EP0204117B1 - Fuel injection pump for internal-combustion engines - Google Patents

Fuel injection pump for internal-combustion engines Download PDF

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Publication number
EP0204117B1
EP0204117B1 EP86105435A EP86105435A EP0204117B1 EP 0204117 B1 EP0204117 B1 EP 0204117B1 EP 86105435 A EP86105435 A EP 86105435A EP 86105435 A EP86105435 A EP 86105435A EP 0204117 B1 EP0204117 B1 EP 0204117B1
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EP
European Patent Office
Prior art keywords
pressure
chamber
coordinating
control valve
delivery
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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
EP86105435A
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German (de)
French (fr)
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EP0204117A1 (en
Inventor
Josef Hain
Karl-Friedrich Rüsseler
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0204117A1 publication Critical patent/EP0204117A1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/025—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on engine working temperature
    • 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
    • F02M41/126—Variably-timed valves controlling fuel passages valves being mechanically or electrically adjustable sleeves slidably mounted on rotary piston
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/16—Adjustment of injection timing
    • F02D1/18—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
    • F02D1/183—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse hydraulic
    • F02D2001/186—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse hydraulic using a pressure-actuated piston for adjustment of a stationary cam or roller support

Definitions

  • the invention is based on a fuel injection pump according to the preamble of claim 1.
  • an injection pump of this type which has become known, for example, from DE-A-3 148 214
  • the start of injection and the full load curve are controlled by the temperature-dependent pressure valve of a cold start acceleration device and by the hydraulically controlled delivery adjustment device, both of which are connected to the pressure control valve. It has now been shown that the full-load quantity curves during normal operation and cold operation are very different due to the equalization of the pressure in the reset space of the pressure control valve and in the adjustment space of the adjustment device, as a result of which the run-up behavior of the internal combustion engine is very unfavorably influenced in the warm-up phase.
  • the fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that the connection of two throttle devices on the one hand to the return space of the pressure control valve or the cold start acceleration device and on the other hand to the adjustment space of the adjustment device in a simple manner an approximately equal differential pressure between the suction chamber pressure and the pressure in the adjustment space is achieved.
  • the result of this is that, since the delivery rate is directly dependent on this differential pressure, approximately the same full-load delivery rate curves are achieved both during normal operation and during the warm-up phase of the internal combustion engine, so that the internal combustion engine also performs efficiently in the warm-up phase when the injection is started early .
  • FIG. 1 shows a fuel injection pump of the distributor type simplified in cross section
  • FIG. 2 and FIG. 3 show diagrams of the pressure curve in the suction space of the fuel injection pump according to FIG. 1 as a function of the speed.
  • the fuel injection pump 1 has a mechanical speed controller 3 in a suction chamber 2 surrounded by a housing 4 controls the respective injection delivery rate.
  • the control lever 7 rests against a full load stop 11.
  • the pretensioning force of a control spring 12 holding the control lever 7 in contact with the full load stop 11 determines the regulation speed.
  • the full load stop 11 is formed on a stop lever 13, which is designed as a two-armed lever and is pivotally mounted about an axis 14 fixed to the housing.
  • the interior of the fuel injection pump housing 4, which serves as the suction space 2 is supplied with fuel from a fuel tank 17 by a feed pump 16, the fuel pressure on the pressure side of the feed pump 16 being controlled as a function of the speed by a pressure control valve 18.
  • a pump working chamber 20, which is acted upon by a reciprocating and simultaneously rotating pump piston 19, is filled during the suction stroke of the pump piston 19 via a suction bore 21 and control grooves 22 of the pump piston 19 and during the pressure stroke of the pump piston with a closed suction bore 21 via a longitudinal bore 23 and one connected to it
  • Conveying groove 24 is conveyed via a check valve 25 and a pressure line 26 to an injection nozzle, not shown, on the engine cylinder of the internal combustion engine.
  • a transverse bore 27 of the pump piston 19 connected to the longitudinal bore 23 is opened by the ring slide 8.
  • the position of the stop lever 13 and thus of the full-load stop 11 is determined by an adjusting device 30, which has a control element designed as an adjusting piston 31, which is displaceably mounted in a working bore 32 fixed to the housing.
  • a control cam 33 is formed, on which a button 34 of the stop lever 13 bears.
  • the fuel pressure in the suction chamber 2 acts on one end face 35 of the adjustment piston 31, whereas the other end face 36 of the adjustment piston 31 delimits an adaptation space 37, in which an adaptation spring 38, which is supported on the end face 36, is arranged.
  • an adjusting piston 43 engages via a pin 42 for the adjustment of the start of injection.
  • the longitudinal axis of the adjusting piston 43 runs perpendicular to the plane of the drawing, but the adjusting piston 43 was rotated into the plane of the drawing for reasons of illustration.
  • the adjusting piston 43 is displaceable against the return spring 45 by the pressure of fuel in a working space 44, in such a way that the further the adjusting piston 43 is moved in the direction of the return spring 45, the injection timing with respect to the top dead center of the engine piston of the internal combustion engine after "early.” "is moved.
  • a connecting channel 46 leads from the suction chamber 2 of the fuel injection pump 1 to a bore 47 in the adjusting piston 43, which opens into the working chamber 44.
  • a pressure line 48 downstream of the feed pump 16 leads not only to the suction chamber 2, but also to a pressure chamber 49 of the pressure control valve 18.
  • the pressure control valve 18 controls the fuel pressure prevailing upstream of the feed pump 16, that is to say also the pressure in the suction chamber 2, depending on the speed, with increasing speed the pressure increases proportionally. This speed-dependent pressure also prevails in the working space 44, so that the adjusting piston 43 is displaced in the "early" direction with increasing speed and thus increasing pressure.
  • the pressure control valve 18 works with a piston 51 serving as a movable wall, which delimits the pressure chamber 49 and progressively opens a control opening 53 during its stroke against the action of a control spring 52, via which fuel can flow into a return line 54 and from there back to the fuel tank 17.
  • a resetting space 55 accommodating the control spring 52 is arranged on the side of the piston 51 facing away from the pressure space 49 and is connected to the pressure space 49 via a throttle bore 56 in the piston 51.
  • This resetting space 55 is also progressively opened when the piston 51 is lifted via a control groove 50 and a second spill opening 53 ', so that fuel can also flow out of the resetting space 55 into the return line 54.
  • the pressure drops both in the resetting space 55 and in the pressure space 49 of the pressure control valve 18 as the rotational speed increases.
  • injection takes place in a diesel engine when the engine piston is in the area of its top dead center.
  • the time of the start of spraying is, depending on the speed, up to shortly after top dead center, and generally earlier at a higher speed than at a low speed. While the time it takes for the fuel to travel between the fuel injection pump and the injector remains largely constant, regardless of the speed, the time required to pump the pump to combustion changes in accordance with the speed. This change in the time ratio is compensated for by the spray timing adjuster, for which a large part of his working capacity is used. The rest of the work capacity is used to improve fuel consumption, performance, engine noise and / or exhaust gas, depending on the requirements.
  • the ignition delay of a diesel internal combustion engine depends on the temperature of the fuel and the cylinder wall temperature, in order to compensate for this ignition delay in cold internal combustion engines, it is advantageous to start the injection earlier at low engine speeds. In the case of a warm internal combustion engine, however, this early adjustment would lead to a hard gear, and the internal combustion engine would be noisy. As is well known, early adjustment is also beneficial after the start in order to achieve a quick start-up of the internal combustion engine. Another characteristic of the cold internal combustion engine is that it develops less blue smoke at the early start of spraying than at late start of spraying.
  • a pressure valve 57 of a cold accelerator device is therefore arranged in series with the pressure control valve 18.
  • a discharge channel 58 leads from the reset space 55 of the pressure control valve 18 to a discharge space 59 of the pressure valve 57, which represents the cold start acceleration device.
  • An actuating element 61 of a temperature-dependent element 62 projects into the control chamber 59 and, when the operating temperature of the internal combustion engine has been reached, lifts the movable valve member 63 of the pressure valve 57 from its seat against the action of a pressure spring 65 and thus the control chamber 59 the pressure valve 57 connects to the unpressurized return line 54 via a line 66.
  • the pressure control valve 18 controls the delivery pressure p f that is in the suction chamber 2 of the injection pump 1, in the pressure chamber 49 of the pressure control valve 18 and in the pressure chamber 39 Adjustment device 30 prevails, proportional to the speed n of the injection pump 1 or the feed pump 16 as shown in the diagram according to FIG. 2, where the speed n is entered in the abscissa and the pressure p in the ordinate.
  • the reset space 55 of the pressure control valve 18 or the control chamber 59 of the pressure valve 57 is via a first throttle 70 and lines 71, 72 and a second throttle 75 with the return line 54 and also the adjustment space 37 Adjustment device 30 is connected via a line 76 and the first throttle 70 to the reset space 55 of the pressure control valve 18 and via the line 72 and the second throttle 75 to the return line 54.
  • a pressure p b builds up in the resetting space 55 of the pressure control valve 18, which, as shown in the diagram in FIG. 3, builds up initial steep increase in starting with increasing engine speed n and increasing delivery pressure p f steadily decreases.
  • a pressure Pa builds up behind the first throttle 70 and is influenced by the second throttle 75 in the adjustment space 37 of the adjustment device 30, which pressure is less than the pressure p b in the reset space 55 and which is approximately parallel with increasing speed n to the course of the pressure p b . It can be seen from the diagram in FIG.
  • the throttles 70 and 75 can be adjusted to adjust the pressures in the reset space 55 of the pressure control valve 18 and in the adjustment space 37 of the adjustment device 30 and to adapt them to one another.

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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)

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einer Kraftstoffeinspritzpumpe nach der Gattung des Anspruchs 1. Bei einer beispielsweise durch die DE-A-3 148 214 bekannt gewordenen Einspritzpumpe dieser Art wird bei Kaltbetrieb der Brennkraftmaschine der Spritzbeginn und der Vollastmengenverlauf von dem temperaturabhängig gesteuerten Druckventil einer Kaltstartbeschleunigungseinrichtung und von der hydraulisch gesteuerten Fördermengenangleicheinrichtung beeinflußt, die beide mit dem Drucksteuerventil verbunden sind. Es hat sich nun gezeigt, daß die Vollastmengenverläufe bei Normalbetrieb und Kaltbetrieb durch die Gleichschaltung des Druckes im Rückstellraum des Drucksteuerventils und im Angleichraum der Angleicheinrichtung sehr unterschiedlich sind, wodurch das Hochlaufverhalten der Brennkraftmaschine in der Warmlaufphase sehr ungünstig beeinflußt wird.The invention is based on a fuel injection pump according to the preamble of claim 1. In an injection pump of this type, which has become known, for example, from DE-A-3 148 214, when the internal combustion engine is operated cold, the start of injection and the full load curve are controlled by the temperature-dependent pressure valve of a cold start acceleration device and by the hydraulically controlled delivery adjustment device, both of which are connected to the pressure control valve. It has now been shown that the full-load quantity curves during normal operation and cold operation are very different due to the equalization of the pressure in the reset space of the pressure control valve and in the adjustment space of the adjustment device, as a result of which the run-up behavior of the internal combustion engine is very unfavorably influenced in the warm-up phase.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Kraftstoffeinspritzpumpe mit den kennzeichnenden Merkmalen des Anspruchs 1 hat demgegenüber den Vorteil, daß durch die Zuschaltung von zwei Drosseleinrichtungen einerseits zu dem Rückstellraum des Drucksteuerventils bzw. der Kaltstartbeschleunigungseinrichtung und andererseits zu dem Angleichraum der Angleicheinrichtung in einfacher Weise ein annähernd gleicher Differenzdruck zwischen dem Saugraumdruck und dem Druck im Angleichraum erzielt wird. Dies hat zur Folge, daß, da die Fördermenge direkt von diesem Differenzdruck abhängig ist, sowohl bei Normalbetrieb als auch während der Warmlaufphase der Brennkraftmaschine annähernd gleiche Vollastfördermengenverläufe erreicht werden, so daß die Brennkraftmaschine auch in der Warmlaufphase bei auf früh gestelltem Spritzbeginn ein leistungsfähiges Betriebsverhalten zeigt.The fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that the connection of two throttle devices on the one hand to the return space of the pressure control valve or the cold start acceleration device and on the other hand to the adjustment space of the adjustment device in a simple manner an approximately equal differential pressure between the suction chamber pressure and the pressure in the adjustment space is achieved. The result of this is that, since the delivery rate is directly dependent on this differential pressure, approximately the same full-load delivery rate curves are achieved both during normal operation and during the warm-up phase of the internal combustion engine, so that the internal combustion engine also performs efficiently in the warm-up phase when the injection is started early .

Durch die in den Unteransprüchen aufgeführten Maßnahmen sind vorteilhafte Weiterbildungen und Verbesserungen der im Anspruch 1 angegebenen Kraftstoffeinspritzpumpe möglich.Advantageous further developments and improvements of the fuel injection pump specified in claim 1 are possible through the measures listed in the subclaims.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 eine Kraftstoffeinspritzpumpe der Verteilerbauart vereinfacht im Querschnitt und Figur 2 und Figur 3 Diagramme über den Druckverlauf im Saugraum der Kraftstoffeinspritzpumpe nach Figur 1 in Abhängigkeit von der Drehzahl.An embodiment of the invention is shown in the drawing and explained in more detail in the following description. 1 shows a fuel injection pump of the distributor type simplified in cross section and FIG. 2 and FIG. 3 show diagrams of the pressure curve in the suction space of the fuel injection pump according to FIG. 1 as a function of the speed.

Beschreibung desdescription of AusführungsbeispielsEmbodiment

Die Kraftstoffeinspritzpumpe 1 hat in einem von einem Gehäuse 4 umgebenen Saugraum 2 einen mechanischen Drehzahlregler 3. Fliehgewichte 5 des Drehzahlreglers 3 betätigen über eine Reglermuffe 6 und einen Regelhebel 7 in bekannter Weise einen als Fördermengenverstellglied dienenden Ringschieber 8, dessen vom Regelhebel 7 gesteuerte Lage das Förderende der jeweiligen Einspritzfördermenge steuert. In der gezeichneten Vollaststellung liegt der Regelhebel 7 an einem Vollastanschlag 11 an. Die Vorspannkraft einer den Regelhebel 7 in Anlage mit dem Vollastanschlag 11 haltenden Regelfeder 12 bestimmt die Abregeldrehzahl. Der Vollastanschlag 11 ist an einem Anschlaghebel 13 ausgebildet, der als zweiarmiger Hebel ausgestaltet um eine gehäusefeste Achse 14 schwenkbar gelagert ist. Dem als Saugraum 2 dienenden Innraum des Kraftstoffeinspritzpumpengehäuses 4 wird von einer Förderpumpe 16 Kraftstoff aus einem Kraftstoffbehälter 17 zugeführt, wobei der Kraftstoffdruck auf der Druckseite der Förderpumpe 16 durch ein Drucksteuerventil 18 drehzahlabhängig gesteuert wird.The fuel injection pump 1 has a mechanical speed controller 3 in a suction chamber 2 surrounded by a housing 4 controls the respective injection delivery rate. In the full load position shown, the control lever 7 rests against a full load stop 11. The pretensioning force of a control spring 12 holding the control lever 7 in contact with the full load stop 11 determines the regulation speed. The full load stop 11 is formed on a stop lever 13, which is designed as a two-armed lever and is pivotally mounted about an axis 14 fixed to the housing. The interior of the fuel injection pump housing 4, which serves as the suction space 2, is supplied with fuel from a fuel tank 17 by a feed pump 16, the fuel pressure on the pressure side of the feed pump 16 being controlled as a function of the speed by a pressure control valve 18.

Ein von einem hin- und hergehenden sowie gleichzeitig rotierenden Pumpenkolben 19 beaufschlagter Pumpenarbeitsraum 20 wird beim Saughub des Pumpenkolbens 19 über eine Saugbohrung 21 und Steuernuten 22 des Pumpenkolbens 19 gefüllt und beim Druckhub des Pumpenkolbens bei geschlossener Saugbohrung 21 über eine Längsbohrung 23 und eine mit dieser verbundenen Fördernut 24 über ein Rückschlagventil 25 und eine Druckleitung 26 zu einer nicht näher dargestellten Einspritzdüse am Motorzylinder der Brennkraftmaschine gefördert. Bei Förderende wird eine mit der Längsbohrung 23 verbundene Querbohrung 27 des Pumpenkolbens 19 vom Ringschieber 8 aufgesteuert.A pump working chamber 20, which is acted upon by a reciprocating and simultaneously rotating pump piston 19, is filled during the suction stroke of the pump piston 19 via a suction bore 21 and control grooves 22 of the pump piston 19 and during the pressure stroke of the pump piston with a closed suction bore 21 via a longitudinal bore 23 and one connected to it Conveying groove 24 is conveyed via a check valve 25 and a pressure line 26 to an injection nozzle, not shown, on the engine cylinder of the internal combustion engine. At the end of delivery, a transverse bore 27 of the pump piston 19 connected to the longitudinal bore 23 is opened by the ring slide 8.

Die Stellung des Anschlaghebels 13 und damit des Vollastanschlages 11 wird durch eine Angleicheinrichtung 30 bestimmt, die ein als Angleichkolben 31 ausgebildetes Steuerglied aufweist, der in einer gehäusefesten Arbeitsbohrung 32 verschiebbar gelagert ist. Am Umfang des Angleichkolbens 31 ist eine Steuerkurve 33 ausgebildet, an der ein Taster 34 des Anschlaghebels 13 anliegt. Auf die eine Stirnfläche 35 des Angleichkolbens 31 wirkt der Kraftstoffdruck im Saugraum 2, wohingegen die andere Stirnfläche 36 des Angleichkolbens 31 einen Angleichraum 37 begrenzt, in dem eine sich an der Stirnfläche 36 abstützende Angleichfeder 38 angeordnet ist.The position of the stop lever 13 and thus of the full-load stop 11 is determined by an adjusting device 30, which has a control element designed as an adjusting piston 31, which is displaceably mounted in a working bore 32 fixed to the housing. On the circumference of the adjustment piston 31, a control cam 33 is formed, on which a button 34 of the stop lever 13 bears. The fuel pressure in the suction chamber 2 acts on one end face 35 of the adjustment piston 31, whereas the other end face 36 of the adjustment piston 31 delimits an adaptation space 37, in which an adaptation spring 38, which is supported on the end face 36, is arranged.

In den bekannten Nockentrieb 40 der Kraftstoffeinspritzpumpe 1 greift über einen Stift 42 für die Verstellung des Spritzbeginnzeitpunktes ein Verstellkolben 43 ein. Die Längsachse des Verstellkolbens 43 verläuft senkrecht zur Zeichenebene, der Verstellkolben 43 wurde jedoch aus darstellungstechnischen Gründen in die Zeichenebene gedreht. Der Verstellkolben 43 ist durch den Druck von Kraftstoff in einem Arbeitsraum 44 entgegen einer Rückstellfeder 45 verschiebbar, und zwar derart, daß je weiter der Verstellkolben 43 in Richtung der Rückstellfeder 45 verschoben wird, der Spritzzeitpunkt bezüglich des oberen Totpunktes des Motorkolbens der Brennkraftmaschine nach "früh" verschoben wird. Ein Verbindungskanal 46 führt vom Saugraum 2 der Kraftstoffeinspritzpumpe 1 zu einer Bohrung 47 im Verstellkolben 43, die in den Arbeitsraum 44 mündet.In the known cam drive 40 of the fuel injection pump 1, an adjusting piston 43 engages via a pin 42 for the adjustment of the start of injection. The longitudinal axis of the adjusting piston 43 runs perpendicular to the plane of the drawing, but the adjusting piston 43 was rotated into the plane of the drawing for reasons of illustration. The adjusting piston 43 is displaceable against the return spring 45 by the pressure of fuel in a working space 44, in such a way that the further the adjusting piston 43 is moved in the direction of the return spring 45, the injection timing with respect to the top dead center of the engine piston of the internal combustion engine after "early." "is moved. A connecting channel 46 leads from the suction chamber 2 of the fuel injection pump 1 to a bore 47 in the adjusting piston 43, which opens into the working chamber 44.

Eine Druckleitung 48 stromabwärts der Förderpumpe 16 führt nicht nur zum Saugraum 2, sondern auch zu einem Druckraum 49 des Drucksteuerventils 18. Durch das Drucksteuerventil 18 wird der stromaufwärts der Förderpumpe 16 herrschende Kraftstoffdruck, also auch der Druck im Saugraum 2, drehzahlabhängig gesteuert, wobei mit zunehmender Drehzahl der Druck proportional steigt. Dieser drehzahlabhängige Druck herrscht auch im Arbeitsraum 44, so daß bei zunehmender Drehzahl und somit zunehmendem Druck der Verstellkolben 43 in Richtung "früh" verschoben wird. Das Drucksteuerventil 18 arbeitet mit einem als bewegliche Wand dienenden Kolben 51, der den Druckraum 49 begrenzt und bei seinem Hub entgegen der Wirkung einer Steuerfeder 52 fortschreitend eine Absteueröffnung 53 aufsteuert, über die Kraftstoff in eine Rücklaufleitung 54 und von dort zum Kraftstoffbehälter 17 zurückströmen kann. Ein die Steuerfeder 52 aufnehmender Rückstellraum 55 ist auf der dem Druckraum 49 abgewandten Seite des Kolbens 51 angeordnet und über eine Drosselbohrung 56 im Kolben 51 mit dem Druckraum 49 verbunden. Auch dieser Rückstellraum 55 wird beim Hub des Kolbens 51 über eine Steuernut 50 und eine zweite Absteueröffnung 53' fortschreitend aufgesteuert, so daß auch aus dem Rückstellraum 55 Kraftstoff in die Rücklaufleitung 54 abströmen kann. Dadurch fällt bei steigender Drehzahl der Druck sowohl im Rückstellraum 55 als auch im Druckraum 49 des Drucksteuerventils 18.A pressure line 48 downstream of the feed pump 16 leads not only to the suction chamber 2, but also to a pressure chamber 49 of the pressure control valve 18. The pressure control valve 18 controls the fuel pressure prevailing upstream of the feed pump 16, that is to say also the pressure in the suction chamber 2, depending on the speed, with increasing speed the pressure increases proportionally. This speed-dependent pressure also prevails in the working space 44, so that the adjusting piston 43 is displaced in the "early" direction with increasing speed and thus increasing pressure. The pressure control valve 18 works with a piston 51 serving as a movable wall, which delimits the pressure chamber 49 and progressively opens a control opening 53 during its stroke against the action of a control spring 52, via which fuel can flow into a return line 54 and from there back to the fuel tank 17. A resetting space 55 accommodating the control spring 52 is arranged on the side of the piston 51 facing away from the pressure space 49 and is connected to the pressure space 49 via a throttle bore 56 in the piston 51. This resetting space 55 is also progressively opened when the piston 51 is lifted via a control groove 50 and a second spill opening 53 ', so that fuel can also flow out of the resetting space 55 into the return line 54. As a result, the pressure drops both in the resetting space 55 and in the pressure space 49 of the pressure control valve 18 as the rotational speed increases.

Bekanntlich erfolgt die Einspritzung beim Dieselmotor, wenn der Motorkolben im Bereich seines oberen Totpunktes ist. Der Zeitpunkt des Spritzbeginns liegt dabei je nach Drehzahl vor bis kurz nach dem oberen Totpunkt, und zwar im allgemeinen bei höherer Drehzahl früher als bei niederer Drehzahl. Während die Zeit, die der Kraftstoff für den Weg zwischen Kraftstoffeinspritzpumpe und Einspritzdüse braucht, unabhängig von der Drehzahl weitgehend konstant bleibt, ändert sich entsprechend der Drehzahl der Zeitaufwand von Pumpenförderung bis zur Verbrennung. Diese Veränderung des Zeitverhältnisses wird durch den Spritzzeitpunktversteller ausgeglichen, wofür ein Großteil seines Arbeitsvermögens verwendet wird. Der Rest des Arbeitsvermögens dient je nach Forderung einer Verbesserung des Kraftstoffverbrauches, der Leistung, des Motorengeräusches und/oder des Abgases. Da bekanntlich der Zündverzug einer DieselBrennkraftmaschine von der Temperatur des Kraftstoffes und der Zylinderwandtemperatur abhängig ist, ist es zum Ausgleich dieses Zündverzuges bei kalten Brennkraftmaschinen vorteilhaft, den Spritzbeginn bei niederen Drehzahlen früher zu legen. Bei warmer Brennkraftmaschine würde diese Frühverstellung jedoch zu einem harten Gang führen, die Brennkraftmaschine wäre laut. Eine Frühverstellung ist bekanntlich auch nach dem Start günstig, um ein schnelles Hochlaufen der Brennkraftmaschine zu erreichen. Ein weiteres Merkmal der kalten Brennkraftmaschine ist, daß sie beim frühen Spritzbeginn weniger Blaurauch entwickelt als bei spätem Spritzbeginn.As is known, injection takes place in a diesel engine when the engine piston is in the area of its top dead center. The time of the start of spraying is, depending on the speed, up to shortly after top dead center, and generally earlier at a higher speed than at a low speed. While the time it takes for the fuel to travel between the fuel injection pump and the injector remains largely constant, regardless of the speed, the time required to pump the pump to combustion changes in accordance with the speed. This change in the time ratio is compensated for by the spray timing adjuster, for which a large part of his working capacity is used. The rest of the work capacity is used to improve fuel consumption, performance, engine noise and / or exhaust gas, depending on the requirements. As is known, the ignition delay of a diesel internal combustion engine depends on the temperature of the fuel and the cylinder wall temperature, in order to compensate for this ignition delay in cold internal combustion engines, it is advantageous to start the injection earlier at low engine speeds. In the case of a warm internal combustion engine, however, this early adjustment would lead to a hard gear, and the internal combustion engine would be noisy. As is well known, early adjustment is also beneficial after the start in order to achieve a quick start-up of the internal combustion engine. Another characteristic of the cold internal combustion engine is that it develops less blue smoke at the early start of spraying than at late start of spraying.

Für den Warmlauf der Brennkraftmaschine ist es vorteilhaft, wenn der Kraftstoffdruck im Saugraum 2 und damit im Arbeitsraum 44 des Verstellkolbens 43 relativ erhöht wird, um dadurch eine vorübergehende zusätzliche Frühverstellung des Spritzbeginns zu erreichen. Eine Druckerhöhung erfordert jedoch eine Verkleinerung des Absteuerquerschnittes an der Absteueröffnung 53 des Drucksteuerventils 18 für die rückfliessende Kraftstoffmenge. Zur temperaturabhängigen Beeinflussung des Kraftstoffflusses beim Starten der Brennkraftmaschine ist daher in Reihe mit dem Drucksteuerventil 18 ein Druckventil 57 einer Kaltbeschleunigereinrichtung angeordnet. Hierzu führt ein Abflußkanal 58 vom Rückstellraum 55 des Drucksteuerventils 18 zu einem Absteuerraum 59 des Druckventils 57, das die Kaltstartbeschleunigungseinrichtung darstellt. In den Absteuerraum 59 ragt ein Betätigungsglied 61 eines temperaturabhängig arbeitenden Elementes 62, beispielsweise eines Dehnstoffelementes oder einer Metallfeder, das bei Erreichen der Betriebstemperatur der Brennkraftmaschine das bewegliche Ventilglied 63 des Druckventils 57 entgegen der Wirkung einer Druckfeder 65 von seinem Sitz abhebt und damit den Absteuerraum 59 des Druckventils 57 über eine Leitung 66 mit der drucklosen Rücklaufleitung 54 verbindet.For the warm-up of the internal combustion engine, it is advantageous if the fuel pressure in the suction chamber 2 and thus in the working chamber 44 of the adjusting piston 43 is increased relatively in order to achieve a temporary additional early adjustment of the start of injection. An increase in pressure, however, requires a reduction in the control cross section at the control opening 53 of the pressure control valve 18 for the quantity of fuel flowing back. For temperature-dependent influencing of the fuel flow when starting the internal combustion engine, a pressure valve 57 of a cold accelerator device is therefore arranged in series with the pressure control valve 18. For this purpose, a discharge channel 58 leads from the reset space 55 of the pressure control valve 18 to a discharge space 59 of the pressure valve 57, which represents the cold start acceleration device. An actuating element 61 of a temperature-dependent element 62, for example an expansion element or a metal spring, projects into the control chamber 59 and, when the operating temperature of the internal combustion engine has been reached, lifts the movable valve member 63 of the pressure valve 57 from its seat against the action of a pressure spring 65 and thus the control chamber 59 the pressure valve 57 connects to the unpressurized return line 54 via a line 66.

Im Normalbetrieb der von der Einspritzpumpe 1 mit Kraftstoff versorgten Brennkraftmaschine, das ist, wenn diese ihre Betriebstemperatur erreicht hat, steuert das Drucksteuerventil 18 den Förderdruck pf, der im Saugraum 2 der Einspritzpumpe 1, im Druckraum 49 des Drucksteuerventils 18 und im Druckraum 39 der Angleicheinrichtung 30 herrscht, proportional der Drehzahl n der Einspritzpumpe 1 bzw. der Förderpumpe 16 wie im Diagramm nach Figur 2 dargestellt ist, wo die Drehzahl n in der Abszisse und der Druck p in der Ordinate eingetragen sind. Dabei fließt der durch die Drossel 56 in den Rückstellraum 55 des Drucksteuerventils 18 gelangende Kraftstoff durch die Leitung 58, den Absteuerraum 59 und die Leitung 66 in die drucklose Rücklaufleitung 54 mit dem Druck po ab, wobei der Druck pb im Rückstellraum 55 des Drucksteuerventils 18 und der Druck Pa im Angleichraum 37 der Angleicheinrichtung 30 sich dem Druck po angleichen. Aus dem Diagramm nach Figur 2 ist ersichtlich, daß sich mit steigender Drehzahl n eine ebenfalls sich vergrößernde Druckdifferenz zwischen pf und po bzw. pa einstellt, die für die Wirkungsweise der Angleicheinrichtung 30 maßgebend ist.In normal operation of the internal combustion engine supplied with fuel by the injection pump 1, that is when it has reached its operating temperature, the pressure control valve 18 controls the delivery pressure p f that is in the suction chamber 2 of the injection pump 1, in the pressure chamber 49 of the pressure control valve 18 and in the pressure chamber 39 Adjustment device 30 prevails, proportional to the speed n of the injection pump 1 or the feed pump 16 as shown in the diagram according to FIG. 2, where the speed n is entered in the abscissa and the pressure p in the ordinate. The fuel flowing through the throttle 56 into the reset chamber 55 of the pressure control valve 18 flows through the line 58, the control chamber 59 and the line 66 into the unpressurized return line 54 with the pressure p o , the pressure p b in the reset chamber 55 of the pressure control valve 18 and the pressure Pa in the adjustment space 37 of the adjustment device 30 adjust to the pressure p o . It can be seen from the diagram in FIG. 2 that with increasing speed n there is also an increasing pressure difference between p f and p o or p a , which is decisive for the mode of operation of the adjustment device 30.

Um während des Kaltbetriebs bzw. der Warmlaufphase der Brennkraftmaschine die Drücke pb und Pa im Rückstellraum 55 des Drucksteuerventils 18, im Absteuerraum 59 des Druckventils und im Angleichraum 37 der Angleicheinrichtung 30 gegenüber dem Förderdruck pf im Saugraum 2, im Druckraum 49 des Drucksteuerventils 18 und im Druckraum 39 der Angleicheinrichtung 30 zu differenzieren, ist der Rückstellraum 55 des Drucksteuerventils 18 bzw. der Absteuerraum 59 des Druckventils 57 über eine erste Drossel 70 und Leitungen 71, 72 sowie eine zweite Drossel 75 mit der Rücklaufleitung 54 und ferner der Angleichraum 37 der Angleicheinrichtung 30 über eine Leitung 76 und die erste Drossel 70 mit dem Rückstellraum 55 des Drucksteuerventils 18 und über die Leitung 72 und die zweite Drossel 75 mit der Rücklaufleitung 54 verbunden. Bei geschlossenem oder teilweise geöffnetem Druckventil 57 baut sich aufgrund der Wirkung des Drucksteuerventil 18 und der Wirkung der entsprechend angepaßten beiden Drosseln 70 und 75 im Rückstellraum 55 des Drucksteuerventils 18 ein Druck pb auf, der, wie im Diagramm nach Figur 3 dargestellt ist, nach anfänglichem steilen Anstieg beim Anlassen bei steigender Drehzahl n und steigendem Förderdruck pf stetig abfällt. Abhängig von diesem Druck pb baut sich hinter der ersten Drossel 70 und beeinflußt von der zweiten Drossel 75 im Angleichraum 37 der Angleicheinrichtung 30 ein Druck Pa auf, der kleiner ist als der Druck pb im Rückstellraum 55 und der bei steigender Drehzahl n etwa parallel zum Verlauf des Druckes pb verläuft. Aus dem Diagramm nach Figur 3 ist ersichtlich, daß die Druckdifferenz zwischen dem Förderdruck pf und dem Druck Pa im Angleichraum 37 nach dem Anlassen mit steigender Drehzahl stetig wächst. Beim Vergleichen der beiden Diagramme nach Figur 2 und Figur 3 kann festgestellt werden, daß die Druckdifferenz zwischen dem Förderdruck pf und dem Druck pa im Angleichraum 37 der Angleicheinrichtung 30 sowohl bei Normalbetrieb als auch bei Kaltbetrieb bei steigender Drehzahl n annähernd gleich ist und gleichermaßen ansteigt. Durch die Anordnung der beiden Drosseln 70 und 75 zwischen dem Rückstellraum 55 des Drucksteuerventils 18 bzw. dem Absteuerraum 59 des Druckventils 57, dem Angleichraum 37 der Angleicheinrichtung 30 und der drucklosen Rücklaufleitung 54 wird während der Warmlaufphase bei geschlossenem oder teilweise geöffnetem Druckventil 57 ein auf die Angleicheinrichtung 30 wirkender Differenzdruck erzeugt, der dem bei geöffnetem Druckventil 57 annähernd entspricht, mit der Folge, daß annähernd gleiche Vollast-Mengenverläufe bei Normal- und bei Kaltbetrieb erreicht werden.In order to maintain the pressures p b and Pa in the resetting space 55 of the pressure control valve 18, in the control chamber 59 of the pressure valve and in the adjustment space 37 of the adjustment device 30 with respect to the delivery pressure p f in the suction space 2 and in the pressure space 49 of the pressure control valve 18 during the cold operation or the warm-up phase of the internal combustion engine and to differentiate in the pressure chamber 39 of the adjustment device 30, the reset space 55 of the pressure control valve 18 or the control chamber 59 of the pressure valve 57 is via a first throttle 70 and lines 71, 72 and a second throttle 75 with the return line 54 and also the adjustment space 37 Adjustment device 30 is connected via a line 76 and the first throttle 70 to the reset space 55 of the pressure control valve 18 and via the line 72 and the second throttle 75 to the return line 54. When the pressure valve 57 is closed or partially open, due to the action of the pressure control valve 18 and the action of the correspondingly adapted two throttles 70 and 75, a pressure p b builds up in the resetting space 55 of the pressure control valve 18, which, as shown in the diagram in FIG. 3, builds up initial steep increase in starting with increasing engine speed n and increasing delivery pressure p f steadily decreases. Depending on this pressure p b , a pressure Pa builds up behind the first throttle 70 and is influenced by the second throttle 75 in the adjustment space 37 of the adjustment device 30, which pressure is less than the pressure p b in the reset space 55 and which is approximately parallel with increasing speed n to the course of the pressure p b . It can be seen from the diagram in FIG. 3 that the pressure difference between the delivery pressure p f and the pressure Pa in the adjustment chamber 37 increases steadily with increasing speed after starting. When comparing the two diagrams according to FIG. 2 and FIG. 3, it can be established that the pressure difference between the delivery pressure p f and the pressure p a in the adjustment space 37 of the adjustment device 30 is approximately the same, both in normal operation and in cold operation, with increasing speed n increases. The arrangement of the two throttles 70 and 75 between the reset space 55 of the pressure control valve 18 or the control chamber 59 of the pressure valve 57, the adjustment space 37 of the adjustment device 30 and the pressureless return line 54 during the warm-up phase with the pressure valve 57 closed or partially open, one on the Adjusting device 30 produces differential pressure, which approximately corresponds to that when the pressure valve 57 is open, with the result that approximately the same full-load quantity curves are achieved in normal and in cold operation.

Zum Einstellen der Drücke im Rückstellraum 55 des Drucksteuerventils 18 und im Angleichraum 37 der Angleicheinrichtung 30 und Anpassen derselben zueinander sind die Drosseln 70 und 75 einstellbar.The throttles 70 and 75 can be adjusted to adjust the pressures in the reset space 55 of the pressure control valve 18 and in the adjustment space 37 of the adjustment device 30 and to adapt them to one another.

Claims (3)

1. Fuel injection pump for internal-combustion engines, particularly distributor injection pump, having a delivery pump (16) delivering fuel proportionally to the speed into a suction chamber (2), having an injection start adjusting device (43) actuated as a function of the delivery pressure (pf) in the suction chamber, having a pressure control valve (18) controlling the pressure in the suction chamber, which exhibits a movable wall (51) actuated by the delivery pressure (pf) on the one hand and by a return force on the other hand, whilst the return force is generated by a return spring (52) and by a differential pressure as a function of the delivery pressure, having a pressure valve (57) connected by its pressure chamber (59) to the return chamber (55) of the pressure control valve and influencing the fuel pressure in the suction chamber additionally as a function of at least one operating parameter, particularly of the temperature of the internal-combustion engine, having a control lever (7) actuating an injection quantity adjusting element (8) of the fuel injection pump and having a coordinating device (30) with a full-load stop (11) for the control lever which exhibits a coordinating control element (31) movable by the delivery pressure on the one hand and by a return force on the other hand for the full-load stop to adjust a maximum admissible full-load delivery quantity, whilst the return force on the control element is generated by a coordinating spring (38) and by a pressure (pa) differentiated from the delivery pressure in the coordinating chamber (37) of the coordinating device (30), characterized in that the pressure (Pa) in the coordinating chamber (37) of the coordinating device (30) is made different from the pressure (pb) in the return chamber (55) of the pressure control valve (18) or in the pressure chamber (59) of trJe pressure valve (57) by a first throttle device (70), and that, the pressure valve (57) being closed in order to increase the pressure in the suction chamber (2), the pressure (pb) in the return chamber (55) of the pressure control valve (18) and the pressure (pa) in the coordinating chamber (37) of the coordinating device (30) is adjustable by a second throttle device (75).
2. Fuel injection pump according to Claim 1, characterized in that the first throttle device (70) is attached to the pressure chamber (59) of the pressure control valve (57) which is connected to the return chamber (55) of the pressure control valve (18), and that the second throttle device (75) is connected in series with the first throttle device.
3. Fuel injection pump according to Claim 2, characterized in that the coordinating chamber (37) of the co-ordinating device (30) is connected between the first throttle device (70) and the second throttle device (75).
EP86105435A 1985-05-18 1986-04-19 Fuel injection pump for internal-combustion engines Expired EP0204117B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3517974 1985-05-18
DE19853517974 DE3517974A1 (en) 1985-05-18 1985-05-18 FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES

Publications (2)

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EP0204117A1 EP0204117A1 (en) 1986-12-10
EP0204117B1 true EP0204117B1 (en) 1988-07-20

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EP86105435A Expired EP0204117B1 (en) 1985-05-18 1986-04-19 Fuel injection pump for internal-combustion engines

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US (1) US4733645A (en)
EP (1) EP0204117B1 (en)
JP (1) JP2525363B2 (en)
DE (2) DE3517974A1 (en)

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Publication number Priority date Publication date Assignee Title
DE3813880A1 (en) * 1988-04-25 1989-11-02 Bosch Gmbh Robert FUEL INJECTION PUMP
DE3822257A1 (en) * 1988-07-01 1990-01-04 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3827206A1 (en) * 1988-08-11 1990-02-15 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
US4977882A (en) * 1988-08-26 1990-12-18 Diesel Kiki Co., Ltd. Distributor type fuel injection pump
DE3912624A1 (en) * 1989-04-18 1990-10-25 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
US5197441A (en) * 1989-06-03 1993-03-30 Lucas Industries Fuel injection pumping apparatus
DE3943246A1 (en) * 1989-12-29 1991-07-04 Bosch Gmbh Robert FUEL INJECTION PUMP
DE4117813A1 (en) * 1991-05-31 1992-12-03 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
US6367456B1 (en) * 1994-07-29 2002-04-09 Caterpillar Inc. Method of determining the fuel injection timing for an internal combustion engine
DE10156989A1 (en) * 2001-11-21 2003-06-05 Bosch Gmbh Robert Mechanical distributor injection pump with cold start acceleration

Family Cites Families (10)

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Publication number Priority date Publication date Assignee Title
DE2648043C2 (en) * 1976-10-23 1984-05-24 Robert Bosch Gmbh, 7000 Stuttgart Fuel injection pump for internal combustion engines
DE2925418A1 (en) * 1979-06-23 1981-01-29 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3138606A1 (en) * 1981-09-29 1983-04-14 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3146499A1 (en) * 1981-11-24 1983-06-01 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3147701A1 (en) * 1981-12-02 1983-06-16 Robert Bosch Gmbh, 7000 Stuttgart CONTROL DEVICE FOR A FUEL FLOW ADJUSTMENT MEMBER OF A FUEL INJECTION PUMP
DE3148214A1 (en) * 1981-12-05 1983-06-09 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3211877A1 (en) * 1982-03-31 1983-10-06 Bosch Gmbh Robert FUEL INJECTION PUMP
DE3215736A1 (en) * 1982-04-28 1983-11-03 Robert Bosch Gmbh, 7000 Stuttgart CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINES
JPS5962242U (en) * 1982-10-19 1984-04-24 株式会社ボッシュオートモーティブ　システム distribution type fuel injection pump
DE3410146A1 (en) * 1984-03-20 1985-10-03 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES

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JP2525363B2 (en) 1996-08-21
DE3660407D1 (en) 1988-08-25
US4733645A (en) 1988-03-29
JPS61265329A (en) 1986-11-25
DE3517974A1 (en) 1986-11-20
EP0204117A1 (en) 1986-12-10

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