EP0303624B1 - Dispositif d'injection de carburant pour moteurs a combustion interne - Google Patents

Dispositif d'injection de carburant pour moteurs a combustion interne Download PDF

Info

Publication number
EP0303624B1
EP0303624B1 EP87904028A EP87904028A EP0303624B1 EP 0303624 B1 EP0303624 B1 EP 0303624B1 EP 87904028 A EP87904028 A EP 87904028A EP 87904028 A EP87904028 A EP 87904028A EP 0303624 B1 EP0303624 B1 EP 0303624B1
Authority
EP
European Patent Office
Prior art keywords
valve
spring
fuel
chamber
pressure
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 - Lifetime
Application number
EP87904028A
Other languages
German (de)
English (en)
Other versions
EP0303624A1 (fr
Inventor
Manfred KRÄMER
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

Images

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 relates to 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 faults 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 enters 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 shutdown 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 storage space, which passes 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 injection device 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 solenoid valves, which is structurally simple and inexpensive to manufacture.
  • 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 switches off immediately.
  • This configuration of the electromagnetic switching valve means that the greatest valve actuation force, here the closing force of the valve, is to be applied when the magnet armature is tightened. 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.
  • the electromagnet of the switching valve in particular its winding space, can be dimensioned smaller, and the switching valve can thus be kept small in volume.
  • the switching valve opens in the event of an unwanted power cut, thereby stopping fuel injection.
  • 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. Due to the connection of the spring chamber of the spring accumulator to the outflow-side region of the suction chamber, the required pressure reduction in the suction chamber takes place quickly enough even in those fuel injection pumps in which flow-limiting or flow-guiding means are provided in the inflow-side region of the suction chamber and can delay the shutdown.
  • the fuel injection device for a diesel engine which is known per se and is 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 that 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 by a fuel delivery pump 12 from a fuel tank 13.
  • the feed pump 12 is connected to the fuel tank 13 via a suction port 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 flow direction of the feed valve 17 is directed from the feed pump 12 to the suction chamber 11, while the flow direction 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, 18 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 supported on the one hand on the membrane 21 and on the other hand on the housing side, and a stop 25 for limiting 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 the inlet of 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 designed as a 2/2-way solenoid valve normally closes, i.e. with the diesel engine running, the bypass 26 and gives this in the event of a shutdown, i.e. with an appealing switch-off device 19, free.
  • the switching valve 27 has a valve member 28 which cooperates 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 flanged to the fuel injection pump 10 and carries out further control functions which are not important 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 attracted and the valve member 28 is pressed onto the valve seat 30 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 feed pressure reaches the clamping pressure of the spring spring set by the pressure spring 24 to about 0.8 bar overpressure chers 20 exceeds, 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 via the return 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 injection nozzles 43 of the cylinders of the diesel engine 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 electromagnet 32 of the switching valve 27.
  • the valve opening spring 33 lifts the valve member 28 from the valve seat 30.
  • the switching valve 27 opens.
  • the pressure on the output side of the feed pump 12 is reduced via the open switching valve 27, as a result of which the flow through the suction chamber is interrupted, the inlet valve 17 and the return flow 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 sufficiently 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 the combination of different assemblies of the shutdown device 19 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 cooperates.
  • the inlet valve 17 is fastened to the membrane 21 with a housing web 39, and the valve closing spring 40 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 also forms 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 against the bottom of the spring chamber 23 after a displacement path of the membrane 21.
  • the overflow valve 18 and the inlet valve 17 are designed as a simple check valve.
  • 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 numerals.
  • the inlet valve 17 ' which also acts here as a one-way valve, is designed here as a slide valve, consisting of a control slide 51 and a guide sleeve 52 which accommodates the control slide 51 in an axially displaceable manner.
  • 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 membrane 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 are provided with 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 at the end face of the control slide 51 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 in the guide sleeve 52 are spatially arranged in relation to one another that they first come into contact with each other when the diaphragm 21 abuts the stop 53 and then fuel can flow into the spring chamber 23 from the storage space 22 via the axial channel 58, the transverse bore 57, the control groove 56 and the radial bores 54, 55. In all other positions of the membrane 21 and thus of the control slide 51, 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 displaces the diaphragm 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. The pressure prevailing in the suction chamber 11 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 fastened 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 spring chamber volume 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. 1 essentially only by a differently designed connection of the spring chamber 23 of the spring accumulator 20 to the suction chamber 11 '.
  • the respective mounting position of the inlet valve 17 and the fuel filter 45 was changed.
  • the same components are therefore also given the same designation here, and the differently designed suction chamber is given the reference number 11 '.
  • the spring chamber 23 of the spring accumulator 20 has no connection to the delivery line 15 in FIG. 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 mounted as close as possible to the suction space 11 'in order to keep the space to be partially evacuated as small as possible, which is beneficial for a quick shutdown.
  • 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 separation of the suction chamber 11 'into an outflow-side region 11a' and into an inflow-side region 11b ', indicated by a broken line, is intended to indicate that this is a fuel injection pump, the suction chamber 11' of which is intended for a specific flow through the The inlet side to the downstream side is divided and has flow restricting restrictors on the inflow side.
  • a fuel injection pump is e.g. known from Figure 6 of DE-A-35 09 536 and therefore not the subject of the present invention.
  • the mode of operation of the fourth exemplary embodiment described above essentially corresponds to that of the first exemplary embodiment described for FIG. Only the spring chamber 23 of the spring accumulator 20, which enlarges during the shutdown process, is connected by means of the suction line 61 and here the section 16a of the return line 16, upstream of the overflow valve 18, to the outflow-side region 11a 'of the suction chamber 11'. Since this connection has also been made in this exemplary embodiment between the inlet valve 17 and the overflow valve 18, here too, as in the examples described above, with the switching valve 27 open and the volume of the spring chamber 23 increasing, the suction chamber 11 'is placed under negative pressure, so that the injection pump 10 can no longer deliver and the associated internal combustion engine "dies", ie stop.
  • the shutdown device implemented in each of the exemplary embodiments leads to very rapid shutdown when the fuel feed pump 12 is driven by an electric motor and the feed pump also stops in the event of a shutdown.
  • the described embodiments are also in the presence of a mechanical, for. B. 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 'thus stops and the increasing volume of the spring chamber 23 for the vacuum required for switching off Suction chamber ensures that quick parking is also possible here.
  • the invention naturally also includes combinations of the device described in the four exemplary embodiments.
  • the spring chamber 23 can both the input as well as to the output of the suction chamber 11, 11 'are connected if this is necessary with 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.

Claims (11)

1. Dispositif d'injection de carburant pour moteurs à combustion interne, notamment pour moteurs Diesel, avec une pompe d'injection de carburant (10), qui, à partir d'une chambre d'aspiration (11) alimente des buses d'injection (43) avec du carburant sous la pression d'injection, avec une pompe de refoulement de carburant (12) qui remplit la chambre d'aspiration (11) de la pompe d'injection de carburant (10) à partir d'un réservoir de carburant (13) avec du carburant sous la pression de refoulement, avec une soupape de décharge (18) disposée entre la chambre d'aspiration (11) et une canalisation de retour aboutissant au réservoir de carburant (13) pour limiter la pression dans la chambre d'aspiration, et avec un dispositif d'arrêt (19) de l'injection de carburant disposé entre la pompe de refoulement (12) et la pompe d'injection (10), ce dispositif raccordant un volume de retenue supplémentaire à la chambre d'aspiration (11) lorsqu'une réduction de la pression dans la chambre d'aspiration est commandée, dispositif d'injection de carburant caractérisé en ce que le dispositif d'arrêt (19) comporte une soupape d'arrivée (17; 17') insérée entre la pompe de refoulement (12) et la chambre d'aspiration (11; 11') et s'ouvrant vers la chambre d'aspiration (11; 11'), ce dispositif d'arrêt comportant par ailleurs, un accumulateur à ressort (20) susceptible d'être armé par la pression de refoulement et dont la chambre d'accumulation (22) est reliée directement à la sortie de la pompe de refoulement (12) et dont la chambre de ressort (23) est reliée directement avec la chambre d'aspiration (11; 11') de la pompe d'injection (10), et ce dispositif comportant enfin une soupape de commutation (27) actionnée electromagnétiquement, qui est disposée dans une dérivation (26) reliant la sortie de la pompe de refoulement (12) avec le réservoir de carburant (13), et qui ferme normalement la dérivation (26) et la libère lorsque le dispositif d'arrêt (19) est commandé.
2. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que la soupape de commutation (27) est une soupape électromagnétique à 2/2 voies qui s'ouvre lorsqu'elle n'est pas excitée.
3. Dispositif d'injection de carburant selon la revendication 1 ou la revendication 2, caractérisé en ce que l'accumulateur à ressort (20) comporte une membrane (21) sollicitée par un ressort de pression (24) et qui sépare, de façon étanche au liquide, la chambre d'accumulation (22) de la chambre de ressort (23).
4. Dispositif d'injection de carburant selon une des revendications 1 à 3, caractérisé en ce que, pour armer l'accumulateur à ressort (20), il est appliqué à la soupape d'arrivée (17; 17') intercalée entre la pompe de refoulement (12) et la chambre d'aspiration (11; 11'), une pression d'ouverture qui est au moins égale à la pression d'armement de l'accumulateur à ressort (20).
5. Dispositif d'injection de carburant selon la revendication 4, caractérisé en ce que la chambre de ressort (23) de l'accumulateur à ressort (20) est reliée à l'entrée de la chambre d'aspiration (11) en aval de la soupape d'arrivée (17) et que la soupape d'arrivée (17) est raccordée à l'entrée et à la sortie de l'accumulateur à ressort (20) parallèlement à celui-ci.
6. Dispositif d'injection de carburant selon la revendication 4, caractérisé en ce que la chambre de ressort (23) de l'accumulateur à ressort (20) est reliée à l'entrée de la chambre d'aspiration (11) en aval de la soupape d'arrivée (17; 17') et que cette soupape d'arrivée (17; 17') est integrée dans l'accumulateur à ressort (20).
7. Dispositif d'injection de carburant selon la revendication 6, caractérisé en ce que la membrane (21) comporte un orifice de passage (36), en ce que la soupape d'arrivée (17) est une soupape anti-retour et est disposée dans la chambre de ressort (23) et en ce que l'organe de soupape (38) de la soupape d'arrivée (17) coopère avec un siège de soupape (37) entourant l'orifice de passage (36).
8. Dispositif d'injection de carburant selon la revendication 6, caractérisé en ce que la soupape d'arrivée (17') est une soupape à tiroir dont le tiroir de commande (51) est relié à la membrane (21) et libère, après l'armement de l'accumulateur à ressort (20), une liaison entre la chambre d'accumulation (22) et la chambre de ressort (23) de l'accumulateur à ressort (20).
9. Dispositif d'injection de carburant selon la revendication 8, caractérisé en ce que la soupape d'arrivée (17') comporte une douille de guidage (52) disposée à poste fixe dans la chambre de ressort (23) et comportant au moins un perçage radial (54, 55), la soupape d'arrivée (17') comportant, en outre, un tiroir de commande (51) susceptible d'êtredéplacé axialement dans la douille de guidage (52) et qui est fixé à la membrane (21) de l'accumulateur à ressort (20) et porte une gorge de commande annulaire (56), qui, par l'intermédiaire de perçages (57, 58) et d'un orifice de passage (59) dans la membrane (21) est en communication avec la chambre d'accumulation (22) de l'accumulateur à ressort (20), et le perçage radial (54, 55), dans la douille de guidage (52) ainsi que la gorge de commande (56) dans le tiroir de commande (51) sont disposés l'un par rapport à l'autre de façon qu'après une course de déplacement prédéfinie du tiroir de commande (51) relié à la membrane (21), ils soient en communication l'un avec l'autre.
10. Dispositif d'injection de carburant selon une des revendications 1 à 9, caractérisé en ce que la soupape de décharge (18) placée sur la canalisation de retour (16) et la soupape de commutation (27) sont rassemblées pour former une unité de construction (34), tandis que la sortie de la soupape de commutation (27) est reliée à la sortie de la soupape de décharge (18).
11. Dispositif d'injection de carburant selon une des revendications 1 à 4, caractérisé en ce que la chambre de ressort (23) de l'accumulateur à ressort (20) est reliée avec la zone côté évacuation (11a') de la chambre d'aspiration (11'), en amont de la soupape de décharge (18).
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 EP0303624A1 (fr) 1989-02-22
EP0303624B1 true 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)

Families Citing this family (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4136833A1 (de) * 1991-11-08 1993-05-13 Bayerische Motoren Werke Ag Anordnung zur kraftstoff-versorgung einer brennkraftmaschine
US5235954A (en) * 1992-07-09 1993-08-17 Anatoly Sverdlin Integrated automated fuel system for internal combustion engines
JP3435770B2 (ja) * 1993-12-03 2003-08-11 株式会社デンソー 高圧燃料噴射装置
US6161770A (en) 1994-06-06 2000-12-19 Sturman; Oded E. Hydraulically driven springless fuel injector
US6257499B1 (en) 1994-06-06 2001-07-10 Oded E. Sturman High speed fuel injector
US5471959A (en) * 1994-08-31 1995-12-05 Sturman; Oded E. Pump control module
US6148778A (en) 1995-05-17 2000-11-21 Sturman Industries, Inc. Air-fuel module adapted for an internal combustion engine
US5524592A (en) * 1995-06-05 1996-06-11 Walbro Corporation Anti-siphon and anti-leanout fuel valve
DE19613184C2 (de) * 1996-04-02 1998-01-22 Daimler Benz Ag Verfahren zum Erkennen von Betriebsstörungen in einer Kraftstoffeinspritzanlage
US5701869A (en) * 1996-12-13 1997-12-30 Ford Motor Company Fuel delivery system
DE19709446C1 (de) * 1997-03-07 1998-10-15 Bosch Gmbh Robert Fördereinrichtung für Brennstoff
US6076507A (en) * 1997-08-28 2000-06-20 Cummins Engine Company, Inc. Pump system for preventing hot start knock in a diesel engine
US5842455A (en) * 1998-03-24 1998-12-01 Walbro Corporation Fuel accumulator and pressure limiting device
US6085991A (en) 1998-05-14 2000-07-11 Sturman; Oded E. Intensified fuel injector having a lateral drain passage
US6253741B1 (en) 2000-01-19 2001-07-03 Ford Global Technologies, Inc. System for preventing fuel pump air ingestion
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
ES2268614T3 (es) * 2004-06-30 2007-03-16 C.R.F. Societa Consortile Per Azioni Una bomba de caudal variable de alta presion para un sistema de inyeccion de combustible.
US7624720B1 (en) * 2008-08-01 2009-12-01 Ford Global Technologies, Llc Variable set point fuel pressure regulator

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2986881A (en) * 1958-04-23 1961-06-06 United Aircraft Corp Fuel accumulator for aircraft jet engine starter
DE1751128C3 (de) * 1968-04-08 1974-04-25 Teldix Gmbh, 6900 Heidelberg Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE2145983A1 (de) * 1971-09-15 1973-03-22 Daimler Benz Ag Vorrichtung zum willkuerlichen abschalten von einspritzbrennkraftmaschinen
DE2312860A1 (de) * 1973-03-15 1974-09-19 Daimler Benz Ag Vorrichtung zum schnellen abstellen von einspritzbrennkraftmaschinen
JPS55151152A (en) * 1979-05-11 1980-11-25 Nippon Denso Co Ltd Engine stopping apparatus
US4296718A (en) * 1979-09-17 1981-10-27 General Motors Corporation Diesel engine shutdown control system
DE3014712A1 (de) * 1980-04-17 1981-10-22 Robert Bosch Gmbh, 7000 Stuttgart Steuereinrichtung zum stillsetzen einer dieselbrennkraftmaschine
JPS5726261A (en) * 1980-07-24 1982-02-12 Diesel Kiki Co Ltd Fuel injector of internal combustion engine
US4485789A (en) * 1981-07-31 1984-12-04 The Bendix Corporation Fuel injector with inner chamber vacuum
DE3314633A1 (de) * 1982-12-28 1984-06-28 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzanlage
DE3304335A1 (de) * 1983-02-09 1984-08-09 Robert Bosch Gmbh, 7000 Stuttgart Steuereinrichtung zum stillsetzen einer brennkraftmaschine
EP0147026A3 (fr) * 1983-12-27 1985-08-14 Osamu Matsumura Dispositif d'injection de combustible
DE3725088C1 (de) * 1987-07-29 1989-01-12 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer Brennkraftmaschinen,insbesondere Reiheneinspritzpumpe fuer Diesel-Brennkraftmaschinen

Also Published As

Publication number Publication date
US4957084A (en) 1990-09-18
DE3762986D1 (de) 1990-07-05
EP0303624A1 (fr) 1989-02-22
JPH01503160A (ja) 1989-10-26
DE3720067A1 (de) 1988-01-07
WO1988000292A1 (fr) 1988-01-14

Similar Documents

Publication Publication Date Title
EP0303624B1 (fr) Dispositif d'injection de carburant pour moteurs a combustion interne
DE19640826B4 (de) Speicherkraftstoffeinspritzvorrichtung und Druckregelvorrichtung hierfür
DE3700687C2 (de) Kraftstoffeinspritzanlage für eine Brennkraftmaschine
DE19612413B4 (de) Druckfluid-Versorgungssystem, insbesondere für ein Kraftstoff-Einspritzsystem
DE3541938C2 (de) Magnet-Überströmventil
EP2016278B1 (fr) Régulateur de pression avec fonction de circulation de secours et de purge
EP0840009A2 (fr) Pompe à haute pression
DE2126736A1 (de) Kraftstoffeinspntzanlage fur Brenn kraftmaschinen
DE10247436A1 (de) Dosierventil und Kraftstoffeinspritzpumpe
DE19630938C5 (de) Kraftstoffzuleitung mit einem Volumenstromregelventil und Volumenstromregelventil
DE2126787B2 (de) Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE2945484A1 (de) Kraftstoffeinspritzumpe
WO2000039450A1 (fr) Pompe a piston pour carburant sous haute pression
DE10034913A1 (de) Brennstoffzuführvorrichtung für variable Förderung
EP0760425B1 (fr) Dispositif d'injection
EP0419591B1 (fr) Dispositif de commande pour arreter un moteur a combustion interne
DE3725088C1 (de) Kraftstoffeinspritzpumpe fuer Brennkraftmaschinen,insbesondere Reiheneinspritzpumpe fuer Diesel-Brennkraftmaschinen
DE3241368C2 (fr)
DE19548610A1 (de) Kraftstoffeinspritzeinirchtung für Brennkraftmaschinen
EP0281580B1 (fr) Dispositif d'injection de carburant pour un moteur diesel
DE4206696C2 (de) Hydraulische Ventilsteuervorrichtung für Motorventile
DE2713805A1 (de) Steuereinrichtung fuer diesel-einspritzbrennkraftmaschinen
EP0282508B1 (fr) Dispositif d'injection de carburant dans un moteur diesel avec preinjection
DE3725089C1 (de) Kraftstoffeinspritzpumpe fuer Brennkraftmaschinen
DE3512443C2 (de) Kraftstoffeinspritzvorrichtung für eine Brennkraftmaschine

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19881124

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB IT

17Q First examination report despatched

Effective date: 19891108

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
REF Corresponds to:

Ref document number: 3762986

Country of ref document: DE

Date of ref document: 19900705

ET Fr: translation filed
ITF It: translation for a ep patent filed

Owner name: STUDIO JAUMANN

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19910627

Year of fee payment: 5

ITTA It: last paid annual fee
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 19920505

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 19920825

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Effective date: 19930226

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Effective date: 19930625

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 19930625

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Effective date: 19940301

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20050625