EP0067369B1 - Dispositif d'injection de carburant pour moteurs à combustion interne - Google Patents

Dispositif d'injection de carburant pour moteurs à combustion interne 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)
English (en)
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EP0067369A3 (en
EP0067369A2 (fr
Inventor
Konrad Dr. Eckert
Hermann Dr. Eisele
Helmut Laufer
Max Dr. Straubel
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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/fr
Publication of EP0067369A3 publication Critical patent/EP0067369A3/de
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Publication of EP0067369B1 publication Critical patent/EP0067369B1/fr
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)

Claims (21)

1. Dispositif d'injection de carburant pour moteurs à combustion interne, dispositif comportant au moins une chambre de travail (4) délimitée par un piston de pompe (3) dans un cylindre (2), cette chambre de travail étant susceptible d'être reliée par l'intermédiaire d'au moins une canalisation de refoulement (22) avec le point d'injection de carburant (24), et cette chambre étant reliée pendant la course d'aspiration avec un canal (8) d'admission de carburant aboutissant à une source d'alimentation en carburant (9) et comportant un dispositif de dosage de la quantité de carburant (16) susceptible d'être actionné électriquement à partir d'un appareil de commande (36), dispositif d'injection de carburant caractérisé en ce que, de la chambre de travail de la pompe (4, 62), part un canal de délestage (18, 29, 27 ; 65, 64, 27"), dont la section transversale de passage est ouverte pendant la course de refoulement du piston de la pompe, à partir d'une position réglable de ce piston, par une arête de commande (63) rapportée sur le piston (3) de la pompe, tandis que pendant la course d'aspiration suivante du piston de la pompe, cette section transversale est fermée à partir d'une position réglable du piston de la pompe, tandis que le dispositif de dosage de la quantité de carburant (16) revêt la forme d'une vanne susceptible d'être actionnée électriquement qui selon la commande, est amenée dans une position d'ouverture ou bien dans une position de fermeture et qui est commutée par l'appareil de commande (36) de façon qu'avant la fermeture du canal de délestage elle est déjà ouverte et que selon l'importance de la quantité de carburant à injecter, elle est fermée précocement ou tardivement après la fermeture du canal de délestage pendant la course d'aspiration du piston (2) de la pompe.
2. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que le piston de la pompe (2, 60) est actionné périodiquement par une piste de cames (5) qui est conformée de façon telle que la modification de la course du piston de pompe par unité de déplacement de la piste de cames pendant la course d'aspiration du piston de la pompe, est notablement plus réduite que pendant la course de refoulement du piston de la pompe.
3. Dispositif d'injection de carburant selon la revendication 2, caractérisé en ce que la piste de cames est conformée de façon telle que la modification de la course du piston de la pompe par unité de déplacement (angle de rotation) de la piste de came est constante dans la zone de la course utile d'aspiration du piston de la pompe.
4. Dispositif d'injection de carburant selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'appareil de commande (36) comprend un dispositif pour établir une comparaison, dispositif qui pour l'établissement de cette comparaison est relié, d'une part, avec un indicateur (24, 38) pour la quantité de carburant réelle à injecter, et d'autre part, à un dispositif d'indication de valeur de consigne pour une valeur de consigne momentanée de la quantité de carburant injectée donnée en fonction de paramètres de fonctionnement, et ce dispositif de comparaison étant relié pour effectuer une correction en fonction du résultat obtenu avec un dispositif relié côté sortie à la soupape pour former des signaux commandant la durée d'ouverture établis conformément à la valeur de consigne.
5. Dispositif d'injection de carburant selon la revendication 4, caractérisé en ce que l'appareil de commande est relié à un émetteur de signal de fermeture (40) qui délivre un signal captant la fermeture du canal de délestage et le début de la phase effective de dosage du carburant pendant la course d'aspiration du piston de la pompe et qui est relié à un dispositif de l'appareil de commande qui sert à commander la position de la phase d'ouverture de la soupape (16).
6. Dispositif d'injection de carburant selon la revendication 4, caractérisé en ce que, comme indicateur de quantité réelle d'injection de carburant, il est prévu un indicateur de pression (38) détectant la phase de refoulement.
7. Dispositif d'injection de carburant selon la revendication 4, caractérisé en ce que, comme indicateur de quantité réelle de carburant, il est prévu un indicateur détectant la course du pointeau de la buse d'injection (24).
8. Dispositif d'injection de carburant selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'appareil de commande (36) est relié à un indicateur de signal de fermeture (40) qui délivre un signal caractérisant la fermeture du canal de délestage ou bien le début de la longueur effective de la course d'aspiration, et cet indicateur étant relié au dispositif pour l'établissement des signaux déterminant la longueur effective de la course d'aspiration et commandant la durée d'ouverture de la vanne.
9. Dispositif d'injection de carburant selon la revendication 8, caractérisé en ce que l'indicateur de signaux de fermeture pour l'information répétitive de valeurs réelles de la quantité dosée de carburant, est relié au dispositif de positionnement d'un dispositif d'intégration, dont la sortie est reliée à un dispositif contenu dans l'appareil de commande pour l'établissement de comparaisons, ce dispositif étant d'autre part relié avec un dispositif indicateur de valeur de consigne pour une valeur de consigne momentanée de la quantité de carburant injectée donnée en fonction de paramètres de fonctionnement, et ce dispositif de comparaison étant à son tour relié à un dispositif relié à la vanne côté sortie pour commander la durée d'ouverture de cette vanne.
10. Dispositif d'injection de carburant selon la revendication 9, caractérisé en ce que l'intégrateur est relié à un dispositif pour modifier les constantes d'intégration en fonction de la vitesse de rotation.
11. Dispositif d'injection de carburant selon la revendication 10, caractérisé en ce que le dispositif pour modifier les constantes d'intégration est un générateur d'impulsions de synchronisation pour la synchronisation en fonction de la vitesse avec des durées d'impulsions constantes.
12. Dispositif d'injection de carburant selon l'une quelconque des revendications 1 à 3, caractérisé en ce que pour établir les signaux commandant la durée d'ouverture de la vanne, l'appareil de commande est relié à un indicateur de longueur de course (54).
13. Dispositif d'injection de carburant selon la revendication 12, caractérisé en ce que l'indicateur de longueur de course reçoit des impulsions équidistantes le long de la course du piston de la pompe et est relié à un dispositif d'intégration dont le dispositif de positionnement, pour l'établissement répétitif de valeurs réelles de la quantité dosée de carburant, à partir de l'addition d'impulsions équidistantes, est relié avec un indicateur de signal de fermeture destiné à obtenir un signal lors de la fermeture du canal de délestage, et la sortie de ce dispositif d'intégration est reliée avec un dispositif pour établir la comparaison de l'appareil de commande, dispositif qui, par ailleurs, est relié à un dispositif indicateur de valeur de consigne pour une valeur de consigne momentanée, donnée en fonction de paramètres de fonctionnement, de la quantité de carburant injectée, et ce dispositif de comparaison étant à nouveau relié côté sortie par un dispositif de l'appareil de commande relié à la vanne pour commander la durée d'ouverture de la vanne.
14. Dispositif d'injection de carburant selon une des revendications 5 à 13, caractérisé en ce que dans le canal de décharge (27") aboutissant à une chambre (41) avec une pression réduite, un étranglement (48, 50, 51) est disposé en aval de l'arête de commande (26), et il est prévu un indicateur de pression (45, 43 ; 52) qui est exposé à la pression dans la canalisation de délestage (27') en amont du point d'étranglément, tandis qu'à partir du signal de sortie de l'indicateur de pression, un signal pour l'état de commande à l'ouverture et pour l'état de fermeture du canal de délestage, est susceptible d'être établi.
15. Dispositif d'injection de carburant selon la revendication 14, caractérisé en ce que l'indicateur de pression est constitué par un ressort (45) qui est électriquement isolé par rapport à son emplacement de fixation et qui comporte une pièce de fermeture (43) jouant le rôle d'organe de fermeture de la canalisation de délestage (27') et qui est pressé par la précontrainte du ressort contre l'orifice de sortie de la canalisation de délestage.
16. Dispositif d'injection de carburant selon la revendication 15, caractérisé en ce que dans la zone de recouvrement de la pièce de fermeture (43) avec l'orifice de sortie de la canalisation de délestage (27') est disposé l'étranglement revêtant la forme d'un perçage traversant (48) à travers la pièce de fermeture (43).
17. Dispositif d'injection de carburant selon une des précédentes revendications, caractérisé en ce que pour le réglage de l'instant d'injection, il est prévu un dispositif pour régler la position de rotation du piston de la pompe par rapport à l'entraînement de ce piston de pompe.
18. Dispositif d'injection de carburant selon une des précédentes revendications 1 à 17, caractérisé en ce que l'arête de commande (63) s'étend obliquement et que cette arête de commande est susceptible d'être réglée transversalement pour le réglage de l'instant d'injection.
19. Dispositif d'injection de carburant selon la revendication 18, caractérisé en ce qu'avec un dispositif de réglage (70) pour la position de rotation de l'arête de commande, est relié un indicateur de position (71) par l'intermédiaire duquel un signal est susceptible d'être dérivé pour la détection du début effectif de la course d'aspiration.
20. Dispositif d'injection de carburant selon une des précédentes revendications, caractérisé en ce qu'une soupape de retenue est disposée entre la soupape (16) susceptible d'être actionnée électriquement dans le canal d'admission de carburant (8) et la chambre de travail de la pompe d'injection de carburant, cette soupape de retenue s'ouvrant en direction de la chambre de travail.
21. Dispositif d'injection de carburant selon la revendication 10, caractérisé en ce que l'organe de fermeture de la vanne susceptible d'être actionnée électriquement, est maintenu dans la position de fermeture lorsque la vanne est sans courant, par la pression de refoulement dans la chambre de travail de la pompe d'injection de carburant.
EP82104851A 1981-06-12 1982-06-03 Dispositif d'injection de carburant pour moteurs à combustion interne Expired EP0067369B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19813123325 DE3123325A1 (de) 1981-06-12 1981-06-12 Kraftstoffeinspritzeinrichtung fuer brennkraftmaschinen
DE3123325 1981-06-12

Publications (3)

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

Family

ID=6134541

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82104851A Expired EP0067369B1 (fr) 1981-06-12 1982-06-03 Dispositif d'injection de carburant pour moteurs à combustion interne

Country Status (4)

Country Link
US (1) US4655184A (fr)
EP (1) EP0067369B1 (fr)
JP (1) JPS57212361A (fr)
DE (2) DE3123325A1 (fr)

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DE4017868A1 (de) * 1990-06-02 1990-10-31 Siegfried Dipl Phys Stiller Mischkammer zur verduennung und haemolyse von blut

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DE3336871A1 (de) * 1983-10-11 1985-04-25 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer mehrzylindrige brennkraftmaschinen
DE3633107A1 (de) * 1986-04-10 1987-10-15 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung fuer brennkraftmaschinen
US4884549A (en) * 1986-04-21 1989-12-05 Stanadyne Automotive Corp. Method and apparatus for regulating fuel injection timing and quantity
DE3719831A1 (de) * 1987-06-13 1988-12-22 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE3722263C2 (de) * 1987-07-06 1995-05-04 Bosch Gmbh Robert Kraftstoffeinspritzanlage für Brennkraftmaschinen
DE4002612A1 (de) * 1990-01-30 1991-08-01 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
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EP0816672B1 (fr) * 1996-07-05 2003-04-09 Nippon Soken, Inc. Pompe haute pression
JP2001221118A (ja) * 2000-02-07 2001-08-17 Bosch Automotive Systems Corp 燃料噴射装置

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DE4017868A1 (de) * 1990-06-02 1990-10-31 Siegfried Dipl Phys Stiller Mischkammer zur verduennung und haemolyse von blut

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 (fr) 1990-12-27
DE3123325A1 (de) 1982-12-30
EP0067369A2 (fr) 1982-12-22

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