EP0204117B1 - Pompe à injection de combustible pour moteurs à combustion interne - Google Patents

Pompe à injection de combustible pour moteurs à combustion interne 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
Authority
EP
European Patent Office
Prior art keywords
pressure
chamber
coordinating
control valve
delivery
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
EP86105435A
Other languages
German (de)
English (en)
Other versions
EP0204117A1 (fr
Inventor
Josef Hain
Karl-Friedrich Rüsseler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0204117A1 publication Critical patent/EP0204117A1/fr
Application granted granted Critical
Publication of EP0204117B1 publication Critical patent/EP0204117B1/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
    • 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)

Claims (3)

1. Pompe à injection de carburant pour moteurs à combustion interne, en particulier pompe à injection répartiteur, avec une pompe de transfert (16) refoulant du carburant dans une enceinte d'aspiration (2), proportionnellement à la vitesse de rotation, avec un dispositif de réglage de début d'injection (43) actionnable en fonction de la pression de refoulement (pf) dans l'enceinte d'aspiration, avec une soupape de commande de pression (18), commandant la pression dans l'enceinte d'aspiration et qui possède une paroi mobile (51) qui est chargée d'un côté par la pression de refoulement (pf) et de l'autre côté par la force d'un ressort de rappel, la force du ressort de rappel étant à cette occasion produite par un ressort de rappel (52) et une différence de pression dépendante de la pression de refoulement, avec une soupape de refoulement (57) reliée à son enceinte de pression (59), à l'enceinte de rappel (55) de la soupape de commande de pression, influençant le carburant supplémentairement, dans l'enceinte d'aspiration, en fonction d'au moins une grandeur influençant le fonctionnement, en particulier une soupape de refoulement influencée par la température du moteur à combustion interne, avec un levier de régulation (7) actionnant l'organe de réglage de débit d'injection (8) de la pompe à injection de carburant et avec un dispositif de compensation (30), avec une butée de pleine charge (11) pour le levier de régulation, qui possède un organe de commande de compensation (31) pour la butée de pleine charge, qui est mobile, d'un côté par la pression de refoulement et de l'autre côté par la force d'un ressort de rappel, pour régler un débit de refoulement à pleine charge maximum admissible, la force du ressort de rappel sur l'organe de commande étant à cette occasion produite par un ressort de compensation (38) et une pression (pa) différentiée de la pression de refoulement, dans l'enceinte de compensation (37) du dispositif de compensation (30), caractérisé en ce que la pression (Pa) dans l'enceinte de compensation (37) du dispositif de compensation (30) est rendue différente de la pression (pb) dans l'enceinte de rappel (55) de la soupape de commande de pression (18) ou bien dans l'enceinte de pression (59) de la soupape de refoulement, à l'aide d'un premier dispositif d'étranglement (70) et que lorsque la soupape de refoulement (57) est fermée pour augmenter la pression dans l'enceinte d'aspiration (2), la pression (pb) dans l'enceinte de rappel (55) de la soupape de commande de pression (18) et la pression (Pa) dans l'enceinte de compensation (37) du dispositif de compensation (30) sont réglables par un deuxième dispositif d'étranglement (75).
2. Pompe à injection de carburant selon la revendication 1, caractérisée en ce que le premier dispositif d'étranglement (70) est raccordé à l'enceinte de pression (59) de la soupape de commande de pression (57) qui est reliée à l'enceinte de rappel (55) de la soupape de commande de pression (18) et que le deuxième dispositif d'étranglement (75) est branché en série au premier dispositif d'étranglement.
3. Pompe à injection de carburant selon la revendication 2, caractérisée en ce que l'enceinte de compensation (37) du dispositif de compensation (30) est raccordé entre le premier dispositif d'étranglement (70) et le deuxième dispositif d'étranglement (75).
EP86105435A 1985-05-18 1986-04-19 Pompe à injection de combustible pour moteurs à combustion interne Expired EP0204117B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19853517974 DE3517974A1 (de) 1985-05-18 1985-05-18 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3517974 1985-05-18

Publications (2)

Publication Number Publication Date
EP0204117A1 EP0204117A1 (fr) 1986-12-10
EP0204117B1 true EP0204117B1 (fr) 1988-07-20

Family

ID=6271098

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86105435A Expired EP0204117B1 (fr) 1985-05-18 1986-04-19 Pompe à injection de combustible pour moteurs à combustion interne

Country Status (4)

Country Link
US (1) US4733645A (fr)
EP (1) EP0204117B1 (fr)
JP (1) JP2525363B2 (fr)
DE (2) DE3517974A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3813880A1 (de) * 1988-04-25 1989-11-02 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE3822257A1 (de) * 1988-07-01 1990-01-04 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3827206A1 (de) * 1988-08-11 1990-02-15 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
US4977882A (en) * 1988-08-26 1990-12-18 Diesel Kiki Co., Ltd. Distributor type fuel injection pump
DE3912624A1 (de) * 1989-04-18 1990-10-25 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
US5197441A (en) * 1989-06-03 1993-03-30 Lucas Industries Fuel injection pumping apparatus
DE3943246A1 (de) * 1989-12-29 1991-07-04 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE4117813A1 (de) * 1991-05-31 1992-12-03 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
US6367456B1 (en) * 1994-07-29 2002-04-09 Caterpillar Inc. Method of determining the fuel injection timing for an internal combustion engine
DE10156989A1 (de) * 2001-11-21 2003-06-05 Bosch Gmbh Robert Mechanische Verteilereinspritzpumpe mit Kaltstartbeschleunigung

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2648043C2 (de) * 1976-10-23 1984-05-24 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE2925418A1 (de) * 1979-06-23 1981-01-29 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3138606A1 (de) * 1981-09-29 1983-04-14 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3146499A1 (de) * 1981-11-24 1983-06-01 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3147701A1 (de) * 1981-12-02 1983-06-16 Robert Bosch Gmbh, 7000 Stuttgart Stelleinrichtung fuer ein kraftstoffoerdermengenverstellglied einer kraftstoffeinspritzpumpe
DE3148214A1 (de) * 1981-12-05 1983-06-09 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3211877A1 (de) * 1982-03-31 1983-10-06 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE3215736A1 (de) * 1982-04-28 1983-11-03 Robert Bosch Gmbh, 7000 Stuttgart Steuereinrichtung fuer brennkraftmaschinen
JPS5962242U (ja) * 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 分配型燃料噴射ポンプ
DE3410146A1 (de) * 1984-03-20 1985-10-03 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen

Also Published As

Publication number Publication date
EP0204117A1 (fr) 1986-12-10
DE3517974A1 (de) 1986-11-20
JPS61265329A (ja) 1986-11-25
JP2525363B2 (ja) 1996-08-21
US4733645A (en) 1988-03-29
DE3660407D1 (en) 1988-08-25

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