EP0303624A1 - Dispositif d'injection de carburant pour moteurs a combustion interne. - Google Patents

Dispositif d'injection de carburant pour moteurs a combustion interne.

Info

Publication number
EP0303624A1
EP0303624A1 EP87904028A EP87904028A EP0303624A1 EP 0303624 A1 EP0303624 A1 EP 0303624A1 EP 87904028 A EP87904028 A EP 87904028A EP 87904028 A EP87904028 A EP 87904028A EP 0303624 A1 EP0303624 A1 EP 0303624A1
Authority
EP
European Patent Office
Prior art keywords
valve
chamber
spring
suction chamber
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.)
Granted
Application number
EP87904028A
Other languages
German (de)
English (en)
Other versions
EP0303624B1 (fr
Inventor
Manfred Kramer
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
Publication of EP0303624A1 publication Critical patent/EP0303624A1/fr
Application granted granted Critical
Publication of EP0303624B1 publication Critical patent/EP0303624B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/0215—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by draining or closing fuel conduits
    • 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 is based on a fuel injection device for internal combustion engines, in particular for diesel engines, of the type specified in the preamble of claim 1.
  • the shutdown device serves to terminate the fuel injection as suddenly as possible in the event of malfunctions or errors.
  • the shutdown device has a shut-off valve designed as a poppet valve and a suction pump, which are combined to form a structural unit.
  • the suction pump consists of a piston displaceably guided in a storage space and a compression spring acting on the piston.
  • the piston is normally held in an extended position by means of a mechanical locking device with the compression spring tensioned, in which the storage volume of the storage space is almost zero.
  • the poppet valve is held in the open position by the piston via a valve tappet against the force of a valve closing spring.
  • the fuel delivered by the feed pump reaches the space delimited by the piston, in which the piston compression spring is arranged, and flows from here into the suction space.
  • the locking device is released.
  • the piston is moved by the piston compression spring and increasingly frees up the storage space. This creates a negative pressure in the line between the switch-off device and the suction chamber, which prevents fuel from getting further into the suction chamber of the injection pump.
  • the poppet valve is also released by the piston sliding back in the dining area, which valve valve changes into its closed position under the action of its valve closing spring.
  • the feed pump is shut off from the suction chamber and feeds back into the fuel tank via an overflow valve.
  • the fuel injector according to the invention with the characterizing features of claim 1 has the advantage of creating a quick shutdown device with commercially available components, such as spring accumulators, simple hydraulic valves and magnetic valve, which is structurally simple and inexpensive to manufacture.
  • the overflow valve Through the overflow valve, the suction chamber pressure is reduced to a defined pressure of e.g. 1 bar overpressure set.
  • the delivery pressure exceeding the suction chamber pressure here e.g. 2 bar overpressure, tensions the spring accumulator so that its spring chamber has the smallest possible volume.
  • the bypass is opened, as a result of which the excess pressure generated by the delivery pressure in the storage chamber of the spring accumulator breaks down.
  • the spring accumulator relaxes, and the increasing spring chamber volume causes the pressure in the suction chamber to be reduced to less than 0.2 bar absolute, as a result of which the delivery of fuel to the injection nozzles is suddenly interrupted.
  • the internal combustion engine no longer receives fuel and immediately switches off.
  • This embodiment of the electromagnetic switching valve means that the greatest valve actuation force, here the closing force of the valve, is applied magnet armature. For this, lower forces are required than if the greatest valve force had to be applied against the force of a closing spring when the magnet armature was extended. As a result, the electromagnet of the switching valve, in particular its winding space, can be dimensioned smaller, and thus the switching valve can be kept small in volume. In addition, the switching valve opens in the event of an unwanted power interruption and thereby stops the fuel injection.
  • the preloaded supply valve which is arranged in effect parallel to the storage chamber of the spring accumulator, ensures that the spring accumulator is tensioned by the delivery pressure of the feed pump at the start of delivery and, on the other hand, a connection-side shut-off of the suction chamber of the injection pump towards the feed pump.
  • An advantageous embodiment of the invention also results from claim 8, in particular in conjunction with claim 9. Due to the design of the inlet valve specified there, it does not have to be provided with an opening pressure as precisely defined as in FIG check valves which can also be used as inlet valves is the case. The inlet valve works more reliably and also does not know the problems of leaks which frequently occur with non-return valves: because of the " overlap when switching off. An advantageous embodiment of the invention also results from claim 10. This measure saves an additional fuel line from the switching valve to the fuel tank. Their function is taken over by the return line, which is already present.
  • FIG. 1 to 4 each show a block diagram for four exemplary embodiments of a fuel injection device with a Schneilab ⁇ switching device.
  • the fuel injection device for a diesel engine shown in FIG. 1 as an example of an internal combustion engine, has a fuel injection pump 10, which is only indicated schematically.
  • the fuel injection pump 10 sucks fuel from a suction chamber 11 of the fuel injection pump 10 with a pump element (not shown), compresses it to injection pressure and distributes the amount of fuel under injection pressure to injection nozzles which are assigned to the individual cylinders of the diesel engine.
  • FIG. 1 shows only a single injection nozzle 43 for an engine cylinder.
  • the suction chamber 11 is filled with fuel from a fuel tank 13 by a fuel delivery pump 12.
  • the feed pump 12 is connected to the fuel tank 13 via a suction connection 14 with a fuel filter 44 and via a feed line 15 to a further fuel filter 45 at the inlet of the suction chamber 11.
  • the outlet of the suction chamber 11 is connected to the fuel tank 13 again via a return line 16.
  • An inlet valve 17 is arranged in the delivery line 15 and an overflow valve 18 is arranged in the return line 16, each with a defined opening pressure of 1 bar overpressure here.
  • the direction of flow of the inlet valve 17 is directed from the feed pump 12 to the suction chamber 11, while the direction of flow of the overflow valve 18 is directed from the suction chamber 11 to the fuel tank 13.
  • the two valves 17, 18 designed here as simple non-return valves ensure that fuel delivery from the fuel tank 13 to the suction chamber 11 only begins at a defined delivery pressure of greater than 2 bar and that the excess pressure in the suction chamber 11 is kept constant at 1 bar.
  • the two valves 17, 13 are part of a shutdown device 19 for fuel injection in the event of an emergency or malfunction.
  • the shutdown device 19 also has a spring accumulator 20 which is arranged between the feed pump 12 and the suction chamber 11, that is to say parallel to the inlet valve 17 and is divided in a known manner into a storage chamber 22 and a spring chamber 23 by a membrane 21.
  • a compression spring 24 which is a is supported on the side of the membrane 21 and on the other hand on the housing side, and a stop 25 is arranged to limit the displacement movement of the membrane 21.
  • the spring chamber 23 is connected to the inlet of the suction chamber 11 or to the outlet valve 17, and the storage chamber 22 is connected to the outlet of the feed pump 12 or to the inlet valve 17.
  • the compression spring 24 is set so that when the spring chamber 23 is depressurized, a pressure in the storage chamber 22 of 0.8 bar overpressure is sufficient to compress the compression spring 24 to such an extent that the membrane 21 bears against the stop 25. In this position of the membrane 21 the spring 20 is tensioned.
  • a switching valve 27 which is arranged in a bypass 26, which connects the outlet of the feed pump 12 to the fuel tank 13.
  • the switching valve 27 has a valve member 28 which interacts with a valve seat 30 surrounding a valve inlet opening 29.
  • the valve member 28 is fixedly connected to a magnet armature 31 of an electromagnet 32 and is held in the valve open position by a valve opening spring 33 when the electromagnet 32 is not energized.
  • the electromagnet 32 is switched by an electronic control unit 42, which is electrically connected to an electrical signal box 46 flange-mounted on the fuel injection pump 10 and carries out further control functions which are not of importance here.
  • the mode of operation of the shutdown device 19 described is as follows:
  • the electromagnet 32 of the switching valve 27 When the diesel engine is started, the electromagnet 32 of the switching valve 27 is energized. The magnet armature 31 is tightened and the valve member 28 is pressed onto the valve seat 3 ⁇ by compressing the valve opening spring 33. The switching valve 27 shuts off the bypass 26. Since there is still no pressure on the delivery side of the delivery pump 12, the magnetic force required to close the valve is relatively low. With the onset of fuel delivery by the feed pump 12, the greatest electromagnetic force must then be applied to keep the switching valve 27 closed when the magnet armature 31 is tightened.
  • the delivery pressure exceeds the tensioning pressure of the spring accumulator 20 set by the compression spring 24 to about 0.8 bar overpressure
  • the spring accumulator 20 is tensioned by moving the membrane 21 against the force of the compression spring 24.
  • the inlet valve 17 opens and fuel flows via the delivery line 15 into the suction chamber 11 of the fuel injection pump 10. If the pressure in the suction chamber 11 exceeds 1 bar overpressure, the overflow valve 18 opens and excess fuel flows through the remindlauf ⁇ line 16 back into the fuel tank 13.
  • the pressure in the suction chamber 11 is thus kept constant at 1 bar overpressure and loads the spring chamber 24 of the spring accumulator 20.
  • the feed pump 12 now delivers with an overpressure of 2 bar.
  • the fuel injection pump 10 now supplies the single-seat nozzles 43 of the cylinders of the diesel engines with fuel under injection pressure.
  • An electronic control unit 42 detects a malfunction that occurs in the diesel engine and necessitates switching off the diesel engine. This switches off the excitation voltage on the electromagnets 32 of the switching valve 27.
  • the valve opening spring 33 lifts the valve member 28 off the valve seat 30.
  • the switching valve 27 opens.
  • the pressure on the outlet side of the feed pump 12 is reduced via the opened switching valve 27, as a result of which the flow through the suction chamber is interrupted, the inlet valve 17 and the backflow valve 18 close and the suction chamber 11 is shut off.
  • the volume of the spring chamber 23 increases and fills with a fuel volume sucked out of the suction chamber 11.
  • the pressure in the suction chamber 11 is thus reduced to less than 0.2 bar absolute.
  • the pump element of the injection pump 10 can no longer be adequately filled with fuel, so that no more fuel is delivered to the injection nozzles.
  • the diesel engine is no longer fueled and stops immediately.
  • the fuel injection device shown in FIG. 2 differs from that in FIG. 1 only in that various assemblies of the shutdown device 19 are combined into structural units. The same components are therefore provided with the same reference numerals.
  • the overflow valve 18 located in the return line 16 is combined with the switching valve 27 to form a structural unit 34.
  • the input of the switching valve 27 is still connected to the output of the feed pump 12, while the output of the switching valve 27 is connected directly to the output of the overflow valve 18. This measure eliminates the separate bypass section from the outlet of the switching valve 27 to the fuel tank 13.
  • the fuel return from the outlet of the switching valve 27 takes place via the return line 16.
  • the inlet valve 17 located in the delivery line 15 is integrated in the spring accumulator 20, that is to say it is combined to form a second structural unit 35.
  • the diaphragm 21, which still divides the spring accumulator 20 into the pressure chamber 22 and the spring chamber 23, has a flow opening 36 and a valve seat 37 surrounding it, with which the valve member 38 of the inlet valve 17 interacts.
  • the inlet valve 17 is fastened to the membrane 31 with a housing web 39, and the valve closing spring 4 ⁇ is supported on the one hand on the housing web 39 and on the other hand on the valve member 38.
  • the housing web 39 forms at the same time a stop 41 corresponding in function to the stop 25 in FIG. 1, which comes to rest against the force of the compression spring 24 on the bottom of the spring chamber 23 after a displacement of the membrane 21.
  • the overflow valve 18 and the inlet valve 17 are designed as a simple check valve.
  • the operation of the fuel injection device according to FIG. 2 is identical to that of FIG. 1, so that reference is made to the above description.
  • the fuel injection device shown schematically in FIG. 3 differs from that in FIG. 2 only by a different design of the inlet valve 17 ', which is also integrated in the spring accumulator 20, that is to say it is combined with the spring accumulator 20 to form the structural unit 35.
  • the same components are therefore provided with the same reference symbols.
  • the inlet valve 17 ' which also acts as a one-way valve here, is designed here as a slide valve, consisting of a control slide 51 and a guide sleeve 52 which axially displaceably accommodates the control slide 51.
  • the inlet valve ' 17' is arranged in the spring chamber 23 of the spring accumulator 20, the guide sleeve 52 being fastened to the bottom of the spring chamber 23 and the control slide 51 to the diaphragm 21.
  • the compression spring 24 is in turn supported in the same way on the bottom of the spring chamber 23 and on the membrane 21.
  • the end face of the guide sleeve 52 facing the membrane 21 forms a stop 53 comparable to the stop 41 in FIG. 2 or the stop 25 in FIG. 1.
  • the guide sleeve 52 has two diametrically opposite radial bores 54, 55, which have an annular control groove 56 cooperate on the circumference of the control slide 51.
  • the control groove 56 is connected via a transverse bore 57 to an axial channel 58 designed as a blind hole.
  • the axial channel 58 opens onto the end face of the control slide 51 which is fastened to the membrane 21, specifically there coaxially with a flow opening 59 in the membrane 21.
  • the control groove 56 on the control slide 51 and the radial bores 54, 55 are in the guide sleeve 52 spatially arranged in such a way that they only come into contact with one another when the membrane 21 abuts the stop 53 and then fuel from the storage space 22 via the axial channel 58, the transverse bore 57, the control groove 56 and the radial bores 54, 55 can flow into the spring chamber 23.
  • the control groove 56 is covered in a liquid-tight manner by the inner wall of the guide sleeve 52.
  • this fuel injection device largely corresponds to the two fuel injection devices described above, with the following difference: after the diesel engine is started and the bypass 26 is shut off by the switching valve 27, the fuel flowing into the storage chamber 22 shifts the membrane 21 against the force of the return spring 24 up to the stop " 53 on the guide sleeve 52. In this position, the control groove 56 is in the region of the radial bores 54, 55 and the flow from the feed pump 12 to the suction chamber 11 is given. That in the suction chamber 11 prevailing pressure is determined exclusively by the overflow valve 18 and can be set as desired.
  • the storage chamber 22 is connected to the released bypass 26. As a result, the pressure in the storage chamber 22 is suddenly reduced.
  • the compression spring 24 pushes back the diaphragm 21 and thus the control slide 51 attached to the diaphragm 21, as a result of which the control groove 56 is closed again by the guide sleeve 52 and the spring chamber 23 is again hermetically separated from the storage chamber 22.
  • the increasing volume of the spring chamber ensures the necessary pressure reduction in the suction chamber 11 to the absolute pressure of 0.2 bar.
  • the fuel injection device shown in FIG. 4 differs from that in FIG.
  • Both the storage chamber 22 and the inlet of the suction chamber 11 ' are also connected to the delivery line 15 of the delivery pump 12, likewise the bypass 26 provided with the switching valve 27.
  • the spring chamber 23 of the spring accumulator 20 has no connection to the delivery line in FIG 15, but is connected via a suction line 61 to the downstream area 11a * of the suction space 11 ', the suction line 61 being connected to a section 16a of the return line 16 located upstream of the overflow valve 18.
  • both the overflow valve 18 and the spring chamber 23 are to be built as close as possible to the suction space 11 'in order to keep the space to be partially evacuated for the storage as small as possible, which is beneficial for quick storage.
  • the inlet valve 17 has also been drawn closer to an upstream region 11b 'of the suction chamber 11'.
  • the fuel filter 45 is, as is usual in injection systems, connected directly behind the feed pump 12, so that its fuel volume cannot delay the shutdown.
  • the mode of operation of the fourth exemplary embodiment described above essentially corresponds to that of the first exemplary embodiment described for FIG.
  • the shutdown device implemented in each of the exemplary embodiments leads to very rapid shutdown when the fuel pump 12 is driven by an electric motor and the feed pump also stops in the event of a shutdown.
  • the exemplary embodiments described are, however, also available in the presence of a mechanical, e.g. B. Xraft fuel pump driven by the camshaft of the injection pump 10 can advantageously be used since the delivery line 15 is short-circuited by the switching valve 27, the delivery into the suction chamber 11, 11 'is thus prevented and the increasing volume of the spring jam he 23 for the the vacuum in the suction space required for parking so that a quick parking takes place here too.
  • the invention naturally also includes combinations of the device described in the four exemplary embodiments.
  • the spring chamber 23 can be connected both to the inlet and to the outlet of the suction chamber 11, 11 'if this is necessary in the case of corresponding large pumps.
  • a central connection to the suction space is also conceivable if a corresponding connection is provided and this measure leads to faster shutdown.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

Dans un dispositif d'injection de carburant pour moteurs à combustion interne, notamment pour moteurs diesel, comportant une pompe (10) d'injection de carburant, une pompe de refoulement (12) de carburant et un système d'interruption (19) de l'injection en cas d'incident, ledit système est constitué en vue de permettre une interruption rapide, d'un ressort accumulateur (20) tendable au moyen de la pression de refoulement de la pompe de refoulement (12), et d'une soupape de commande (27) à actionnement électromagnétique. Le ressort accumulateur (20) est relié par sa chambre d'accumulation (22) à la sortie de la pompe de refoulement et par sa chambre de ressort (23) à l'entrée de la chambre d'aspiration (11) de la pompe d'injection (10). La soupape de commande (27) reliée à la sortie de la pompe de refoulement (12) est normalement fermée et libère, pour interrompre l'injection de carburant, une dérivation (26) conduisant à un réservoir de carburant (13). Une soupape d'amenée (17) et une soupape de barrage (17, 18), en amont et en aval de la chambre d'aspiration (11) permettent sa fermeture en cas d'incident et le réglage d'une pression constante dans ladite chambre en fonctionnement normal.
EP87904028A 1986-07-05 1987-06-25 Dispositif d'injection de carburant pour moteurs a combustion interne Expired - Lifetime EP0303624B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3622626 1986-07-05
DE3622626 1986-07-05
DE19873720067 DE3720067A1 (de) 1986-07-05 1987-06-16 Kraftstoffeinspritzvorrichtung fuer brennkraftmaschinen
DE3720067 1987-06-16

Publications (2)

Publication Number Publication Date
EP0303624A1 true EP0303624A1 (fr) 1989-02-22
EP0303624B1 EP0303624B1 (fr) 1990-05-30

Family

ID=25845304

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87904028A Expired - Lifetime EP0303624B1 (fr) 1986-07-05 1987-06-25 Dispositif d'injection de carburant pour moteurs a combustion interne

Country Status (5)

Country Link
US (1) US4957084A (fr)
EP (1) EP0303624B1 (fr)
JP (1) JPH01503160A (fr)
DE (2) DE3720067A1 (fr)
WO (1) WO1988000292A1 (fr)

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DE10139052B4 (de) * 2001-08-08 2004-09-02 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, insbesondere mit Direkteinspritzung, Computerprogramm, Steuer- und/oder Regelgerät, sowie Kraftstoffsystem für eine Brennkraftmaschine
JP2005337090A (ja) * 2004-05-26 2005-12-08 Kawasaki Heavy Ind Ltd 車輌の燃料供給装置
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Also Published As

Publication number Publication date
US4957084A (en) 1990-09-18
JPH01503160A (ja) 1989-10-26
DE3720067A1 (de) 1988-01-07
DE3762986D1 (de) 1990-07-05
EP0303624B1 (fr) 1990-05-30
WO1988000292A1 (fr) 1988-01-14

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