EP0250785A1 - Pompe d'injection de combustible pour moteurs à combustion interne - Google Patents

Pompe d'injection de combustible pour moteurs à combustion interne Download PDF

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Publication number
EP0250785A1
EP0250785A1 EP87106629A EP87106629A EP0250785A1 EP 0250785 A1 EP0250785 A1 EP 0250785A1 EP 87106629 A EP87106629 A EP 87106629A EP 87106629 A EP87106629 A EP 87106629A EP 0250785 A1 EP0250785 A1 EP 0250785A1
Authority
EP
European Patent Office
Prior art keywords
pressure
control
control valve
valve
spring chamber
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.)
Granted
Application number
EP87106629A
Other languages
German (de)
English (en)
Other versions
EP0250785B1 (fr
Inventor
Karl Konrath
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 EP0250785A1 publication Critical patent/EP0250785A1/fr
Application granted granted Critical
Publication of EP0250785B1 publication Critical patent/EP0250785B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02D1/16—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
    • 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
    • F02M41/128—Varying injection timing by angular adjustment of the face-cam or the rollers support

Definitions

  • the invention relates to a fuel injection pump for internal combustion engines according to the preamble of the main claim.
  • a fuel injection pump of this type known from DE-PS 26 48 043 and DE-OS 29 31 937
  • the pressure valve blocks the outflow from the spring chamber of the pressure control valve at low speed and low temperature of the internal combustion engine, so that this increases the control pressure and thereby the Injection start adjustment device causes an early shift in the start of injection. Due to the structure of the pressure valve, it opens when a certain speed and / or a certain temperature is reached, so that the cold start function is switched off. In a certain transition area of the operation of the internal combustion engine during a cold start, it may happen that the injection start advance is switched off too soon, so that blue smoke and loud noise nevertheless occur during the cold start and warm-up.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that the cold start by controlling the back pressure in the spring chamber of the pressure control valve Control pressure is kept substantially constant over a certain speed range near the idle speed.
  • the cold start control pressure can be set in a certain range to an optimal combustion of the internal combustion engine during the cold start.
  • FIG. 1 shows a schematic diagram of a fuel injection pump with an injection start adjustment device
  • FIG. 2 shows a functional diagram of the same.
  • the injection pump which is shown in simplified form, is generally described in the BOSCH publication "distributor injection pump type VE technical instruction VDT-U2 / 2 DE (7.83)". It has a housing 1 which contains a pump unit (not shown in detail) and a phase-shiftable cam drive (not shown in detail) and an injection start adjustment device 2.
  • the injection start adjustment device 2 has an adjusting piston 7 and a connecting bolt 8 which engages in the cam drive.
  • the adjusting piston 6 is on the one hand from a return spring 9 and on the other hand on it Pressure side 10 is acted upon by a control pressure which also prevails in the suction chamber 5.
  • a bore 11 with a throttle point 12 is machined into the adjusting piston 7.
  • the control pressure which is equal to the delivery pressure of the pre-feed pump 3, is controlled by a pressure control valve 15 in such a way that it increases in the suction chamber 5 and on the pressure side 10 of the adjusting piston 7 with increasing speed, preferably in proportion to this, so that the adjusting piston 7 is moved in the early direction (to the left).
  • a pressure control valve 15 in which the stroke s (ordinate) of the adjusting piston 7 is shown over the speed n (abscissa), the start of injection adjustment in the direction early can be seen linearly over the speed n at normal operating temperature of the internal combustion engine from the characteristic curve I .
  • the start of spraying is also adjusted in a low speed range between the starting speed n a and a certain speed n 1 in the early direction, for example according to characteristic curve II then again to have the characteristic I curve.
  • the starting speed n a should be quickly moved to early and then slowly adjusted up to speed n 1 with increasing speed in the early direction.
  • the control pressure which is decisive for the adjustment, is controlled by a pressure control valve 15 connected via a channel 14 to the pressure side of the pre-feed pump 3 and the suction chamber 5.
  • the pressure control valve 15 has in a housing 16 a pressure control piston 17 which is acted upon by the fuel delivered by the pre-feed pump 3 in a pressure chamber 18 and on the other hand a return spring 20 engages in a spring chamber 19.
  • a throttle valve Binding 21 is provided, which connects the spring chamber 19 to the pressure chamber 18.
  • the control piston 17 controls a control cross-section 22, so that the control pressure increases linearly with increasing speed analogously to the characteristic curve I in the diagram according to FIG.
  • the switching valve 24 which is connected on the one hand via a channel 26 to the spring chamber 19 of the first pressure control valve 15 and, on the other hand, via a line 27 to the unpressurized reservoir 4, connects the spring chamber 19 to the unpressurized side in a warm internal combustion engine;
  • an actuator 28 is assigned to it, which preferably consists of a thermal expansion element.
  • the expansion element equipped with an electrical heating device is supplied with electricity when the internal combustion engine is started, so that its plunger 29 lifts the valve body 30 from its valve seat after a certain heating-up period.
  • the heating time can also be controlled by a heat sensor depending on the temperature of the cooling water.
  • a heat sensor depending on the temperature of the cooling water.
  • it can also be thermally conductively connected to the internal combustion engine.
  • a solenoid valve can also be arranged, which is controlled depending on the temperature or time and which relieves the pressure on the spring chamber 19 of the first pressure control valve 15 after a certain time after the internal combustion engine has started.
  • the second pressure control valve 25 also has a control piston 32 in a housing 31, which on the one hand has a line 33 with the control pressure controlled by the first pressure control valve 15 in one Pressure chamber 34 is acted upon and on the other hand, a return spring 36 engages in an opposite return space 35.
  • the control piston 32 has a control groove 38 which is connected to the reset space 35 via a bore 37 and which cooperates with a control cross section 39 in the housing 31.
  • the control cross section 39 is connected via a line 40 to the spring chamber 19 of the first pressure control valve 15.
  • the control cross section 39 is preferably set to be adjustable. The preload of the return spring 36 in the reset chamber 35, which is relieved of pressure via the line 27, can be adjusted with an adjusting screw 41.
  • the above-described injection start adjustment device 2 with the control elements assigned to it is shown in FIG. 1 in a position which it assumes when the internal combustion engine is cold and immediately after starting.
  • the switching valve 24 and the second pressure control valve 25 still block the outflow from the spring chamber 19 of the first pressure control valve 15.
  • a pressure builds up in the spring chamber 19 via the throttle bore 21 in the control piston 17, which, in cooperation with the return spring 20, the control piston 17 quickly pushes into a position in which the discharge cross section 22 is reduced.
  • the control pressure rises quickly, so that the adjusting piston 17 is moved to early in accordance with the characteristic curve II.
  • the rapidly increased control pressure also displaces the control piston 32 of the second pressure control valve 25, the control cross-section 39 being at least partially opened in cooperation with the return spring 36 via the control groove 38, so that the spring chamber 19 of the first pressure control valve 15 is affected by the action of the throttle 21 sets a back pressure differentiated from the control pressure in the pressure chamber 18.
  • the control piston 17 moves into a position in which it sets a small discharge cross section 22, in which the first pressure control valve 15 generates a high control pressure in accordance with the slightly rising part of the characteristic curve II.
  • the throttle bore 21 of the first pressure control valve and the control cross-section 39 and the spring force of the spring 36 of the second pressure control valve 25 are to be coordinated.
  • the thermal expansion element lifts the valve body 30 with its plunger 29 from its seat, so that the spring chamber 19 of the first pressure control valve 15 via the lines 26, 27 is relieved of pressure. With this position of the switching valve 24, the first pressure control valve 15 then operates in accordance with the characteristic curve I.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Fuel-Injection Apparatus (AREA)
EP87106629A 1986-06-09 1987-05-07 Pompe d'injection de combustible pour moteurs à combustion interne Expired - Lifetime EP0250785B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863619325 DE3619325A1 (de) 1986-06-09 1986-06-09 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3619325 1986-06-09

Publications (2)

Publication Number Publication Date
EP0250785A1 true EP0250785A1 (fr) 1988-01-07
EP0250785B1 EP0250785B1 (fr) 1990-03-07

Family

ID=6302597

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87106629A Expired - Lifetime EP0250785B1 (fr) 1986-06-09 1987-05-07 Pompe d'injection de combustible pour moteurs à combustion interne

Country Status (3)

Country Link
EP (1) EP0250785B1 (fr)
JP (1) JPH071015B2 (fr)
DE (2) DE3619325A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1990000224A1 (fr) * 1988-07-01 1990-01-11 Robert Bosch Gmbh Pompe d'injection de carburant pour moteurs a combustion interne
WO1990012957A1 (fr) * 1989-04-18 1990-11-01 Robert Bosch Gmbh Pompe a injection de carburant pour moteurs a combustion interne
WO1991010056A1 (fr) * 1989-12-29 1991-07-11 Robert Bosch Gmbh Pompe d'injection de carburant
EP0515813A1 (fr) * 1991-05-31 1992-12-02 Robert Bosch Gmbh Pompe à injection de combustible pour moteurs à combustion interne

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2057720A (en) * 1979-08-07 1981-04-01 Bosch Gmbh Robert Fuel injection pump for internal combustion engines
DE3334617A1 (de) * 1983-09-24 1985-04-11 Robert Bosch Gmbh, 7000 Stuttgart Verstelleinrichtung fuer den spritzbeginn von kraftstoffeinspritzpumpen von brennkraftmaschinen
EP0155404A1 (fr) * 1984-03-20 1985-09-25 Robert Bosch Gmbh Dispositif de réglage pour pompes d'injection de carburant

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2057720A (en) * 1979-08-07 1981-04-01 Bosch Gmbh Robert Fuel injection pump for internal combustion engines
DE3334617A1 (de) * 1983-09-24 1985-04-11 Robert Bosch Gmbh, 7000 Stuttgart Verstelleinrichtung fuer den spritzbeginn von kraftstoffeinspritzpumpen von brennkraftmaschinen
EP0155404A1 (fr) * 1984-03-20 1985-09-25 Robert Bosch Gmbh Dispositif de réglage pour pompes d'injection de carburant

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1990000224A1 (fr) * 1988-07-01 1990-01-11 Robert Bosch Gmbh Pompe d'injection de carburant pour moteurs a combustion interne
US5033441A (en) * 1988-07-01 1991-07-23 Robert Bosch Gmbh Fuel-injection pump for an internal-combustion engine
WO1990012957A1 (fr) * 1989-04-18 1990-11-01 Robert Bosch Gmbh Pompe a injection de carburant pour moteurs a combustion interne
WO1991010056A1 (fr) * 1989-12-29 1991-07-11 Robert Bosch Gmbh Pompe d'injection de carburant
EP0515813A1 (fr) * 1991-05-31 1992-12-02 Robert Bosch Gmbh Pompe à injection de combustible pour moteurs à combustion interne

Also Published As

Publication number Publication date
JPS62291440A (ja) 1987-12-18
DE3761839D1 (de) 1990-04-12
DE3619325A1 (de) 1987-12-10
JPH071015B2 (ja) 1995-01-11
EP0250785B1 (fr) 1990-03-07

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