal combustion engines, provided with a device for adjusting the time of delivery of fuel from the pump to the injector. The invention relates more particularly to an injection pump comprising a fuel intake chamber through intake orifices, of variable volume by a piston of the head type with helical ramp and movable in this chamber in a rectilinear movement back and forth, between a bottom dead center position and a top dead center position and suitable for closing said intake orifices at the start of each stroke towards its top dead center position.

On connaît déjà des pompes d'injection de ce type (EP-A-0 020 249), qui sont équipées d'un dispositif permettant le réglage de l'instant de refoulement de combustible d'injection. Ces dispositifs comprennent essentiellement une chambre accumulatrice, d'une quantité prédéterminée de combustible refoulé par le piston après l'obturation des orifices d'admission. Un piston est monté coulissant dans cette chambre qui recule au fur et à mesure que le piston de refoulement avance, pour empêcher l'établissement dans cette chambre d'une pression suffisante pour l'ouverture du clapet de sortie de la pompe. Cette ouverture a lieu lorsque le piston de l'accumulateur atteint sa position extrême. Pour que l'instant de refoulement du combustible vers l'injecteur soit réglable, il faut que la position extrême du piston soit variable.Injection pumps of this type are already known (EP-A-0 020 249), which are equipped with a device allowing the adjustment of the instant of delivery of injection fuel. These devices essentially comprise an accumulator chamber, with a predetermined quantity of fuel discharged by the piston after the intake orifices have been closed. A piston is slidably mounted in this chamber which moves back as the delivery piston advances, to prevent the establishment in this chamber of sufficient pressure to open the outlet valve of the pump. This opening takes place when the accumulator piston reaches its extreme position. For the fuel delivery time to the injector to be adjustable, the extreme position of the piston must be variable.

Ce dispositif de réglage est complexe et encombrant. La complexité s'accroît encore considérablement si le réglage doit être fait en fonction de certains paramètres du moteur.This adjustment device is complex and bulky. The complexity increases considerably if the adjustment has to be made according to certain engine parameters.

La présente invention a pour but d'assurer un réglage de l'instant de refoulement du combustible hors de la pompe, qui est très simple et peu encombrant, même si le réglage doit être effectué en fonction de différents paramètres du moteur.The object of the present invention is to provide an adjustment of the fuel delivery time from the pump, which is very simple and compact, even if the adjustment must be made according to different parameters of the engine.

La pompe d'injection selon l'invention comprend à cette fin un dispositif de réglage comportant un clapet de fermeture et d'ouverture d'un canal de dérivation reliant la chambre d'admission à un espace communiquant avec la source de combustible de remplissage de la chambre d'admission, et un système de commande de ce clapet qui comprend un dispositif de commande de fermeture du clapet en fonction de la position angulaire d'un organe rotatif du moteur, tel que l'arbre manivelle.The injection pump according to the invention comprises for this purpose an adjustment device comprising a valve for closing and opening a bypass channel connecting the intake chamber to a space communicating with the source of fuel for filling the the inlet chamber, and a control system for this valve which comprises a device for controlling the closure of the valve as a function of the angular position of a rotary member of the engine, such as the crankshaft.

Selon une caractéristique de l'invention, le système de commande du clapet est agencé de telle manière que l'ouverture du clapet est déterminée par la dépression dans la chambre d'admission, produite lors du mouvement du piston vers sa position de point mort bas, après la fin du refoulement d'injection.According to a characteristic of the invention, the valve control system is arranged in such a way that the opening of the valve is determined by the depression in the intake chamber, produced during the movement of the piston towards its bottom dead center position. , after the end of the injection delivery.

Selon une caractéristique avantageuse, le système de commande du clapet comprend un circuit de commande hydraulique pourvu d'une électrovanne dont le circuit électrique comporte un capteur des positions angulaires de l'organe rotatif du moteur et, le cas échéant, un élément à retard en fonction d'un paramètre du fonctionnement du moteur, monté dans le circuit du signal produit par le capteur.According to an advantageous characteristic, the valve control system comprises a hydraulic control circuit provided with a solenoid valve, the electrical circuit of which comprises a sensor of the angular positions of the rotary member of the motor and, if necessary, a delay element in function of a motor operating parameter, mounted in the signal circuit produced by the sensor.

L'invention sera mieux comprise et d'autres buts, caractéristiques, détails et avantages de celle-ci apparaîtront plus clairement au cours de la description explicative qui va suivre faite en référence au dessin schématique annexé donné uniquement à titre d'exemple, illustrant un mode de réalisation de l'invention, et dans lequel :The invention will be better understood and other objects, characteristics, details and advantages thereof will appear more clearly during the explanatory description which follows, made with reference to the appended schematic drawing given solely by way of example, illustrating a embodiment of the invention, and in which:

La figure unique est une vue en coupe axiale de la pompe d'injection selon l'invention, avec représentation schématique du système de commande du dispositif de réglage.The single figure is a view in axial section of the injection pump according to the invention, with schematic representation of the control system of the adjustment device.

La pompe d'injection représentée sur la figure comprend essentiellement un corps creux et cylindrique 1 dans lequel est monté axialement coulissant un piston 2 pourvu d'une tête du type à rampe hélicoïdale 3. Le piston 2 est déplaçable à l'intérieur du corps 1, suivant un mouvement rectiligne de va-et-vient, entre une position de point mort bas et une position de point mort haut. Le corps 1 délimite, au-dessus de la surface de refoulement 4 du piston 2, une chambre d'admission de combustible 5. Cette chambre est remplie de combustible, à l'aide d'orifices 6 qui traversent les parois cylindriques du corps 1, à proximité du point mort bas du piston 2, pour être obturables par ce piston au début de la course de montée de celui-ci. Le chiffre de référence 7 désigne de façon générale l'organe de décharge destiné à ouvrir ou fermer le canal 8 de refoulement du combustible hors de la chambre d'admission 5 et par conséquent hors de la pompe d'injection, vers l'injecteur. On constate encore qu'une enveloppe 9 entoure la partie de la pompe d'injection, qui vient d'être décrite, en formant un espace annulaire interne 10 dans lequel débouchent les orifices d'admission 6. Cet espace 10 communique avec l'extérieur, par un canal 11 qui assure son alimentation en combustible.The injection pump shown in the figure essentially comprises a hollow cylindrical body 1 in which is axially sliding a piston 2 provided with a head of the helical ramp type 3. The piston 2 is movable inside the body 1 , following a straight back and forth movement, between a low dead center position and a high dead center position. The body 1 delimits, above the discharge surface 4 of the piston 2, a fuel intake chamber 5. This chamber is filled with fuel, using orifices 6 which pass through the cylindrical walls of the body 1 , near the bottom dead center of the piston 2, in order to be closable by this piston at the start of the ascent stroke thereof. The reference numeral 7 generally designates the discharge member intended to open or close the fuel delivery channel 8 out of the intake chamber 5 and therefore out of the injection pump, towards the injector. It can also be seen that an envelope 9 surrounds the part of the injection pump, which has just been described, forming an internal annular space 10 into which the inlet orifices 6 open out. This space 10 communicates with the outside , by a channel 11 which ensures its fuel supply.

Le dispositif de réglage de l'instant de refoulement de combustible vers l'injecteur, à travers le canal de sortie 8, est essentiellement formé par un clapet 13 d'ouverture et de fermeture d'un canal de dérivation 14 destiné à relier la chambre 5 à l'espace 10. Le clapet 13 est pourvu d'un piston de commande 15 monté coulissant de façon étanche dans un alésage cylindrique 16 pratiqué dans la partie supérieure de la pompe. La partie de l'alésage 16 qui est située au-dessus du piston 15 communique avec un circuit de commande hydraulique 17 qui comprend une électrovanne 18 permettant de relier la partie supérieure de l'alésage 16 alternativement à une source de fluide hydraulique 19 de faible pression et à une source de fluide hydraulique 20 de pression relativement élevée.The device for adjusting the instant of fuel delivery to the injector, through the outlet channel 8, is essentially formed by a valve 13 for opening and closing a bypass channel 14 intended to connect the chamber 5 in space 10. The valve 13 is provided with a control piston 15 slidably mounted in leaktight manner in a cylindrical bore 16 formed in the upper part of the pump. The part of the bore 16 which is located above the piston 15 communicates with a hydraulic control circuit 17 which comprises a solenoid valve 18 making it possible to connect the upper part of the bore 16 alternately to a source of hydraulic fluid 19 of low pressure and a source of hydraulic fluid 20 of relatively high pressure.

Le circuit électrique 22 de commande de l'électrovanne 18 comprend essentiellement, montés en série un capteur 23, un dispositif à retard 24 et un interrupteur 25 en cas de survitesse. Le capteur 23 coopère avec un organe 26 faisant partie d'un voyant rotatif 27 associé à l'arbre manivelle (non représenté). Le dispositif à retard 24 est conçu pour retarder des signaux électriques produits par le capteur 23, en fonction d'un ou de plusieurs paramètres du moteur, tel que la pression d'air avant du moteur, la position de la crémaillère des pompes à combustible ou la pression maximum du cycle de combustion, ou encore de la vitesse du moteur.The electric circuit 22 for controlling the solenoid valve 18 essentially comprises, connected in series a sensor 23, a delay device 24 and a switch 25 in the event of overspeed. The sensor 23 cooperates with a member 26 forming part of a rotary indicator 27 associated with the crank shaft (not shown). The delay device 24 is designed to delay electrical signals produced by the sensor 23, according to one or more engine parameters, such as the air pressure before the engine, the position of the rack of the fuel pumps. or the maximum pressure of the combustion cycle, or the speed of the engine.

A titre d'information, la source de faible pression 19 peut fournir un fluide sous une pression de 1 à 5 bars. La pression du fluide provenant de la source de pression relativement élevée 20 peut être de l'ordre de 20 bars.For information, the low pressure source 19 can supply a fluid at a pressure of 1 to 5 bars. The pressure of the fluid coming from the relatively high pressure source 20 can be of the order of 20 bars.

On décrira ci-après le fonctionnement de la pompe d'injection, qui vient d'être décrite et notamment du dispositif de réglage de l'instant du refoulement du combustible vers l'injecteur.The operation of the injection pump, which has just been described, and in particular of the device for adjusting the time of delivery of the fuel to the injector, will be described below.

En se déplaçant vers sa position du point mort haut, le piston 2 obture les orifices d'admission 6 et continue sa course de montée. Pendant cette première période de la course de montée du piston 2, l'électrovanne 18 est dans une position telle que le fluide provenant de la source 20 de pression relativement élevée agisse sur le piston 15 du clapet 13. Ce dernier est par conséquent maintenu ouvert. Ceci signifie que la chambre d'admission 5 de la pompe communique avec l'espace 10, à travers le canal de dérivation 14. Le combustible refoulé par le piston 2 s'écoule donc dans l'espace 10. La pression dans la chambre 5 reste à une valeur relativement faible, insuffisante pour l'ouverture de l'organe d'obturation 7 situé dans le canal de sortie 8 menant vers l'injecteur.By moving towards its top dead center position, the piston 2 closes the intake orifices 6 and continues its climb stroke. During this first period of the rise stroke of the piston 2, the solenoid valve 18 is in a position such that the fluid coming from the source 20 of relatively high pressure acts on the piston 15 of the valve 13. The latter is therefore kept open . This means that the inlet chamber 5 of the pump communicates with the space 10, through the bypass channel 14. The fuel discharged by the piston 2 therefore flows into the space 10. The pressure in the chamber 5 remains at a relatively low value, insufficient for the opening of the closure member 7 located in the outlet channel 8 leading to the injector.

A un instant donné, déterminé par le passage de l'organe 26 du volant 27 devant le capteur 23, un signal électrique est envoyé à l'électrovanne 18 qui change alors sa position. Le piston 15 du clapet cesse d'être exposé au fluide sous forte pression provenant de la source 20 et n'est soumis qu'au fluide de faible pression de la source 19. La chute de la pression au-dessus du piston 15 entraîne la fermeture du clapet 13. Etant donné que le piston 2 continue sa course vers sa position de point mort haut, la pression à l'intérieur de la chambre 5 augmente et provoque l'ouverture de l'organe d'obturation 7. Ceci signifie que le refoulement du combustible vers l'injecteur commence. Le refoulement prend fin lorsque la rampe hélicoïdale 3 passe devant un orifice d'admission 6.At a given instant, determined by the passage of the member 26 of the steering wheel 27 in front of the sensor 23, an electrical signal is sent to the solenoid valve 18 which then changes its position. The piston 15 of the valve ceases to be exposed to the high pressure fluid from the source 20 and is only subjected to the low pressure fluid from the source 19. The drop in pressure above the piston 15 causes the closing the valve 13. Since the piston 2 continues to travel towards its top dead center position, the pressure inside the chamber 5 increases and causes the closure member 7 to open. This means that fuel delivery to the injector begins. The discharge ends when the helical ramp 3 passes in front of an inlet 6.

Le clapet 13 s'ouvre à nouveau lors de la descente du piston de refoulement 2 vers sa position de point mort bas, quand les orifices 6 sont à nouveau obturés, sous l'effet de la dépression ainsi créée dans la chambre 5. Cette ouverture du clapet 13 pendant la descente du piston de refoulement 2 contribue à un bon remplissage de la chambre 5 entre les refoulements de combustible. La pression forte au-dessus du piston 15 du clapet 13 est ensuite remise en douceur pour bloquer le clapet 13 à nouveau dans sa position ouverte.The valve 13 opens again when the delivery piston 2 descends to its bottom dead center position, when the orifices 6 are again closed, under the effect of the vacuum thus created in the chamber 5. This opening of the valve 13 during the descent of the delivery piston 2 contributes to a good filling of the chamber 5 between the fuel deliveries. The high pressure above the piston 15 of the valve 13 is then smoothly restored to lock the valve 13 again in its open position.

L'instant de production par le capteur 23, du signal de commande de l'électrovanne 18 peut être choisi relativement proche de l'instant du début de refoulement déterminé par la coopération du piston 2 et des orifices d'admission 6. Pour pouvoir ensuite varier dans une plage relativement importante, l'instant du début du refoulement, à la suite de la fermeture du clapet 13, il suffit d'introduire, par l'intermédiaire du dispositif à retard 24, un délai entre l'instant de la production du signal par le capteur 23 et de l'instant de la chute de la pression au-dessus du piston de clapet 13. Ce délai peut être choisi en fonction de la vitesse du moteur, en fonction de la pression d'air avant le moteur, de la position de la crémaillère de la pompe d'injection, de la pression maximum du cycle de combustion ou en fonction de tout autre paramètre du moteur.The instant of production by the sensor 23, of the control signal of the solenoid valve 18 can be chosen relatively close to the instant of the start of delivery determined by the cooperation of the piston 2 and the intake orifices 6. To then be able vary within a relatively large range, the instant of the beginning of the discharge, following the closing of the valve 13, it suffices to introduce, by means of the delay device 24, a delay between the moment of production of the signal by the sensor 23 and of the instant of the pressure drop above the valve piston 13. This delay can be chosen as a function of the speed of the engine, as a function of the air pressure before the engine , the position of the rack of the injection pump, the maximum pressure of the combustion cycle or as a function of any other parameter of the engine.

Le dispositif selon l'invention peut également fonctionner en cas de survitesse. Il suffit alors d'éviter que la pression au-dessus du piston de clapet 15 puisse chuter.The device according to the invention can also operate in the event of overspeed. It is then sufficient to prevent the pressure above the valve piston 15 from falling.

Dans le cas d'une défaillance du système de réglage selon l'invention, on peut mettre le système hors service en déconnectant le circuit hydraulique de la source 20 de pression relativement élevée. L'instant de refoulement du combustible vers l'injecteur est alors déterminé par la coopération du piston de refoulement 2 et des orifices d'arrivée 6, c'est-à-dire le moteur fonctionne avec l'avance évidemment plus grande qui est déterminée mécaniquement. Des moyens mécaniques, réglables pendant un arrêt de courte durée, permettent dans ce cas, de décaler cette avance vers l'arrière et assurent que le moteur continue à tourner, bien que l'avance soit fixe.In the event of a failure of the adjustment system according to the invention, the system can be put out of service by disconnecting the hydraulic circuit from the source of relatively high pressure. The time of delivery of the fuel to the injector is then determined by the cooperation of the delivery piston 2 and the inlet orifices 6, that is to say the engine operates with the obviously greater advance which is determined mechanically. Mechanical means, adjustable during a short stop, allow in this case to shift this advance backwards and ensure that the motor continues to run, although the advance is fixed.

Il ressort de la description de l'invention, qui vient d'être faite, que les mesures qui sont spécifiques à l'invention permettent un réglage de l'instant de l'injection ou, en d'autre terme, de l'avance de l'injection, dans une gamme de valeurs considérable, sans que la structure des moyens utilisés soit complexe et encombrante. D'autre part, il est avantageux que la fin du refoulement de l'injection soit déterminée par le passage de la rampe hélicoïdale 3 devant les orifices d'admission 6, et non pas par l'ouverture du clapet 13. Au contraire pour s'ouvrir, le clapet 13 n'a pas besoin de vaincre une pression importante.It appears from the description of the invention, which has just been made, that the measures which are specific to the invention allow adjustment of the instant of the injection or, in other words, of the advance injection, in a considerable range of values, without the structure of the means used being complex and cumbersome. On the other hand, it is advantageous that the end of the delivery of the injection is determined by the passage of the helical ramp 3 in front of the intake orifices 6, and not by the opening of the valve 13. On the contrary for s 'open, the valve 13 does not need to overcome significant pressure.

Une caractéristique importante de cette invention est que les pièces mobiles ne bougent qu'en présence de pressions faibles ce qui surtout important pour la fiabilité.An important feature of this invention is that the moving parts only move in the presence of low pressures, which is especially important for reliability.

Il est utile de rappeler que le but du réglage de l'instant du refoulement réside surtout dans l'optimalisation des conditions de marche du moteur afin de réduire la consommation spécifique en réglant la pression maximale du cycle par un réglage du moment d'injection.It is useful to remember that the purpose of adjusting the delivery time lies above all in optimizing the operating conditions of the engine in order to reduce specific consumption by adjusting the maximum pressure of the cycle by adjusting the injection time.

Il est à noter que de nombreuses variantes peuvent être apportées au dispositif décrit et représenté, sans quitter le cadre de l'invention. A la place de l'électrovanne on pourrait utiliser tout autre élément approprié, comprenant plusieurs passages, ou une vanne piézo-électrique.It should be noted that many variations can be made to the device described and shown, without leaving the scope of the invention. Instead of the solenoid valve, any other suitable element could be used, comprising several passages, or a piezoelectric valve.

Il est encore à noter que le piston de commande 15 ne doit pas obligatoirement être monté coulissant de façon étanche dans l'alésage cylindrique 16. L'étanchéité n'est pas nécessaire en cas de fuel dans le système hydraulique 17, 19, 20. Même en cas d'utilisation d'huile dans le système hydraulique, une petite fuite peut être tolérée. On pourrait envisager de supprimer le circuit de commande hydraulique et de commander le clapet directement par un signal électrique, par exemple, à l'aide d'un solénoïde.It should also be noted that the control piston 15 need not necessarily be slidably mounted in a sealed manner in the cylindrical bore 16. Sealing is not necessary in the event of fuel in the hydraulic system 17, 19, 20. Even if oil is used in the hydraulic system, a small leak can be tolerated. One could consider eliminating the hydraulic control circuit and controlling the valve directly by an electrical signal, for example, using a solenoid.

Claims (9)

1. An injection pump for an internal combustion engine, including a fuel intake chamber (5) which can be filled with fuel through intake ports (6) the volume of which is variable by the displacement in the said chamber of a piston (2) of the type provided with a head with a helical edge, according to a rectilinear reciprocating motion between a lower dead centre position and an upper dead centre position, and so arranged as to obturate the said intake ports at the beginning of each travel towards its upper dead centre position, and a device for adjusting the instant of delivery of the fuel out of the pump, towards the injector, which includes a valve (13) for closing and opening a bypass passage (14) adapted to connect the intake chamber (5) to a space (10) communicating with a source of fuel for filling the chamber and provided with a control system, characterized in that the control system (17-27) of the valve (13) is so designed that the flow of fuel from the intake chamber (5) into the bypass passage (14) causes the closing of the valve (13) as a result of a valve closing control signal, depending on the angular position of a rotary member (27) of the engine, such as the crank shaft, and that the opening of the valve is brought about by the negative pressure in the intake chamber (5) caused by the motion of the piston (2) towards its lower dead centre position after the delivery of the fuel out of the injection pump.
2. An injection pump according to the foregoing claim, characterized in that the system of control (17-27) of the valve (13) includes a hydraulic control circuit (17-20) provided with a valve member (18) whose electric circuit includes a sensing element (23) of the angular positions of the rotary member (27) of the engine.
3. An injection pump according to claim 1, characterized in that the control device for closing valve (13) includes a solenoid adapted to be excited by an electric signal produced by a sensing element (23) of the angular positions of the rotary member (27) of the engine.
4. An injection pump according to one of claims 2 or 3, characterized in that a delay device (24), the delay of which depends upon an operating parameter of the engine, is mounted in the circuit of the signal produced by the sensing element (23).
5. An injection pump according to one of the foregoing claims, characterized in that the system of control of the valve (13) includes a switch member (25) mounted in the control device for the closing of the valve (13).
6. An injection pump according to one of claims 4 and 5, characterized in that the hydraulic circuit (17-27) includes a source (19) of fluid under low pressure and a source (20) of fluid under relatively high pressure, both sources (19-20) being adapted to communicate alternately with the working chamber of a piston (15) for the control of the valve (13), through the medium of a valve (18).
7. An injection pump according to claim 6, characterized in that the valve (13) is closed when the working chamber of the piston (15) is connected to the source (19) of fluid under low pressure.
8. An injection pump according to claims 6 or 7, characterized in that the valve (13) is open when the working chamber of the piston (15) is connected to the source (20) of fluid under relatively high pressure.
9. An injection pump according to one of claims 2 and 4 to 8, characterized in that the valve member (18) is constituted by an electromagnetic valve or a piezoelectric valve with several passages.
EP82400665A 1981-04-16 1982-04-14 Injection pump for an internal-combustion engine comprising a mechanism for controlling the start of the fuel injection delivery Expired EP0063523B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT82400665T ATE9606T1 (en) 1981-04-16 1982-04-14 INJECTION PUMP FOR INJECTION ENGINES WITH A CONTROL DEVICE FOR CONTROLLING THE FUEL FEEDING TIME.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8107685A FR2504203B1 (en) 1981-04-16 1981-04-16 INJECTION PUMP FOR AN INTERNAL COMBUSTION ENGINE COMPRISING A DEVICE FOR ADJUSTING THE DELIVERY TIME OF THE INJECTION FUEL
FR8107685 1981-04-16

Publications (3)

Publication Number Publication Date
EP0063523A1 EP0063523A1 (en) 1982-10-27
EP0063523B1 true EP0063523B1 (en) 1984-09-26
EP0063523B2 EP0063523B2 (en) 1989-10-04

Family

ID=9257492

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82400665A Expired EP0063523B2 (en) 1981-04-16 1982-04-14 Injection pump for an internal-combustion engine comprising a mechanism for controlling the start of the fuel injection delivery

Country Status (19)

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US (1) US4705006A (en)
EP (1) EP0063523B2 (en)
JP (1) JPS57181967A (en)
KR (1) KR880001501B1 (en)
AT (1) ATE9606T1 (en)
AU (1) AU549787B2 (en)
BR (1) BR8202126A (en)
CS (1) CS261858B2 (en)
DD (1) DD202197A5 (en)
DE (1) DE3260819D1 (en)
DK (1) DK155290C (en)
ES (1) ES8304266A1 (en)
FI (1) FI70300C (en)
FR (1) FR2504203B1 (en)
IN (1) IN157868B (en)
NO (1) NO156801C (en)
PL (1) PL137665B1 (en)
SU (1) SU1192636A3 (en)
YU (1) YU45861B (en)

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Publication number Priority date Publication date Assignee Title
DE3375596D1 (en) * 1982-11-25 1988-03-10 Kawasaki Heavy Ind Ltd Fuel injection timing control system
DE3248086C2 (en) * 1982-12-24 1986-10-16 L'Orange GmbH, 7000 Stuttgart Fuel injection pumps for internal combustion engines, in particular for diesel engines
DE3506392A1 (en) * 1985-02-23 1986-09-04 Motoren-Werke Mannheim AG vorm. Benz Abt. stationärer Motorenbau, 6800 Mannheim INJECTION SYSTEM FOR A DIESEL ENGINE WITH A HIGH PRESSURE INJECTION PUMP FOR EVERY CYLINDER
GB8828159D0 (en) * 1988-12-02 1989-01-05 Lucas Ind Plc Fuel injection pump
DE4010450A1 (en) * 1990-03-31 1991-10-02 Bosch Gmbh Robert Fuel injection pump for IC engine - has grooved piston for return flow at max. pressure
DE4113957A1 (en) * 1991-04-29 1992-11-05 Kloeckner Humboldt Deutz Ag FUEL INJECTION DEVICE
GB9306603D0 (en) * 1993-03-30 1993-05-26 Lucas Ind Plc Fuel pump
JP3936119B2 (en) * 2000-04-18 2007-06-27 トヨタ自動車株式会社 High pressure pump and high pressure pump assembly structure
JP3905282B2 (en) * 2000-04-18 2007-04-18 トヨタ自動車株式会社 High pressure pump

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FR693493A (en) * 1930-04-07 1930-11-20 Usines De La Chaleassiere Soc Fuel pump for internal combustion and mechanical injection engines
DE6610398U (en) * 1967-05-03 1973-11-29 Winkelhofer & Soehne Joh CHAIN.
DE1917927A1 (en) * 1969-04-09 1970-10-29 Bosch Gmbh Robert Fuel injection pump for internal combustion engines
JPS506043B1 (en) * 1969-05-19 1975-03-10
BE795479A (en) * 1972-02-17 1973-08-16 Sulzer Ag FUEL INJECTION PUMP FOR DIESEL ENGINE
JPS5425328A (en) * 1977-07-28 1979-02-26 Mitsui Eng & Shipbuild Co Ltd Fuel injection time changer
DE2742466C2 (en) * 1977-09-21 1986-11-27 Daimler-Benz Ag, 7000 Stuttgart Pump nozzle for injecting fuel into an air-compressing internal combustion engine
GB2041577B (en) * 1979-01-31 1983-04-13 Lucas Industries Ltd Fuel system for internal combustion engines
US4385614A (en) * 1979-04-06 1983-05-31 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
FR2482669A2 (en) * 1979-05-28 1981-11-20 Semt IMPROVEMENT TO INJECTION PUMP FOR INTERNAL COMBUSTION ENGINE
US4343280A (en) * 1980-09-24 1982-08-10 The Bendix Corporation Fuel delivery control arrangement
US4364351A (en) * 1981-05-18 1982-12-21 General Motors Corporation Diesel engine fuel limiting system

Also Published As

Publication number Publication date
DK155290B (en) 1989-03-20
SU1192636A3 (en) 1985-11-15
BR8202126A (en) 1983-03-22
PL236003A1 (en) 1982-11-08
AU549787B2 (en) 1986-02-13
US4705006A (en) 1987-11-10
YU84482A (en) 1989-02-28
CS274782A2 (en) 1988-07-15
NO156801C (en) 1987-11-25
DK161982A (en) 1982-10-17
FI821295A0 (en) 1982-04-13
JPH0413552B2 (en) 1992-03-10
EP0063523B2 (en) 1989-10-04
FR2504203B1 (en) 1985-05-31
CS261858B2 (en) 1989-02-10
NO156801B (en) 1987-08-17
DK155290C (en) 1989-08-07
KR830010291A (en) 1983-12-30
KR880001501B1 (en) 1988-08-16
IN157868B (en) 1986-07-12
EP0063523A1 (en) 1982-10-27
FI70300B (en) 1986-02-28
DD202197A5 (en) 1983-08-31
PL137665B1 (en) 1986-07-31
DE3260819D1 (en) 1984-10-31
YU45861B (en) 1992-09-07
ATE9606T1 (en) 1984-10-15
ES511459A0 (en) 1983-02-16
FI821295L (en) 1982-10-17
NO821235L (en) 1982-10-18
JPS57181967A (en) 1982-11-09
FI70300C (en) 1986-09-15
FR2504203A1 (en) 1982-10-22
AU8267482A (en) 1982-10-21
ES8304266A1 (en) 1983-02-16

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