EP0381103B1 - Control device for a fuel injection pump - Google Patents

Control device for a fuel injection pump Download PDF

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Publication number
EP0381103B1
EP0381103B1 EP90101695A EP90101695A EP0381103B1 EP 0381103 B1 EP0381103 B1 EP 0381103B1 EP 90101695 A EP90101695 A EP 90101695A EP 90101695 A EP90101695 A EP 90101695A EP 0381103 B1 EP0381103 B1 EP 0381103B1
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EP
European Patent Office
Prior art keywords
piston
phase
cam
degrees
slope
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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
EP90101695A
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German (de)
French (fr)
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EP0381103A1 (en
Inventor
Didier Baty
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.)
MAN Energy Solutions France SAS
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SEMT Pielstick SA
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Application filed by SEMT Pielstick SA filed Critical SEMT Pielstick SA
Publication of EP0381103A1 publication Critical patent/EP0381103A1/en
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    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams

Definitions

  • the present invention relates to a device for controlling a fuel injection pump of an internal combustion engine, the pump being provided with a piston moving alternately inside a jacket provided with an orifice 'supply, the angular position of the piston determining the volume of fuel injected, the device comprising a pusher acting on the piston and a cam cooperating with the pusher.
  • a known device for controlling such a fuel injection pump is described in GB-A-2 057 065.
  • the present invention provides such a control device, which eliminates fluctuations, in controlling the downward movement of the piston. This control is carried out by the cam which defines five distinct phases.
  • the pump comprises a piston 4 which slides inside a jacket 5 provided with a supply orifice 6 placed in communication with a fuel source under low pressure, not shown.
  • An orifice 7 communicates the pressure chamber 8 with the fuel injection system not shown.
  • the piston 4 is angularly positioned by a device not shown, so that the lower edge 4a determines the end of injection as a function of the quantity of fuel required.
  • a groove 4b located on the piston communicates the pressure chamber 8 with the volume 10 located under the lower edge 4a. This communication is interrupted each time, during its travel, the portion 9 of the piston, limited by the lower edge 4a and the upper edge 4c, closes the supply orifice 6.
  • the control device of this pump comprises a cam 1 and a pusher 3, the cam cooperating with a roller 2 integral with the pusher.
  • phase II the descent of the piston controls the admission of fuel into the pressure chamber 8 via the supply orifice 6 and the groove 4b. If the descent of the piston is not controlled, as the invention proposes, the pressure drop, resulting from the cross section of the passages and from the flow imposed by the speed of the piston, is significant and the volume of fuel, enclosed in the pressure chamber passes through a very low pressure triggering the appearance of a vapor phase.
  • Phase II of the present invention therefore consists in slowing down the speed of the piston 4 sufficiently to prevent this vapor phase from appearing.
  • Phase II ends when the active portion 9 of the piston completely closes the supply orifice 6. In FIG. 2, this phase II extends over approximately 90 degrees but it can extend between 10 degrees and 110 degrees from injection cam rotation.
  • phase III the active portion 9 of the piston 4 completely closes the supply orifice 6. It is therefore impossible to avoid a strong pressure drop in the pressure chamber 8 and therefore the appearance of a vapor phase .
  • phase III can be carried out quickly. Phase III ends when the edge 4c of the piston 4 releases the supply orifice 6 with a value between 20 and 40% of its section. In Figure 2, this phase III spans about 25 degrees but it can span 15 degrees at 30 degrees of rotation of the injection cam.
  • the cam is optimized for a given operating point of the engine, that is to say for a determined volume of injected fuel.
  • the angular importance given to phase II is all the greater when the optimization point corresponds to a small volume of fuel injected.
  • phase IV is a function of that given to phase II.

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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)

Description

La présente invention concerne un dispositif de commande d'une pompe d'injection de combustible d'un moteur à combustion interne, la pompe étant munie d'un piston se déplaçant alternativement à l'intérieur d'une chemise munie d'un orifice d'alimentation, la position angulaire du piston déterminant le volume de combustible injecté, le dispositif comportant un poussoir agissant sur le piston et une came coopérant avec le poussoir. Un dispositif connu de commande d'une telle pompe d'injection de combustible est décrit dans GB-A-2 057 065.The present invention relates to a device for controlling a fuel injection pump of an internal combustion engine, the pump being provided with a piston moving alternately inside a jacket provided with an orifice 'supply, the angular position of the piston determining the volume of fuel injected, the device comprising a pusher acting on the piston and a cam cooperating with the pusher. A known device for controlling such a fuel injection pump is described in GB-A-2 057 065.

Dans les pompes d'injection munies d'un dispositif de commande de ce type, il existe des phénomènes d'érosion par cavitation dans le trajet du combustible, lors de son admission dans la chambre de pression. Cette cavitation est due à des fluctuations importantes de pression et de débit qui apparaissent lorsque le piston franchit le point de coupure de l'injection, lors de sa montée, et lorsque le piston met en communication la chambre de pression avec la source d'alimentation à faible pression, lors de sa descente.In injection pumps fitted with a control device of this type, there are phenomena of cavitation erosion in the fuel path, when it is admitted into the pressure chamber. This cavitation is due to significant fluctuations in pressure and flow which appear when the piston crosses the cut-off point of the injection, during its rise, and when the piston puts the pressure chamber in communication with the power source. at low pressure, during its descent.

Divers dispositifs connus, constitués par des formes particulières de gorges de décharge de piston, ou par des amortisseurs de pression incorporés dans le circuit d'alimentation, sont destinés à éliminer les fluctuations dues aux coupures d'injection lors de la montée du piston. Mais il n'existe pas de dispositifs permettant d'éliminer les fluctuations dues à la recompression brutale de la phase vapeur qui se produit lors de l'aspiration du combustible, pendant la descente du piston.Various known devices, constituted by particular forms of piston discharge grooves, or by pressure dampers incorporated in the supply circuit, are intended to eliminate the fluctuations due to injection cuts during the rise of the piston. However, there are no devices making it possible to eliminate the fluctuations due to the sudden recompression of the vapor phase which occurs during the aspiration of the fuel, during the descent of the piston.

La présente invention propose un tel dispositif de commande, qui permet d'éliminer les fluctuations, en contrôlant le mouvement de descente du piston. Ce contrôle est réalisé par la came qui définit cinq phases distinctes.The present invention provides such a control device, which eliminates fluctuations, in controlling the downward movement of the piston. This control is carried out by the cam which defines five distinct phases.

L'invention a donc pour objet un dispositif de commande d'une pompe d'injection de combustible d'un moteur à combustion interne, la pompe étant munie d'un piston se déplaçant alternativement à l'intérieur d'une chemise munie d'un orifice d'alimentation, la position angulaire du piston déterminant le volume de combustible injecté, le dispositif comportant un poussoir agissant sur le piston et une came coopérant avec le poussoir, la came définissant cinq phases distinctes, une première phase constituée d'une rampe provoquant le déplacement du piston de son point mort bas jusqu'à son point mort haut, mouvement au cours duquel se produit l'injection de combustible, et une dernière phase constituée d'une rampe provoquant la descente du piston jusqu'à son point mort bas, les trois phases intermédiaires comprenant successivement la seconde phase, la troisième phase constituée d'une rampe provoquant la descente du piston jusqu'à un découvrement partiel de l'orifice d'alimentation, la quatrième phase constituée d'un palier immobilisant le piston dans sa course descendante, le dispositif étant caractérisé en ce que :

  • la deuxième phase est constituée d'une rampe provoquant la descente lente du piston jusqu'à l'obturation totale de l'orifice d'alimentation de la pompe et ayant une largeur pouvant avoir une valeur entre 10 et 110 degrés de rotation de la came,
  • la rampe de la troisième phase provoque une descente rapide du piston, le découvrement partiel de l'orifice d'alimentation est compris entre 20 et 40% de la section totale dudit orifice, la rampe ayant une largeur pouvant avoir une valeur entre 15 et 30 degrés de rotation de la came,
  • le palier de la quatrième phase ayant une largeur pouvant avoir une valeur entre 110 degrés et 220 degrés de rotation de la came,
  • la rampe de la phase finale ayant une largeur pouvant avoir une valeur entre 50 degrés et 70 degrés de rotation de la came.
The invention therefore relates to a device for controlling a fuel injection pump of an internal combustion engine, the pump being provided with a piston moving alternately inside a jacket provided with a feed orifice, the angular position of the piston determining the volume of fuel injected, the device comprising a pusher acting on the piston and a cam cooperating with the pusher, the cam defining five distinct phases, a first phase consisting of a ramp causing the piston to move from its bottom dead center to its top dead center, movement during which the fuel injection occurs, and a last phase consisting of a ramp causing the piston to descend to its neutral point bottom, the three intermediate phases successively comprising the second phase, the third phase consisting of a ramp causing the descent of the piston until a partial uncovering of the feed orifice entation, the fourth phase consisting of a bearing immobilizing the piston in its downward stroke, the device being characterized in that:
  • the second phase consists of a ramp causing the piston to descend slowly until the pump supply port is completely blocked and having a width that can have a value between 10 and 110 degrees of rotation of the cam ,
  • the ramp of the third phase causes a rapid descent of the piston, the partial uncovering of the supply orifice is between 20 and 40% of the total section of said orifice, the ramp having a width which can have a value between 15 and 30 degrees of cam rotation,
  • the bearing of the fourth phase having a width which can have a value between 110 degrees and 220 degrees of rotation of the cam,
  • the ramp of the final phase having a width which can have a value between 50 degrees and 70 degrees of rotation of the cam.

L'invention sera mieux comprise à l'aide de la description et des dessins, donnés à titre d'exemple.

  • La figure 1 représente schématiquement une pompe d'injection et son dispositif de commande.
  • La figure 2 représente le diagramme de la course du poussoir du dispositif de commande.
The invention will be better understood using the description and the drawings, given by way of example.
  • Figure 1 shows schematically an injection pump and its control device.
  • FIG. 2 represents the diagram of the stroke of the pusher of the control device.

Dans la figure 1, la pompe comporte un piston 4 qui coulisse à l'intérieur d'une chemise 5 munie d'un orifice d'alimentation 6 mis en communication avec une source de combustible sous faible pression non représentée. Un orifice 7 met en communication la chambre de pression 8 avec le système d'injection de combustible non représenté. Le piston 4 est positionné angulairement par un dispositif non représenté, de façon à ce que l'arête inférieure 4a détermine la fin d'injection en fonction de la quantité de combustible nécessaire. Une gorge 4b située sur le piston met en communication la chambre de pression 8 avec le volume 10 situé sous l'arête inférieure 4a. Cette communication est interrompue chaque fois que, lors de sa course, la portion 9 du piston, limitée par l'arête inférieure 4a et l'arête supérieure 4c, obture l'orifice d'alimentation 6.In FIG. 1, the pump comprises a piston 4 which slides inside a jacket 5 provided with a supply orifice 6 placed in communication with a fuel source under low pressure, not shown. An orifice 7 communicates the pressure chamber 8 with the fuel injection system not shown. The piston 4 is angularly positioned by a device not shown, so that the lower edge 4a determines the end of injection as a function of the quantity of fuel required. A groove 4b located on the piston communicates the pressure chamber 8 with the volume 10 located under the lower edge 4a. This communication is interrupted each time, during its travel, the portion 9 of the piston, limited by the lower edge 4a and the upper edge 4c, closes the supply orifice 6.

Le dispositif de commande de cette pompe comporte une came 1 et un poussoir 3, la came coopérant avec un galet 2 solidaire du poussoir.The control device of this pump comprises a cam 1 and a pusher 3, the cam cooperating with a roller 2 integral with the pusher.

Ce poussoir, poussé par la came et rappelé par un ressort 11, entraîne le piston 4 de la pompe.This pusher, pushed by the cam and returned by a spring 11, drives the piston 4 of the pump.

Dans la figure 2, on a représenté, en abscisse, l'angle de rotation A de la came et, en ordonnée, la course du poussoir C.In Figure 2, there is shown, on the abscissa, the angle of rotation A of the cam and, on the ordinate, the stroke of the pusher C.

Le déplacement de la came, en rotation, est divisé en cinq phases :

  • Phase I, déplacement du piston du point mort bas au point mort haut, comprenant la phase d'injection connue en soi.
  • Phase II à V, descente du piston du point mort haut au point mort bas, constituant les diverses étapes de la phase de remplissage de la chambre de pression.
The movement of the cam, in rotation, is divided into five phases:
  • Phase I, displacement of the piston from bottom dead center to top dead center, including the injection phase known per se.
  • Phase II to V, descent of the piston from top dead center to bottom dead center, constituting the various stages of the filling phase of the pressure chamber.

Pendant la phase II, la descente du piston commande l'admission du combustible dans la chambre de pression 8 par l'intermédiaire de l'orifice d'alimentation 6 et de la gorge 4b. Si l'on ne contrôle pas la descente du piston, comme l'invention le propose, la perte de charge, résultant de la section des passages et du débit imposé par la vitesse du piston, est importante et le volume de combustible, enfermé dans la chambre de pression, passe par une pression très faible déclenchant l'apparition d'une phase vapeur. La phase II de la présente invention, consiste donc à ralentir suffisamment la vitesse du piston 4 pour éviter qu'apparaisse cette phase vapeur. La phase II se termine lorsque la portion active 9 du piston obture entièrement l'orifice d'alimentation 6. Dans la figure 2, cette phase II s'étend sur environ 90 degrés mais elle peut s'étendre entre 10 degrés à 110 degrés de rotation de la came d'injection.During phase II, the descent of the piston controls the admission of fuel into the pressure chamber 8 via the supply orifice 6 and the groove 4b. If the descent of the piston is not controlled, as the invention proposes, the pressure drop, resulting from the cross section of the passages and from the flow imposed by the speed of the piston, is significant and the volume of fuel, enclosed in the pressure chamber passes through a very low pressure triggering the appearance of a vapor phase. Phase II of the present invention therefore consists in slowing down the speed of the piston 4 sufficiently to prevent this vapor phase from appearing. Phase II ends when the active portion 9 of the piston completely closes the supply orifice 6. In FIG. 2, this phase II extends over approximately 90 degrees but it can extend between 10 degrees and 110 degrees from injection cam rotation.

Pendant la phase III, la portion active 9 du piston 4 obture totalement l'orifice d'alimentation 6. Il est donc impossible d'éviter une forte chute de pression dans la chambre de pression 8 et donc l'apparition d'une phase vapeur.During phase III, the active portion 9 of the piston 4 completely closes the supply orifice 6. It is therefore impossible to avoid a strong pressure drop in the pressure chamber 8 and therefore the appearance of a vapor phase .

Ce phénomène étant pratiquement indépendant de la vitesse du piston 4, la phase III peut s'exécuter rapidement. La phase III se termine lorsque l'arête 4c du piston 4 libère l'orifice d'alimentation 6 d'une valeur comprise entre 20 et 40 % de sa section. Dans la figure 2, cette phase III s'étend sur environ 25 degrés mais elle peut s'étendre sur 15 degrés à 30 degrés de rotation de la came d'injection.This phenomenon being practically independent of the speed of the piston 4, phase III can be carried out quickly. Phase III ends when the edge 4c of the piston 4 releases the supply orifice 6 with a value between 20 and 40% of its section. In Figure 2, this phase III spans about 25 degrees but it can span 15 degrees at 30 degrees of rotation of the injection cam.

Pendant la phase IV, on maintient entre 20 et 40 % la valeur de la section libre de l'orifice d'alimentation 6, ce qui n'autorise qu'une recompression lente du combustible qui repasse de la phase vapeur à la phase liquide. La lenteur de la recompression élimine les brusques fluctuations de pression et de débit, et évite ainsi l'apparition d'érosion par cavitation de la chemise et du piston. Dans la figure 2, cette phase IV s'étend sur environ 120 degrés mais elle peut s'étendre sur 110 degrés à 220 degrés de rotation de la came d'injection.During phase IV, the value of the free section of the feed orifice 6 is maintained between 20 and 40%, which allows only a slow recompression of the fuel which returns from the vapor phase to the liquid phase. The slow recompression eliminates sudden pressure and flow fluctuations, and thus prevents the appearance of erosion by cavitation of the jacket and the piston. In FIG. 2, this phase IV extends over approximately 120 degrees but it can extend over 110 degrees at 220 degrees of rotation of the injection cam.

Pendant la phase V le piston 4 reprend sa descente jusqu'au point mort bas jusqu'à libérer au minimum 75 % de la section de l'orifice d'alimentation 6 de manière à parfaire le remplissage de la chambre de pression 8. Dans la figure 2, cette phase V s'étend sur environ 60 degrés mais elle peut s'étendre sur 50 degrés à 70 degrés de rotation de la came d'injection.During phase V the piston 4 resumes its descent to bottom dead center until freeing at least 75% of the section of the supply orifice 6 so as to complete the filling of the pressure chamber 8. In the Figure 2, this phase V extends over approximately 60 degrees but it can extend over 50 degrees to 70 degrees of rotation of the injection cam.

La came est optimisée pour un point de fonctionnement donné du moteur, c'est-à-dire pour un volume de combustible injecté déterminé. L'importance angulaire donnée à la phase II est d'autant plus grande que le point d'optimisation correspond à un faible volume de combustible injecté.The cam is optimized for a given operating point of the engine, that is to say for a determined volume of injected fuel. The angular importance given to phase II is all the greater when the optimization point corresponds to a small volume of fuel injected.

L'importance donnée à la phase IV est fonction de celle qui est donnée à la phase II. Plus la phase II est importante et plus la phase IV sera réduite, et inversement, de manière à ce que la somme des secteurs angulaires occupés par les cinq phases soit égale à 360 degrés.The importance given to phase IV is a function of that given to phase II. The larger the phase II, the more phase IV will be reduced, and vice versa, so that the sum of the angular sectors occupied by the five phases is equal to 360 degrees.

Claims (1)

  1. A control device for a fuel injection pump of an internal combustion engine, the pump being equipped with a piston (4) which reciprocates within a sleeve (5) having a fuel supply port (6), the angular position of the piston determining the volume of fuel injected, and the device including a push rod (3) which actuates the piston and a cam (1) which interacts with the push rod, wherein the cam defines five distinct phases, a first phase composed of a slope causing the piston to advance from bottom dead center to top dead center, the fuel injection occuring during said advance, and a final phase composed of a slope causing the piston to return to bottom dead center, the three intermediate phases including in succession the second phase, the third phase composed of a slope causing the piston to return until the fuel supply port (6) is partly uncovered, and the fourth phase consisting of a step at which the piston is immobilized in its return stroke,
    characterized in that
    - the second phase is constituted by a slope causing the piston to return slowly until the fuel supply port (6) of the pump is completely closed and extending over a range of between 10 degrees and 110 degrees of rotation of the cam;
    - the slope of the third phase causes the piston to return rapidly, the fuel supply port (6) is partially uncovered to an extent ranging from 20 to 40 percent of the total section of said valve, the slope having a width which may correspond to between 15 and 30 degrees of rotation of the cam; and
    - the slope of the fourth phase has a width which may correspond to between 110 and 220 degrees of rotation of the cam,
    - the slope of the final phase has a width which may correspond to 50 to 70 degrees of rotation of the cam.
EP90101695A 1989-02-02 1990-01-29 Control device for a fuel injection pump Expired - Lifetime EP0381103B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8901350 1989-02-02
FR8901350A FR2642478B1 (en) 1989-02-02 1989-02-02 DEVICE FOR CONTROLLING A FUEL INJECTION PUMP

Publications (2)

Publication Number Publication Date
EP0381103A1 EP0381103A1 (en) 1990-08-08
EP0381103B1 true EP0381103B1 (en) 1993-03-03

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EP90101695A Expired - Lifetime EP0381103B1 (en) 1989-02-02 1990-01-29 Control device for a fuel injection pump

Country Status (9)

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US (1) US5032066A (en)
EP (1) EP0381103B1 (en)
JP (1) JP2761274B2 (en)
DE (1) DE69000979T2 (en)
DK (1) DK0381103T3 (en)
FI (1) FI900493A0 (en)
FR (1) FR2642478B1 (en)
NO (1) NO171422C (en)
RU (1) RU1814699C (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4223728C2 (en) * 1992-07-18 1999-02-18 Daimler Benz Ag Valve-controlled injection device, in particular for an air-compressing injection internal combustion engine
GB9225585D0 (en) * 1992-12-08 1993-01-27 Lucas Ind Plc Fuel injection pump
GB0229487D0 (en) * 2002-12-18 2003-01-22 Delphi Tech Inc Cam arrangement and fuel pump arrangement incorporating a cam arrangement
US6955531B2 (en) * 2003-03-24 2005-10-18 Scott Wu Pump for inflating and deflating an inflatable object with a rotatable nozzle assembly
JP4124717B2 (en) * 2003-10-28 2008-07-23 ヤンマー株式会社 Diesel engine reverse rotation prevention mechanism
GB201501282D0 (en) * 2015-01-27 2015-03-11 Delphi International Operations Luxembourg S.�.R.L. Plunger assembly

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1636998A (en) * 1921-06-01 1927-07-26 Junkers Hugo Fuel control in internal-combustion engines
US2173811A (en) * 1936-01-16 1939-09-19 Bischof Bernhard Method and apparatus for operating fuel injection devices in internal combustion engines
JPS51120321A (en) * 1975-04-14 1976-10-21 Yanmar Diesel Engine Co Ltd Fuel injection pump for diesel engine
US4163634A (en) * 1977-11-25 1979-08-07 Caterpillar Tractor Co. Fuel pump plunger
GB2057065B (en) * 1979-08-03 1983-03-16 Lucas Industries Ltd Fuel injection pumping apparatus
GB2112871B (en) * 1981-12-18 1986-05-21 Cummins Engine Co Inc Miniaturized unit fuel injector
FR2583435B1 (en) * 1985-06-14 1987-09-18 Picanol Nv METHOD AND DEVICE FOR EXTRACTING DEFECTIVE WEFT YARNS FROM A WEAVING MACHINE WITHOUT A SHUTTLE

Also Published As

Publication number Publication date
FI900493A0 (en) 1990-01-31
JP2761274B2 (en) 1998-06-04
FR2642478A1 (en) 1990-08-03
DK0381103T3 (en) 1993-06-14
DE69000979D1 (en) 1993-04-08
NO171422C (en) 1993-03-10
NO900440D0 (en) 1990-01-31
JPH02238166A (en) 1990-09-20
NO900440L (en) 1990-08-03
EP0381103A1 (en) 1990-08-08
NO171422B (en) 1992-11-30
US5032066A (en) 1991-07-16
RU1814699C (en) 1993-05-07
DE69000979T2 (en) 1993-06-09
FR2642478B1 (en) 1991-04-12

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