EP0069912B1 - Kraftstoffversorgungseinrichtung für Brennkraftmaschinen - Google Patents

Kraftstoffversorgungseinrichtung für Brennkraftmaschinen Download PDF

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Publication number
EP0069912B1
EP0069912B1 EP82105740A EP82105740A EP0069912B1 EP 0069912 B1 EP0069912 B1 EP 0069912B1 EP 82105740 A EP82105740 A EP 82105740A EP 82105740 A EP82105740 A EP 82105740A EP 0069912 B1 EP0069912 B1 EP 0069912B1
Authority
EP
European Patent Office
Prior art keywords
fuel supply
fuel
pressure
suction
injection pump
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
EP82105740A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0069912A1 (de
Inventor
Max Dr. Dr.-Ing. Straubel
Gerhard Dipl.-Ing. Stumpp
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0069912A1 publication Critical patent/EP0069912A1/de
Application granted granted Critical
Publication of EP0069912B1 publication Critical patent/EP0069912B1/de
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/007—Venting means
    • 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means

Definitions

  • the invention is based on a fuel supply device for internal combustion engines according to the preamble of the main claim. Such is known from DE-OS2944165.
  • the fuel quantity to be injected is fed to the fuel injection pump via a fuel supply line, which contains a differential pressure valve as a measuring device for the inflowing fuel quantity. With this, a constant pressure drop is maintained at an air flow-controlled metering throttle.
  • a fuel flow of changed size is fed from the fuel supply line upstream of the metering throttle to a hydraulic servomotor which, by means of variable throttling of the intake pipe and / or the exhaust gas recirculation line, changes the fresh air component compared to the exhaust gas component of the intake mixture supplied to the internal combustion engine .
  • a pressure relief valve which connects the fuel supply line with a relief line downstream of the measuring device, is used in overrun mode, in which the working space of the hydraulic servomotor would become depressurized, by means of a simulated small fuel injection quantity to a signal pressure which is immediately below the response pressure of the Servomotor is to bring.
  • the measured injection quantity flows through the relief line without actually reaching the injection.
  • overrun mode there is a system pressure in the fuel supply line which is reduced by the opening pressure of the pressure relief valve and which is kept essentially constant in the case of the object of the known device. In all other operating areas, the pressure in the fuel supply line is lower than the opening pressure of the pressure relief valve, so that this is only effective in overrun mode.
  • the known device has the disadvantage that it does not allow the suction chamber of the fuel injection pump to be rinsed in such a way that a fuel overflow quantity is led to the fuel reservoir in the entire operating range with the exception of overrun operation.
  • Such fuel supply devices must be equipped with a fuel cooler, which is preferably controlled by temperature sensors. The arrangement of such a cooler with the associated lines is structurally as well as costly and also increases the space required for the fuel injection pump.
  • the fuel supply device with the characterizing features of the main claim has the advantage that the fuel temperature can be kept at a substantially constant value in a particularly simple manner, the arrangement of a cooler with the associated lines can be saved. This results in an effective cooling of the pump, in particular in the critical area, that is to say at high speed, with the overflow quantity being returned directly to the fuel reservoir.
  • the fuel injection pump is thus always ventilated and cooled cleanly when it is operated as in the regularly occurring operating areas outside the exhaust gas test area.
  • the exhaust gas test area is defined with reference to the engine speed, the exhaust gas recirculation, as is known, often controlled in its extent within the exhaust gas test area, while at very high engine speeds that are outside the test area, shutdown of the exhaust gas recirculation is desirable.
  • a further advantage results from the fact that in the speed range above the highest speed occurring in the exhaust gas test area, the exhaust gas recirculation quantity is reduced as a result of the fuel flowing through the distributor injection pump only for purging, but not consumed by this, which is measured by the measuring device controlling the exhaust gas recirculation quantity and the fresh air quantity .
  • the internal combustion engine is less polluted; in the low speed range, the fuel temperature stabilizes.
  • the discharge line can also be fed directly back into the tank in push mode above the lower idling speed; can also be by spe Control pressure switches with an electrical output variable. Solenoid valves that control an overflow line and / or the relief line. Corresponding positions of the arbitrarily operated accelerator pedal as well as operating states of the starter and any thermal switch that may be provided at the start and in the cold running phase can also be included.
  • the fuel injection pump is designated by 1; it is supplied with fuel to supply an internal combustion engine (not shown) via a fuel supply line 14 which contains a filter 2 and a fuel delivery pump 3.
  • the fuel feed pump can also be a pre-feed pump or, if necessary, also be completely omitted if a fuel feed pump is integrated in the fuel injection pump itself.
  • the fuel injection pump can be a known series injection pump, the fuel to be delivered to the internal combustion engine being removed in a known manner from the suction space of the injection pump during the suction stroke of the injection pump pistons.
  • the amount of fuel that is not required during the injection stroke of the pump pistons, for example in the partial load range, is fed back into the suction space, the fuel in the suction space also being heated thereby in particular.
  • a fuel quantity meter 4 which is part of the mixture regulator, is usually connected between the filter 2 and the pump inlet; however, this need not be discussed further.
  • the mixture controller determines the composition of the Abgos and fresh tuft mixture from the fuel delivered or supplied by the fuel injection pump 1 and, depending on the fuel quantity, can open a throttle valve in the intake manifold and, at the same time, optionally also close the inlet opening of an exhaust gas recirculation line into the intake manifold.
  • FIG. 1a shows qualitatively the dependence of the pressure pp in the suction chamber of the fuel injection pump over the engine speed n, the area hatched up to the speed n 1 below the curve course I representing the exhaust gas test area or CVS test area.
  • the opening pressure of a mechanical relief valve 5 is indicated by Pö , which is arranged in the overflow of the injection pump and from which a relief line 6 is led to the fuel reservoir 7.
  • the relief valve 5 is preferably designed as a simple check valve and then comprises as a valve member a ball 5a, which is pressed by a spring 5b with a predetermined force onto a seat, wherein an overflow throttle 8 can also be arranged in the inlet to the ball pressure valve.
  • the opening pressure p ö of the relief valve thus formed - can also be a pressure regulator of any design - is in any case set such that it exceeds the suction chamber pressure pp developed at the highest speed n 1 in the exhaust gas test ; lies. If the internal combustion engine supplied with fuel by the fuel injection pump 1 is therefore operated at a speed, for example in the full load range, at which the opening pressure p ö is equal to or less than the pump suction chamber pressure then prevailing at this speed, the relief valve opens and there is a pressure in the critical area effective cooling of the injection pump, since this is now supplied with additional cool fuel from the fuel tank 7 used as a heat exchanger, namely in the amount as it returns to the fuel tank 7 via the relief valve.
  • the mixture controller in connection with the regulated exhaust gas recirculation, there is a mechanism that causes the mixture controller to reduce or completely prevent the exhaust gas recirculation quantity.
  • the fuel quantity meter 4. in the fuel supply line 6 now a larger amount of fuel than is actually consumed by the internal combustion engine, so that a larger proportion of fresh air is set by the mixture controller, while reducing or blocking the exhaust gas recirculation amount.
  • the relief valve 5 must be designed so that it is essentially tight in the exhaust gas test area, that is, below the speed n 1 of FIG. 1a, in order to avoid that an incorrect air-fuel ratio is possibly set.
  • the relief valve 5 ' is also from the suction chamber pressure pp ; controlled valve, but with two outputs 9a, 9b, the pressure being controlled in two stages.
  • the relief valve 5 'of Figure 2 has a valve member in the form of a spring-loaded piston 10; the bias spring is designed as a compression spring and designated 11. Depending on the pump suction chamber pressure already shown in the diagram in FIG.
  • the spring-loaded piston is controlled in a speed-dependent manner on its piston surface 10a by the suction chamber 1a of the fuel injection pump 1 'in such a way that at low speed and thus low suction chamber pressure control edges 12 of the piston 10 overflow 13 of the injection pump Switch over the overflow line 19 to the fuel supply line 14 downstream of the fuel flow meter, while at high speed the outlet 9b of the vent valve 5 'is blocked and the outlet 9a is released, which connects the overflow 13 via a relief line 15 to the fuel tank 7.
  • Check valves 16 can be arranged in both outlet lines of the relief valve 5 '.
  • the relief valve 5 ' is also designed and set in the embodiment of FIG.
  • the exhaust gas recirculation system can be controlled in the same way via the fuel quantity meter as already explained with reference to FIG. 1; here too the fuel quantity meter always measures the total quantity of fuel supplied to the pump, which also corresponds to the quantity supplied to the injection valves within the exhaust gas test range, while the overflow quantity (return flow quantity) is added outside the test range.
  • the mechanical relief valve is replaced by a solenoid valve 17, as a result of which peripheral peripheral conditions can still be detected.
  • the solenoid valve can only be designed as a switching solenoid valve and then works like the relief valve 5 of FIG. 1, the solenoid valve 17 being actuated via a pressure switch 18, which in turn is actuated by the suction chamber pressure. Above a predetermined suction chamber pressure, i.e. H. Above, for example, the speed limit that results from the exhaust gas test area, the solenoid valve 17 then switches the relief circuit directly into the fuel reservoir 7 with the return of the overflow quantity.
  • the solenoid valve is designed as a switching solenoid valve * i, so that below the speed threshold the overflow quantity downstream of the fuel quantity meter 4 is again fed to the pump inlet via the overflow line 19 until then above the speed threshold and with the activation of effective cooling, the circuit via the fuel tank 7 is made when the pressure switch 18 responds.
  • two pressure switches actuated by the suction chamber pressure can also be provided, the second pressure switch being designated by 20.
  • This can respond at a significantly lower speed threshold and open the overflow line to the fuel tank 7; In this case, however, it is connected in series with a switch 21 actuated by the accelerator pedal and then serves to additionally relieve the fuel tank 7 when the vehicle is pushing above the idling speed.
  • the solenoid valve 17 can be switched on electrically, it can, for example, also be switched on when the starter is actuated, possibly also by a thermal switch (not shown) at the start and in the cold running phase of the internal combustion engine, so that the operating state is switched to discharge via the fuel tank 7 even in these operating states can be.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP82105740A 1981-07-11 1982-06-29 Kraftstoffversorgungseinrichtung für Brennkraftmaschinen Expired EP0069912B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3127543 1981-07-11
DE19813127543 DE3127543A1 (de) 1981-07-11 1981-07-11 "kraftstoffversorgungseinrichtung fuer brennkraftmaschinen"

Publications (2)

Publication Number Publication Date
EP0069912A1 EP0069912A1 (de) 1983-01-19
EP0069912B1 true EP0069912B1 (de) 1985-01-09

Family

ID=6136747

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82105740A Expired EP0069912B1 (de) 1981-07-11 1982-06-29 Kraftstoffversorgungseinrichtung für Brennkraftmaschinen

Country Status (4)

Country Link
US (1) US4459964A (xx)
EP (1) EP0069912B1 (xx)
JP (1) JPS5818549A (xx)
DE (2) DE3127543A1 (xx)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3719831A1 (de) * 1987-06-13 1988-12-22 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
JPH0374569A (ja) * 1989-08-15 1991-03-29 Fuji Heavy Ind Ltd ガソリンエンジンの燃料噴射制御装置
US5269276A (en) * 1992-09-28 1993-12-14 Ford Motor Company Internal combustion engine fuel supply system
US5339787A (en) * 1993-02-26 1994-08-23 Westinghouse Electric Corporation Method and apparatus for distributing fuel in a diesel engine
JPH0749066A (ja) * 1993-08-05 1995-02-21 Nippondenso Co Ltd 内燃機関の燃料蒸気蒸散防止装置
JP3412347B2 (ja) * 1995-05-22 2003-06-03 三菱電機株式会社 排気ガス再循環制御弁
FR2774132B1 (fr) * 1998-01-27 2000-04-07 Semt Pielstick Dispositif pour eviter la cavitation dans les pompes a injection
DE10239777A1 (de) * 2002-08-29 2004-03-18 Robert Bosch Gmbh Einrichtung zur Entlüftung eines Förderaggregates
DE102004038824A1 (de) * 2004-08-04 2006-03-16 Hofer Powertrain Gmbh Vorrichtung mit mindestens einer Pumpe sowie Entlüftungsventil, vorzugsweise zur Verwendung in einer solchen Vorrichtung
JP2007285235A (ja) * 2006-04-18 2007-11-01 Honda Motor Co Ltd ディーゼルエンジンの燃料供給装置
DE102006037174A1 (de) * 2006-08-09 2008-02-14 Robert Bosch Gmbh Vorrichtung und Verfahren zur Regelung eines Kraftstoffvolumenstroms in einem Niederdruckkreislaufsystem für eine Verbrennungskraftmaschine
JP5778475B2 (ja) * 2011-05-13 2015-09-16 アズビル株式会社 室圧制御システム

Family Cites Families (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE673809C (de) * 1936-06-16 1939-07-14 Bosch Gmbh Robert Brennstoff-Foerderanlage fuer Einspritzbrennkraftmaschinen
US3817273A (en) * 1970-05-22 1974-06-18 C Erwin Fuel system for diesel engines
IT1010189B (it) * 1973-05-02 1977-01-10 Bosch Gmbh Robert Impianto di iniezione del carbu rante per motori endotermici ad autoaccensione
DE2441570A1 (de) * 1974-08-30 1976-03-18 Kraft Georgsdorf Vorrichtung zum entlueften von einspritzpumpen
DE2658052A1 (de) * 1976-12-22 1978-07-06 Bosch Gmbh Robert Einrichtung zur lastabhaengigen betaetigung eines stellorgans
US4286507A (en) * 1978-09-22 1981-09-01 Graaff Kommanditgesellschaft Shipping container construction
DE2841807A1 (de) * 1978-09-26 1980-04-03 Bosch Gmbh Robert Einrichtung zum regeln des mengenverhaeltnisses luft/kraftstoff bei brennkraftmaschinen
JPS5546010A (en) * 1978-09-26 1980-03-31 Diesel Kiki Co Ltd Temperature controller for fuel of pump in fuel injection apparatus
SU787711A1 (ru) * 1979-01-29 1980-12-15 Дизельный завод "Двигатель революции" Система прогрева топлива
US4231342A (en) * 1979-01-29 1980-11-04 General Motors Corporation Diesel fuel heat recovery system and control valve therefor
FR2456223A1 (fr) * 1979-05-08 1980-12-05 Elf France Dispositif ameliorant le fonctionnement des moteurs diesel a basse temperature
DE2927110A1 (de) * 1979-07-05 1981-01-08 Audi Nsu Auto Union Ag Kraftstoff-einspritzanlage
JPS5647617A (en) * 1979-09-27 1981-04-30 Nissan Motor Co Ltd Exhaust cleaner
DE2944165A1 (de) * 1979-11-02 1981-05-14 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum steuern der zusammensetzung des betriebsgemisches bei brennkraftmaschinen
JPS57137644A (en) * 1981-02-19 1982-08-25 Mazda Motor Corp Exhaust gas recirculation device for diesel engine
US4373496A (en) * 1981-04-01 1983-02-15 Robert Bosch Gmbh Apparatus for controlling an exhaust recirculation device in internal combustion engines

Also Published As

Publication number Publication date
US4459964A (en) 1984-07-17
JPH0435624B2 (xx) 1992-06-11
DE3127543A1 (de) 1983-01-20
DE3261842D1 (en) 1985-02-21
JPS5818549A (ja) 1983-02-03
EP0069912A1 (de) 1983-01-19

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