EP0339290A2 - Fuel injection pump - Google Patents

Fuel injection pump Download PDF

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Publication number
EP0339290A2
EP0339290A2 EP19890105697 EP89105697A EP0339290A2 EP 0339290 A2 EP0339290 A2 EP 0339290A2 EP 19890105697 EP19890105697 EP 19890105697 EP 89105697 A EP89105697 A EP 89105697A EP 0339290 A2 EP0339290 A2 EP 0339290A2
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EP
European Patent Office
Prior art keywords
valve
pressure
valve body
fuel injection
injection pump
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
EP19890105697
Other languages
German (de)
French (fr)
Other versions
EP0339290A3 (en
EP0339290B1 (en
Inventor
Werner Faupel
Klaus Schmidt
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
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Filing date
Publication date
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Publication of EP0339290A2 publication Critical patent/EP0339290A2/en
Publication of EP0339290A3 publication Critical patent/EP0339290A3/en
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Publication of EP0339290B1 publication Critical patent/EP0339290B1/en
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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • 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
    • 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

Definitions

  • the invention is based on a fuel injection pump according to the preamble of the main claim.
  • a fuel injection pump of this type known from DE-OS 26 48 043
  • an injection adjustment piston of the adjustment device for the start of injection is controlled as a function of the suction chamber pressure.
  • the suction chamber pressure is determined via the pressure control valve, which sets a pressure that increases with increasing speed. As long as the pressure control valve in the pressure relief line is closed, a higher pressure is achieved in the suction chamber, which adjusts the start of spraying to "early". When a certain high speed is reached at which the suction chamber pressure overcomes the opening pressure of the pressure maintaining valve, the suction chamber pressure is limited to this opening pressure.
  • control device When the operating temperature of the internal combustion engine is reached, the control device also lifts the valve body of the pressure-maintaining valve from its seat by means of a displaceable mandrel and thus holds the pressure-maintaining valve in the open position. From this operating point, the speed proportional pressure is set in the suction chamber, by means of which a speed-dependent injection start adjustment is maintained early.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that an increased suction chamber pressure, controlled by the pressure control valve, is effective only when the internal combustion engine starts up until the pressure control valve opens, even if the operating temperature of the internal combustion engine has not yet been reached, and the Control device is activated. In this way, the operating state in which the engine has a hard gear and high engine noise occurs is reduced to a minimum.
  • the subclaims 2-8 show advantageous configurations of the fuel injection pump according to the invention. In an advantageous manner, the pressure-maintaining function of the pressure-maintaining valve is also canceled when the internal combustion engine is started up for the first time, if the valve body is adjusted when the internal combustion engine is warm.
  • FIG. 1 shows an arrangement with a pressure holding valve
  • 2 shows a section through the pressure maintenance valve of the fuel injection pump designed according to the invention
  • FIG. 3 pressure / speed characteristics of the fuel injection pump according to the invention.
  • FIG. 1 shows a fuel injection pump with a pressure control valve 1 and a pressure holding valve 8.
  • a pre-feed pump not shown, which is driven synchronously with the fuel injection pump, delivers fuel from a fuel tank into a suction chamber 6 of the fuel injection pump. From here, fuel passes under suction chamber pressure to an end face of a control piston 3, which is displaced counter to a return spring in accordance with the suction chamber pressure and thus shifts the spraying point early with increasing suction chamber pressure.
  • the suction chamber pressure is controlled via a pressure control valve 1.
  • the pressure control valve 1 has a control piston 3 which, on the one hand, is acted upon by the fuel delivered by the pre-feed pump in a pressure chamber and on the other hand acts on a return spring 5 in a return chamber 5. In its equilibrium position, the control piston 3 determines a discharge cross-section which is more or less opened and from which there is a connection to the suction chamber side of the pre-feed pump.
  • a throttle connection 4 is provided in the control piston 3, which connects the pressure chamber and the reset chamber 5 to one another.
  • a pressure relief line 7 leads from the resetting space 5 into an interior of a cylinder 9 of a pressure maintaining valve 8. This interior represents the continuation of the pressure relief line 7.
  • a temperature-dependent control device is screwed into one end of the cylinder 9.
  • the control device which works as a disengaging device, consists of a temperature-dependent expansion plate 11, which acts as a control element.
  • a control pin 10 protrudes from the expansion plate 11 into the cylinder 9 with a central axis.
  • the control pin 10 moves in the axial direction in the cylinder 9 when the expansion plate is used filled cartridge of stretch Stoffstellers 11 is heated by a heating resistor which is applied to a battery voltage.
  • expansion plate 11 which are heated by the cooling water of the engine.
  • the pressure control valve 8 has on the other side of the cylinder 9 a valve insert 12 which has a valve cylinder 13 and is provided with an external thread 14, by means of which it can be screwed into a corresponding internal thread on the cylinder 9.
  • the cylinder is sealed to the outside via a seal 15 and has an interference fit that seals off from the interior of the cylinder 9.
  • the end of the valve cylinder 13 screwed into the cylinder 9 goes in the middle of the pressure relief line 7 coming from the interior of the cylinder 9, through which the control pin 10 of the expansion plate 11 can be passed.
  • This pressure relief line 7, which is arranged centrally in the end face, has, as can be seen from FIG.
  • valve body 21 which is loaded by a compression spring 26 which is supported in the valve cylinder 13, is held on the latter with a sealing surface 22 provided thereon.
  • the valve body 21 consists of a cylindrical piston which merges into a valve cone 24 forming the sealing surface 22.
  • the valve cone 24 is designed as a truncated cone and has a contact surface 35 for the contact of the control mandrel 10.
  • the sealing surface 22 can also be arranged on a hemispherical part of the valve body 21.
  • the piston of the valve body 21 is tightly sliding in the valve cylinder 13. In the area of the cylindrical wall of the valve cylinder 13 located between the valve seat 20 and the cylindrical piston when the valve body 21 is in the closed position, the further pressure relief line 37 branches off.
  • the sealing surface 22 rests on the valve seat 20 because the flat surface 25 of the valve body 21 opposite the valve cone 24 is acted upon by a prestressed compression spring 26.
  • the suction chamber pressure formed when the fuel injection pump starts operating acts via the reset chamber and the pressure relief line 7 on the end face of the valve body 21 determined by the diameter of the valve seat 20 and propagates via the throttle connection 4 into the reset chamber 5 and the cylinder 9, from where it opens the end face of the valve body determined by the diameter of the valve seat 20 acts counter to the closing force of the compression spring 26. Due to the suction chamber pressure on both sides of the control piston 3 of the pressure control valve 1, the control piston is displaced by the return spring until the control cross section is closed.
  • the suction chamber pressure increases continuously and steeply until the opening pressure of the pressure control valve 8 is reached. By then it has reached a value that is far higher than the pressure that the pressure control valve would control depending on the speed with the relief chamber 5 fully relieved.
  • a spray adjustment piston of a known start of injection adjustment device is displaced by this high suction chamber pressure against a restoring force into a position which promotes the cold start and the operation with a cold internal combustion engine and which brings about an early start of injection.
  • the valve body 21 lifts off the valve seat 20 and releases the pressure relief line 37 arranged in the wall of the valve cylinder 13.
  • the pressure control valve 8 has a significant control hysteresis, which ensures that after the pressure control valve 8 is opened for the first time, it remains open until the internal combustion engine is switched off until the fuel injection pump comes to a standstill and the early adjustment for the cold start of the internal combustion engine, the so-called cold start acceleration (KSB ) remains limited to the first startup of the internal combustion engine.
  • the compression spring 26 is supported on one side on a shoulder 27 of a threaded pin 28 which can be screwed into the valve insert 12.
  • the setscrew 28 consists of a hexagonal head, to which an external threaded piece is connected, which, together with a stop bolt 30 conically formed thereon, forms the shoulder 27.
  • the external thread can be screwed into an internal thread 29 provided in the valve cylinder 13, so that the stop bolt 30 projects axially into the interior 34 of the valve cylinder 13.
  • the screw-in length of the stop bolt 30, which is sealed by means of the sealing ring 32, can be achieved by contacting the hexagonal head on the outer end face 31 of the valve cylinder 13 determined, the screw-in length can be changed by placing spacers between the hexagonal head and the end face 31.
  • a leak line 36 leads away from the interior 34 to a return line, not shown.
  • valve body could also be connected to a membrane instead of slidingly arranged in the valve cylinder 13.
  • the membrane is tightly clamped in the valve cylinder, the membrane being provided in the center with a closing member loaded with a compression spring, which controls the pressure relief line opening into the end face of the valve cylinder 13.
  • the closing member which can also be designed as a disc or membrane plate, releases the pressure relief line 37 after opening, so that the pressure can be reduced.
  • This fuel injection pump ensures that the internal combustion engine has a hard gear even for a short time and generates increased internal combustion engine noise.
  • the control pin 10 After the internal combustion engine has reached a certain temperature after some operating time, the control pin 10 is extended and prevents the valve body 21 from being pressed onto the valve seat 20. Therefore, the valve does not function when the internal combustion engine is warm.
  • the function of the valve 12 is again shown in a suction chamber pressure (p) / engine speed (n) diagram in FIG. 3.
  • the suction chamber pressure p rises rapidly and reaches a value p 1 at which the valve body 21 lifts off the valve seat 20 and remains open up to a suction chamber pressure p 2 that is less than p 1.
  • the pressure level is chosen so that the closing pressure p2 below the suction room pressure is at idle and therefore the increase in suction chamber pressure, which is important for the cold start acceleration, only takes effect when the internal combustion engine is started up for the first time.
  • the solid characteristic curve 39 represents the function n / p without KSB function.
  • the dashed characteristic curve 40 represents the function n / p when the engine is cold with KSB function.
  • the compression stage characteristic 41 which goes from diagram point 42 to diagram point 43, becomes the pressure stage function recognizable.

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

Abstract

A valve insert (12) comprises a valve cylinder (13) in which a valve body (21) loaded by a compression spring is arranged. The valve body (21) has a sealing face which closes a pressure relief line (7). The diameter (17) of the pressure relief line is smaller than the valve cylinder diameter (18). The diameter (17) of the pressure relief line (7) is selected so that the inlet chamber pressure acting on the sealing face moves the valve body (21) from the valve seat (20) against the force of the compression spring (26) acting on the valve body (21) and opens an extended pressure relief line (37). Once the valve body (21) has been lifted off the pressure relief line (7), the inlet chamber pressure acts on the entire cross-section of the valve body (21) and the force now formed from the cross-section of the valve body (21) and the inlet chamber pressure set up at idling speed attains a value compared to the force of the compression spring (26) which holds the valve body (21) off the pressure relief line (7). <??>This ensures that the cold start acceleration only functions when initially running up the internal combustion engine. A rapid cold start acceleration is advantageously achieved and only a brief high engine noise is audible. <IMAGE>

Description

Stand der TechnikState of the art

Die Erfindung geht von einer Kraftstoffeinspritzpumpe nach der Gat­tung des Hauptanspruchs aus. Bei einer durch die DE-OS 26 48 043 be­kannten Kraftstoffeinspritzpumpe dieser Art wird ein Spritzverstell­kolben der verstelleinrichtung für den Spritzbeginn in Abhängigkeit vom Saugraumdruck gesteuert. Der Saugraumdruck wird über das Druck­steuerventil bestimmt, welches einen mit zunehmender Drehzahl stei­genden Druck einstellt. Solange das Druckhalteventil in der Druck­entlastungsleitung geschlossen ist, wird im Saugraum ein höherer Druck erzielt, der den Spritzbeginn auf "früh" verstellt. Bei Errei­chen einer bestimmten hohen Drehzahl, bei der der Saugraumdruck den Öffnungsdruck des Druckhalteventils überwindet, wird der Saugraum­druck auf diesen Öffnungsdruck begrenzt. Bei Erreichen der Betriebs­temperatur der Brennkraftmaschine wird ferner durch die Steuerein­richtung mittels eines verschiebbaren Dorns der Ventilkörper des Druckhalteventils von seinem Sitz abgehoben und das Druckhalteventil somit in Offenstellung gehalten. Ab diesem Betriebspunkt stellt sich im Saugraum der drehzahlproportionale Druck ein, durch den eine drehzahlabhängige Spritzbeginnverstellung nach früh eingehalten wird.The invention is based on a fuel injection pump according to the preamble of the main claim. In a fuel injection pump of this type known from DE-OS 26 48 043, an injection adjustment piston of the adjustment device for the start of injection is controlled as a function of the suction chamber pressure. The suction chamber pressure is determined via the pressure control valve, which sets a pressure that increases with increasing speed. As long as the pressure control valve in the pressure relief line is closed, a higher pressure is achieved in the suction chamber, which adjusts the start of spraying to "early". When a certain high speed is reached at which the suction chamber pressure overcomes the opening pressure of the pressure maintaining valve, the suction chamber pressure is limited to this opening pressure. When the operating temperature of the internal combustion engine is reached, the control device also lifts the valve body of the pressure-maintaining valve from its seat by means of a displaceable mandrel and thus holds the pressure-maintaining valve in the open position. From this operating point, the speed proportional pressure is set in the suction chamber, by means of which a speed-dependent injection start adjustment is maintained early.

Nachteiligerweise führt der erhöhte Saugraumdruck und der daraus re­sultierende frühe Spritzbeginn zu einem harten Gang der Brennkraft­maschine sowie zu hohen Motorgeräuschen.Disadvantageously, the increased suction chamber pressure and the resulting early start of spraying lead to a hard gear of the internal combustion engine and to high engine noise.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Kraftstoffeinspritzpumpe mit den kennzeichnen­den Merkmalen des Hauptanspruchs hat demgegenüber den Vorteil, daß ein erhöhter Saugraumdruck, gesteuert durch das Druckhalteventil nur beim ersten Hochlauf der Brennkraftmaschine bis zum ersten Öffnen des Druckhalteventils wirksam ist, auch wenn die Betriebstemperatur der Brennkraftmaschine noch nicht erreicht ist und die Steuerein­richtung aktiviert ist. Somit wird der Betriebszustand, in dem ein harter Gang der Brennkraftmaschine und ein hohes Motorgeräusch auf­tritt, auf ein Minimum reduziert. Die Unteransprüche 2 - 8 zeigen vorteilhafte Ausgestaltungen der erfindungsgemäßen Kraftstoffein­spritzpumpe. In vorteilhafter Weise wird die Druckhaltefunktion des Druckhalteventils auch beim ersten Hochlauf der Brennkraftmaschine aufgehoben, wenn gemäß Anspruch 8 bei warmer Brennkraftmaschine der Ventilkörper verstellt wird.The fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that an increased suction chamber pressure, controlled by the pressure control valve, is effective only when the internal combustion engine starts up until the pressure control valve opens, even if the operating temperature of the internal combustion engine has not yet been reached, and the Control device is activated. In this way, the operating state in which the engine has a hard gear and high engine noise occurs is reduced to a minimum. The subclaims 2-8 show advantageous configurations of the fuel injection pump according to the invention. In an advantageous manner, the pressure-maintaining function of the pressure-maintaining valve is also canceled when the internal combustion engine is started up for the first time, if the valve body is adjusted when the internal combustion engine is warm.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung darge­stellt und wird in der nachfolgenden Beschreibung näher erläutert. Es zeigt Figur 1 eine Anordnung mit einem Druckhalteventil; Figur 2 einen Schnitt durch das erfindungsgemäß ausgebildete Druckhalteven­til der Kraftstoffeinspritzpumpe und Figur 3 Druck-/Drehzahlkennli­nien der erfindungsgemäßen Kraftstoffeinspritzpumpe.An embodiment of the invention is shown in the drawing and is explained in more detail in the following description. 1 shows an arrangement with a pressure holding valve; 2 shows a section through the pressure maintenance valve of the fuel injection pump designed according to the invention and FIG. 3 pressure / speed characteristics of the fuel injection pump according to the invention.

Beschreibung des AusführungsbeispielsDescription of the embodiment

Die Ausführung in Figur 1 zeigt eine Kraftstoffeinspritzpumpe mit einem Drucksteuerventil 1 und einem Druckhalteventil 8. Eine nicht dargestellte synchron zur Kraftstoffeinspritzpumpe angetriebene Vor­förderpumpe fördert Kraftstoff aus einem Kraftstoffbehälter in einen Saugraum 6 der Kraftstoffeinspritzpumpe. Von hier aus gelangt Kraft­stoff unter Saugraumdruck zu einer Stirnseite eines Steuerkolbens 3, der entsprechend dem Saugraumdruck entgegen einer Rückstellfeder verschoben wird und somit den Spritzzeitpunkt mit zunehmendem Saug­raumdruck nach früh verschiebt.The embodiment in FIG. 1 shows a fuel injection pump with a pressure control valve 1 and a pressure holding valve 8. A pre-feed pump, not shown, which is driven synchronously with the fuel injection pump, delivers fuel from a fuel tank into a suction chamber 6 of the fuel injection pump. From here, fuel passes under suction chamber pressure to an end face of a control piston 3, which is displaced counter to a return spring in accordance with the suction chamber pressure and thus shifts the spraying point early with increasing suction chamber pressure.

Der Saugraumdruck wird über ein Drucksteuerventil 1 gesteuert. Das Drucksteuerventil 1 weist einen Steuerkolben 3 auf, der einerseits in einem Druckraum durch den von der Vorförderpumpe geförderten Kraftstoff beaufschlagt ist und an dem andererseits in einem Rück­stellraum 5 eine Rückstellfeder angreift. Der Steuerkolben 3 be­stimmt in seiner Gleichgewichtslage einen Absteuerquerschnitt, der mehr oder weniger aufgesteuert wird und von dem aus eine Verbindung zur Saugraumseite der Vorförderpumpe besteht. Im Steuerkolben 3 ist eine Drosselverbindung 4 vorgesehen, die Druckraum und Rückstellraum 5 miteinander verbindet. Vom Rückstellraum 5 führt eine Druckentla­stungsleitung 7 in einen Innenraum eines Zylinders 9 eines Druckhal­teventils 8. Dieser Innenraum stellt die Fortführung der Druckentla­stungsleitung 7 dar.The suction chamber pressure is controlled via a pressure control valve 1. The pressure control valve 1 has a control piston 3 which, on the one hand, is acted upon by the fuel delivered by the pre-feed pump in a pressure chamber and on the other hand acts on a return spring 5 in a return chamber 5. In its equilibrium position, the control piston 3 determines a discharge cross-section which is more or less opened and from which there is a connection to the suction chamber side of the pre-feed pump. A throttle connection 4 is provided in the control piston 3, which connects the pressure chamber and the reset chamber 5 to one another. A pressure relief line 7 leads from the resetting space 5 into an interior of a cylinder 9 of a pressure maintaining valve 8. This interior represents the continuation of the pressure relief line 7.

In die eine Stirnseite des Zylinders 9 ist eine temperaturabhängig arbeitende Steuereinrichtung eingeschraubt. Die Steuereinrichtung, die als Ausrückeinrichtung arbeitet, besteht aus einem als Steuer­glied arbeitenden temperaturabhängig wirksamen Dehnstoffsteller 11. Aus dem Dehnstoffsteller 11 ragt mittelachsig in den Zylinder 9 ein Steuerdorn 10. Der Steuerdorn 10 bewegt sich in axialer Richtung im Zylinder 9, wenn die mit einem Dehnstoff gefüllte Patrone des Dehn­ stoffstellers 11 durch einen Heizwiderstand, der an eine Batterie­spannung anliegt, aufgeheizt wird. Es gibt auch Dehnstoffsteller 11, die durch das Kühlwasser des Motors aufgeheizt werden.A temperature-dependent control device is screwed into one end of the cylinder 9. The control device, which works as a disengaging device, consists of a temperature-dependent expansion plate 11, which acts as a control element. A control pin 10 protrudes from the expansion plate 11 into the cylinder 9 with a central axis. The control pin 10 moves in the axial direction in the cylinder 9 when the expansion plate is used filled cartridge of stretch Stoffstellers 11 is heated by a heating resistor which is applied to a battery voltage. There are also expansion plate 11, which are heated by the cooling water of the engine.

Das Druckhalteventil 8 weist auf der anderen Seite des Zylinders 9 einen Ventileinsatz 12 auf, der einen Ventilzylinder 13 aufweist und mit einem Außengewinde 14 versehen ist, über das er in ein entspre­chendes Innengewinde am Zylinder 9 einschraubbar ist. Dabei ist der Zylinder über eine Dichtung 15 nach außen abgedichtet und hat einen Preßsitz, der zum Innenraum des Zylinders 9 abdichtet. Durch die in den Zylinder 9 geschraubte Stirnseite des Ventilzylinders 13 geht mittig die vom Innenraum des Zylinders 9 kommende Druckentlastungs­leitung 7, durch die der Steuerdorn 10 des Dehnstoffstellers 11 durchführbar ist. Diese mittig in der Stirnseite angeordnete Druck­entlastungsleitung 7 hat, wie aus Figur 2 erkennbar ist, einen Durchmesser 17, der geringer ist als der Ventilzylinderinnendurch­messer 18, so daß noch an der Stirnseite 19 des Ventilzylinders 13 eine Kreisringfläche bleibt, an die, Richtung Innenseite des Ventil­zylinders 13 ein Ventilsitz 20 angeordnet ist. An diesem wird ein von einer sich im Ventilzylinder 13 abstützenden Druckfeder 26 bela­steter Ventilkörper 21 mit einer auf diesem vorgesehenen Dichtfläche 22 gehalten. Der Ventilkörper 21 besteht aus einem zylindrischen Kolben, der in einen die Dichtfläche 22 bildenden Ventilkegel 24 übergeht. Der Ventilkegel 24 ist als Kegelstumpf ausgebildet und hat zur Anlage des Steuerdorns 10 eine Anlagefläche 35. Die Dichtfläche 22 kann aber auch auf einem halbkugelförmigen Teil des Ventilkörpers 21 angeordnet sein. Der Kolben des Ventilkörpers 21 ist paßgenau im Ventilzylinder 13 dicht gleitend. Im Bereich der sich zwischen Ven­tilsitz 20 und zylindrischem Kolben bei Schließstellung des Ventil­körpers 21 befindlichen zylindrischen Wand des Ventilzylinders 13 zweigt die weiterführende Druckentlastungsleitung 37 ab.The pressure control valve 8 has on the other side of the cylinder 9 a valve insert 12 which has a valve cylinder 13 and is provided with an external thread 14, by means of which it can be screwed into a corresponding internal thread on the cylinder 9. The cylinder is sealed to the outside via a seal 15 and has an interference fit that seals off from the interior of the cylinder 9. The end of the valve cylinder 13 screwed into the cylinder 9 goes in the middle of the pressure relief line 7 coming from the interior of the cylinder 9, through which the control pin 10 of the expansion plate 11 can be passed. This pressure relief line 7, which is arranged centrally in the end face, has, as can be seen from FIG. 2, a diameter 17 which is smaller than the inner diameter of the valve cylinder 18, so that an annular surface remains on the end face 19 of the valve cylinder 13, towards the inside of the valve cylinder 13 a valve seat 20 is arranged. A valve body 21, which is loaded by a compression spring 26 which is supported in the valve cylinder 13, is held on the latter with a sealing surface 22 provided thereon. The valve body 21 consists of a cylindrical piston which merges into a valve cone 24 forming the sealing surface 22. The valve cone 24 is designed as a truncated cone and has a contact surface 35 for the contact of the control mandrel 10. However, the sealing surface 22 can also be arranged on a hemispherical part of the valve body 21. The piston of the valve body 21 is tightly sliding in the valve cylinder 13. In the area of the cylindrical wall of the valve cylinder 13 located between the valve seat 20 and the cylindrical piston when the valve body 21 is in the closed position, the further pressure relief line 37 branches off.

Bei stillstehender Brennkraftmaschine liegt die Dichtfläche 22 des­halb am Ventilsitz 20 an, weil die dem Ventilkegel 24 gegenüberlie­gende Planfläche 25 des Ventilkörpers 21 mit vorgespannter Druckfe­der 26 beaufschlagt ist. Der sich mit Betriebsaufnahme der Kraft­stoffeinspritzpumpe gebildete Saugraumdruck wirkt über den Rück­stellraum und die Druckentlastungsleitung 7 auf die durch den Durch­messer des Ventilsitzes 20 bestimmte Stirnfläche des Ventilkörpers 21 pflanzt sich über die Drosselverbindung 4 in den Rückstellraum 5 und den Zylinder 9 fort, von wo aus er auf die durch den Durchmesser des Ventilsitzes 20 bestimmte Stirnfläche des Ventilkörpers entgegen der Schließkraft der Druckfeder 26 wirkt. Aufgrund des beiderseits am Steuerkolben 3 des Drucksteuerventils 1 anliegenden Saugraumdrucks wird der Steuerkolben durch die Rückstellfeder soweit verschoben bis der Absteuerquerschnitt verschlossen ist. Der Saugraumdruck nimmt kontinuierlich und steil zu, bis der Öffnungsdruck des Druckhalte­ventils 8 erreicht ist. Bis dahin hat er einen Wert erreicht, der weit höher ist als der Druck den das Drucksteuerventil bei vollent­lastetem Rückstellraum 5 drehzahlabhängig einsteuern würde. Dabei wird ein Spritzverstellkolben einer Spritzbeginnverstelleinrichtung bekannter Art durch diesen hohen Saugraumdruck entgegen einer Rück­stellkraft in eine den Kaltstart und den Betrieb bei kalter Brenn­kraftmaschine begünstigende, einen frühen Spritzbeginn bewirkende Lage verschoben. Bei Erreichen des Öffnungsdrucks hebt der Ventilkörper 21 vom Ventilsitz 20 ab und gibt die in der Wand des Ventilzylinders 13 angeordnete Druckentlastungsleitung 37 frei.When the internal combustion engine is at a standstill, the sealing surface 22 rests on the valve seat 20 because the flat surface 25 of the valve body 21 opposite the valve cone 24 is acted upon by a prestressed compression spring 26. The suction chamber pressure formed when the fuel injection pump starts operating acts via the reset chamber and the pressure relief line 7 on the end face of the valve body 21 determined by the diameter of the valve seat 20 and propagates via the throttle connection 4 into the reset chamber 5 and the cylinder 9, from where it opens the end face of the valve body determined by the diameter of the valve seat 20 acts counter to the closing force of the compression spring 26. Due to the suction chamber pressure on both sides of the control piston 3 of the pressure control valve 1, the control piston is displaced by the return spring until the control cross section is closed. The suction chamber pressure increases continuously and steeply until the opening pressure of the pressure control valve 8 is reached. By then it has reached a value that is far higher than the pressure that the pressure control valve would control depending on the speed with the relief chamber 5 fully relieved. In this case, a spray adjustment piston of a known start of injection adjustment device is displaced by this high suction chamber pressure against a restoring force into a position which promotes the cold start and the operation with a cold internal combustion engine and which brings about an early start of injection. When the opening pressure is reached, the valve body 21 lifts off the valve seat 20 and releases the pressure relief line 37 arranged in the wall of the valve cylinder 13.

Zugleich wird die aus dem größeren Ventilzylinderinnendurchmesser 18 resultierende Stirnfläche des Ventilkörpers 21 vom Saugraumdruck be­aufschlagt. Der Querschnitt des Wiederaustritts der Druckentla­stungsleitung 7 bzw. der weiterführenden Druckentlastungsleitung 37 wird durch die Verschiebung des zylindrischen Teils des Ventilkör­pers 21 zunehmend aufgesteuert, bis sich zwischen der Drosselverbin­dung 4 und dem Wiederaustritt ein Druck einstellt, der den Ventil­ körper in ausgelenkter Lage hält. Dieser Schließdruck, der durch die Ventilinnendurchmesser und die Rückstellkraft der Druckfeder 26 be­stimmt wird, ist kleiner als der bei Leerlaufdrehzahl der Brenn­kraftmaschine im Saugraum durch das Drucksteuerventil 1 einge­steuerte Druck. Die spezielle Frühverstellung des Spritzbeginns für den Kaltstart wird somit aufgehoben. Das Drucksteuerventil steuert in der Folge bei dem somit entlasteten Rückstellraum einen drehzahl­abhängigen Druck ein.At the same time, the end face of the valve body 21 resulting from the larger valve cylinder inner diameter 18 is acted upon by the suction chamber pressure. The cross section of the re-emergence of the pressure relief line 7 or of the further pressure relief line 37 is increasingly opened up by the displacement of the cylindrical part of the valve body 21 until a pressure is established between the throttle connection 4 and the re-outlet, which sets the valve body in a deflected position. This closing pressure, which is determined by the valve inner diameter and the restoring force of the compression spring 26, is less than the pressure which is actuated by the pressure control valve 1 in the suction chamber when the internal combustion engine is idling. The special early adjustment of the start of spraying for the cold start is thus canceled. The pressure control valve then controls a speed-dependent pressure in the reset space which is thus relieved.

Dadurch, daß der Schließdruck kleiner ist als der sich bei Lerlauf einstellende Saugraum kann das Druckhalteventil erst wieder beim Stillstand der Brennkraftmaschine in Schließstellung gelangen und somit die Frühverstellung erst beim Wiederstart der Brennkraftma­schine wieder ausgelöst werden. Somit weist das Druckhalteventil 8 eine erhebliche Steuerhysterese auf, durch die erreicht wird, daß nach einem erstmaligen Öffnen des Druckhalteventils 8 dieses bis zum Wiederabstellen der Brennkraftmaschine bis zum Stillstand der Kraft­stoffeinspritzpumpe geöffnet bleibt und die Frühverstellung für den Kaltstart der Brennkraftmaschine, die sogenannte Kaltstartbeschleu­nigung (KSB), auf das erste Hochlaufen der Brennkraftmaschine be­schränkt bleibt. Damit das Halteventil 8 nach dem ersten Hochlauf nicht wieder schließt, ist eine Abstimmung der Drosselverbindung im Steuerkolben 3 und des Querschnitts der Druckentlastungsleitung 37, die aus dem Ventilzylinder 13 wegführt, erforderlich. Die Druckfeder 26 stützt sich auf der einen Seite an einer Schulter 27 eines in den Ventileinsatz 12 einschraubbaren Gewindestifts 28 ab. Der Gewinde­stift 28 besteht aus einem sechskantförmigen Kopf, an den sich ein Außengewindestück anschließt, das zusammen mit einem an diesen ko­nisch angeformten Anschlagbolzen 30 die Schulter 27 bildet. Das Au­ßengewinde ist in ein im Ventilzylinder 13 vorgesehenes Innengewinde 29 einschraubbar, so daß der Anschlagbolzen 30 axial in den Innen­raum 34 des Ventilzylinders 13 ragt. Die Einschraublänge des mittels Dichtrings 32 abgedichteten Anschlagbolzens 30 ist durch Anlage des sechskantförmigen Kopfes an die außenliegende Stirnfläche 31 des Ventilzylinders 13 bestimmt, wobei durch Unterlegen von Distanz­scheiben zwischen sechskantförmigem Kopf und Stirnfläche 31 die Ein­schraublänge veränderbar ist. Vom Innenraum 34 führt eine Lecklei­tung 36 weg zu einer nicht dargestellten Rücklaufleitung.Because the closing pressure is lower than the suction chamber that occurs when the engine is idling, the pressure control valve can only return to the closed position when the internal combustion engine is at a standstill, and the early adjustment can therefore only be triggered again when the internal combustion engine is restarted. Thus, the pressure control valve 8 has a significant control hysteresis, which ensures that after the pressure control valve 8 is opened for the first time, it remains open until the internal combustion engine is switched off until the fuel injection pump comes to a standstill and the early adjustment for the cold start of the internal combustion engine, the so-called cold start acceleration (KSB ) remains limited to the first startup of the internal combustion engine. So that the holding valve 8 does not close again after the first run-up, the throttle connection in the control piston 3 and the cross section of the pressure relief line 37, which leads away from the valve cylinder 13, must be coordinated. The compression spring 26 is supported on one side on a shoulder 27 of a threaded pin 28 which can be screwed into the valve insert 12. The setscrew 28 consists of a hexagonal head, to which an external threaded piece is connected, which, together with a stop bolt 30 conically formed thereon, forms the shoulder 27. The external thread can be screwed into an internal thread 29 provided in the valve cylinder 13, so that the stop bolt 30 projects axially into the interior 34 of the valve cylinder 13. The screw-in length of the stop bolt 30, which is sealed by means of the sealing ring 32, can be achieved by contacting the hexagonal head on the outer end face 31 of the valve cylinder 13 determined, the screw-in length can be changed by placing spacers between the hexagonal head and the end face 31. A leak line 36 leads away from the interior 34 to a return line, not shown.

In alternativer Ausführung könnte der Ventilkörper statt dichtglei­tend in dem Ventilzylinder 13 angeordnet auch mit einer Membran ver­bunden sein. Die Membran ist in dieser Ausführung dicht im Ventilzy­linder eingespannt, wobei die Membran mittig mit einem mit Druckfe­der belasteten Schließglied versehen ist, das die in der Stirnseite des Ventilzylinders 13 mündende Druckentlastungsleitung steuert. Das Schließglied, das auch als Scheibe oder Membranteller ausgeführt sein kann, gibt nach dem Öffnen die Druckentlastungsleitung 37 frei, so daß der Druck abgebaut werden kann.In an alternative embodiment, the valve body could also be connected to a membrane instead of slidingly arranged in the valve cylinder 13. In this embodiment, the membrane is tightly clamped in the valve cylinder, the membrane being provided in the center with a closing member loaded with a compression spring, which controls the pressure relief line opening into the end face of the valve cylinder 13. The closing member, which can also be designed as a disc or membrane plate, releases the pressure relief line 37 after opening, so that the pressure can be reduced.

Durch diese Kraftstoffeinspritzpumpe wird erreicht, daß die Brenn­kraftmaschine auch nur für kurze Zeit einen harten Gang hat und er­höhte Brennkraftmaschinengeräusche erzeugt.This fuel injection pump ensures that the internal combustion engine has a hard gear even for a short time and generates increased internal combustion engine noise.

Nachdem die Brennkraftmaschine nach einiger Betriebszeit eine be­stimmte Temperatur erreicht hat, ist der Steuerdorn 10 ausgefahren und verhindert ein Andrücken des Ventilkörpers 21 auf den Ventilsitz 20. Daher tritt das Ventil bei warmer Brennkraftmaschine nicht in Funktion.After the internal combustion engine has reached a certain temperature after some operating time, the control pin 10 is extended and prevents the valve body 21 from being pressed onto the valve seat 20. Therefore, the valve does not function when the internal combustion engine is warm.

Die Funktion des Ventils 12 ist nochmals in einem Saug­raum-Druck(p)/Brennkraftmaschinendrehzahl(n)-Diagram in Figur 3 dargestellt. Mit Betriebsbeginn der Kraftstoffeinspritzpumpe steigt der Saugraumdruck p rasch an und erreicht einen Wert p₁, bei dem der Ventilkörper 21 vom Ventilsitz 20 abhebt und geöffnet bleibt bis zu einem Saugraumdruck p₂, der kleiner als p₁ ist. Die Druck­stufe ist so gewählt, daß der Schließdruck p₂ unterhalb des Saug­ raumdrucks bei Leerlauf liegt und somit die für die Kaltstartbe­schleunigung wichtige Erhöhung des Saugraumdrucks nur beim ersten Hochlauf der Brennkraftmaschine wirkt. Die durchgezogene Kennlinie 39 stellt die Funktion n/p ohne KSB-Funktion dar. Die gestrichelte Kennlinie 40 stellt die Funktion n/p bei kaltem Motor mit KSB-Funk­tion dar. Aus der Druckstufenkennlinie 41, die von Diagrammpunkt 42 bis Diagrammpunkt 43 geht, wird die Druckstufenfunktion erkennbar.The function of the valve 12 is again shown in a suction chamber pressure (p) / engine speed (n) diagram in FIG. 3. With the start of operation of the fuel injection pump, the suction chamber pressure p rises rapidly and reaches a value p 1 at which the valve body 21 lifts off the valve seat 20 and remains open up to a suction chamber pressure p 2 that is less than p 1. The pressure level is chosen so that the closing pressure p₂ below the suction room pressure is at idle and therefore the increase in suction chamber pressure, which is important for the cold start acceleration, only takes effect when the internal combustion engine is started up for the first time. The solid characteristic curve 39 represents the function n / p without KSB function. The dashed characteristic curve 40 represents the function n / p when the engine is cold with KSB function. The compression stage characteristic 41, which goes from diagram point 42 to diagram point 43, becomes the pressure stage function recognizable.

Claims (9)

1. Kraftstoffeinspritzpumpe für Brennkraftmaschinen mit einer Ver­stelleinrichtung für den Spritzbeginn und mit einem Saugraum, der an eine Vorförderpumpe angeschlossen ist, deren Kraftstoffförderdruck als im Saugraum wirkender Saugraumdruck mittels eines Drucksteuer­ventils drehzahlabhängig steuerbar ist und die Verstelleinrichtung betätigt, wobei das Drucksteuerventil einen vom Saugraumdruck gegen die Rückstellkraft einer in einem Federraum untergebrachten Feder beaufschlagten Steuerkolben hat, der mit einer Steuerkante zum ge­steuerten Abfluß einer Teilmenge der geförderten Menge aus dem Saug­raum versehen ist und der Federraum über eine Drossel mit dem Saug­raum verbunden ist und ferner über eine Druckentlastungsleitung ent­lastbar ist, in der ein Druckhalteventil angeordnet ist und zusätz­lich eine temperaturabhängig arbeitende Steuereinrichtung vorgesehen ist, durch die der Federraum unabhängig von der Druckhaltefunktion des Druckhalteventils entlastbar ist, wobei das Druckhalteventil aus einem Ventilzylinder besteht, in dem ein von einer Druckfeder bela­steter Ventilkörper angeordnet ist, an dem eine Dichtfläche ausge­bildet ist, die an einem die auf einer Stirnseite des Ventilzylin­ders eintretende Druckentlastungsleitung umgebenden Ventilsitz zur Anlage kommt und der Ventilzylinder einen Wiederaustritt der Druck­entlastungsleitung aufweist, dadurch gekennzeichnet, daß der Ventil­körper (21) im Ventilzylinder (13) unmittelbar oder mittelbar dicht­gleitend angeordnet ist und der Wiederaustritt der Druckentlastungs­leitung (7) zwischen Ventilsitz (20) und Ventilkörper (21) in der Wand des Ventilzylinders (13) angeordnet ist und der Schließdruck des Druckhalteventils (8) kleiner als der bei Leerlaufdrehzahl der Brennkraftmaschine im Saugraum durch das Drucksteuerventil (1) ge­steuerte Druck ist.1.Fuel injection pump for internal combustion engines with an adjustment device for the start of injection and with a suction chamber which is connected to a pre-feed pump, the fuel delivery pressure of which, as a suction chamber pressure acting in the suction chamber, can be controlled in a speed-dependent manner by means of a pressure control valve and actuates the adjusting device, the pressure control valve actuating one of the suction chamber pressure against the restoring force a spring housed in a spring-loaded control piston, which is provided with a control edge for the controlled discharge of a part of the quantity conveyed from the suction chamber and the spring chamber is connected to the suction chamber via a throttle and can also be relieved via a pressure relief line in which a pressure-maintaining valve is arranged and additionally a temperature-dependent control device is provided, by means of which the spring chamber can be relieved independently of the pressure holding function of the pressure holding valve, the pressure holding valve a us consists of a valve cylinder, in which a valve body loaded by a compression spring is arranged, on which a sealing surface is formed, which comes into contact with a valve seat surrounding the pressure relief line entering an end face of the valve cylinder and the valve cylinder has a re-emergence of the pressure relief line, characterized in that that the valve body (21) in the valve cylinder (13) is arranged directly or indirectly tightly and the re-emergence of the pressure relief line (7) between the valve seat (20) and valve body (21) is arranged in the wall of the valve cylinder (13) and the closing pressure of the Pressure control valve (8) smaller than that at idle speed Internal combustion engine in the suction chamber is controlled by the pressure control valve (1). 2. Kraftstoffeinspritzpumpe nach Anspruch 1, dadurch gekennzeichnet, daß der Ventilkörper (21) als dicht in dem Ventilzylinder (13) glei­tender zylindrischer Kolben ausgebildet ist.2. Fuel injection pump according to claim 1, characterized in that the valve body (21) is designed as a sealing piston in the valve cylinder (13) sliding. 3. Kraftstoffeinspritzpumpe nach Anspruch 1, dadurch gekennzeichnet, daß der Ventilkörper mit einer als beweglichen Wand dienenden Mem­bran verbunden ist.3. Fuel injection pump according to claim 1, characterized in that the valve body is connected to a membrane serving as a movable wall. 4. Kraftstoffeinspritzpumpe nach Anspruch 2, dadurch gekennzeichnet, daß der zylindrische Kolben den Wiederaustritt mit zunehmender Ver­schiebung des Kolbens gegen die Druckfeder (26) aufsteuert.4. Fuel injection pump according to claim 2, characterized in that the cylindrical piston controls the re-emergence with increasing displacement of the piston against the compression spring (26). 5. Kraftstoffeinspritzpumpe nach Anspruch 3 oder 4, dadurch gekenn­zeichnet, daß der axiale Weg des Ventilkörpers durch einen in den Ventilzylinder (13) einschraubbaren Anschlagbolzen (30) eines Gewin­destifts (33) begrenzt ist.5. Fuel injection pump according to claim 3 or 4, characterized in that the axial path of the valve body by a screwed into the valve cylinder (13) stop bolt (30) of a threaded pin (33) is limited. 6. Kraftstoffeinspritzpumpe nach Anspruch 5, dadurch gekennzeichnet, daß die Druckfeder (26) zwischen einem am Gewindestift (33) ange­brachten Bund (27) und dem Ventilkörper (21) angeordnet ist.6. Fuel injection pump according to claim 5, characterized in that the compression spring (26) between a on the threaded pin (33) attached collar (27) and the valve body (21) is arranged. 7. Kraftstoffeinspritzpumpe nach Anspruch 6, dadurch gekennzeichnet, daß vom Federraum (34) des Druckhalteventils (8) eine Leckleitung (36) zu einer Rücklaufleitung führt.7. Fuel injection pump according to claim 6, characterized in that a leakage line (36) leads from the spring chamber (34) of the pressure holding valve (8) to a return line. 8. Kraftstoffeinspritzpumpe nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß als Steuereinrichtung das Druckhalteven­til eine Ausrückeinrichtung aufweist.8. Fuel injection pump according to one of the preceding claims, characterized in that the pressure-maintaining valve has a disengaging device as the control device. 9. Kraftstoffeinspritzpumpe nach Anspruch 8, dadurch gekennzeichnet, daß die Ausrückeinrichtung einen Steuerdorn aufweist, der durch die Druckentlastungsleitung (7) in der Stirnseite des Ventilzylinders (13) geführt ist und durch den der Ventilkörper verstellbar ist.9. Fuel injection pump according to claim 8, characterized in that the disengaging device has a control pin which is guided through the pressure relief line (7) in the end face of the valve cylinder (13) and through which the valve body is adjustable.
EP89105697A 1988-04-25 1989-03-31 Fuel injection pump Expired - Lifetime EP0339290B1 (en)

Applications Claiming Priority (2)

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DE3813880 1988-04-25
DE3813880A DE3813880A1 (en) 1988-04-25 1988-04-25 FUEL INJECTION PUMP

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EP0339290A3 EP0339290A3 (en) 1990-07-11
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DE102009046958A1 (en) * 2009-11-23 2011-05-26 Robert Bosch Gmbh Valve for reducing pressure pulsations or noise emissions in piston pump for hydraulic- or pneumatic system, has valve closure body and valve seat for piston pump
CN106014737A (en) * 2016-06-15 2016-10-12 重庆长安汽车股份有限公司 Combined type damping structure capable of meeting low NVH noise of high-pressure oil pump of GDI engine

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DE3148215A1 (en) * 1981-12-05 1983-06-09 Robert Bosch Gmbh, 7000 Stuttgart Fuel injection pump for internal combustion engines
DE3142145A1 (en) * 1981-10-23 1983-07-21 Bayerische Motoren Werke AG, 8000 München Fuel injection pump for internal combustion engines

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JPS5859319A (en) * 1981-10-05 1983-04-08 Nippon Denso Co Ltd Fuel injection device
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JPS5973567U (en) * 1982-11-09 1984-05-18 株式会社ボッシュオートモーティブ　システム Overflow valve of distribution type fuel injection pump
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GB2055489A (en) * 1979-06-23 1981-03-04 Bosch Gmbh Robert Fuel injection pump for an internal combustion engine
DE3142145A1 (en) * 1981-10-23 1983-07-21 Bayerische Motoren Werke AG, 8000 München Fuel injection pump for internal combustion engines
DE3148215A1 (en) * 1981-12-05 1983-06-09 Robert Bosch Gmbh, 7000 Stuttgart Fuel injection pump for internal combustion engines

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KR890016280A (en) 1989-11-28
EP0339290A3 (en) 1990-07-11
JP2977830B2 (en) 1999-11-15
DE58903201D1 (en) 1993-02-18
US4905640A (en) 1990-03-06
KR0137142B1 (en) 1998-04-25
DE3813880A1 (en) 1989-11-02
JPH01313631A (en) 1989-12-19
EP0339290B1 (en) 1993-01-07

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