EP0141044B1 - Dispositif d'injection de carburant avec pré-injection et injection principale dans un moteur à combustion interne - Google Patents

Dispositif d'injection de carburant avec pré-injection et injection principale dans un moteur à combustion interne Download PDF

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Publication number
EP0141044B1
EP0141044B1 EP84108303A EP84108303A EP0141044B1 EP 0141044 B1 EP0141044 B1 EP 0141044B1 EP 84108303 A EP84108303 A EP 84108303A EP 84108303 A EP84108303 A EP 84108303A EP 0141044 B1 EP0141044 B1 EP 0141044B1
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EP
European Patent Office
Prior art keywords
injection
piston
pressure
main
fuel
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
EP84108303A
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German (de)
English (en)
Other versions
EP0141044A2 (fr
EP0141044A3 (en
Inventor
Erhard Sitter
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 AT84108303T priority Critical patent/ATE44076T1/de
Publication of EP0141044A2 publication Critical patent/EP0141044A2/fr
Publication of EP0141044A3 publication Critical patent/EP0141044A3/de
Application granted granted Critical
Publication of EP0141044B1 publication Critical patent/EP0141044B1/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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a fuel injection device according to the preamble of claim 1.
  • a known fuel injection device of this type (DE-PS 596 917) is used for the applications, on the one hand unwanted ignition, promoted by a high pressure injection pump main fuel and on the other hand by a separate pump ignition fuel or first a pre-injection quantity and then a main injection quantity of the same fuel via a hydraulic auxiliary pump to supply separate injection nozzles for main fuel and pilot or pre-injection fuel in a diesel engine, in the auxiliary pump a pre-injection piston under the delivery pressure of the high-pressure injection pump is driven by a piston of larger diameter, and the pre-injection piston displaces an ignition or pre-injection quantity from an upstream one Work area for separate pre-injection nozzle.
  • the pre-injection piston In order to be able to adjust the stroke distance of the pre-injection piston displacing the pre-injection quantity and thus the pre-injection quantity even during the operation of the internal combustion engine, the pre-injection piston has a stop which defines its starting position and thus means for adjusting the useful stroke which limit its stroke.
  • the spraying distance i.e. the temporal assignment of pre-injection and main injection and the previously described useful stroke setting depend on one another, and it is not possible to set a desired constant pre-injection quantity with an independently adjustable injection distance from the main injection. It should therefore be problematic or impossible to achieve an in-phase assignment of pre-injection and main injection with an injection device of this type.
  • the aim of the invention is therefore to achieve a precisely adjustable distance between the pre-injection and the main injection, independently of one another, in a fuel injection device of the generic type in addition to a precisely defined pre-injection quantity.
  • the specified combination of features ensures that the main injection takes place at a precisely predeterminable distance from the pre-injection, which can be set as desired. Since the delivery pressure built up by the high-pressure injection pump initially serves exclusively for the pre-injection, only the pressure side of the pre-injection piston is acted on and no pressure division takes place from the beginning, as is common with devices other than the generic type, the invention makes it possible to maintain the pre-injection quantity at a constant to specify the exact spraying distance between the pre-injection and the main injection as well as the main injection quantity.
  • the fuel supplied by the high-pressure injection pump does not flow to the main injector until the preinjection plunger and the storage plunger have each traveled their predetermined stroke, that is to say when both pistons have reached their stops after the preinjection has ended there is a high injection speed and a correspondingly high pressure for the main injection.
  • the need to provide a pressure stage to prevent the main injection during the pre-injection is completely eliminated.
  • the two pistons provided for realizing the present invention namely pre-injection pistons and the storage pistons which specify the spraying distance by means of its setting data, are actuated in chronological succession by the delivery pressure of the high-pressure injection pump.
  • the measures listed in the subclaims enable advantageous developments and improvements of the fuel injection device specified in the main claim.
  • the axially parallel arrangement of the pre-injection piston to the accumulator piston in the same housing is particularly advantageous, with the resultant possibility of the first part of the pressure channel being streamlined, short and finished low-cost training and to accommodate this module at a convenient location with regard to the cable lengths and the available space.
  • the evasive stroke of the storage piston and the biasing force of an associated pressure spring which generates the required restoring force can be set separately from one another.
  • the first feature comprising the storage piston from the characterizing part of patent claim 1 is known from US-A-2 537 087 only with regard to the use of a storage piston for controlling a pilot injection.
  • the storage pistons described for two design variants in FIGS. 3 and 4 serve to influence a non-offset pre-injection, which is only upstream of the main injection, in such a way that the pressure curve is essentially constant.
  • the length of the evasive stroke determines the direct transition from the pilot injection into the main injection (point b in FIG. 1).
  • a spray distance that can be precisely set according to the invention and predefined independently of the pre-injection quantity is not desired in this known fuel injection device and is therefore not achieved either, but rather the start or course of the pre-injection is controlled by the storage piston and the main injection is of the duration depending on the pre-injection.
  • FIG. 1 corresponding schematic representation of a fuel injection device, in which the fuel volume stored in the area of the main injection can be used to fill the pre-injection element
  • FIG. 4 in section the hydraulic pre-injection auxiliary pump from FIG. 3, also in cross section. Description of the embodiments
  • the basic idea of the present invention is to use pistons in the form of a pre-injection piston and a main injection storage piston, which are separate from the delivery pressure of a high-pressure injection pump, for the areas of pre-injection and main injection, the pre-injection piston moving at least indirectly through its movement the subsequent supply of the high pressure -Injection pump with high-pressure fuel controls the area of the main injection, so that as a result of this measure the entire delivery pressure of the high-pressure injection pump initially benefits the pre-injection piston and its stroke movement.
  • the high pressure injection pump is generally designated 10; its sequence is controlled by a camshaft 11 and, moreover, of a generally known embodiment, so that it need not be discussed further here.
  • the fuel volume delivered by the high-pressure injection pump 10 via a pressure line 12, into which two parallel-connected, but oppositely opening check valves 13 are switched, for each stroke of the pump piston 10a, is supplied by a low-pressure delivery pump 14 via a delivery line 15 fed.
  • the same fuel delivered by the low-pressure feed pump 14 also reaches the area of the pre-injection via a connecting line 15a.
  • this connecting line 15a does not apply to dual-fuel operation when the present invention is used, in which the internal combustion engine is first supplied with ignition fuel, for example, via a pre-injection nozzle and then with ignition-unwanted fuel in the course of the main injection, and is replaced by a separate delivery line 15 ', which is shown in FIG 1 is shown in broken lines and via which ignition fuel is supplied from a separate tank 16 by a second low-pressure feed pump 14 'which is then provided in this case.
  • the pre-injection system 23 comprises a piston 25 for pre-injection, which is slidably mounted in a stepped bore 26 of the housing 22.
  • the pressure side of the piston 25 is closed by a pressure connection 27, which is connected to the pressure line 12 coming from the high-pressure feed pump 10.
  • the piston 25 extends with a spring plate 28 into an enlarged working space 29, in which a biasing spring 30, designed as a compression spring, is arranged, which presses the piston against its stop on the left in the illustration in FIG. 2.
  • the piston 25 can have an extension 31 beyond the spring plate 28, which contains a throttle point 32 which is part of a longitudinal piston bore 33 which connects the working space 29 with a transverse bore 35 opening into an annular groove 34 on the piston.
  • the inlet connection for the low-pressure feed pump inlet is denoted by 36.
  • the pre-injection quantity displaced from the working chamber 29 of the pre-injection piston 25 flows via a pressure connection 37 to the pre-injection nozzle 17 (FIG. 1).
  • the pre-injection piston 25 In the starting position of the pre-injection piston 25 shown in FIG. 2 (stop on the left, caused by the contact, for example, of the spring plate 28 on a shoulder 26a formed by the stepped bore 26 or by contact of a pressure surface of the piston with the screwed-in pressure connection 27), the pre-injection piston therefore blocks 25 itself has an internal pressure channel 38 which leads to the main injection system 24 in the sense of a later pressure division, the first part of which is formed by a transverse bore or by a first transverse channel 38a.
  • the main injection system 24 comprises a storage piston 40 slidably mounted in a bore 39, which is pressed into its starting position on the right in the drawing plane by a compression spring 41, which rests on the piston rear surface and is supported in the further bore base of a threaded sleeve 42, which in turn is supported in a diameter extended and an internal thread portion 43 of the bore 39 is screwed.
  • an adjusting screw 45 extends as an adjusting means, so that by tightening the adjusting screw 45 more or less, the distance between its end forming a stop 45a and the piston end and thus that of the accumulator piston 40 when the delivery pressure acts stroke can be set using the high-pressure injection pump. Threaded sleeve 42 and adjusting screw 45 are fixed with the aid of corresponding lock nuts 46 and 47.
  • a pressure line 48 connects the working space 39a of the accumulator piston 40 formed by the bottom of the bore 39 with the pressure connection, not shown in the drawing, for the main injection, which is screwed into the connection thread shown at 49.
  • the pressure line 48 forms a second part of the pressure channel 38.
  • the amount of fuel delivered by the high-pressure injection pump 10 first presses the pre-injection piston 25, and only this, since it can only act on it, against the spring force of its pre-tensioning spring 30 in the plane of the drawing to the right and displaces a predetermined, structurally determinable pre-injection amount from the Working space 29 to the pre-injection nozzle 17.
  • the pre-injection begins at the moment in which a web 50 adjoining the annular groove 34 on the pre-injection piston 25 covers an inlet bore 36a from the low-pressure feed pump 14 and continues as the stroke of the pre-injection piston 25 progresses until the web 50 frees this bore 36a again, so that there is a relief of the working space 39a via the annular groove 34.
  • This activation by the pre-injection piston 25 itself results in a specific pre-injection quantity Q veo.
  • the driven pre-injection piston 25 releases the pressure channel 38 as a connecting bore between the two systems 23 and 24 .
  • the accumulator piston 40 now assumes a quantity storage of the fuel quantity delivered by the high-pressure feed pump 10 by carrying out its stroke against the spring pressure acting on it until it hits the stop 45a formed by the adjusting screw 45. Only then does the pressure to the main injection nozzle 18 increase accordingly and the main injection begins. The impact of the accumulator piston 40 on the stop 45a and the quantity of fuel absorbed thereby ensures the required spraying distance (for example 7 to 8 ° NW) during which the high-pressure injection pump 10 continues to deliver as the main injection pump.
  • the total amount of fuel stored is then pushed back into the main injection pump 10 by the return springs 41 and 30 of both systems; however, it can also be used as a filling quantity for the pre-injection, which is explained further below with the aid of the illustration in FIGS.
  • the full pressure of the fuel delivered by the high-pressure injection pump acts exclusively on the pre-injection piston 25, a pressure translation in the area of the pre-injection is unnecessary; nevertheless, the arrangement made by the invention ensures a large swallowing volume, which can be varied as desired by the position of the adjusting screw 45 in the sense of a variable spraying distance.
  • the throttle 32 in the longitudinal channel 33 of the pilot injection piston 25 is expediently not chosen too narrow to be the immediate one Ensure relief of the working space 29 during the overflow stroke.
  • FIGS. 4 and 4 adopts the essential components and functional features of the first exemplary embodiment identically, such identical parts are provided with the same reference numerals and only the respective differences are discussed in more detail below. Slightly different parts have the same name and are provided with index lines.
  • a second transverse channel 54 is provided as a cross-connection back from the main injection system 24" to the pre-injection system 23 ", which also branches off from the pressure line 48 of the main injection system 24" a suitable junction in the piston guide for the pre-injection piston 25 connects, so that in the starting position before the delivery stroke of the high-pressure injection pump 10, the pre-injection system 23 "can take up the required amount of fuel and supply it to its working chamber 29.
  • this second transverse channel 54 is shown in such a way that it opens in the starting position of the pre-injection piston 25 in the region of the annular groove 34.
  • the leakage oil return line 52 provided with the check valve 51 is connected axially to the working chamber 29 and is connected to the piston guide for the pilot injection piston 25.
  • the fuel volume displaced by the accumulator piston 40 of the main injection system 24 ′′ therefore reaches the working space 29 via the transverse and longitudinal bores 35, 33 in the piston 25, the control for determining the pre-injection quantity either by connecting the leak oil return line 52 via the annular groove 34 Cross bore 35 to the piston longitudinal channel 33 and working chamber 29 can be made, or in that the pre-injection piston 25, after opening the first transverse channel 38a, runs against a stop 53.
  • the remaining elements of the auxiliary pump shown in FIG. 4 correspond to the illustration in FIG 2 according to function and effect, so that they do not need to be explained further and also do not need to be provided with reference numerals.

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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)

Claims (4)

1. Dispositif d'injection de carburant comportant une pré-injection et une injection principale, en particulier sur des moteurs Diesel, avec une tuyère d'injection principale (18) alimentée par une pompe à injection à haute pression (10) avec une quantité d'injection principale, et une pompe hydraulique de pré-injection (19, 19") entraînée par la pression d'alimentation de la pompe à injection à haute pression qui comporte un piston de pré-injection (25) et une chambre de travail (29) placée en avant de celui-ci, à laquelle parvient du carburant se trouvant sous basse pression et à partir de laquelle la quantité de pré-injection est déplacée vers une tuyère de pré-injection (17), en outre des moyens de réglage de la course utile du piston de pré-injection (25) et par là, la donnée de la quantité de pré-injection (Qve), où le piston de pré-injection (25) est placé et repose, de telle sorte qu'en évitant une répartition de pression initiale de la pression d'alimentation produite par la pompe à injection à haute pression (10) agit exclusivement sur le piston de pré-injection (25) et est d'abord libérée ultérieurement par sa course par un canal sous pression (38), caractérisé en ce que, indépendamment du piston de pré-injection (25) et séparé mécaniquement de ce dernier, on prévoit un piston d'accumulation (40) pour la détermination d'un intervalle d'injection prédétermi- nable par un dispositif de réglage entre la pré-injection et l'injection principale, en ce qu'une première partie du canal sous pression (38) est formée par un canal transversal (38a) d'abord recouvert et de ce fait bloqué vers la chambre de travail (39a) placée en avant du piston d'accumulation (40), la chambre étant ensuite dégagée quand le piston de pré-injection (25) a refait sa course de travail pour déplacer la quantité de pré-injection et en ce que comme moyen de détermination de la quantité de pré-injection, on prévoit une gorge annulaire (34) sur le piston de pré-injection (25) qui après une course prédéterminée décharge sa chambre de travail dans un circuit de pompe d'alimentation à basse pression (canalisation d'alimentation 15, 15') ou dans une canalisation de fuite d'huile (52).
2. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que le piston de pré-injection (25) et le piston d'accumulation (40) reculant sous l'effet de la pression d'alimentation de la pompe à injection à haute pression (10) depuis le début de l'injection jusqu'à une butée (45a) réglable par réception d'un volume de cylindrée déplacés selon des axes parallèles l'un à l'autre sont disposés dans le même carter.
3. Dispositif d'injection de carburant selon la revendication 1 ou 2, caractérisé en ce que comme moyen pour le réglage de l'intervalle d'injection souhaité entre la pré-injection et l'injection principale, on prévoit une vis de réglage (45) supportée dans une douille filetée réglable de son côté dont la distance par rapport au côté arrière du piston d'accumulateur est réglable.
4. Dispositif d'injection de carburant selon l'une des revendications 1 à 3, caractérisé en ce qu'on prévoit un second canal transversal qui relie la chambre de travail (39a) du piston d'accumulation (40) au moins indirectement à la chambre de travail (29) du piston de pré-injection (25), de telle sorte que la quantité de carburant alimentée par le retour du piston d'accumulation (40) délivre la quantité de remplissage pour la pré-injection lors de la course venant juste après.
EP84108303A 1983-08-26 1984-07-14 Dispositif d'injection de carburant avec pré-injection et injection principale dans un moteur à combustion interne Expired EP0141044B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT84108303T ATE44076T1 (de) 1983-08-26 1984-07-14 Kraftstoffeinspritzeinrichtung mit vor- und haupteinspritzung bei brennkraftmaschinen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19833330774 DE3330774A1 (de) 1983-08-26 1983-08-26 Kraftstoffeinspritzeinrichtung mit vor- und haupteinspritzung bei brennkraftmaschinen
DE3330774 1983-08-26

Publications (3)

Publication Number Publication Date
EP0141044A2 EP0141044A2 (fr) 1985-05-15
EP0141044A3 EP0141044A3 (en) 1987-04-29
EP0141044B1 true EP0141044B1 (fr) 1989-06-14

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Family Applications (1)

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EP84108303A Expired EP0141044B1 (fr) 1983-08-26 1984-07-14 Dispositif d'injection de carburant avec pré-injection et injection principale dans un moteur à combustion interne

Country Status (5)

Country Link
US (1) US4520774A (fr)
EP (1) EP0141044B1 (fr)
JP (1) JPS6073041A (fr)
AT (1) ATE44076T1 (fr)
DE (2) DE3330774A1 (fr)

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DE19815266B4 (de) * 1997-04-16 2008-09-18 Volkswagen Ag Verfahren zur Einspritzung von Kraftstoff in eine Brennkraftmaschine
DE19716221B4 (de) * 1997-04-18 2007-06-21 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung mit Vor- und Haupteinspritzung bei Brennkraftmaschinen, insbesondere für schwer zündbare Kraftstoffe
DE19746490A1 (de) * 1997-10-22 1999-04-29 Bosch Gmbh Robert Kraftstoffeinspritzanlage für eine Brennkraftmaschine
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Also Published As

Publication number Publication date
US4520774A (en) 1985-06-04
JPS6073041A (ja) 1985-04-25
ATE44076T1 (de) 1989-06-15
EP0141044A2 (fr) 1985-05-15
DE3478707D1 (en) 1989-07-20
EP0141044A3 (en) 1987-04-29
JPH059634B2 (fr) 1993-02-05
DE3330774A1 (de) 1985-03-14

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