EP0305716B1 - Procédé de commande de la durée de refoulement de combustible de haute pression d'une pompe d'injection de combustible - Google Patents

Procédé de commande de la durée de refoulement de combustible de haute pression d'une pompe d'injection de combustible Download PDF

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Publication number
EP0305716B1
EP0305716B1 EP88111647A EP88111647A EP0305716B1 EP 0305716 B1 EP0305716 B1 EP 0305716B1 EP 88111647 A EP88111647 A EP 88111647A EP 88111647 A EP88111647 A EP 88111647A EP 0305716 B1 EP0305716 B1 EP 0305716B1
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EP
European Patent Office
Prior art keywords
piston
fuel injection
load
adjusting
control
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
EP88111647A
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German (de)
English (en)
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EP0305716A3 (en
EP0305716A2 (fr
Inventor
Ewald Dr. Eblen
Anton Karle
Helmut Laufer
Max Dr. Straubel
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Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP0305716A2 publication Critical patent/EP0305716A2/fr
Publication of EP0305716A3 publication Critical patent/EP0305716A3/de
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Publication of EP0305716B1 publication Critical patent/EP0305716B1/fr
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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
    • 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
    • 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
    • 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
    • F02M41/125—Variably-timed valves controlling fuel passages
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/09—Fuel-injection apparatus having means for reducing noise

Definitions

  • the invention is based on a method according to the type of the main claim.
  • the fuel delivery rate is changed in a controlled manner by adjusting the cam drive.
  • This is a radial piston injection pump, in which the start of the cam elevation curve can now be used in an injection-effective manner in cooperation with the electrically controlled valve. It is switched from a low force injection rate corresponding to the relatively low initial slope of the cam elevation curve to a high fuel injection rate corresponding to the central area of the cam elevation curve. This is done in order to adapt the start of injection and also the injection rate to the requirements of the internal combustion engine, and in particular to change it during operation of the internal combustion engine.
  • a particular problem with diesel internal combustion engines is the low-noise combustion of the small fuel injection quantities that are injected for operation at low load or when idling.
  • To reduce the noise as little fuel as possible should suddenly ignite at the time of ignition. If only a low fuel injection rate is injected in these special operating areas, only a partial quantity is ignited suddenly, the rest of the fuel still to be injected is then continuously supplied.
  • Such measures to extend the injection duration can be carried out either via injection valve designs or pump designs. These measures are regularly associated with a high level of design effort, in particular when the fuel injection rate is to be achieved by flowing off partial fuel quantities in the bypass to the fuel quantity delivered under high pressure.
  • a fuel injection pump in which a pump and distributor piston, which is reciprocally moved and rotated at the same time, is provided, which includes a pump working space in a cylinder, into which it moves during its suction stroke Sucks fuel from a low pressure fuel source.
  • a longitudinal channel runs through the pump piston, through which the pump working chamber can be connected to the low-pressure source, controlled by a ring slide that is displaceable on the pump piston and that is adjustable by a speed controller and thus determines the effective delivery stroke of the pump piston.
  • the longitudinal channel is closed at the beginning of the delivery stroke of the pump piston and, depending on the position of the ring slide, is opened sooner or later in the course of its delivery stroke, so that the remaining fuel that is displaced from the pump working space flows out and from this point on, injection pressure can no longer build up.
  • a channel branches off from the pump workspace to a withdrawal volume, which is controlled by the evasive movement of a piston. This evasive movement is in turn controlled by a solenoid valve, which is arranged in a connecting line of the pressure chamber enclosed on the side of the piston facing away from the evasive volume to the low-pressure fuel source.
  • the start of the high-pressure injection in this diesel pump is also controlled by an injection adjusting piston which engages in the drive of the pump piston and determines the start of the delivery stroke of the pump piston.
  • the adjusting piston which is displaceable against the force of a return spring, is supplied with fuel pressure on its end face facing away from the return spring, which pressure is controlled via a solenoid valve depending on operating parameters, in particular the speed and also on the position of the accelerator pedal of the internal combustion engine. A feedback is also provided to check the entered position.
  • the delivery rate in a mechanically controlled fuel injection pump is varied by the controlled removal volume and the start of injection is set precisely depending on a number of relevant operating parameters.
  • each delivery stroke takes place at the beginning of a cam elevation curve driving the pump piston and basically ends at every load in a region of the cam elevation curve that lies before the top dead center thereof.
  • the ring slide controls a first outlet opening of the relief channel on the lateral surface of the pump piston such that, after a certain pump piston stroke, no high pressure can build up in the pump work chamber for high pressure injection and the end of injection is thus determined.
  • the relief channel is closed at the start of the pump piston delivery stroke and is opened at the end of the controlled delivery stroke, so that the start of spraying is determined by the setting of the start of the pump piston stroke.
  • the setting is made using a known injection start adjustment device which adjusts the cam drive of the pump piston.
  • a second outlet opening of the relief channel is initially connected to the low-pressure chamber via a groove arrangement in the ring slide when the pump piston stroke begins. From a position determined by the length of the grooves or the position of the ring slide is closed during the following stroke of the pump piston, so that the build-up of an injection-effective delivery pressure in the pump work space begins at a later time than in the prescribed case.
  • the end of the high-pressure injection is in turn determined by the upper control edge and the opening of the first outlet opening of the relief channel.
  • the effective delivery stroke of the pump piston is adjusted in a certain initial area of the cam elevation curve of the cam drive. The end of delivery always takes place in the usual way before the end of the cam elevation curve. In principle, a smaller injection quantity is available for the design of the ring slide valve for the later start of spraying for design reasons.
  • the method according to the invention developed with the characterizing features of the main claim, has the advantage over the prior art mentioned at the outset that, due to the special choice of the part of the cam elevation curve going to the top dead center for the pump piston drive at low load and the flat curve profile present there, in a simple manner a desired low fuel injection rate can be achieved for the purpose of reducing noise when the engine is idling.
  • a desired low fuel injection rate can be achieved for the purpose of reducing noise when the engine is idling.
  • the otherwise customary pump is operated in a known manner.
  • the start of spraying can be controlled either by the spray adjusting device or by controlling the electrically controlled valve when the spray adjusting device is reset to normal operation.
  • An advantageous fuel injection pump for carrying out the method according to the invention mentioned at the outset is specified in claim 3, it being possible in an advantageous manner to use a conventional spray adjustment device such as is implemented in large quantities in mechanically controlled fuel injection pumps.
  • the fuel injection pump according to the invention can be implemented cheaply in a modular system.
  • the usual spray adjuster is modified in a simple manner without hindering its early adjustment depending on the speed.
  • the spray adjustment control can be influenced in a universal manner and, in addition to the parameters speed, load and idling operation, other parameters can also be taken into account. These are, for example, the cold start conditions.
  • the configurations according to claims 6 to 7 offer exact setting options using injection adjustment devices known per se.
  • the still beneficial Embodiment according to claims 8 and 9 offers the possibility of leaving the speed-dependent injection start adjustment characteristic of the injection adjustment device unaffected by merely shifting the entire injection start adjustment device for operation in the idling range.
  • FIG. 1 shows a distributor fuel injection pump for performing the method according to the invention in a first exemplary embodiment with the spray adjustment coupled to the accelerator pedal of the internal combustion engine
  • FIG. 2 shows a diagram of the control times for the first exemplary embodiment
  • FIG. 3 shows a first variant for the first exemplary embodiment
  • FIG. 4 shows a second variant of the Spray adjustment for the first embodiment
  • FIG. 5 shows a fourth embodiment with a spray adjuster provided with a control piston or servo piston with control pressure influenced by a solenoid valve
  • FIG. 6 shows a variant of the embodiment according to FIG. 5 with a control slide actuated by a servomotor or stepper motor
  • FIG. 1 shows a distributor fuel injection pump for performing the method according to the invention in a first exemplary embodiment with the spray adjustment coupled to the accelerator pedal of the internal combustion engine
  • FIG. 2 shows a diagram of the control times for the first exemplary embodiment
  • FIG. 3 shows a first variant for the first exemplary embodiment
  • FIG. 4 shows a second variant of
  • FIG. 7 shows a diagram of the Operation of the exemplary embodiments according to FIG. 5 or 6,
  • FIG. 8 a sixth exemplary embodiment of the invention with an injection adjusting piston of the injection adjusting device, which is mounted in a carrier piston, the tra piston is adjustable by a controlled control pressure and
  • Figure 9 shows a variant of the embodiment of Figure 8, in which the carrier piston is mechanically adjusted by an actuator.
  • a pump piston 3 is mounted in a pump cylinder 2, which includes a pump work chamber 4 on the end side in the pump cylinder 2.
  • the pump piston is caused by a cam drive 6, consisting of a cam 7, which runs on a rotatable roller ring 8 with rollers 9, in a reciprocating and at the same time rotating movement.
  • the cam disk 7 is coupled to a drive shaft 11 guided through the housing and, on the other hand, is coupled to the pump piston via a pin 12, which is held on the cam disk 7 by two springs 13 and on the rollers 9.
  • the pump piston When the pump piston rotates, it also serves as a distributor in that it directs the fuel displaced from it from the working space 4 via a longitudinal bore 14, to which a distributor opening 15, which opens radially to the outer surface of the pump piston, leads to one of several fuel injection lines 17. These lines lead away from the pump cylinder in a radial plane and are distributed around the pump cylinder in accordance with the number of pump strokes of the pump piston per revolution or the number of fuel injection points to be supplied. The injection lines lead to injection nozzles (not shown further) on the internal combustion engine.
  • the pump working space is filled via filling grooves 18, which are arranged as longitudinal grooves on the pump working space end face of the pump piston and which alternately come into connection with a filling opening 19 opening into the pump cylinder during the suction stroke.
  • the filling opening 19 is connected via a suction channel 21 to the inside of the pump housing, where a fuel-filled suction chamber 22 is provided.
  • This is supplied with fuel from a fuel feed pump 23 from a fuel reservoir 24 and is kept under a controlled pressure by means of a pressure valve 25 which controls the outflow from the suction chamber to the fuel reservoir or to the suction side of the feed pump 30.
  • a relief duct 27 is also connected to the pump work chamber 4, which also leads to the suction chamber 22, but contains an electrically controlled valve 29 which is controlled by a control device 30.
  • the control takes place in such a way that the relief channel 27 is closed by means of a valve closing member 31 of the electrically controlled valve 29 when fuel brought to high pressure is to be injected.
  • the electrically controlled valve closes, the start of fuel injection during the pump piston delivery stroke can be determined and, when the valve opens, the end of fuel injection and thus also the amount of fuel to be injected can be determined.
  • the injection phase is determined in a manner known per se, and this can be varied within a wide range, provided that the cam provided for driving the pump piston enables this variation by means of a corresponding lifting height.
  • distributor fuel injection pumps of this type which are provided to supply a few injection points, such as a three-cylinder or four-cylinder distributor injection pump, a relatively long cam flank of the cams provided on the cam disk 7 is available.
  • the available cam height is reduced since the cam flanks cannot be designed to be as steep as desired for reasons of strength and for reasons of dynamic behavior.
  • the possibilities to carry out the injection start adjustment necessary for the dynamic behavior of the internal combustion engine to early with the control by the electrically controlled valve 29 are also reduced.
  • a pin 39 extends from the front side, which leads in the axial direction through the front wall of the guide cylinder 36 to the outside, there has a stop plate 40, on which a cam 42 comes to rest.
  • This is pivotable about an axis 43 by a lever 44, which is coupled via a coupling device 45 to an accelerator pedal 46, with which a driver of the vehicle, which is driven by the internal combustion engine supplied by the fuel injection pump, the torque request or the achievable speed or Enter vehicle speed.
  • a lever 48 is also coupled to the lever 44, the output signal of which is fed to the control device 30 and which is advantageously designed as a potentiometer coupled to the accelerator pedal.
  • the rotational position of the roller ring 8 can be changed and thus the angle of rotation of the drive shaft 11 or the cam disk 7 or the pump piston 3, at which a cam of the cam disk 7 begins to run onto one of the rollers.
  • several rollers 9 are provided which work together with a corresponding number of cams.
  • the roller ring is adjusted as a function of the load in accordance with the actuation of the accelerator pedal 46.
  • the device is designed such that the start of the delivery stroke of the pump piston occurs when the accelerator pedal is empty at an early angle of rotation and is adjusted to a later angle of rotation with increasing load becomes. This relationship can be seen from the diagram in FIG. 2.
  • the control device 30 now controls the electrically controlled valve 29 according to the invention in such a way that the pump piston delivers the fuel to be delivered up to its top dead center. Accordingly, valve 29 closes at TDC or shortly thereafter. The amount of fuel to be injected in this operating range is now controlled so that it is upstream of top dead center. If a delivery stroke hl is required for this, the electrically controlled valve must be closed at a point SB1.
  • the fuel injection pump For the injection of this idle amount corresponding to hl, the fuel injection pump requires an angle of rotation of ⁇ 1, that is from SB1 to OT. If the same amount were to be injected via a lower-lying cam stroke, a much smaller angle of rotation ⁇ 1 would be necessary, as can easily be seen from the diagram.
  • the advantage of the modulation selected here in idle mode is that the fuel injection quantities coming in for injection reach the injection over a large angle of rotation, which ultimately takes place at a very low fuel injection rate.
  • the idling quantity must be increased by the starting excess quantity QST or the stroke hst.
  • the electrically controlled valve 29 closes at an even earlier time ST. This additional early installation is entirely in line with the requirements, since a higher ignition delay must be expected when the internal combustion engine is still cold. Early adjustments are regularly made at the start of a cold internal combustion engine, so that the fuel that is brought in ignites in good time before TDC.
  • a variant for coupling the spray adjustment device shows the spray adjustment device 35 'according to FIG. 3.
  • the pin 39' is not actuated by a cam via a linkage from the accelerator pedal 46, but by an actuator 48 which detects the movement of the accelerator pedal 46 via a movement that detects this movement Transmitter 49 on the pin 39 'transmits.
  • a geared motor or a worm gear can be provided.
  • FIG. 4 A variant of the above exemplary embodiment is shown in FIG. 4.
  • the pressure in the suction chamber 22 is controlled as a function of the speed and is passed via a throttle opening 51 in the adjusting piston 34 'into a working chamber 52 which is enclosed on the end face by the adjusting piston 34' in the guide cylinder 36, the spring chamber 37 .
  • the adjusting piston 34 ' With increasing speed or increasing pressure in the suction chamber 22, the adjusting piston 34 'is then moved against the force of the return spring 38, which corresponds to an early adjustment.
  • the spring chamber 37 is also connected to the suction chamber 22 via a throttle 53.
  • the pressure in the spring chamber 37 can now be increased as a function of the load and thus a relative late adjustment of the above-described early adjustment can be superimposed.
  • the injection phase in the idling range can also be shifted to the top end of the cam elevation curve, as described above.
  • Such control of the pressure with the help of a Solenoid valve can also be provided with a corresponding adaptation for the control of the pressure in the working chamber 52 instead of a pressure control in the spring chamber.
  • the spring chamber 37 can be fully relieved, as in the exemplary embodiment according to FIGS. 1 and 3.
  • an actuator 57 can now be inserted at the end through the guide cylinder 36 'into the working space 52 and adjust the adjusting piston 34' for the idle operating area against the force of the spring 38 after early according to the solution shown in dashed lines in Figure 4 .
  • This adjustment is withdrawn with increasing load, with an early adjustment being effected independently of this by the speed-dependent pressure acting in the working space 52.
  • the drive provided for the pins 39 and 39 'in the embodiment of FIGS. 1 and 3 can be used as the drive for the actuator.
  • the spray adjustment can also be carried out by a follower piston device (as is known from DE-OS 35 32 719).
  • a follower piston device as is known from DE-OS 35 32 719.
  • a control piston 61 is displaceable and includes with its inner end face a working chamber 62 which has a throttle 63, a radial recess 64, via which the Actuating arm 32 projects into the adjusting piston 34 for coupling and a connecting opening 65, through which the actuating arm engages through the wall of the pump housing in the roller ring 8, is connected to the pump suction chamber 22.
  • control piston is acted upon by a control spring 66, which is supported on the housing of the spray adjustment device 35 ′′.
  • Two annular grooves on the control piston define a central collar 67 which, depending on the position, has a pressure channel 68 which radially extends from the guide cylinder 60 and leads to the working space 52 'of the adjusting piston 34' either via the one annular groove with the pressure-relieved spring space or via the other annular groove and a check valve 69 connects with the recess 64 or with the suction chamber 22. Since the pressure in the working chamber 62 changes as a function of the speed, the control piston 61 is increasingly displaced counter to the control spring 66 with increasing speed. If such a shift occurs from the equilibrium position shown in FIG.
  • FIG. 6 An alternative embodiment is shown in Figure 6.
  • a control slide 61 ' is provided, which can be loaded by an additional force, which is applied by an electrical signal box, a servomotor or a stepper motor 71 from the side of the control spring 66.
  • this can ultimately also be rigidly coupled to an electrical actuating device, in which case the control spring 66 is omitted and the connection of the working space 62 to the suction space 22. The working space 62 is then relieved.
  • the control piston is actuated, the adjusting piston is then tracked in a known manner.
  • the fuel injection pump equipped with the above embodiments allows a large number of cylinders to be supplied with fuel per revolution of the pump piston.
  • this equipment allows the cam lift to be used in an optimal manner and thus also an injection to idle top dead center of the cam can be realized.
  • the injection can thus already take place at the beginning of the cam elevation and can be shifted into the steep area of the cam elevation curve.
  • FIG. 7 shows two cam elevation curves for full-load operation N VLu , the right curve and N VLo the very left curve.
  • the right curve means the cam position for a lower speed range, i.e.
  • the cam curve on the far left shows a cam position for a high speed range, i.e. an early start of fuel injection.
  • a cam position for the idling range is also shown, curve N L.
  • the start of injection SB u or SB o is at the beginning of the cam elevation curve and the end of injection SE u or SE o is in the middle region of the cam elevation, in the case of cam curve N L, the end of injection SE is analogous to FIG L in points OT and the start of spraying SB L in the upper part of the cam elevation.
  • the cam curve N L is shifted early in order to get the necessary early start of injection analogously to FIG.
  • the position of the cam elevation curve which is necessary for the injection, based on the drive angle of rotation ⁇ , is set by the control device 30 when the load is taken up and in accordance with the speed.
  • the actual start of spraying could also be reported back by known sensors.
  • a special known spray adjuster is used, as disclosed in DE-OS 30 10 312.
  • a carrier piston 73 is provided, which is displaceable in a cylinder 74 and thereby includes a spring chamber 75 on one side, in which a return spring 76 is supported between the carrier piston 73 and cylinder 74.
  • On the other end of the carrier piston it includes a working space 77, which is connected to a pressure source via a pressure line 78 and a valve 79 contained therein.
  • the work space is connected to a relief space via a relief line 80, in which a throttle 81 can optionally be arranged.
  • a control pressure is set in the working space 77, which, depending on the height, more or less adjusts the carrier piston 73 against the force of the return spring 76.
  • the adjusting piston 34 ′′′ is now arranged displaceably and, as in the exemplary embodiment according to FIG. 4, is loaded on one side by a restoring spring 38 'which is supported on the carrier piston and on the other side by a hydraulic control pressure which is supplied via a throttle 83 from the suction chamber 22 is inserted into the working space 84 enclosed on the end face between adjusting piston 34 ′′′ and carrier piston 73.
  • the adjusting piston 34 ' is thus shifted in a known manner depending on the speed against the force of the return spring 38', whereby it is adjusted relative to the carrier piston 73.
  • An early adjustment is thus effected in a known manner, which in turn is transmitted here to the roller ring via the actuating arm 32.
  • This early adjustment can now be overlaid with an adjustment of the carrier piston 73 itself. According to the above provision, this can be such that it takes place with increasing load in the late direction, starting from an initial early position.
  • This version has the advantage that the original adjustment characteristic of the speed-dependent adjustment is retained and also the entire working range of the adjusting piston 34 ′′′.
  • a modification to the exemplary embodiment according to FIG. 8 represents the embodiment according to FIG. 9, the adjustment of the carrier piston 73 ′ taking place mechanically instead of hydraulically.
  • a cam 85 is provided on one end of the carrier piston facing away from the spring chamber 75, which cam adjusts when the carrier piston 73 is actuated.
  • the cam can then e.g. B. operated by an electric servomotor, controlled by the control device 30.
  • a feedback of the position of the carrier body 73 ', as in the above embodiment according to FIG. 8, can be made instead of or in addition to an immediate detection of the start of injection.

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  • 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)

Claims (15)

  1. Procédé pour régler la durée de refoulement à haute pression du carburant dans une pompe d'injection de carburant pendant les courses de refoulement d'un piston de pompe d'injection de carburant pouvant être actionné par un mécanisme réglage à cames en déterminant la durée de la fermeture d'une vanne disposée dans une conduite de décharge partant de la chambre de travail de la pompe d'injection de carburant, et commandée électriquement par un dispositif de commande électrique, alors qu'en choisissant le temps de la fermeture en liaison avec un réglage commandé du mécanisme à cames par rapport à l'arbre d'entraînement de la pompe d'injection de carburant différentes zones de pente différente de la came entraînant le piston de la pompe lors de sa course de refoulement, peuvent devenir opérationnelles et que la durée d'injection et le débit de l'injection sont commandés en fonction des exigences du moteur à combustion interne par le dispositif électrique de commande, tandis que dans une première zone de fonctionnement du moteur à combustion interne à charge partielle la durée du refoulement du carburant à haute pression est fixé en commandant la vanne électrique et en commandant en fonction de paramètres de fonctionnement le réglage du mécanisme à cames au début jusque dans la zone moyenne de la courbe de levée de came du mécanisme à came, caractérisé en ce que, dans une deuxième zone de fonctionnement du moteur à combustion interne correspondant à la charge basse, la fin du temps de fermeture de la vanne commandée électriquement est maintenue constante au point mort haut ou après le point mort haut de la came entraînant le piston de la pompe et que le réglage du mécanisme de came a lieu dans le sens de l'avance et en partant de là avec une charge croissante dans le sens du retard.
  2. Procédé selon la revendication 1, caractérisé en ce que dans la deuxième zone de fonctionnement a lieu un réglage de base, pouvant être réglé en fonction de la charge, du mécanisme d'entraînement à came et de cette façon du début de l'injection et en plus un réglage du mécanisme d'entraînement à came superposé à celui-ci, allant dans le sens de l'avance avec une vitesse de rotation croissante.
  3. Pompe à injection de carburant pour la mise en oeuvre du procédé selon les revendications 1 ou 2, avec un piston de pompe (3) entraîné selon un mouvement de va et vient par un mécanisme à came (6), piston de pompe (3) qui enferme une chambre de travail de pompe (4), qui peut être relié, pendant la course d'aspiration du piston de pompe via un canal d'aspiration (21), à une source de carburant à basse pression (22) et peut être relié pendant la course de refoulement d'une part à une canalisation d'injection (17) et d'une part via un canal de décharge contenant une vanne (29), commandée électriquement, à une chambre de décharge (22) pompe dans laquelle la durée de fermeture de la vanne commandée électriquement (29) détermine la durée du refoulement à haute pression du carburant vers le point d'injection dans le cas de la pompe à injection de carburant et avec un dispositif de réglage de l'injection (35) présentant un piston de réglage (34), dispositif grâce auquel on peut régler l'angle de rotation, pour lequel commence la course de refoulement du piston de la pompe, par rapport à l'angle de rotation de l'arbre d'entraînement (11) de la pompe d'injection de carburant, alors que le piston de réglage est couplé électriquement ou mécaniquement à une pédale d'accélérateur (46) du moteur à combustion interne et que la position momentanée du piston de reglage (34) est détectée par un détecteur de position (49), dont la sortie est reliée au dispositif électrique de commande (30) grâce auquel les temps de commande de la vanne commandée électriquement (29) en particulier son point de fermeture, sont constitués en prenant en considération les paramètres valables pour le début de l'injection, alors que des moyens sont prévus qui fixent dans une première zone de fonctionnement du moteur à combustion interne à charge partielle, jusqu'à pleine charge la durée du refoulement du carburant à haute pression, de fonctionnement le réglage du mécanisme à came au début jusqu'au domaine moyen de la courbe de levée de came du mécanisme à came, caractérisée en ce que des moyens maintiennent de façon constante dans une deuxième zone de fonctionnement du moteur à combustion interne correspondant à la charge basse la fin du temps de fermeture de la vanne commandée électriquement sur le point mort haut ou après le point mort haut de la came entraînant le piston plongeur et en ce que le réglage du mécanisme d'entraînement à came a lieu dans le sens de l'avance et en partant delà a lieu dans le sens du retard en fonction de la position de la pédale d'accélérateur avec une charge croissante.
  4. Pompe d'injection de carburant selon la revendication 3, caractérisée en ce que lors du démarrage du moteur à combustion interne et de la mise au ralenti de la pédale d'accélérateur (46) on obtient le surdébit de démarrage en déplaçant dans le sens de l'avance le point de fermeture de la vanne commandée électriquement (29).
  5. Pompe d'injection de carburant selon la revendication 3, dans laquelle le piston de réglage (34) du dispositif de réglage d'injection (35) peut être réglé par un fluide hydraulique sous pression, qui présente une pression croissant avec la vitesse de rotation, à l'encontre de la force d'un ressort de rappel (38) et dans laquelle le piston de réglage (34) peut être réglé par un dispositif de réglage (39, 48 ; 55 ; 71 ; 73 ; 73' ; 57) additionnellement en fonction de la position d'un organe de réglage de la charge (46), détectant la charge et de cette façon la première et la deuxième zone de fonctionnement, du moteur à combustion interne à l'encontre de la force du ressort de rappel (38), pompe d'injection de carburant, caractérisée en ce que des moyens sont prévus pour réduire le déplacement additionnel du piston de réglage avec une charge croissante.
  6. Pompe d'injection de carburant selon la revendication 5, caractérisée en ce que le dispositif de réglage présente un organe présentant la forme d'une came de réglage (42).
  7. Pompe d'injection de carburant selon la revendication 5, caractérisée en ce que le piston de réglage (34') enferme par l'une de ses faces frontales, celle située à l'opposé du ressort de rappel (38) une chambre de travail (52), qui est reliée par une vanne commandée électriquement à une source de pression et peut être déchargée par un étranglement ou est reliée par un étranglement à une source de pression et peut être déchargée via une vanne commandée électriquement, pompe dans laquelle l'orifice de la vanne commandée électriquement est commandé par le dispositif électrique de commande (30) en fonction de la vitesse de rotation pour commander la pression croissant avec la vitesse de rotation et additionnellement est commandé par la position de l'organe de réglage de la charge (46) du moteur à combustion interne pour le réglage additionnel.
  8. Pompe à injection de carburant selon la revendication 5, caractérisée en ce que le piston de réglage (34') enferme une chambre de ressort (37) sur l'un de ses côtés, celui qui est tourné vers le ressort de rappel (38), chambre qui est reliée par un étranglement (53) à une source de pression réglée sur la pression croissant avec la vitesse de rotation, et via une vanne commandée électriquement (55) à une chambre de décharge ou via une vanne commandée électriquement à la source de pression et via un étranglement à une chambre de décharge (24), l'orifice de la vanne commandée électriquement étant commandé par le dispositif électrique de commande (30) en fonction de la position de l'organe de réglage (36) de la charge du moteur à combustion interne pour le réglage additionnel.
  9. Pompe à injection de carburant selon la revendication 5, caractérisée en ce que le piston de réglage (34) enferme d'un côté, celui situé à l'opposé du ressort de rappel (38) une chambre de travail (52), qui via un piston de commande (61) guidé dans le piston de réglage (34'') dans le sens axial peut être relié soit à une source d'agent hydraulique sous pression, soit à une chambre de décharge, lequel piston de commande (61) s'appuie par l'une de ses faces frontales sur un ressort de commande (66) et est comprimé sur son côté par l'agent sous pression et le piston de réglage (34'') est constitué sous la forme d'un piston suiveur du piston de commande (61) et le piston de commande est chargé en outre par une force variable en fonction de la position de l'organe de réglage de la charge pour le déplacement additionnel.
  10. Pompe d'injection de carburant selon la revendication 9, caractérisée en ce que la force variable agit via une unité de réglage commandée électriquement sur le côté du ressort de commande sur le piston de commande (61).
  11. Pompe d'injection de carburant selon la revendication 9, caractérisée en ce que la force variable est formée à partir de la variation de la pression agissant sur le piston de commande grâce au fait qu'une chambre de travail (62), se trouvant en avant du piston de commande sur son côté situé à l'opposé du ressort de commande, est reliée par un étranglement (63) à la source de pression et peut être reliée via une vanne commandée électriquement (71) à une chambre de décharge (24).
  12. Pompe d'injection de carburant selon la revendication 5, caractérisée en ce que le piston de réglage (34) enferme par l'un de ses côtés, le côté situé à l'opposé du ressort de rappel (38) une chambre de travail (52), qui peut être reliée, via un piston de commande (61) passant dans le piston de réglage (34'') dans le sens axial à une source d'agent hydraulique sous pression ou à une chambre de décharge et le piston de commande (61) peut être actionné par un dispositif de réglage commandé électriquement en fonction de la vitesse de rotation et en outre de la position de l'organe de réglage de la charge (46) du moteur à combustion interne pour le réglage additionnel et que le piston de réglage (34'') est constitué sous forme d'un piston suiveur du piston de commande.
  13. Pompe d'injection de carburant selon la revendication 5, caractérisée en ce que le piston de réglage (34'') est disposé à l'intérieur d'un piston support (73), sur lequel s'appuie le ressort de rappel (38) et enferme avec ce piston par l'un de ses côtés, celui situé à l'opposé du ressort de rappel (38') une chambre de travail qui est soumise à l'action de l'agent sous pression et en ce que le corps support peut être réglé en fonction de la position de l'organe de réglage de la charge pour le réglage additionnel à l'encontre d'une force de rappel (76).
  14. Pompe d'injection de carburant selon la revendication 13, caractérisée en ce que le piston support (73) peut être réglé par une pression d'agent sous pression formée en fonction de la position de l'organe de réglage de la charge (46).
  15. Pompe d'injection de carburant selon la revendication 13, caractérisée en ce que le corps support (73') est couplé à la pédale d'accélérateur (46) du moteur à combustion interne électriquement ou mécaniquement et peut être réglé en fonction de la charge avec une charge croissante en partant d'un commencement de l'injection en avance pour passer à un commencement de l'injection en retard.
EP88111647A 1987-09-04 1988-07-20 Procédé de commande de la durée de refoulement de combustible de haute pression d'une pompe d'injection de combustible Expired - Lifetime EP0305716B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873729636 DE3729636A1 (de) 1987-09-04 1987-09-04 Verfahren zur steuerung der zeit der kraftstoffhochdruckfoerderung einer kraftstoffeinspritzpumpe
DE3729636 1987-09-04

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EP0305716A2 EP0305716A2 (fr) 1989-03-08
EP0305716A3 EP0305716A3 (en) 1990-05-02
EP0305716B1 true EP0305716B1 (fr) 1993-09-29

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EP88111647A Expired - Lifetime EP0305716B1 (fr) 1987-09-04 1988-07-20 Procédé de commande de la durée de refoulement de combustible de haute pression d'une pompe d'injection de combustible

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US (1) US5201297A (fr)
EP (1) EP0305716B1 (fr)
JP (1) JP2956769B2 (fr)
KR (1) KR0121785B1 (fr)
DE (2) DE3729636A1 (fr)

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Also Published As

Publication number Publication date
US5201297A (en) 1993-04-13
KR0121785B1 (ko) 1997-11-24
DE3729636A1 (de) 1989-03-16
EP0305716A3 (en) 1990-05-02
KR890005375A (ko) 1989-05-13
JP2956769B2 (ja) 1999-10-04
EP0305716A2 (fr) 1989-03-08
DE3884531D1 (de) 1993-11-04
JPS6483828A (en) 1989-03-29

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