EP0116168B1 - Pompe d'injection de combustible - Google Patents

Pompe d'injection de combustible Download PDF

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Publication number
EP0116168B1
EP0116168B1 EP83113085A EP83113085A EP0116168B1 EP 0116168 B1 EP0116168 B1 EP 0116168B1 EP 83113085 A EP83113085 A EP 83113085A EP 83113085 A EP83113085 A EP 83113085A EP 0116168 B1 EP0116168 B1 EP 0116168B1
Authority
EP
European Patent Office
Prior art keywords
fuel injection
space
pressure
injection pump
pump according
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
EP83113085A
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German (de)
English (en)
Other versions
EP0116168A2 (fr
EP0116168A3 (en
Inventor
Helmut Laufer
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
Priority to AT83113085T priority Critical patent/ATE27638T1/de
Publication of EP0116168A2 publication Critical patent/EP0116168A2/fr
Publication of EP0116168A3 publication Critical patent/EP0116168A3/de
Application granted granted Critical
Publication of EP0116168B1 publication Critical patent/EP0116168B1/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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/06—Pumps peculiar thereto
    • 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
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/22—Varying quantity or timing by adjusting cylinder-head space

Definitions

  • the invention is based on a fuel injection pump according to the preamble of the main claim.
  • a fuel injection pump of this type known from DE-B 1 576617
  • an evasive piston is provided which delimits a fuel removal space which is connected to the pump work space via a throttle.
  • the evasive piston is reset by a compression spring which is supported on a piston-like spring plate. Coaxial with the compression spring, a stop pin protrudes from the spring plate, which blocks the deflecting piston after a certain compression of the return spring.
  • the piston-like spring plate is pressed by the compression spring in a cylinder bore against a stop and is loaded with speed-dependent pressure from the opposite side by pressure medium.
  • Such devices serve to make the combustion process softer and, in particular in the case of self-igniting internal combustion engines with fuel injection directly into the combustion chamber, to prevent that too much fuel has accumulated in the combustion chamber until the ignition delay has elapsed from the start of the first injection, which then burns suddenly. This combustion leads to a steep increase in pressure and thus to considerable noise during combustion.
  • injection nozzles are also known with which a pre-injection can be implemented.
  • such nozzles mean a considerable effort compared to an arrangement of the type mentioned.
  • This process occurs in partial or full load operation and has the sense that an initially increasing pressure gradient, caused by a corresponding configuration of the drive cam for the pump piston, is switched off in the partial or full load range of the internal combustion engine by injection technology, and in particular for higher load conditions, the high delivery rate of the pump piston on a correspondingly shaped, steeper, subsequent part of the drive cam is used.
  • the idle piston is completely blocked when the valve is idling, so that the piston delivers in this area from the geometric start of spraying.
  • the evasive piston or its return spring are dimensioned such that the piston begins its evasive movement before the pressure valve provided in the injection lines opens towards the injection valve.
  • the device of the type mentioned at the outset is again relatively complex with regard to the configuration in which a pre-injection is to be achieved which is separate from the main injection and the effectiveness of which depends largely on the speed.
  • the throttle connection between the extraction space and the pump work space becomes more noticeable, as do all the other controlled connections.
  • the achievable pilot injection changes greatly with the dynamic operating conditions.
  • the fuel injection according to the invention Pump has the advantage that it is effective over the entire operating range of the fuel injection pump or the associated internal combustion engine with a subdivision of the injection quantities.
  • the dynamic influences such as, for example, the inertia behavior of the evasive piston or the speed-dependent throttling effects of the line connection, can advantageously be compensated for.
  • the optimal pre-injection quantity of the internal combustion engine can be maintained in all operating areas, since the quantity determined as optimal is regulated by feedback of the nozzle needle movement and thus the actual pre-injection quantity.
  • the embodiment according to claim 11 is also advantageous, with which it is ensured that no residual pressure in the removal space influences the opening point of the connection between the pump work space and the removal space at different speeds.
  • FIG. 1 shows a first exemplary embodiment with a partial section through the part of a fuel injection pump
  • FIG. 2 shows a variant of the design of the piston shown in FIG. 1, which serves as a movable wall
  • FIG. 3 shows the course of injection at different speeds in a device according to the prior art
  • 4 shows the course of the pressure in the pump work chamber in the embodiment according to FIG. 1
  • FIG. 5 shows the course of the needle stroke at different operating points
  • FIG. 6 shows a second embodiment of the solution according to the invention with regulated fluid pressure in the recovery room
  • FIG. 7 shows a third embodiment as a variant of the embodiment according to FIG. 6.
  • FIG. 1 shows a part of a known distributor injection pump in a schematic section.
  • a pump piston 1 is shown, which encloses a pump working chamber 3 in a cylinder 2 and is set into a reciprocating, pumping and at the same time rotating movement by means not shown.
  • the pump piston of this distributor injection pump acts as a distributor during rotation, fuel being conveyed from the pump working space into one of the injection lines 5 via a distributor groove 4 in the lateral surface of the pump piston and being supplied to individual injection valves 6.
  • These injection lines are distributed around the cylinder 2 in accordance with the number of cylinders of the associated internal combustion engine to be supplied.
  • the pump work space can be connected to a relief space to end the injection.
  • the fuel displaced by the pump piston during a further pump stroke is then fed via the relief line 7 e.g. the pump suction chamber, from which the pump working chamber 3 is supplied with fuel.
  • a line 9 also leads from the pump work space 3 to a fuel extraction space 10.
  • the confluence of the line 9 and the fuel extraction space 10 is designed as a valve seat 11 on which a conical end face 12 of an evasive piston 14 comes to rest.
  • the conical end face 12 serves as a valve closing member and controls the connection between the pump work space and the fuel removal space 10.
  • the evasive piston serves as a movable wall of the fuel removal space 10.
  • the evasive piston 14 is tightly displaceable in a bore 15 and has on its rear side a pin 16 on which a spring plate 17 is seated.
  • the longitudinal displacement of the evasive piston 14 is limited by a stop 18, which is located at the end of the bore 15, at a point where the bore 15 passes into a circular-cylindrical recovery space 19, the diameter of which is larger than the diameter of the bore 15.
  • An intermediate piston 21 is tightly displaceable in the resetting space 19 as the second movable wall.
  • the intermediate piston separates the reset chamber 19 from a pressure chamber 22, which is depressurized in the exemplary embodiment shown here and for this purpose via a leak line 24 with e.g. the fuel reservoir 25 of the fuel injection pump is connected.
  • a return spring in the form of a compression spring 27 is clamped, which strives to keep the conical end face 12 on the valve seat 11.
  • an additional spring 29, which is a compression spring in the example shown, is clamped in the pressure chamber 22 between the intermediate piston 21 and an adjustable stop 28.
  • the evasive piston 14 also has an annular groove 31 in the region of its guidance in the bore 15, which is continuously connected to the resetting space 19 via a longitudinal groove 30 in the piston part of the evasive piston adjacent to the spring plate 17.
  • a relief line 32 branches off from the removal space 10, which contains a throttle 33 and opens into the cylinder 15 in such a way that the opening in the starting position of the evasive piston is just connected to the annular groove 31. If the evasive piston lifts off the valve seat 11, the confluence is immediately closed by the piston part of the evasive piston adjoining the annular groove 31 sen. In the area of overlap, the throttle prevents a substantial amount of fuel from flowing away from the pump work area to the reset area.
  • the throttle can also be formed directly by the overlap of the annular groove 31 with the inlet opening of the relief line 32 in the starting position of the escape piston 14.
  • Another variant shows the embodiment according to FIG. 2, where a separate relief line 32 has been completely dispensed with, but the annular groove 31 has been placed so deep that a throttled connection 34 between the annular groove 31 and the relief space 10 is established in the starting position of the escape piston 14.
  • This configuration also shows that the cone angle a 1 of the conical end face 12 is smaller than the cone angle a 2 of the valve seat 11. The purpose of this is that in the closed position of the evasive piston during the delivery stroke of the pump piston, the same is always determined by the cross section of the line 9 Printing area is effective.
  • the resetting space 19 is connected via a pressure medium supply line 36 to a pressure medium source which e.g. the suction space 37 of the distributor injection pump can be.
  • a pressure medium source which e.g. the suction space 37 of the distributor injection pump can be.
  • This suction chamber or the pressure medium source is supplied by a fuel delivery pump 38, which is driven synchronously with the fuel injection pump and sucks fuel from a fuel reservoir 25.
  • the pressure that forms on the delivery side of the fuel delivery pump 38 is controlled with a pressure control valve 39 as a function of the speed.
  • the device described works as follows: During the delivery stroke of the pump piston 1, the pressure in the working space 3 is increased to such an extent that the valve needle of the injection valve 6 is lifted in a known manner from the fuel pressure against the valve spring and fuel is injected. Due to the pressure build-up in the pump work chamber 3, the evasive piston 14 is also loaded, on which the restoring forces of the restoring spring 27 and the additional spring 29 act. With the pressure increase in the pump work chamber, the evasive piston 14 is also deflected, so that part of the fuel quantity delivered by the pump piston 1 is withdrawn and the pressure in the pump work chamber or on the pressure side of the injection valve 6 drops. This leads to the opening pressure of the nozzle needle in the injection valve 6 falling below and the nozzle needle closing.
  • the evasive piston 14 also returns to the valve seat 11. In this position, the removal space 10 is then released into the reset space 19 via the relief line 32, the throttle 33, the annular groove 31 and the groove 30.
  • This configuration ensures that the pressure in the fuel removal chamber 10 is equalized before each new pump stroke of the pump piston 1, so that no resulting forces acting in the opening direction can occur on the conical end face 12 within the removal chamber 10. So that no fuel can flow out of the pump work space via the relief line 32 after the pumping stroke of the pump piston begins, the relief line is closed with the first movement of the evasive piston 14.
  • the relief of the fuel removal space 10, as can also be seen in FIG. 2, can take place instead of the reset space 19 and also towards the fuel reservoir 25.
  • a longitudinal groove 40 is provided in the lateral surface of the bore 15, which is constantly connected to the annular groove 31 and from which a leak line 41 leads to the fuel reservoir 25.
  • the injection behavior of the injection valve 6 is shown with the solid lines, the stroke of the nozzle needle being plotted via the angle of rotation of the pump piston or representative of the crankshaft of the internal combustion engine to be supplied by the fuel injection pump.
  • the needle stroke plotted there also corresponds to the fuel injection quantity that is injected through the injection valve into the combustion chambers of the internal combustion engine.
  • Such an injection would also result if the evasive piston 14 were loaded only by a return spring 27 supported on a fixed stop and if the return space 19 were depressurized.
  • Figure 4 shows the pressure curve in the pump work space or on the high pressure side of the pump piston at one Embodiment according to the invention It can be seen here that after an initial pressure increase the pressure drops below the opening pressure of the nozzle needle of the injection valve again and then, after the end of the evasion movement of the evasive piston 14 rises steeply again to its final value until the end of the injection.
  • an increasing pressure is built up in the resetting space 19 with increasing speed of the fuel injection pump, which loads the intermediate piston 21. This is shifted against the force of the additional spring 29 and at the same time the bias of the return spring 27 is reduced.
  • the reduced restoring force on the evasive piston makes it easier for the latter to react more quickly to the pressure increase in the pump work space, so that the desired small pre-injection quantity can be achieved even at higher speeds and loads, as can be seen from FIG. 5.
  • a constant pre-injection quantity of fuel and a main injection quantity increasing with the load are preferably obtained.
  • the preload of the return spring 27 and the preload of the additional spring 29 can be influenced with the adjustable stop.
  • FIG. 6 An improvement in the adaptation of the pre-injection quantity to the respective operating conditions of the internal combustion engine is achieved with the embodiment according to FIG. 6.
  • This is a device of essentially the same construction as in FIG. 1, except that a throttle 45 is arranged here in the pressure medium supply line 36 ' that serves as a decoupling throttle.
  • the fuel feed pump 38 is again available as a pressure medium source, the feed pressure of which can be varied by a pressure control valve 39, but does not have to be varied for the purposes of the intervention in this exemplary embodiment.
  • the fuel delivery pump 38, together with the pressure control valve 39 advantageously serves to supply pressure to the pump suction chamber of the fuel injection pump, with its speed-dependent pressure, e.g. a spray adjuster, not shown here, is operated depending on the speed.
  • the reset space 19 ' is also connected to a relief line 46, in which a solenoid valve 47 is arranged and which leads to the fuel tank 25.
  • the solenoid valve is controlled by a control device 48.
  • a control device an actual value for the pilot injection quantity is formed from the control value corresponding to the valve needle stroke and compared with a target value. In accordance with the deviation of the actual value from the target value, a correction signal is formed, according to which the control of the solenoid valve 47 is changed.
  • the solenoid valve can be clocked or operated analogously, preference being given to the clocked operation.
  • the pulse duty factor of the control signals for the solenoid valve is changed in accordance with the correction value and the amount of fuel flowing out of the reset space 19 ′ is also influenced accordingly.
  • any pressure can be set in the resetting space 19 ', but this will change in a first approximation depending on the speed.
  • the setpoint for the pre-injection quantity is either formed analogously from operating parameters that affect the combustion behavior of the fuel in the combustion chamber, e.g. Speed, temperature or load or optimum values of this setpoint are stored in a one- or multi-dimensional map from where it is called up by the control device.
  • Such functions can preferably be performed by computers or microprocessors.
  • the functioning of the device is the same as in the exemplary embodiment according to FIG. 1, that is to say that the restoring force acting on the avoiding piston 14 is modified by the pressure in the restoring space 19 '.
  • the pressure chamber 22 ' is supplied with pressure medium from the pressure medium supply line 36' in a modification of the exemplary embodiment according to FIG. 6, the pressure chamber 22 'likewise being decoupled from the pressure source by a decoupling throttle 45 ' .
  • the pressure chamber 22 ' can be relieved in a controlled manner via the relief line 46', which also contains the solenoid valve 47 '.
  • the solenoid valve 47 ' is actuated in the same way as in the exemplary embodiment according to FIG. 6, except that the control here is complementary to the control in FIG. 6, since here the pressure in the pressure chamber 22' has to decrease with increasing speed.
  • the additional spring 29 ' can also be designed as a tension spring, in which case the pressure in the pressure chamber 22' can increase with increasing speed.
  • the reset space 19 'in the exemplary embodiment according to FIG. 7 is connected to the fuel reservoir 25 via a leak line 50, so that no pressure influencing the pressure control in the pressure space 22' can build up in the reset space and the amount of leakage fuel coming from the annular groove 31 can also flow away.

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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)

Claims (16)

1. Pompe d'injection de carburant comportant au moins un piston de pompe et un espace de travail de la pompe (3) qui est limité par ce piston et qui, pour influencer l'allure de l'injection sur une buse d'injection de carburant (6) alimenté par cet espace de travail, peut être relié, par l'intermédiaire d'une conduite (9), avec un espace de prélèvement de carburant (10) qui est limité par une première paroi mobile (14) qui est chargée, du côté opposé à l'espace de prélèvement de carburant, par au moins un ressort de rappel (27) qui est prévu dans un espace de rappel (19) et qui agit en même temps sur une seconde paroi mobile (21) qui limite l'espace de rappel (19), qui est exposée à une pression variable d'un fluide sous pression et qui est réglable, et étant précisé que, simultanément, on peut modifier la force de rappel du ressort de rappel (27) sur la première paroi mobile (14), caractérisée en ce que, sur toute la zone d'exploitation de la pompe d'injection de carburant, la force de rappel du ressort de rappel (27) agissant sur la première paroi mobile (14) peut se modifier, au moins en fonction de la vitesse de rotation, par variation de la pression du fluide sous pression et en ce que la seconde paroi (21) peut se déplacer, en agissant contre la force d'un ressort supplémentaire (29), en fonction de la même vitesse de rotation.
2. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que la seconde paroi mobile (21) présente une surface utile plus grande que la surface utile, voisine de l'espace de rappel (19), de la première paroi mobile (14); et en ce que l'espace de rappel (19) situé entre la première paroi mobile et la seconde paroi mobile est rempli d'un fluide sous pression dont la pression croît avec une vitesse de rotation croissante (figures 1 et 6).
3. Pompe d'injection de carburant selon la revendication 2, caractérisée en ce que l'espace de rappel (19) est reliée à une source de fluide sous pression (37) dont la pression se modifie en fonction de la vitesse de rotation (figure 1).
4. Pompe d'injection de carburant selon la revendication 2 ou 3, caractérisée en ce que l'espace de rappel (19') peut être déchargé par l'intermédiaire d'une conduite de décharge (46) dans laquelle est disposée une électro-vanne (47) qui est reliée à un dispositif de commande (48) et qui est réunie, par l'intermédiaire d'une conduite d'alimentation en fluide sous pression (36') contenant un étranglement (45), à une source de pression (38, 39) (figure 6).
5. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que la seconde paroi mobile limite en même temps un espace sous pression (22) qui est relié, par l'intermédiaire d'une conduite d'alimentation en fluide sous pression (36') munie d'un étranglement de découplage (45'), avec une source de pression (38, 39) et peut être déchargé par l'intermédiaire d'une conduite de décharge (46') dans laquelle est disposée une électro-vanne (47') qui est commandée par un dispositif de commande (48) (figure 7).
6. Pompe d'injection de carburant selon l'une des revendications 4 ou 5, caractérisée en ce que le dispositif de commande (48) est relié à un émetteur de la course de l'aiguille (49) pour la mesure du déplacement de l'aiguille d'injection d'un injecteur de carburant (6) alimenté par une pompe d'injection de carburant et en ce que ce dispositif de commande présente un dispositif pour former la valeur prescrite en fonction de l'allure d'injection de carburant désirée aux points respectifs d'exploitation du moteur à combustion interne et présente également un dispositif de comparaison pour permettre de comparer une valeur réelle, obtenue à partir de la course de l'aiguille d'injection, avec la valeur prescrite et pour permettre de produire, en fonction de l'écart entre la valeur réelle et la valeur prescrite, un signal de commande pour commander l'électro-vanne (47, 47') qui se trouve dans la conduite de décharge (46,46').
7. Pompe d'injection de carburant selon la revendication 6, caractérisée en ce que les valeurs prescrites sont mémorisées dans une mémoire et peuvent être appelées en fonction des paramètres d'exploitation.
8. Pompe d'injection de carburant selon les revendications 5 à 7, caractérisée en ce que le ressort supplémentaire (29') est disposé dans l'espace sous pression (22') et en ce qu'il est contraint entre la seconde paroi mobile (21) et une butée (28), en particulier réglable.
9. Pompe d'injection de carburant selon l'une des revendications précédentes, caractérisée en ce que la première paroi mobile (14) est un cylindre de dégagement (14) qui est guidé, avec étanchéîté, dans un cylindre et qui, par l'une de ses faces frontales (12), limite l'espace de prélèvement (10).
10. Pompe d'injection de carburant selon la revendication 9, caractérisée en ce que l'une des faces frontales (12) du cylindre de dégagement (14) a la forme d'un cône et collabore, en tant que siège de soupape (11), avec l'embouchure de la conduite (9) qui vient de l'espace de travail de la pompe et se trouve dans l'espace de prélèvement (10).
11. Pompe d'injection de carburant selon la revendication 10, caractérisée en ce qu'en position de départ du piston de dégagement (14), lorsque la face frontale (12) s'appuie contre le siège de soupape (11), l'espace de prélèvement (10), qui entoure la face frontale (12) en forme de cône, est relié, avec étranglement, par l'intermédiaire d'une conduite de décharge (32, 31, 30) qui court au moins partiellement dans le piston de dégagement (14), avec un espace de décharge (19), étant précisé que cette liaison peut être fermée, immédiatement après que le piston de dégagement (14) a décollé d'avec le siège de soupape (11), par suite du coulissement relatif de la conduite de décharge qui se trouve dans le piston de dégagement (31,30).
12. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que la conduite de décharge (31, 30) qui se trouve dans le piston de dégagement (14) est reliée en permanence avec l'espace de rappel (19) qui constitue l'espace de décharge.
13. Pompe d'injection de carburant selon la revendication 12, caractérisée en ce que l'étranglement de la liaison de l'espace de prélèvement (10) avec l'espace de décharge (19) est formé par le recouvrement de la conduite de décharge (31) qui se trouve sur le pistion de dégagement (14) par une section de conduite de liaison (32) avec l'espace de prélèvement (10).
14. Pompe d'injection de carburant selon la revendication 13, caractérisée en ce que, depuis l'espace de prélèvement (10), une conduite contenant un étranglement (33) conduit dans le cylindre (15) qui loge le piston de dégagement (14); et en ce que, lorsque la face frontale conique (12) s'appuie contre le siège de soupape (11), l'embouchure de la conduite qui conduit dans le cylindre (15) est en liaison avec la conduite de décharge (31, 30) qui se trouve dans le piston de dégagement (14).
15. Pompe d'injection de carburant selon l'une des revendications 11 à 14, caractérisée en ce que la conduite de décharge qui se trouve dans le piston est au moins en partie constituée d'une rainure annulaire (31).
16. Pompe d'injection de carburant selon l'une des revendications précédentes, caractérisée en ce que la seconde paroi mobile (21) est constituée d'un piston intermédiaire qui peut coulisser, avec étanchéîté, dans un cylindre.
EP83113085A 1983-01-13 1983-12-24 Pompe d'injection de combustible Expired EP0116168B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT83113085T ATE27638T1 (de) 1983-01-13 1983-12-24 Kraftstoffeinspritzpumpe.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3300876 1983-01-13
DE19833300876 DE3300876A1 (de) 1983-01-13 1983-01-13 Kraftstoffeinspritzpumpe

Publications (3)

Publication Number Publication Date
EP0116168A2 EP0116168A2 (fr) 1984-08-22
EP0116168A3 EP0116168A3 (en) 1985-01-23
EP0116168B1 true EP0116168B1 (fr) 1987-06-03

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP83113085A Expired EP0116168B1 (fr) 1983-01-13 1983-12-24 Pompe d'injection de combustible

Country Status (5)

Country Link
US (1) US4530337A (fr)
EP (1) EP0116168B1 (fr)
JP (1) JPS59145360A (fr)
AT (1) ATE27638T1 (fr)
DE (2) DE3300876A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3735750A1 (de) * 1987-10-22 1989-05-03 Kloeckner Humboldt Deutz Ag Kraftstoffeinspritzvorrichtung

Families Citing this family (32)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ATE59434T1 (de) * 1984-09-14 1991-01-15 Bosch Gmbh Robert Elektrisch gesteuerte kraftstoffeinspritzpumpe fuer brennkraftmaschinen.
JPS6186539U (fr) * 1984-11-13 1986-06-06
DE3541049A1 (de) * 1984-11-23 1986-06-05 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH, Prof. Dr.Dr.h.c. Hans List, Graz Einrichtung zur unterbrechung des druckaufbaues bei einer kraftstoffeinspritzpumpe
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Also Published As

Publication number Publication date
EP0116168A2 (fr) 1984-08-22
EP0116168A3 (en) 1985-01-23
JPS59145360A (ja) 1984-08-20
ATE27638T1 (de) 1987-06-15
DE3371929D1 (en) 1987-07-09
US4530337A (en) 1985-07-23
JPH0514103B2 (fr) 1993-02-24
DE3300876A1 (de) 1984-07-19

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