EP0067369B1 - Fuel injection apparatus for internal-combustion engines - Google Patents

Fuel injection apparatus for internal-combustion engines Download PDF

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Publication number
EP0067369B1
EP0067369B1 EP82104851A EP82104851A EP0067369B1 EP 0067369 B1 EP0067369 B1 EP 0067369B1 EP 82104851 A EP82104851 A EP 82104851A EP 82104851 A EP82104851 A EP 82104851A EP 0067369 B1 EP0067369 B1 EP 0067369B1
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EP
European Patent Office
Prior art keywords
fuel
injection system
valve
pump piston
stroke
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
EP82104851A
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German (de)
French (fr)
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EP0067369A3 (en
EP0067369A2 (en
Inventor
Konrad Dr. Eckert
Hermann Dr. Eisele
Helmut Laufer
Max Dr. Straubel
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
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Filing date
Publication date
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Publication of EP0067369A2 publication Critical patent/EP0067369A2/en
Publication of EP0067369A3 publication Critical patent/EP0067369A3/en
Application granted granted Critical
Publication of EP0067369B1 publication Critical patent/EP0067369B1/en
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
    • 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
    • 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
    • F02M41/125—Variably-timed valves controlling fuel 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
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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

Definitions

  • the invention is based on a fuel injection device according to the preamble of the independent claim.
  • a fuel injection device known from DE-A-19 19 969
  • the amount of fuel which is to be injected during the delivery stroke of the pump piston of an injection pump is metered in during the suction stroke of the pump piston by means of a solenoid valve which is clocked or controlled analogously.
  • the volume is determined by the opening time of the solenoid valve, whereby the opening phase of this valve lies exclusively in the suction stroke area of the pump piston.
  • the pressure conditions in the working space and the valve cross section of the fuel injection pump influence the metering quantity.
  • the speed and the injection timing must be taken into account in this known device for dimensioning the opening times of the solenoid valve.
  • the pressure fluctuations in the work area during the filling process must also be taken into account.
  • Further disadvantages result from the limited switching speed of a solenoid valve.
  • the two switching operations of the solenoid valve that occur during the metering phase during the suction stroke thus influence the accuracy of the metering result.
  • the speed or the injection pump speed are limited by the switching time of the solenoid valve.
  • the start of the solenoid valve begins with the suction stroke of the associated pump pistons.
  • a spray start adjustment requires a change in the suction stroke start, so that this suction stroke start must be entered exactly when calculating the opening time of the solenoid valve.
  • the dynamic conditions at the reversal point of the pump piston during the transition from the delivery stroke to the suction stroke are difficult to control. Due to the double pump system in this fuel injection pump, the device is still very expensive.
  • the fuel injection device with the characterizing features of the independent claim has the advantage that a flushing phase follows the delivery phase, that is to say the period in which fuel is delivered into the injection lines.
  • this flushing phase which also includes the remaining pressure stroke of the pump piston, the pump workspace of the fuel injection pump is constantly filled with fuel via the electrically actuable valve and, if necessary, via the relief line, if this leads to the pump suction chamber usually present in a fuel injection pump, which fuel is below that in the pump suction chamber or the delivery pressure in the fuel supply source.
  • the opening time of the valve in relation to the speed or the opening phase over a certain suction stroke length of the pump piston is a precise measure of the injection quantity. Since z. B. following the delivery stroke of the pump piston, the electrically operable metering valve is already open, the closing time of the relief channel through the control edge advantageously determines the metering start. This closing takes place without the loss of time to be taken into account in the solenoid valve, so that the metering quantity can only be influenced by the closing time of the valve at the end of the metering phase.
  • FIG. 1 shows the exemplary embodiment in a basic illustration
  • FIG. 2a shows a diagram of the switching time of the metering valve via the angle of rotation
  • FIG. 2b shows the stroke course of the pump piston in association with the switching times of the metering valve
  • FIG. 3 shows a development 1 with a measuring device for recording the control times of the relief channel
  • Fig. 4 is an enlarged view of the device for recording the switching times of the relief channel
  • Fig. 5 shows a first modified form of the device according to Fig. 4
  • Fig. 6 shows a 4
  • FIG. 7 a device for determining the stroke movement of the pump piston
  • FIG. 8 a modification of the embodiment according to FIG. 1 with a modified spray timing device
  • FIG. 9 a development of the exemplary embodiment with supply of several cylinders by a Magnetic valve.
  • a pump piston 3 includes a pump working space 4.
  • the pump piston is driven by means of a cam disc 5, which runs on a roller ring 6, by means not shown, and during its rotary movement executes a reciprocating pump movement with an intake stroke and a delivery stroke.
  • the fuel supply to the pump work chamber takes place via a fuel inlet channel 8, which leads from a pump suction chamber 9.
  • This suction chamber is supplied with fuel from a fuel tank 12 by means of a fuel feed pump 11, the pressure in the pump suction chamber 9 being adjusted with the aid of a pressure control valve 14 which is connected in parallel with the fuel feed pump 11.
  • an electrically actuated valve 16 which, for. B. can be a solenoid valve, used as a fuel metering device.
  • a check valve 17, which opens in the direction of the fuel inflow into the pump work chamber 4, is also provided downstream of this valve.
  • a blind bore 18, which is arranged in the pump piston 3, leads from the pump work chamber 4, from the end of which a radio bore 19 leads to the outside. Another .
  • Radial bore 20 connects the blind bore 18 with a distributor groove 21, through which delivery lines 22 are connected in succession to the pump work chamber 4 during the rotation of the pump piston and its delivery stroke.
  • the delivery lines are distributed according to the number of cylinders to be supplied to the associated internal combustion engine on the circumference of the bore 2 and each contain a relief valve 23 and are each connected to an injection valve 24.
  • an annular groove 26 is also provided, which is connected to the pump suction chamber 9 via at least one bore 27.
  • the annular groove 26 is arranged so that the radial bore 19 in the pump piston 2 is opened from a maximum delivery stroke, so that the fuel delivered from this point during the further stroke movement of the pump piston 2 via the blind bore 18 serving as a relief channel 18, the radial bore 19 and the Bore 27 can flow into the suction chamber 9 and thus the pressure delivery in the delivery line 22 is interrupted.
  • a spray adjustment piston 29 is also provided, which is coupled to the cam ring 5 and is adjustable against the force of a spring 30.
  • the injection adjustment piston includes a pressure chamber 31, which is connected to the pump suction chamber via a throttle 32 and is therefore acted upon by the speed-dependent pressure in the pump suction chamber.
  • the injection timing piston is used to adjust the injection timing to early by rotating the cam ring with increasing speed.
  • the pressure chamber 31 is also connected to the suction side of the feed pump 11 via a solenoid valve 34 and can be relieved with the aid of this valve.
  • the solenoid valve 34 is controlled by a control device 36, which also serves to control the electrically actuable valve 16 in the fuel inlet duct.
  • the control unit works depending on parameters that must be taken into account for the dimensioning and timing of the fuel injection quantity.
  • the control unit can, for. B. contain at least one map in which target values for the amount of fuel to be injected are contained in indirect or direct form. In a manner known per se, the speed, the temperature, the air pressure and the load can be taken into account as parameters.
  • signals of a needle stroke transmitter in the injection valve 24 can be detected as further parameters for determining the actual start of injection and the actual fuel injection duration.
  • control signals can also be used via a pressure transmitter 38, which is suitably arranged on the high-pressure side of the fuel injection pump, to determine the start of delivery or the delivery period.
  • a pressure transmitter 38 which is suitably arranged on the high-pressure side of the fuel injection pump, to determine the start of delivery or the delivery period.
  • an encoder 39 z. B. in the form of an inductive sensor on the cam disc 5 are provided.
  • FIGS. 2a and 2b shows the elevation curve of the pump piston over the angle of rotation ⁇ .
  • This curve part B of the elevation curve runs very flat and is linear except for the border area at the reversal points of the pump piston.
  • the pressure stroke part A The curve in Fig. 2b is divided into three sections.
  • the fuel present in the pump work chamber 4 is compressed until the delivery pressure which causes the nozzle 24 to open is reached.
  • the second part of the curve now extends between FB and EO. In this area, fuel is delivered into the delivery channel 22.
  • the check valve 17 continues to be closed by the delivery pressure, possibly supported by the spring installed there. So that the electrically actuated valve 16, which is here z. B. is designed as a slide valve, relieved of pressure.
  • the effective suction stroke of the pump piston begins from ES. Fuel is drawn in until the solenoid valve on MS closes.
  • the effective suction stroke length et2 is thus determined on the one hand by the geometric design of the fuel injection pump or by the position of the control edge delimiting the annular groove 26 and on the other hand by the switching time of the solenoid valve.
  • the switching times of the solenoid valve are recorded in FIG. 2a, where a is the total opening time of the solenoid valve and U2 denotes the time effective for the metering.
  • the solenoid valve can be opened much earlier than the actual effective suction stroke begins and since there is still a rinsing phase between the effective delivery stroke and the effective suction stroke of the pump piston (EO-ES), when the solenoid valve is opened, the spraying time within the possible spray timing adjustment range does not need to be taken into account will.
  • the fuel metering control does not influence or hinder the spray timing adjustment options. Due to the flat cam profile during the suction stroke, there is also the advantage that the pump piston can constantly follow the cam even at high speed without the pump piston jumping off within the effective suction stroke length and thus influencing the amount of fuel drawn in.
  • the cam pitch is advantageously linear over the possible length of the effective suction stroke, which has a particularly advantageous effect in the case of correction interventions.
  • the type of metering is not dependent on the linearity of the survey curve, but it does facilitate accurate metering.
  • the effective suction stroke length you get a very good metering accuracy of the amount of fuel to be metered.
  • the effective suction stroke length for the metering can be controlled directly without feedback of the amount of fuel actually injected being necessary. Very good control results are obtained if the actual fuel injection quantity is detected in a manner known per se by means of the control unit and compared in a comparison device of the control unit with a target fuel quantity signal formed there.
  • the actual fuel quantity can be determined by a needle stroke transmitter or by a correspondingly evaluated pressure signal from the pressure transmitter 38.
  • the target fuel quantity is formed from the parameters mentioned at the beginning with the load as a reference variable.
  • the actual opening time of the solenoid valve is then corrected in accordance with the comparison result when the actual fuel quantity deviates from the target value.
  • the basic opening duration signal of the valve 16 is formed in accordance with the target fuel quantity signal.
  • a transmitter 40 is advantageously provided, as shown in FIG. 3, for the precise detection of the collection point at which the relief channel 19 is closed again (ES). 3 corresponds to that of FIG. 1.
  • Such an encoder is shown larger in FIG. 4.
  • the bore 2T in this refinement of the fuel injection device also leads from the annular groove 26 and via the transmitter 40 with complete pressure relief to the suction side of the fuel delivery pump 11 or to the fuel reservoir 12.
  • the transmitter 40 is thus in a pressure-relieved space 41.
  • the bore exits 27 'in the pressure-relieved space 41 is controlled by a valve closing part 43 which is fastened on a leaf spring 45. This is attached at the other end via an insulating piece 46 on the pump housing, which also represents the ground connection.
  • An electrical line 42 leads from the leaf spring, which in another embodiment can also be a membrane or spider in a suitable configuration, to the control device 36.
  • a throttle bore 48 is provided coaxially with the axis of the bore 27 ′ in the valve closing part, via which the bore 27 'is constantly connected to the space 41 even when the valve closing member 43 is in the closed position.
  • Throttle bore can build up pressure in the bore 27 'as long as fuel continues to flow from the pump work chamber 4 via the blind bore 18. This is the case as long as the radial bore 19 is in connection with the annular groove 26 and as long as the solenoid valve 16 is open. This condition applies to the area of the suction stroke B between OT and ES.
  • valve closing part 43 Under the resulting pressure, the valve closing part 43 lifts off its seat on the bore 27 'and thus interrupts the circuit to ground. However, as soon as the connection between the radial bore 19 and the bore 27 'is interrupted again in the course of the suction stroke of the pump piston, the valve closing part 43 returns to its seat and closes the circuit. This is the signal that the effective suction stroke has started. Accordingly, the signal is processed in control unit 36, which can advantageously be done with the aid of an integrating device.
  • the integrating device With the closing signal of the transmitter 14, the integrating device is set and as soon as the output value of the integrating device has reached the setpoint value for the fuel quantity given by the control device 36, a switching signal from a comparison device of the two values is sent to the solenoid valve for closing the fuel inlet channel.
  • the integration runtime In order for the switching time of the valve 16 to be purely related to the stroke length, the integration runtime must be corrected by an integration time constant adapted to the speed. This can be done with known methods, on the one hand by making the design of the integrator itself speed-dependent in an analogous manner or by integrating the integrator in constant integration steps with speed-dependent frequency.
  • a correction signal can be generated from an TDC signal, which is achieved with the aid of the transmitter 39, and the closing signal, which is output by the transmitter 40, which corrects the opening phase of the valve, which is switched in synchronism with the speed.
  • the configuration of the transmitter 40 according to FIGS. 3 and 4 also allows the formation of an opening signal for opening the bore 27 '. With this opening signal, for example, an opening signal for the valve 16 could be formed.
  • 5 shows an alternative embodiment of the transmitter for opening or closing the bore 2T.
  • the throttle bore 48 provided in FIG. 4 in the closing part 43 is provided in this embodiment as a throttle 50 in a branch duct 49 ′, which leads to the pressure-relieved space 41.
  • a throttle 51 is provided at the outlet of the bore 27 'in the pressure-relieved space 41 and upstream of this throttle 51 in the wall of the bore 27' a pressure sensor 52 is arranged.
  • the pressure signal emitted by this is preferably converted into the closing signal or the opening signal via a threshold switch.
  • a stroke sensor 54 is assigned to the pump piston, which is shown in FIG. 7.
  • a pulse generator 55 is provided with the pump piston 3 parallel to the pump piston axis, which a transducer, for. B. an inductive pickup 56 is assigned.
  • the pulse generator can e.g. B. consist of magnetized parts lying one behind the other or be designed as a toothed rack. Such pulse generators are known in principle and need not be described in more detail here.
  • the signals emitted by the transmitter 56 are then integrated in an integrator, the speed or the lifting speed of the pump piston no longer having to be taken into account.
  • FIG. 8 shows a pump piston 60 as one of the pump pistons of the in-line pump.
  • This pump piston can be moved up and down in a cylinder 61 for the purpose of suction and fuel delivery and can also be rotated at the same time. It encloses a pump working chamber 62 in the pump cylinder, from which a fuel injection nozzle is supplied with fuel.
  • a fuel inlet duct 8 ′ also opens into the working chamber 62 and, as in FIG. 1, contains a check valve 17 * and an electrically actuated metering valve 16.
  • the pump piston has an oblique control edge 63 which delimits a partial annular groove 64 in the outer surface of the pump piston.
  • the partial ring groove is connected to the pump work chamber 62 via a longitudinal groove 65 or via a corresponding bore.
  • the oblique control edge works together with a relief channel 27 ′′, through which the displaced fuel can flow out of the working space 62 during a remaining stroke of the pump piston 60.
  • the relief channel 27 becomes Sooner or later opened or closed again, the rotary position of the piston can thus achieve an injection adjustment, ie a variable delivery end.
  • the correction signal is taken into account by a corresponding control device when forming the opening pulse of the electrically actuated valve.
  • FIG. 9 shows, it is also possible to supply a plurality of pump pistons with fuel via an electrically actuated metering valve.
  • a check valve 67, 68 is advantageously supplied to each individual pump piston arranges.
  • the condition for such an embodiment is that the cam descent flank, ie the stroke profile of the pump piston, is the same for both pistons during the effective suction stroke.

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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)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einer Kraftstoffeinspritzeinrichtung nach der Gattung des unabhängigen Patentanspruchs. Bei einer solchen durch die DE-A-19 19 969 bekannten Einspritzeinrichtung wird die Kraftstoffmenge, die beim Förderhub des Pumpenkolbens einer Einspritzpumpe eingespritzt werden soll, durch ein Magnetventil, das getaktet oder analog gesteuert wird, beim Saughub des Pumpenkolbens zugemessen. Die ZumeBmenge wird dabei durch die Öffnungszeit des Magnetventils bestimmt, wobei die Öffnungsphase dieses Ventils ausschließlich im Saughubbereich des Pumpenkolbens liegt. Bei dieser bekannten Einrichtung beeinflussen die Druckverhältnisse im Arbeitsraum und der Ventilquerschnitt der Kraftstoffeinspritzpumpe die Zumeßmenge. Für eine genaue Zumessung der Kraftstoffeinspritzmenge müssen bei dieser bekannten Einrichtung zur Bemessung der Öffnungszeiten des Magnetventils die Drehzahl und der Spritzzeitpunkt berücksichtigt werden. Es sind weiterhin die Druckschwankungen im Arbeitsraum während des Füllvorgangs zu beachten. Weitere Nachteile ergeben sich durch die begrenzte Schaltgeschwindigkeit eines Magnetventils. Die während der Zumeßphase beim Saughub erfolgenden zwei Schaltvorgänge des Magnetventits beeinflussen somit die Genauigkeit des ZumeBergebnisses. Weiterhin sind der Drehzahl bzw. der Einspritzpumpendrehzahl durch die Schaltzeit des Magnetventils Grenzen gesetzt.The invention is based on a fuel injection device according to the preamble of the independent claim. In such an injection device known from DE-A-19 19 969, the amount of fuel which is to be injected during the delivery stroke of the pump piston of an injection pump is metered in during the suction stroke of the pump piston by means of a solenoid valve which is clocked or controlled analogously. The volume is determined by the opening time of the solenoid valve, whereby the opening phase of this valve lies exclusively in the suction stroke area of the pump piston. In this known device, the pressure conditions in the working space and the valve cross section of the fuel injection pump influence the metering quantity. For an exact metering of the fuel injection quantity, the speed and the injection timing must be taken into account in this known device for dimensioning the opening times of the solenoid valve. The pressure fluctuations in the work area during the filling process must also be taken into account. Further disadvantages result from the limited switching speed of a solenoid valve. The two switching operations of the solenoid valve that occur during the metering phase during the suction stroke thus influence the accuracy of the metering result. Furthermore, the speed or the injection pump speed are limited by the switching time of the solenoid valve.

Bei einer anderen durch die die DE-A-1919 707 bekannten Kraftstoffeinspritzpumpe wurde der begrenzten Schaltgeschwindigkeit von Magnetventilen dadurch Rechnung getragen, daß bei dieser Verteilerpumpe im Verteiler zwei Pumpsysteme untergebracht sind, die über jeweils ein Magnetventil mit Kraftstoff versorgt werden. Auf diese Weise kann eine höhere Pumpendrehzahl erreicht werden. Weiterhin ist bei dieser Einspritzpumpe der Nockenantrieb der Pumpenkolben so ausgestaltet, daß die Hubgeschwindigkeit des Pumpenkolbens während des Saughubs wesentlich geringer als die während des Förderhubs der Pumpenkolben ist. Das Magnetventil eines jeden Pumpensystems dieser Radialkolbenpumpe ist ebenfalls ausschließlich während des Saughubs der Pumpenkolben geöffnet, wobei die Öffnungsdauer des Magnetventils die Zumeßmenge bestimmt. Auch hier müssen die Drehzahl und die Spritzzeitpunktverstellung bei der Steuerung der Magnetventile berücksichtigt werden. Bei der Auslegung dieser Pumpe beginnt der ZumeBtakt des Magnetventils mit dem Saughub der zugehörigen Pumpenkolben. Eine Spritzbeginnverstellung bedingt eine Änderung des Saughubbeginns, so daß dieser Saughubbeginn exakt bei der Berechnung der Öffnungszeit des Magnetventils eingegeben werden muß. Es sind ferner die dynamischen Verhältnisse im Umkehrpunkt des Pumpenkolbens beim Übergang vom Förderhub zum Saughub schwer beherrschbar. Durch das doppelt vorhandene Pumpsystem bei dieser Kraftstoffeinspritzpumpe ist die Einrichtung weiterhin sehr aufwendig.In another fuel injection pump known from DE-A-1919 707, the limited switching speed of solenoid valves was taken into account in that in this distributor pump two pump systems are housed, each of which is supplied with fuel via a solenoid valve. In this way, a higher pump speed can be achieved. Furthermore, in this injection pump, the cam drive of the pump piston is designed such that the stroke speed of the pump piston during the suction stroke is significantly lower than that during the delivery stroke of the pump piston. The solenoid valve of each pump system of this radial piston pump is also only opened during the suction stroke of the pump piston, the opening time of the solenoid valve determining the metered quantity. Here too, the speed and the injection timing must be taken into account when controlling the solenoid valves. When designing this pump, the start of the solenoid valve begins with the suction stroke of the associated pump pistons. A spray start adjustment requires a change in the suction stroke start, so that this suction stroke start must be entered exactly when calculating the opening time of the solenoid valve. Furthermore, the dynamic conditions at the reversal point of the pump piston during the transition from the delivery stroke to the suction stroke are difficult to control. Due to the double pump system in this fuel injection pump, the device is still very expensive.

Vorteile der Erfindung.Advantages of the invention.

Die erfindungsgemäße Kraftstoffeinspritzeinrichtung mit den kennzeichnenden Merkmalen des unabhängigen Patentanspruchs hat demgegenüber den Vorteil, daß sich an die Förderphase, also an den Zeitabschnitt, in dem Kraftstoff in die Einspritzleitungen gefördert wird, eine Spülphase anschließt. In dieser Spülphase, die auch den restlichen Druckhub des Pumpenkolbens umfaßt, wird der Pumpenarbeitstraum der Kraftstoffeinspritzpumpe über das elektrisch betätigbare Ventil und gegebenenfalls über die Entlastungsleitung, falls diese zum üblicherweise bei einer Kraftstoffeinspritzpumpe vorhandenen Pumpensaugraum führt, ständig mit Kraftstoff gefüllt, der unter dem im Pumpensaugraum oder in der Kraftstoffversorgungsquelle anstehenden Förderdruck steht. Zum Zeitpunkt des SchlieBens des Entlastungskanals herrschen somit ausgeglichene Druckverhältnisse, so daß bei ausreichend großem Zumeßquerschnitt am Ventil die Öffnungszeit des Ventils bezogen auf die Drehzahl oder die Öffnungsphase über eine bestimmte Saughublänge des Pumpenkolbens ein genaues Maß für die Einspritzmenge ist. Da während der Spülzeit z. B. im Anschluß an den Förderhub des Pumpenkolbens das elektrisch betätigbare Zumeßventil bereits geöffnet ist, bestimmt in vorteilhafter Weise der Schließzeitpunkt des Ent- ' lastungskanals durch die Steuerkante den Zumeß beginn. Dieses Schließen erfolgt ohne den beim Magnetventil einzurechnenden Zeitverlust, so daß die Zumeßmenge nur noch durch die Schlie-Bzeit des Ventils am Ende der Zumeßphase beeinflußt werden kann.In contrast, the fuel injection device according to the invention with the characterizing features of the independent claim has the advantage that a flushing phase follows the delivery phase, that is to say the period in which fuel is delivered into the injection lines. In this flushing phase, which also includes the remaining pressure stroke of the pump piston, the pump workspace of the fuel injection pump is constantly filled with fuel via the electrically actuable valve and, if necessary, via the relief line, if this leads to the pump suction chamber usually present in a fuel injection pump, which fuel is below that in the pump suction chamber or the delivery pressure in the fuel supply source. At the time the relief channel is closed, the pressure conditions are balanced, so that with a sufficiently large metering cross-section on the valve, the opening time of the valve in relation to the speed or the opening phase over a certain suction stroke length of the pump piston is a precise measure of the injection quantity. Since z. B. following the delivery stroke of the pump piston, the electrically operable metering valve is already open, the closing time of the relief channel through the control edge advantageously determines the metering start. This closing takes place without the loss of time to be taken into account in the solenoid valve, so that the metering quantity can only be influenced by the closing time of the valve at the end of the metering phase.

Durch die in den abhängigen Patentansprüchen aufgeführten Maßnahmen sind vorteilhafte Weiterbildungen und Verbesserungen der im unabhängigen Patentanspruch angegebenen Lösung gekennzeichnet.Advantageous further developments and improvements of the solution specified in the independent patent claim are characterized by the measures listed in the dependent claims.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird in der nachfolgenden Beschreibung näher erläutert. Es zeigen Fig. 1 das Ausführungsbeispiel in prinzipieller Darstellung, Fig. 2a ein Diagramm der Schaltzeit des Zumeßventils über den Drehwinkel, Fig. 2b den Hubverlauf des Pumpenkolbens in Zuordnung zu den Schaltzeiten des Zumeßventils, Fig. 3 eine Weiterbildung der Ausgestaltung nach Fig. 1 mit einer Meßeinrichtung zur Erfassung der Steuerzeiten des Entlastungskanals, Fig. 4 eine vergrößerte Darstellung der Einrichtung zur Erfassung der Schaltzeiten des Entlastungskanals, Fig. 5 eine erste abgewandelte Form der, Einrichtung nach Fig. 4, Fig. 6 eine zweite abgewandelte Form der Einrichtung nach Fig. 4, Fig. 7 eine Einrichtung zur Ermittlung der Hubbewegung des Pumpenkolbens, Fig. 8 eine Abwandlung der Ausführungsform nach Fig. 1 mit geänderter Spritzzeitpunktstelleinrichtung, Fig. 9 eine Weiterbildung des Ausführungsbeispiels mit Versorgung mehrerer Zylinder durch ein Magnetventil.An embodiment of the invention is shown in the drawing and is explained in more detail in the following description. 1 shows the exemplary embodiment in a basic illustration, FIG. 2a shows a diagram of the switching time of the metering valve via the angle of rotation, FIG. 2b shows the stroke course of the pump piston in association with the switching times of the metering valve, FIG. 3 shows a development 1 with a measuring device for recording the control times of the relief channel, Fig. 4 is an enlarged view of the device for recording the switching times of the relief channel, Fig. 5 shows a first modified form of the device according to Fig. 4, Fig. 6 shows a 4, FIG. 7 a device for determining the stroke movement of the pump piston, FIG. 8 a modification of the embodiment according to FIG. 1 with a modified spray timing device, FIG. 9 a development of the exemplary embodiment with supply of several cylinders by a Magnetic valve.

Beschreibung des AusführungsbeispielsDescription of the embodiment

Bei dem in Fig. 1 dargestellten Ausführungsbei- spiel ist in einem Pumpengehäuse 1 eine Bohrung 2 vorgesehen, in der ein Pumpenkolben 3 einen Pumpenarbeitsraum 4 einschließt. Der Pumpenkolben wird über eine Nockenscheibe 5, die auf einem Rollenring 6 läuft, durch nicht weiter dargestellte Mittel angetrieben und führt dabei bei seiner Drehbewegung eine hin- und hergehende Pumpenbewegung mit einem Ansaughub und einem Förderhub aus. Die Kraftstoffversorgung des Pumpenarbeitsraums erfolgt über einen Kraftstoffeinlaßkanal 8, der von einem Pumpensaugraum 9 führt. Dieser Saugraum wird mittels einer Kraftstofförderpumpe 11 aus einem Kraftstoffbehälter 12 mit Kraftstoff versorgt, wobei der Druck im Pumpensaugraum 9 mit Hilfe eines Drucksteuerventils 14 eingestellt wird, das parallel zur Kraftstofförderpumpe 11 geschaltet ist.In the example shown in Fig. 1 and execu rungsbei- play in a pump housing 1 has a bore 2 is provided in which a pump piston 3 includes a pump working space 4. The pump piston is driven by means of a cam disc 5, which runs on a roller ring 6, by means not shown, and during its rotary movement executes a reciprocating pump movement with an intake stroke and a delivery stroke. The fuel supply to the pump work chamber takes place via a fuel inlet channel 8, which leads from a pump suction chamber 9. This suction chamber is supplied with fuel from a fuel tank 12 by means of a fuel feed pump 11, the pressure in the pump suction chamber 9 being adjusted with the aid of a pressure control valve 14 which is connected in parallel with the fuel feed pump 11.

In dem Kraftstoffeinlaßkanal ist ein elektrisch betätigbares Ventil 16, das z. B. ein Magnetventil sein kann, als Kraftstoffmengendosiereinrichtung eingesetzt. Stromabwärts dieses Ventils ist ferner ein in Richtung Kraftstoffzuflußrichtung in den Pumpenarbeitsraum 4 öffnendes Rückschlagventil 17 vorgesehen. Vom Pumpenarbeitsraum 4 führt eine im Pumpenkolben 3 angeordnete Sackbohrung 18 ab, von deren Ende eine Radiabohrung 19 nach außen führt. Eine weitere . Radialbohrung 20 verbindet die Sackbohrung 18 mit einer Verteilernut 21, durch die bei der Drehung des Pumpenkolbens und dessen Förderhub nacheinander Förderkleitungen 22 mit dem Pumpenarbeitsraum 4 verbunden werden. Die Förderleitungen sind entsprechend der Zahl der zu versorgenden Zylinder der zugehörigen Brennkraftmaschine am Umfang der Bohrung 2 verteilt und enthalten je ein Entlastungsventil 23 und sind mit je einem Einspritzventil 24 verbunden. In der Wand der Bohrung 2 ist weiterhin eine Ringnut 26 vorgesehen, die über wenigstens eine Bohrung 27 mit dem Pumpensaugraum 9 verbunden ist. Die Ringnut 26 ist dabei so angeordnet, daß die Radialbohrung 19 im Pumpenkolben 2 ab einem maximalen Förderhub aufgesteuert wird, so daß der ab diesem Punkt bei der weiteren Hubbewegung des Pumpenkolbens 2 geförderte Kraftstoff über die als Entlastungskanal dienende Sackbohrung 18, die Radialbohrung 19 und die Bohrung 27 in den Saugraum 9 abströmen kann und somit die Druckförderung in die Förderleitung 22 unterbrochen wird.In the fuel inlet channel is an electrically actuated valve 16 which, for. B. can be a solenoid valve, used as a fuel metering device. A check valve 17, which opens in the direction of the fuel inflow into the pump work chamber 4, is also provided downstream of this valve. A blind bore 18, which is arranged in the pump piston 3, leads from the pump work chamber 4, from the end of which a radio bore 19 leads to the outside. Another . Radial bore 20 connects the blind bore 18 with a distributor groove 21, through which delivery lines 22 are connected in succession to the pump work chamber 4 during the rotation of the pump piston and its delivery stroke. The delivery lines are distributed according to the number of cylinders to be supplied to the associated internal combustion engine on the circumference of the bore 2 and each contain a relief valve 23 and are each connected to an injection valve 24. In the wall of the bore 2, an annular groove 26 is also provided, which is connected to the pump suction chamber 9 via at least one bore 27. The annular groove 26 is arranged so that the radial bore 19 in the pump piston 2 is opened from a maximum delivery stroke, so that the fuel delivered from this point during the further stroke movement of the pump piston 2 via the blind bore 18 serving as a relief channel 18, the radial bore 19 and the Bore 27 can flow into the suction chamber 9 and thus the pressure delivery in the delivery line 22 is interrupted.

Zur Änderung des Spritzzeitpunktes ist weiterhin ein Spritzverstellkolben 29 vorgesehen, der mit dem Nockenring 5 gekuppelt ist und entgegen der Kraft einer Feder 30 verstellbar ist. Der Spritzverstellkolben schließt dabei einen Druckraum 31 ein, der über eine Drossel 32 mit dem Pumpensaugraum verbunden ist und somit vom drehzahlabhängigen Druck im Pumpensaugraum beaufschlagt wird. Entsprechend diesem drehzahlabhängigen Druck wird mit Hilfe des Spritzverstellerkolbens der Spritzzeitpunkt durch Verdrehen des Nockenrings mit zunehmender Drehzahl auf früh verstellt. Zur Beeinflussung der Spritzverstellerzeit ist der Druckraum 31 ferner über ein Magnetventil 34 mit der Saugseite der Förderpumpe 11 verbunden, und kann mit Hilfe dieses Ventils entlastet werden. Das Magnetventil 34 wird von einem Steuergerät 36 gesteuert, das weiterhin auch der Steuerung des elektrisch betätigbaren Ventils 16 im Kraftstoffeinlaßkanal dient. .Das Steuergerät arbeitet dazu in Abhängigkeit von Parametern, die für die Bemessung und die Zeitsteuerung der Kraftstoffeinspritzmenge zu berücksichtigen sind. Das Steuergerät kann dabei z. B. wenigstens ein Kennfeld enthalten, in dem Sollwerte für die einzuspritzende Kraftstoffmenge in mittelbarer oder unmittelbarer Form enthalten sind. In an sich bekannter Weise können hierbei als Parameter die Drehzahl, die Temperatur, der Luftdruck und die Last berücksichtigt werden. Speziell für die Ansteuerung des Magnetventils können als weitere Parameter Signale eines Nadelhubgebers im Einspritzventil 24 für die Ermittlung des tatsächlichen Spritzbeginns und der tatsächlichen Kraftstoffeinspritzdauer erfaßt werden. Alternativ hierzu kann auch über einen Druckgeber 38, der in geeigneter Weise auf der Hochdruckseite der Kraftstoffeinspritzpumpe angeordnet ist, Steuersignale zur Ermittlung des Förderbeginns bzw. der Förderdauer verwendet werden. Zur Ermittlung der Hubstellung des Pumpenkolbens und/oder seiner Drehzahl kann ein Geber 39 z. B. in Form eines Induktivgebers an der Nockenscheibe 5 vorgesehen werden.To change the time of injection, a spray adjustment piston 29 is also provided, which is coupled to the cam ring 5 and is adjustable against the force of a spring 30. The injection adjustment piston includes a pressure chamber 31, which is connected to the pump suction chamber via a throttle 32 and is therefore acted upon by the speed-dependent pressure in the pump suction chamber. In accordance with this speed-dependent pressure, the injection timing piston is used to adjust the injection timing to early by rotating the cam ring with increasing speed. In order to influence the injection adjuster time, the pressure chamber 31 is also connected to the suction side of the feed pump 11 via a solenoid valve 34 and can be relieved with the aid of this valve. The solenoid valve 34 is controlled by a control device 36, which also serves to control the electrically actuable valve 16 in the fuel inlet duct. The control unit works depending on parameters that must be taken into account for the dimensioning and timing of the fuel injection quantity. The control unit can, for. B. contain at least one map in which target values for the amount of fuel to be injected are contained in indirect or direct form. In a manner known per se, the speed, the temperature, the air pressure and the load can be taken into account as parameters. Especially for the control of the solenoid valve, signals of a needle stroke transmitter in the injection valve 24 can be detected as further parameters for determining the actual start of injection and the actual fuel injection duration. As an alternative to this, control signals can also be used via a pressure transmitter 38, which is suitably arranged on the high-pressure side of the fuel injection pump, to determine the start of delivery or the delivery period. To determine the stroke position of the pump piston and / or its speed, an encoder 39 z. B. in the form of an inductive sensor on the cam disc 5 are provided.

Die Arbeitsweise der in Fig. 1 gezeigten Kraftstoffeinspritzeinrichtung wird nun unter Zuhilfenahme der Diagramme Fig. 2a und Fig. 2b erläutert. Fig. 2b zeigt dabei die Erhebungskurve des Pumpenkolbens über den Drehwinkel α. Durch entsprechende Ausgestaltung der Nockenscheibe 5 ist hierbei erzielt worden, daß die Hubänderung pro Drehwinkel a beim Druck- bzw. Förderhub des Pumpenkolbens wesentlich größer ist als die Hubänderung während des Saughubs des Pumpenkolbens. Dieser Kurventeil B der Erhebungskurve verläuft sehr flach und bis auf den Grenzbereich bei den Umkehrpunkten des Pumpenkolbens linear. Der Druckhubteil A der Kurve in Fig. 2b teilt sich auf in drei Streckenabschnitte. Zwischen dem unteren Totpunkt UT des Pumpenkolbens bei Beginn des Druckhubs bis zu dem Punkt FB wird der im Pumpenarbeitsraum 4 vorhandene Kraftstoff soweit komprimiert bis der Förderdruck, der ein Öffnen der Düse 24 bewirkt, erreicht ist. Der zweite Teil der Kurve erstreckt sich nun zwischen FB und EO. In diesem Bereich wird Kraftstoff in den Förderkanal 22 gefördert. Durch den Förderdruck wird weiterhin das Rückschlagventil 17, gegebenenfalls unterstützt durch die dort eingebaute Feder, geschlossen. Damit ist das elektrisch betätigbare Ventil 16, das hier z. B. als Schieberventil ausgebildet ist, druckentlastet.The mode of operation of the fuel injection device shown in FIG. 1 will now be explained with the aid of the diagrams in FIGS. 2a and 2b. 2b shows the elevation curve of the pump piston over the angle of rotation α. By appropriate design of the cam disc 5 it has been achieved that the change in stroke per angle of rotation a during the pressure or delivery stroke of the pump piston is substantially greater than the change in stroke during the suction stroke of the pump piston. This curve part B of the elevation curve runs very flat and is linear except for the border area at the reversal points of the pump piston. The pressure stroke part A The curve in Fig. 2b is divided into three sections. Between the bottom dead center UT of the pump piston at the beginning of the pressure stroke up to the point FB, the fuel present in the pump work chamber 4 is compressed until the delivery pressure which causes the nozzle 24 to open is reached. The second part of the curve now extends between FB and EO. In this area, fuel is delivered into the delivery channel 22. The check valve 17 continues to be closed by the delivery pressure, possibly supported by the spring installed there. So that the electrically actuated valve 16, which is here z. B. is designed as a slide valve, relieved of pressure.

Bei Erreichen des Punktes EO der Erhebungskurve wird die Radialbohrung 19 in Verbindung mit der Ringnut 26 gebracht, so daß der Druckraum 4 in den Saugraum 9 entlastet wird. Die restliche vom Pumpenkolben verdrängte Kraftstoffmenge fließt dorthin ab. Dies erfolgt im Bereich zwischen dem Öffnen des Entlastungskanals (EO) und dem oberen Totpunkt (OT). Spätestens bei Erreichen des Punktes OT wird das Magnetventil 16 geöffnet. Das Öffnen kann bereits früher geschehen, da während des Druckhubs der Kraftstoffeinlaßkanal 8 durch das Rückschlagventil 17 verschlossen ist. Im Bereich zwischen OT und dem Schließpunkt des Entlastungskanals ES wird nun über den großen Öffnungsquerschnitt des Ventils 16 Kraftstoff angesaugt. Der Druckausgleich im Pumpenarbeitsraum kann ferner auch über den Entlastungskanal 18, die Radialbohrung 19 und die Bohrung 27 erfolgen. Im Bereich zwischen EO und ES ist gewährleistet, daß der Druck im Arbeitsraum 4 ausgeglichen ist und der Arbeitsraum 4 ständig gefüllt und gespült ist. Ab ES beginnt der wirksame Saughub des Pumpenkolbens. Bis zum Schließen des Magnetventils bei MS wird Kraftstoff angesaugt. Die wirksame Saughublänge et2 wird somit einerseits durch die geometrische Gestaltung der Kraftstoffeinspritzpumpe bzw. durch die Lage der die Ringnut 26 begrenzenden Steuerkante bestimmt und andererseits durch die Schaltzeit des Magnetventils. In Fig. 2a sind die Schaltzeiten des Magnetventils aufgezeichnet, wobei a, die gesamte Öffnungszeit des Magnetventils ist und U2 die für die Zumessung wirksame Zeit bezeichnet.When the point EO of the elevation curve is reached, the radial bore 19 is brought into connection with the annular groove 26, so that the pressure chamber 4 is relieved of pressure in the suction chamber 9. The remaining amount of fuel displaced by the pump piston flows out there. This takes place in the area between the opening of the relief channel (EO) and top dead center (OT). The solenoid valve 16 is opened at the latest when the point OT is reached. The opening can take place earlier since the fuel inlet channel 8 is closed by the check valve 17 during the pressure stroke. In the area between TDC and the closing point of the relief channel ES, fuel is now drawn in via the large opening cross section of the valve 16. The pressure equalization in the pump work space can also take place via the relief channel 18, the radial bore 19 and the bore 27. In the area between EO and ES it is ensured that the pressure in the work area 4 is balanced and the work area 4 is constantly filled and flushed. The effective suction stroke of the pump piston begins from ES. Fuel is drawn in until the solenoid valve on MS closes. The effective suction stroke length et2 is thus determined on the one hand by the geometric design of the fuel injection pump or by the position of the control edge delimiting the annular groove 26 and on the other hand by the switching time of the solenoid valve. The switching times of the solenoid valve are recorded in FIG. 2a, where a is the total opening time of the solenoid valve and U2 denotes the time effective for the metering.

Da das Magnetventil bereits wesentlich früher geöffnet werden kann als der eigentliche wirksame Saughub beginnt und da weiterhin zwischen dem wirksamen Förderhub und dem wirksamen Saughub des Pumpenkolbens eine Spülphase liegt (EO-ES) braucht beim Öffnen des Magnetventils der Spritzzeitpunkt innerhalb des möglichen Spritzzeitpunktverstellbereichs nicht weiter beachtet werden. Die Kraftstoffzumeßsteuerung beeinflußt oder behindert die Spritzzeitpunktverstellmöglichkeiten nicht. Durch den flachen Nockenverlauf während des Saughubes ergibt sich weiterhin der Vorteil, daß der Pumpenkolben auch bei hoher Drehzahl ständig dem Nocken folgen kann, ohne daß ein Abspringen des Pumpenkolbens innerhalb der wirksamen Saughublänge und damit eine Beeinflussung der angesaugten Kraftstoffmenge auftritt.Since the solenoid valve can be opened much earlier than the actual effective suction stroke begins and since there is still a rinsing phase between the effective delivery stroke and the effective suction stroke of the pump piston (EO-ES), when the solenoid valve is opened, the spraying time within the possible spray timing adjustment range does not need to be taken into account will. The fuel metering control does not influence or hinder the spray timing adjustment options. Due to the flat cam profile during the suction stroke, there is also the advantage that the pump piston can constantly follow the cam even at high speed without the pump piston jumping off within the effective suction stroke length and thus influencing the amount of fuel drawn in.

Vorteilhaft wird die Nockensteigung über die mögliche Länge des wirksamen Saughubs linear ausgebildet, was sich bei Korrektureingriffen als besonders vorteilhaft auswirkt. Grundsätzlich ist jedoch die Art der Zumessung nicht von der Linearität der Erhebungskurve abhängig, erleichtert aber eine genaue Zumessung. Durch Festlegung der wirksamen Saughublänge erhält man hier eine sehr gute Zumeßgenauigkeit der zuzumessenden Kraftstoffmenge. Im einfachsten Fall kann die wirksame Saughublänge für die Zumessung direkt gesteuert werden, ohne daß eine Rückmeldung der tatsächlich eingespritzten Kraftstoffmenge erforderlich wäre. Sehr gute Steuerergebnisse erhält man, wenn mittels des Steuergerätes die Ist-Kraftstoffeinspritzmenge in an sich bekannter Weise erfaßt wird und in einer Vergleichseinrichtung des Steuergerätes mit einem dort gebildeten Soll-Kraftstoffmengensignal verglichen wird. Die Ist-Kraftstoffmenge kann dabei, wie eingangs erwähnt, durch einen Nadelhubgeber oder durch ein entsprechend ausgewertetes Drucksignal des Druckgebers 38 ermittelt werden. Die Soll-Kraftstoffmenge wird aus den eingangs genannten Parametern mit der Last als Führungsgröße gebildet. Entsprechend dem Vergleichsergebnis wird dann die Ist-Öffnungszeit des Magnetventils bei vom Sollwert abweichender Kraftstoff-Ist-Menge korrigiert. Das Grund-Öffnungsdauersignal des Ventils 16 wird entsprechend dem Soll-Kraftstoffmengensignal gebildet.The cam pitch is advantageously linear over the possible length of the effective suction stroke, which has a particularly advantageous effect in the case of correction interventions. In principle, however, the type of metering is not dependent on the linearity of the survey curve, but it does facilitate accurate metering. By determining the effective suction stroke length, you get a very good metering accuracy of the amount of fuel to be metered. In the simplest case, the effective suction stroke length for the metering can be controlled directly without feedback of the amount of fuel actually injected being necessary. Very good control results are obtained if the actual fuel injection quantity is detected in a manner known per se by means of the control unit and compared in a comparison device of the control unit with a target fuel quantity signal formed there. As mentioned at the beginning, the actual fuel quantity can be determined by a needle stroke transmitter or by a correspondingly evaluated pressure signal from the pressure transmitter 38. The target fuel quantity is formed from the parameters mentioned at the beginning with the load as a reference variable. The actual opening time of the solenoid valve is then corrected in accordance with the comparison result when the actual fuel quantity deviates from the target value. The basic opening duration signal of the valve 16 is formed in accordance with the target fuel quantity signal.

Zur genauen Erfassung des Erhebungspunktes, bei dem der Entlastungskanal 19 wieder geschlossen wird (ES), wird in vorteilhafter Weise wie in Fig. 3 dargestellt ein Geber 40 vorgesehen. Im übrigen entspricht die Kraftstoffeinspritzeinrichtung gemäß Fig. 3 der von Fig. 1. In Fig. 4 ist ein solcher Geber größer herausgezeichnet. Die Bohrung 2T bei dieser Weiterbildung der Kraftstoffeinspritzeinrichtung führt ebenfalls von der Ringnut 26 ab und über den Geber 40 unter völliger Druckentlastung zur Saugseite der Kraftstofförderpumpe 11 bzw. zum Kraftstoffvorratsbehälter 12. Der Geber 40 befindet sich somit in einem druckentlasteten Raum 41. Der Austritt der Bohrung 27' in den druckentlasteten Raum 41 wird durch ein Ventilschließteil 43 kontrolliert, das auf einer Blattfeder 45 befestigt ist. Diese ist am anderen Ende über ein Isolierstück 46 am Pumpengehäuse, das gleichzeitig die Masseverbindung darstellt, angebracht. Von der Blattfeder, die in anderer Ausführungsform auch eine Membran oder Spinne in geeigneter Ausgestaltung sein kann, führt eine elektrische Leitung 42 zum Steuergerät 36. Weiterhin ist koaxial zur Achse der Bohrung 27' in dem Ventilschließteil eine Drosselbohrung 48 vorgesehen, über die die Bohrung 27' auch bei in Schließstellung befindlichem VentilschlieBglied 43 ständig mit dem Raum 41 verbunden ist. An dieser Drosselbohrung kann sich in der Bohrung 27' solange ein Druck aufbauen, solange Kraftstoff aus dem Pumpenarbeitsraum 4 über die Sackbohrung 18 nachfließt. Dies ist der Fall, solange die Radialbohrung 19 in Verbindung mit der Ringnut 26 ist und solange das Magnetventil 16 geöffnet ist. Für den Bereich des Saughubs B zwischen OT und ES ist diese Bedingung gegeben. Unter dem sich dabei einstellenden Druck hebt das Ventilschließteil 43 von seinem Sitz an der Bohrung 27' ab und unterbricht somit den Stromkreis zur Masse. Sobald jedoch die Verbindung zwischen Radialbohrung 19 und der Bohrung 27' im Laufe des Saughubs des Pumpenkolbens wieder unterbrochen wird, kehrt der Ventilschließteil 43 auf seinen Sitz zurück und schließt den Stromkreis. Dies ist das Signal dafür, daß der wirksame Saughub begonnen hat. Entsprechend wird das Signal in dem Steuergerät 36 verarbeitet, was vorteilhaft mit Hilfe einer Integriereinrichtung erfolgen kann.A transmitter 40 is advantageously provided, as shown in FIG. 3, for the precise detection of the collection point at which the relief channel 19 is closed again (ES). 3 corresponds to that of FIG. 1. Such an encoder is shown larger in FIG. 4. The bore 2T in this refinement of the fuel injection device also leads from the annular groove 26 and via the transmitter 40 with complete pressure relief to the suction side of the fuel delivery pump 11 or to the fuel reservoir 12. The transmitter 40 is thus in a pressure-relieved space 41. The bore exits 27 'in the pressure-relieved space 41 is controlled by a valve closing part 43 which is fastened on a leaf spring 45. This is attached at the other end via an insulating piece 46 on the pump housing, which also represents the ground connection. An electrical line 42 leads from the leaf spring, which in another embodiment can also be a membrane or spider in a suitable configuration, to the control device 36. Furthermore, a throttle bore 48 is provided coaxially with the axis of the bore 27 ′ in the valve closing part, via which the bore 27 'is constantly connected to the space 41 even when the valve closing member 43 is in the closed position. At this Throttle bore can build up pressure in the bore 27 'as long as fuel continues to flow from the pump work chamber 4 via the blind bore 18. This is the case as long as the radial bore 19 is in connection with the annular groove 26 and as long as the solenoid valve 16 is open. This condition applies to the area of the suction stroke B between OT and ES. Under the resulting pressure, the valve closing part 43 lifts off its seat on the bore 27 'and thus interrupts the circuit to ground. However, as soon as the connection between the radial bore 19 and the bore 27 'is interrupted again in the course of the suction stroke of the pump piston, the valve closing part 43 returns to its seat and closes the circuit. This is the signal that the effective suction stroke has started. Accordingly, the signal is processed in control unit 36, which can advantageously be done with the aid of an integrating device.

Mit dem Schließsignal des Gebers 14 wird die Integriereinrichtung gesetzt und sobald der Ausgangswert der Integriereinrichtung dem vom Steuergerät 36 gegebenen Sollwert für die Kraftstoffmenge erreicht hat, wird von einer Vergleichseinrichtung beider Werte ein Schaltsignal an das Magnetventil zum Schließen des Kraftstoffeinlaßkanals abgegeben. Damit die Schaltzeit des Ventils 16 rein hublängenbezogen wird, muß bei der Integration die Laufzeit des Integrators durch eine drehzahlangepaßte Integrationszeitkonstante korrigiert werden. Dies kann mit bekannten Verfahren gemacht werden, indem einerseits die Auslegung des Integrators selbst in analoger Weise drehzahlabhängig gemacht wird oder indem der Integrator in konstanten Integrationsschritten mit drehzahlabhängiger Frequenz integriert.With the closing signal of the transmitter 14, the integrating device is set and as soon as the output value of the integrating device has reached the setpoint value for the fuel quantity given by the control device 36, a switching signal from a comparison device of the two values is sent to the solenoid valve for closing the fuel inlet channel. In order for the switching time of the valve 16 to be purely related to the stroke length, the integration runtime must be corrected by an integration time constant adapted to the speed. This can be done with known methods, on the one hand by making the design of the integrator itself speed-dependent in an analogous manner or by integrating the integrator in constant integration steps with speed-dependent frequency.

In anderer Ausgestaltung kann auch aus einem OT-Signal, das mit Hilfe des Gebers 39 erzielt wird und dem Schließsignal, das vom Geber 40 abgegeben wird, ein Korrektursignal erzeugt werden, das die Öffnungsphase des drehzahlsynchron geschalteten Ventils korrigiert.In another embodiment, a correction signal can be generated from an TDC signal, which is achieved with the aid of the transmitter 39, and the closing signal, which is output by the transmitter 40, which corrects the opening phase of the valve, which is switched in synchronism with the speed.

Die Ausgestaltung des Gebers 40 gemäß Fig. 3 und 4 läßt ferner die Bildung eines Öffnungssignal für das Öffnen der Bohrung 27' zu. Mit diesem Öffnungssignal könnte beispielsweise ein Öffnungssignal für das Ventil 16 gebildet werden. In Fig. 5 ist eine alternative Ausgestaltung des Gebers für das Öffnen bzw. das Schließen der Bohrung 2T dargestellt. Die bei Fig. 4 im Schließteil 43 vorgesehene Drosselbohrung 48 ist bei dieser Ausgestaltung in einem Abzweigkanal 49', der zum druckentlasteten Raum 41 führt, als Drossel 50 vorgesehen. Bei der Ausgestaltung nach Fig. 6 ist eine Drossel 51 am Austritt der Bohrung 27' in den druckentlasteten Raum 41 vorgesehen und stromaufwärts dieser Drossel 51 in der Wand der Bohrung 27' ein Druckgeber 52 angeordnet. Das von diesem abgegebene Drucksignal wird vorzugsweise über einen Schwellwertschalter in das Schließsignal bzw. das Öffnungssignal umgewandelt.The configuration of the transmitter 40 according to FIGS. 3 and 4 also allows the formation of an opening signal for opening the bore 27 '. With this opening signal, for example, an opening signal for the valve 16 could be formed. 5 shows an alternative embodiment of the transmitter for opening or closing the bore 2T. The throttle bore 48 provided in FIG. 4 in the closing part 43 is provided in this embodiment as a throttle 50 in a branch duct 49 ′, which leads to the pressure-relieved space 41. 6, a throttle 51 is provided at the outlet of the bore 27 'in the pressure-relieved space 41 and upstream of this throttle 51 in the wall of the bore 27' a pressure sensor 52 is arranged. The pressure signal emitted by this is preferably converted into the closing signal or the opening signal via a threshold switch.

Statt der obenbeschriebenen drehzahlkompensierten Integration ist es ferner möglich, dem Pumpenkolben einen Hubgeber 54 zuzuordnen, der in Fig. 7 dargestellt ist. Dazu ist mit dem Pumpenkolben 3 ein Impulserzeuger 55 parallel zur Pumpenkolbenachse vorgesehen, dem ein Aufnehmer, z. B. ein Induktivaufnehmer 56 zugeordnet ist. Der Impulserzeuger kann z. B. aus magnetisierten hintereinanderliegenden Teilen bestehen oder als Zahnleiste ausgebildet sein. Solche Impulsgeber sind in Prinzip bekannt und brauchen hier nicht näher beschrieben werden. Die vom Geber 56 abgegebenen Signale werden dann in einem Integrator aufintegriert, wobei die Drehzahl bzw. die Hubgeschwindigkeit des Pumpenkolbens nicht mehr berücksichtigt werden braucht.Instead of the speed-compensated integration described above, it is also possible to assign a stroke sensor 54 to the pump piston, which is shown in FIG. 7. For this purpose, a pulse generator 55 is provided with the pump piston 3 parallel to the pump piston axis, which a transducer, for. B. an inductive pickup 56 is assigned. The pulse generator can e.g. B. consist of magnetized parts lying one behind the other or be designed as a toothed rack. Such pulse generators are known in principle and need not be described in more detail here. The signals emitted by the transmitter 56 are then integrated in an integrator, the speed or the lifting speed of the pump piston no longer having to be taken into account.

Das bei den vorstehend beschriebenen Ausbildungen der Kraftstoffeinspritzeinrichtung und deren Weiterbildungen verwandte Prinzip läßt sich gleichfalls auch auf eine Kraftstoffeinzpritzpumpe anwenden, die in der Art Reihenpumpe aufgebaut ist. Fig. 8 zeigt dazu einen Pumpenkolben 60 als einen der Pumpenkolben der Reihenpumpe. Dieser Pumpenkolben ist in einem Zylinder 61 zum Zwecke des Ansaugens und der Kraftstofförderung auf- und abbewegbar und kann gleichzeitig auch gedreht werden. Er schließt in den Pumpenzylinder einen Pumpenarbeitsraum 62 ein, von dem aus eine Kraftstoffeinspritzdüse mit Kraftstoff versorgt wird. In den Arbeitsraum 62 mündet ferner ein Kraftstoffeinlaßkanal 8', der wie bei Fig. 1 ein Rückschlagventil 17* und ein elektrisch betätigbares Zumeßventil 16 enthält. Zur Erzielung einer Spülphase in der Art wie zuvor beschrieben, weist der Pumpenkolben eine schräge Steuerkante 63 auf, die eine Teilringnut 64 in der Mantelfläche des Pumpenkolbens begrenzt. Die Teilringnut ist über eine Längsnut 65 oder über eine entsprechende Bohrung mit dem Pumpenarbeitsraum 62 verbunden. Die schräge Steuerkante arbeitet mit einem Entlastungskanal 27" zusammen, durch den während eines Resthubs des Pumpenkolbens 60 der verdrängte Kraftstoff aus dem Arbeitsraum 62 abfließen kann. Je nach Drehlage des Pumpenkolbens, eingestellt durch z. B. durch eine Zahnstange 70, wird der Entlastungskanal 27' früher oder später aufgesteuert bzw. wieder verschlossen. Durch die Drehstellung des Kolbens kann somit eine Spritzverstellung, d. h. ein variables Förderende erzielt werden. Zur Erfassung des Beginns des wirksamen Saughubs kann hier in relativ einfacher Weise ein die Drehstellung des Pumpenkolbens 60 z. B. an der Zahnstange 70 erfassender Geber 71 verwendet werden, dessen Korrektursignal durch ein entsprechendes Steuergerät bei der Bildung des Öffnungsimpulses des elektrisch betätigbaren Ventils berücksichtigt wird.The principle used in the above-described designs of the fuel injection device and their developments can also be applied to a fuel injection pump which is constructed in the manner of a series pump. 8 shows a pump piston 60 as one of the pump pistons of the in-line pump. This pump piston can be moved up and down in a cylinder 61 for the purpose of suction and fuel delivery and can also be rotated at the same time. It encloses a pump working chamber 62 in the pump cylinder, from which a fuel injection nozzle is supplied with fuel. A fuel inlet duct 8 ′ also opens into the working chamber 62 and, as in FIG. 1, contains a check valve 17 * and an electrically actuated metering valve 16. To achieve a flushing phase of the type described above, the pump piston has an oblique control edge 63 which delimits a partial annular groove 64 in the outer surface of the pump piston. The partial ring groove is connected to the pump work chamber 62 via a longitudinal groove 65 or via a corresponding bore. The oblique control edge works together with a relief channel 27 ″, through which the displaced fuel can flow out of the working space 62 during a remaining stroke of the pump piston 60. Depending on the rotational position of the pump piston, set by a rack 70, for example, the relief channel 27 becomes Sooner or later opened or closed again, the rotary position of the piston can thus achieve an injection adjustment, ie a variable delivery end. on the rack 70 detecting encoder 71 are used, the correction signal is taken into account by a corresponding control device when forming the opening pulse of the electrically actuated valve.

Wie Fig. 9 zeigt, ist es möglich, über ein elektrisch betätigbares Zumeßventil auch mehrere Pumpenkolben mit Kraftstoff zu versorgen. Jedem einzelnen Pumpenkolben wird dabei vorteilhafterweise ein Rückschlagventil 67, 68 zugeordnet. Bedingung für eine derartige Ausgestaltung ist, daß die Nockenabstiegsflanke, d. h. der Hubverlauf des Pumpenkolbens während des wirksamen Saughubs bei beiden Kolben gleich ist.As FIG. 9 shows, it is also possible to supply a plurality of pump pistons with fuel via an electrically actuated metering valve. A check valve 67, 68 is advantageously supplied to each individual pump piston arranges. The condition for such an embodiment is that the cam descent flank, ie the stroke profile of the pump piston, is the same for both pistons during the effective suction stroke.

Claims (21)

1. Fuel-injection system with at least one working space (4) which is enclosed in a cylinder (2) by a pump piston (3) and can be connected to the fuel-injection point (24) via at least one feed line (22), and which, during the suction stroke, is connected to a fuel-inlet channel (8) which has a fuel-quantity metering device (16) electrically operable by a control unit (36) and which leads to a fuel-supply source (9), characterised in that there leads off from the pump working space (4, 62) a relief channel (18, 19, 27 ; 65, 64, 27"), the passage cross-section of which is opened by means of a control edge (63) formed in the pump piston (3), as from an adjustable position of the pump piston, during the delivery stroke of the pump piston and is closed, as from an adjustable position of the pump piston, during the subsequent suction stroke of the pump piston, and in that the fuel-quantity metering device (16) is designed as an electrically actuable valve which, depending on its activation, is brought into an open position or a closed position and which is switched by means of the control unit (36), in such a way that it is already open before the relief channel is closed and during the suction stroke of the pump piston (2), is closed earlier or later, depending on the size of the quantity of fuel to be injected, after the closure of the relief channel.
2. Fuel-injection system according to Claim 1, characterised in that the pump piston (2, 60) is actuated periodically by a curved track (5) which is designed so that the change in stroke of the pump piston per unit of movement of the curved track is substantially less during the suction strocke of the pump piston than during the delivery stroke of the pump piston.
3. Fuel-injection system according to Claim 2, characterised in that the curved track is designed so that the change in stroke of the pump piston per unit of movement (angle of rotation) of the curved track is constant over the range of the effective suction stroke of the pump piston.
4. Fuel-injection system according to Claims 1 to 3, characterised in that the control unit (36) contains a comparitor device which, to form a comparison, is connected on the one hand to a transmitter (24, 38) for the actual fuel-injection rate and on the other hand to a desired-value transmitter device for an instantaneous desired value given according to operating parameters for the fuel-injection rates, and which, to make a correction, is connected by means of the result output to a device connected at its output to the valve and intended for generating signals formed according to the desired value and controlling the opening period.
5. Fuel-injection system according to Claim 4, characterised in that the control unit is connected to a closing-signal transmitter (40) which transmits a signal detecting the closure of the relief channel and the start of the effective fuel metering phase during the suction stroke of the pump piston, and which is connected to a control-unit device serving to control the position of the opening phase of the valve (16).
6. Fuel-injection system according to Claim 4, characterised in that a pressure transmitter (38) detecting the feed phase is provided as an actual fuel-injection rate transmitter.
7. Fuel-injection system according to Claim 4, characterised in that a transmitter detecting the needle stroke of the injection nozzle (24) is provided as an actual fuel-rate transmitter.
8. Fuel-injection system according to Claims 1 to 3, characterised in that the control unit (36) is connected to a closing-signal transmitter (40) which transmits a signal denoting the closure of the relief channel or the start of the effective suction-stroke length, and which is connected to the device for generating the signals determining the effective suction-stroke length and controlling the opening period of the valve.
9. Fuel-injection system according to Claim 8, characterised in that the closing-signal transmitter for the recurrent formation of actual values of the fuel-metering rate is connected to the setting device of an integrator, the output of which is connected to a comparator device which is contained in the control unit and which, on the other hand, is connected to a desired-value transmitter device for an instantaneous desired value given according to operating parameters for the fuel-injection rate, and which in turn is connected to a device connected at its output to the valve and intended for controlling the opening period of the valve.
10. Fuel-injection system according to Claim 9, characterised in that the integrator is connected to a device for changing the integration constants as a function of the engine speed.
11. Fuel-injection system according to Claim 10, characterised in that the device for changing the integration constants is a clock generator for speed-dependent timing with a constant cycle time.
12. Fuel-injection system according to Claims 1 to 3, characterised in that, to form the signals controlling the opening period of the valve, the control unit is connected to a stroke-length transmitter (54).
13. Fuel-injection system according to Claim 12, characterised in that the stroke-length transmitter generates pulses equidistant along the stroke of the pump piston and is connected to an integrator, of which the setting device, for the recurrent formation of actual values of the fuel-metering rate from the addition of the equidistant pulses, is connected to a closing-signal transmitter for generating a signal during the closure of the relief channel, and the output of which is connected to a control-unit comparator device which, on the other hand, is connected to a desired-value transmitter device for an instantaneous desired value given according to operating parameters for the fuel-injection rate and which, in turn, is connected at its output to a control-unit device connected to the valve and intended for controlling the opening period of the valve.
14. Fuel-injection system according to one of Claims 5 to 13, characterised in that a throttle (48, 50, 51) is arranged, downstream of the control edge (26), in the relief channel (27") leading to a space (41) under low pressure, and there is a pressure transmitter (45, 43 ; 52) which is exposed to the pressure in the relief line (2T) upstream of the throttle point, and in that a signal representing the opening state and the closing state of the relief channel can be formed from the output signal of the pressure transmitter.
15. Fuel-injection system according to Claim 14, characterised in that the pressure transmitter consists of a spring (45) which is electrically insulated relative to its fastening point and has a closing part (43) which is designed as a means of closing the relief line (2T) and which is pressed against the outflow orifice of the relief line as a result of the prestress of the spring.
16. Fuel-injection system according to Claim 15, characterised in that the throttle is arranged, in the form of a passage bore (48) through the closing part (43), in the region of overlap of the closing part (43) with the outflow orifice of the relief line (27').
17. Fuel-injection system according to one of the preceding claims, characterised in that a device for adjusting the rotary position of the pump piston relative to the pump-piston drive is provided for injection-timing adjustment.
18. Fuel-injection system according to one of the preceding Claims 1 to 17, characterised in that the control edge (63) extends obliquely, and the control edge is transversely displaceable for injection-timing adjustment.
19. Fuel-injection system according to Claim 18, characterised in that to a regulating device (70) for the rotary position of the control edge is connected a position transmitter (71), by means of which a signal for detecting the effective start of the suction stroke can be derived.
20. Fuel-injection system according to one of the preceding claims, characterised in that a non- return valve, which opens in the direction of the working space, is arranged between the electrically actuable valve (16) in the fuel-inlet channel (8) and the working space of the fuel-injection pump.
21. Fuel-injection system according to Claim 20, characterised in that the valve-closing member of the electrically actuable valve, when the valve is dead, is retained in the closed position by means of the feed pressure in the working space of the fuel-injection pump.
EP82104851A 1981-06-12 1982-06-03 Fuel injection apparatus for internal-combustion engines Expired EP0067369B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19813123325 DE3123325A1 (en) 1981-06-12 1981-06-12 FUEL INJECTION DEVICE FOR INTERNAL COMBUSTION ENGINES
DE3123325 1981-06-12

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EP0067369A2 EP0067369A2 (en) 1982-12-22
EP0067369A3 EP0067369A3 (en) 1984-01-11
EP0067369B1 true EP0067369B1 (en) 1986-09-10

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ID=6134541

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EP82104851A Expired EP0067369B1 (en) 1981-06-12 1982-06-03 Fuel injection apparatus for internal-combustion engines

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US (1) US4655184A (en)
EP (1) EP0067369B1 (en)
JP (1) JPS57212361A (en)
DE (2) DE3123325A1 (en)

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Also Published As

Publication number Publication date
DE3273144D1 (en) 1986-10-16
EP0067369A3 (en) 1984-01-11
JPS57212361A (en) 1982-12-27
US4655184A (en) 1987-04-07
JPH0263105B2 (en) 1990-12-27
DE3123325A1 (en) 1982-12-30
EP0067369A2 (en) 1982-12-22

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