EP0419591A1 - Control device for stopping an internal combustion engine. - Google Patents

Control device for stopping an internal combustion engine.

Info

Publication number
EP0419591A1
EP0419591A1 EP19900902615 EP90902615A EP0419591A1 EP 0419591 A1 EP0419591 A1 EP 0419591A1 EP 19900902615 EP19900902615 EP 19900902615 EP 90902615 A EP90902615 A EP 90902615A EP 0419591 A1 EP0419591 A1 EP 0419591A1
Authority
EP
European Patent Office
Prior art keywords
pump
suction
control valve
control device
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP19900902615
Other languages
German (de)
French (fr)
Other versions
EP0419591B1 (en
Inventor
Klaus Krieger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0419591A1 publication Critical patent/EP0419591A1/en
Application granted granted Critical
Publication of EP0419591B1 publication Critical patent/EP0419591B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/0215—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by draining or closing fuel conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S123/00—Internal-combustion engines
    • Y10S123/02—Accumulated fuel return to tank or engine-induction system
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S123/00—Internal-combustion engines
    • Y10S123/11—Antidieseling

Definitions

  • the invention relates to a control device for stopping an internal combustion engine, in particular a diesel internal combustion engine, according to the generic preamble of the main claim.
  • a control device of the generic type in which an electrically driven feed pump with pole-changing electric motor and reversible feed device is used to stop the internal combustion engine in a solution variant according to FIG
  • the suction space of the fuel injection pump is connected to the suction side of the feed pump and the pressure side of the feed pump is connected to the fuel tank.
  • the control device configured according to the invention with the characterizing features of the main claim ensures that the internal combustion engine, in particular diesel internal combustion engine, is switched off sufficiently quickly.
  • the mechanically and therefore permanently driven suction feed pump which is only intended for the suction of the suction space of the fuel injection pump, guarantees that the suction space of the fuel injection pump is emptied as quickly as possible when the internal combustion engine is switched off. Since the pre-feed pump, which supplies the suction chamber of the internal combustion engine with fuel when the internal combustion engine is operating, is mechanically driven, there is no need for a control unit which controls both feed pumps and the drive of both feed pumps can be carried out easily via the camshaft, which is already present on the injection pump side.
  • control valve which according to claim 2 has a valve housing mounted directly in the inlet to the suction space of the fuel injection pump and in which, in accordance with the characterizing features of claim 3, there is a valve member which is cylindrical in its basic form, is simple, insensitive to dirt and compact and thus can advantageously be integrated into the regulator cover of the fuel injection pump.
  • characterizing features of claims 4 and 5 further simplify the designs of the feed pumps, in particular when the two feed pumps are combined in a common housing and their common drive by means of the existing camshaft of the fuel injection pump.
  • an inexpensive control of the control valve e.g. B. realizes a so-called key stop and automatically switches off the associated internal combustion engine if the power supply is interrupted.
  • FIG. 1 shows a partial cross section through the first exemplary embodiment of a fuel injection pump designed according to the invention with a flushed suction chamber
  • FIG. 2 shows a partial cross section through the second exemplary embodiment of a fuel injection pump designed according to the invention with a normally flushed suction chamber.
  • FIGS. 1 and 2 The two exemplary embodiments, shown schematically in FIGS. 1 and 2, of a fuel injection pump 10 designed as a multi-cylinder in-line injection pump for diesel engines are shown with an attached control valve 12 as part of a control device 14.
  • the basic arrangement of the elements of such Fuel injection pump 10 is known per se, the configuration of the fuel injection pump 10 having a suction chamber 16, as in FIG. 1 in the case of the flushed suction chamber 16 present in the first exemplary embodiment, being described in detail, for example, in DE-OS 33 26 045.
  • the mechanically driven pre-feed pump 18 is a piston feed pump known per se, equipped with a suction and a pressure valve, which in practice is mounted on the fuel injection pump 10 at a camshaft height.
  • the feed pump 18 is connected on its suction side to a suction line 24 connected to a tank 22. Downstream of the pre-feed pump 18 there is a fuel filter 26 and a supply line 30 receiving a fuel reservoir 28 on the pressure side thereof, which leads into a first connection 32 of the control valve 12.
  • the first connection 32 corresponds to a second connection 34, to which an inlet duct 36 of the fuel injection pump 10 is connected. From this branch, corresponding to the number of receiving bores 40 for the pump cylinders 42 arranged in a row in a housing 38 of the fuel injection pump 10, each provided with a throttle 44, inlet openings 46, which open into partial suction spaces 48 designed as annular grooves, which on the other side again each have a return opening 52 connected to a return channel 50.
  • Each return opening 52 has a flow cross section which is substantially smaller in relation to the cross section of the return duct 50 and the flow cross section of each throttle 44 in the inlet openings 46 is smaller than the flow cross-section of the associated return opening 52.
  • An overflow line 56 which has a pressure-maintaining valve 54 and opens into the tank 22, adjoins the return channel 50.
  • the end of the return channel 50 facing away from the overflow line 56 is connected to a third connection 58 of the control valve 12.
  • the third connection 58 corresponds to a fourth connection 60 serving as a delivery connection, to which the suction feed pump 20 is connected via a suction line 62 and which is connected downstream to the tank 22 via a tank return line 66.
  • the control valve 12 is designed as a solenoid valve and has a valve member 68, which can be brought into a conveying position and a shut-off position within a hollow cylindrical valve housing 70 in a sealing manner in the axial direction.
  • the valve member 68 forms, on the one hand, a not completely closed end face 72 facing the first connection 32 and the second connection 34 and on the other hand a second end face 78 opposite the first end surface 72 and cooperating with the third connection 58 and the fourth connection 60 which is completely closed and which carries a hollow cylindrical hand 74 which in the area of the fourth connection 60 has a throttle duct formed by a narrow bore
  • a restoring spring 80 which acts on the first end face 72 and is supported in the valve housing 70, holds the valve member 68 in the delivery position, as shown in FIG. 1.
  • the control member 68 is brought into one end position by the force of the return spring 80, in which there is a hydraulic connection between the first connection 32 and the second connection 34 and the third connection 58 is hydraulically separated from the fourth port 60 by the valve member 68 therebetween.
  • this operating position it comes from the pre-feed pump 18 delivered fuel corresponding to the position of the control edge of the first end face 72 via the first connection 32 and the second connection 34 to the inlet channel 36, from which the fuel flows to the partial suction spaces 48 of the pump cylinders 42 via the throttles 44 and the inlet openings 46 .
  • Excess fuel can flow out to the tank 22 via the return openings 52, the return channel 50 and the pressure holding valve 54.
  • the fuel delivered by the feed pump 18 passes through the first connection 32, the perforated first end face 72 to the throttle duct 76 and through it to the fourth connection 60 and from here further via the suction line 62, the suction feed pump 20 and the Tank return line 66 back to tank 22.
  • This fuel flow is restricted by the flow cross section of the throttle duct 76 such that on the one hand there is a minimum flow for self-lubrication of the mechanical, permanently driven suction feed pump 20, and on the other hand the filling of the pump cylinders 42 in the main flow is not yet weakened in a function-impairing manner.
  • the internal combustion engine is deprived of the fuel required for the injection, on the one hand no longer supplying fuel to the suction chamber 16 of the associated fuel injection pump 10, and on the other hand the fuel located in the suction chamber 16 of the fuel injection pump 10 is sucked out .
  • the valve member 68 is brought into the other end position counter to the force of the return spring 80, in which the connection between the first connection 32 and the second connection 34 is blocked and through by the control edge of the first end face 72 the position of the control edge of the second end face 78 of the third connection 58 is hydraulically connected to the fourth connection 60.
  • the fuel supplied by the pre-feed pump 18 thus neither reaches the partial suction chambers 48 nor via the throttle duct 76 fourth connection 60, since the throttle channel 76 has been displaced from the pull-in area of the fourth connection 60 by the axial displacement of the control member 68 into the other end position. Nevertheless, the suction feed pump 20 receives the fuel from the suction chamber 60 of the fuel injection pump and conveys it back via the tank 22 when the suction chamber 16 is emptied. There is no risk of overloading the pre-feed pump 18 and the dry running of the suction feed pump 20 because of the fuel injection pump 10 coming to a standstill and the lack of drive for the pre-feed pump 18 and the suction feed pump 20.
  • control valve 12 need not be a separate structural unit, but can form a structural association with the fuel injection pump 10 in such a way that the second connection 34 with the inlet channel 36 and the third connection 58 with the return channel 50 coincide, with these two fixed connections reducing the number of free connections to the minimum of two for connecting the prefeed pump 18 or the suction feed pump 20, thus achieving improved operational reliability.
  • the operation of the delivery valve 12 can also take place in such a way that in the delivery position the control valve 12 receives operating voltage and the control member 68 is held against the force of the return spring 80, while in the absence of the operating voltage the return spring 80 holds the valve member 68 in brings the switch-off position.
  • the fuel injection pump 110 is shown with a suction space 116 which is common to all the pump cylinders 142 and also includes the control fuel quantity, whereby for parts which correspond to the first exemplary embodiment, reference numerals which are larger by 100 are used, so that in order to avoid repetition reference is made to the description of the first embodiment.
  • the suction chamber 116 has a central opening 182 on the add-on parts of the control valve 112, which enables the fuel exchange through the attached one Valve housing 170, which is also designed to be open.
  • the valve housing 170 which is also of a hollow cylindrical design in its inner basic shape, has a longitudinal groove 184 in the region of the valve member 168, which is designed and positioned such that, in the delivery position of the control valve 112, fuel from the feed pump 118 to the suction chamber 116 , but does not reach the fourth connection 160 via the longitudinal groove 184.
  • the fourth connection 160 in turn receives fuel in a bypass flow via the throttle duct 176, which is inserted in the second end face 178 in this second exemplary embodiment.
  • the functional sequence of the second exemplary embodiment differs from that of the first exemplary embodiment in that, in order to reach the conveying position shown in FIG. 2, the force of the return spring 180 must be overpressed by the magnetically excited actuating forces of the control valve 112.
  • the suction chamber 116 of the fuel injection pump 110 is by means of the pre-delivery pump 118 through the Position of the control edge formed by the first end face 172 kept open first connection 132 and the opening 182 supplied with fuel.
  • the control valve 112 is de-energized, the control member 168, due to the actuating force of the return spring 180, moves into the other end position, which represents the switch-off position, which is taken up by a stop of the first end face 172 against a stop 186, as a result of which the first Connection 132 is closed by the control edge of the first end face 172 and, on the other hand, the connection from the fourth connection 160 to the longitudinal groove 184 is opened by the control edge of the second end face 178.
  • the suction feed pump 120 can reach through to the suction chamber 116 hydraulically and thus emptying the suction chamber 116 into the tank 122 .
  • valve member 168 of the control valve 112 can also be held in the delivery position shown in FIG. 2 by the action of the return spring 180 and can be brought into the switched-off position by the magnetically excited actuating force of the control valve 112.
  • the control device 14; 114 according to FIG. 1 and FIG. 2 ensures that the internal combustion engine is stopped safely and sufficiently quickly by means of simply designed and inexpensive parts. Possible engine damage due to overspeed and excess fuel as well as accidents due to impossible "gas removal” are avoided by using an uncomplicated control valve 12; 112 and two mechanically driven feed pumps 18; 20 or 118; 120, which can both be combined in a common pump housing and can be provided with a common drive, reliably prevented.

Abstract

Ce dispositif de commande (14) permet d'arrêter rapidement un moteur diesel à combustion interne en vidant par aspiration la chambre d'aspiration (16) d'une pompe à injection de carburant (10) alimentant le moteur diesel à combustion interne en carburant avec pression d'injection. A cet effet, le dispositif de commande (14) comporte deux pompes d'alimentation (18; 20) à entraînement mécanique et donc permanent, qui coopèrent par l'intermédiaire d'un élément de soupape (68), dont les deux surfaces frontales (72; 78) forment des pente de guidage, avec une soupape de commande (12) facile et peu coûteuse à fabriquer. Cette soupape de commande (12) est peu salissante et sa structure est compacte, ce qui permet de l'insérer dans le couvercle du régulateur de la pompe à injection de carburant (10). Ce dispositif est conçu en particulier pour l'injection haute pression dans les moteurs diesel à combustion interne, dont il améliore la sécurité de fonctionnement.This control device (14) makes it possible to quickly stop an internal combustion diesel engine by emptying by suction the suction chamber (16) of a fuel injection pump (10) supplying the internal combustion diesel engine with fuel. with injection pressure. To this end, the control device (14) comprises two feed pumps (18; 20) with mechanical drive and therefore permanent, which cooperate by means of a valve element (68), the two front surfaces of which (72; 78) form guide slopes, with a control valve (12) easy and inexpensive to manufacture. This control valve (12) is not very dirty and its structure is compact, which makes it possible to insert it into the cover of the regulator of the fuel injection pump (10). This device is designed in particular for high pressure injection in diesel internal combustion engines, of which it improves operating safety.

Description

Steuereinrichtung zum Stillsetzen einer BrennkraftmaschineControl device for stopping an internal combustion engine
Stand der TechnikState of the art
Die Erfindung geht aus von einer Steuereinrichtung zum Stillsetze einer Brennkraftmaschine, insbesondere einer Dieselbrennkraftma¬ schine nach dem gattungsbildenden Oberbegriff des Hauptanspruchs.The invention relates to a control device for stopping an internal combustion engine, in particular a diesel internal combustion engine, according to the generic preamble of the main claim.
Durch die DE-OS 33 04 355 ist eine Steuereinrichtung der gattungs gemäßen Bauart bekannt, bei der zum Stillsetzen der Brennkraftma¬ schine in einer Lösungsvariante gemäß Figur 2 eine elektrisch an¬ getriebene Förderpumpe mit polumschaltbarem Elektromotor und um¬ kehrbarer Fördereinrichtung eingesetzt wird, wobei im Abstellfall der Brennkraftmaschine der Saugraum der Kraftstoffeinspritzpumpe mit der Saugseite der Förderpumpe und die Druckseite der Förder¬ pumpe mit dem Kraftstofftank verbunden wird.From DE-OS 33 04 355 a control device of the generic type is known, in which an electrically driven feed pump with pole-changing electric motor and reversible feed device is used to stop the internal combustion engine in a solution variant according to FIG When the internal combustion engine is shut down, the suction space of the fuel injection pump is connected to the suction side of the feed pump and the pressure side of the feed pump is connected to the fuel tank.
Dadurch wird dem Saugraum der Kraftstoffeinspritzpumpe im Abstell fall schlagartig Kraftstoff entzogen, so daß die Kraftstoffein- spritzpumpe keinen Kraftstoff mehr fördern kann und die zugehörig Brennkraftmaschine stehenbleibt.As a result, fuel is suddenly withdrawn from the suction chamber of the fuel injection pump when it is switched off, so that the fuel injection pump can no longer deliver fuel and the associated internal combustion engine stops.
ERSATZBLATT Es hat sich gezeigt, daß bei dieser bekannten Steuereinrichtung die Saugwirkung der im Strömungsteil bipolar ausgelegten, d. h. in bei¬ den Drehrichtungen arbeitende und damit vom prinzipiellen λnsatz her nicht optimal abstimmbaren Förderpumpe nicht immer ausreicht, mög¬ lichst schnell und schlagartig einen genügend hohen Unterdruck im Saugraum der Einspritzpumpe zu erzeugen. Dadurch ist ein einwand¬ freies Abstellen der Brennkraftmaschine nicht gewährleistet, so daß die Gefahr von Motorschäden aufgrund von Überdrehzahl und Kraft¬ stoffübermenge sowie von Unfällen durch nicht mögliche "Gaswegnahme" nicht hinreichend zuverlässig vermieden ist.REPLACEMENT LEAF It has been shown that in this known control device, the suction effect of the delivery pump, which is designed to be bipolar in the flow part, that is to say working in both directions of rotation and therefore cannot be optimally tuned in principle, is sufficient and as quickly as possible a sufficiently high vacuum in the To generate the suction chamber of the injection pump. This does not ensure that the internal combustion engine is switched off properly, so that the risk of engine damage due to overspeed and excess fuel quantity and of accidents due to impossible "gas removal" is not sufficiently avoided.
Als weiterer Nachteil dieser Lösung kommt hinzu, daß periphere Saug- und Druckleitungen der mit in zwei Förderrichtungen arbeiten¬ den Förderpumpe hydraulisch entkoppelt werden müssen, was zusätzli¬ che Bauelemente, z. B. zusätzliche Rückschlagventile, erfordert. Dies is bauraum- und kostenaufwendig und stellt ein ungewolltes Si¬ cherheitsrisiko in dem Sinne dar, daß bei unzureichender Funktion oder gar Ausfall eines dieser zusätzlichen Bauelemente das Gesamtsy¬ stem ausfallen kann. Außerdem ist der Gesamtaufwand bei der Verwen¬ dung von umpo-baren Elektrokraftstoffpumpen an Dieselmotoren wegen der zusätzlichen Stromversorgung und der erforderlichen Steuerschal¬ tung beträchtlich.Another disadvantage of this solution is that peripheral suction and pressure lines of the feed pump operating in two delivery directions must be hydraulically decoupled, which additional components, z. B. additional check valves required. This is space-consuming and costly and represents an unwanted security risk in the sense that the overall system can fail if one of these additional components malfunctions or even fails. In addition, the total expenditure when using umpo-able electric fuel pumps on diesel engines is considerable because of the additional power supply and the necessary control circuit.
Bei einer weiteren Lösungsvariante (Figur 1 der eingangs zitierten DE-OS 33 04 355) ist neben einer nur der Zuförderung zum Saugraum der Kraftstoffeinspritzpumpe dienende Förderpumpe eine zweite, elek¬ trisch angetriebene Förderpumpe angebracht, die nur im Abstellfall der Brennkraftmaschine in Funktion tritt. Ihre Ansteuerung und der Betrieb erfolgt elektrisch über ein elektronisches Steuergerät, das mit einem elektrohydraulischen Einspritzpumpenregler zusammenwirkt. Dieses System ist aufwendig und kostenintensiv und steigert mit dem Grad der Komplexität und der gegenseitigen Abhängigkeit das Versa¬ gensrisiko. Vorteile der ErfindungIn a further solution variant (FIG. 1 of DE-OS 33 04 355 cited at the outset), in addition to a feed pump which only serves to supply the suction space of the fuel injection pump, a second, electrically driven feed pump is fitted which only functions when the internal combustion engine is switched off. They are controlled and operated electrically by an electronic control unit that interacts with an electro-hydraulic injection pump controller. This system is complex and cost-intensive and increases the risk of failure with the degree of complexity and the interdependency. Advantages of the invention
Durch die erfindungsgemäß mit den kennzeichnenden Merkmalen des Hauptanspruchs ausgestaltete Steuereinrichtung ist eine ausreichend schnelle Hotabstellung der Brennkraftmaschine, insbesondere Diesel- -brennkraft aschine, gewährleistet. Die nur für die Absaugung des Saugraums der Kraftstoffeinspritzpumpe bestimmte, mechanisch und da¬ mit permanent angetriebene Absaugförderpumpe, garantiert ein schnellstmögliches Leersaugen des Saugraums der Kraftstoffeinspritz¬ pumpe im Abstellfall der Brennkraftmaschine. Da auch die Vorförder- pumpe, die im Betriebsfall der Brennkraftmaschine den Saugraum der Brennkraftmaschine mit Kraftstoff versorgt, mechanisch angetrieben wird, erübrigt sich ein beide Förderpumpen ansteuerndes Steuergerät und der Antrieb beider Förderpumpen kann problemlos über die schon einspritzpumpenseitig ohnehin vorhandene Nockenwelle vorgenommen werden.The control device configured according to the invention with the characterizing features of the main claim ensures that the internal combustion engine, in particular diesel internal combustion engine, is switched off sufficiently quickly. The mechanically and therefore permanently driven suction feed pump, which is only intended for the suction of the suction space of the fuel injection pump, guarantees that the suction space of the fuel injection pump is emptied as quickly as possible when the internal combustion engine is switched off. Since the pre-feed pump, which supplies the suction chamber of the internal combustion engine with fuel when the internal combustion engine is operating, is mechanically driven, there is no need for a control unit which controls both feed pumps and the drive of both feed pumps can be carried out easily via the camshaft, which is already present on the injection pump side.
Des weiteren wird für die jeweilige im Normalbetrieb und im Abstell¬ fall erforderliche Ansteuerung beider Förderpumpen nur ein einfaches 2-Stel ungs-Hegeventil benötigt. Somit stellt sich eine Steuerein¬ richtung dar, die nur wenige Bauelemente benötigt, die einfach, ko¬ stengünstig und funktionssicher gestaltet sind.Furthermore, only a simple 2-position control valve is required for the respective control of both feed pumps required in normal operation and in the shutdown case. This results in a control device which requires only a few components, which are simple, inexpensive and functionally reliable.
Durch die in den Unteransprüchen aufgeführten Merkmale sind vorteil¬ hafte Weiterbildungen und Verbesserungen der im Hauptanspruch ange¬ gebenen Steuereinrichtung erreichbar. So ist die Bauweise des Steu¬ erventils, das gemäß Anspruch 2 ein direkt im Zulauf zum Saugraum der Kraftstoffeinspritzpumpe angebrachtes Ventilgehäuse aufweist und in dem entsprechend den kennzeichnenden Merkmalen des Anspruchs 3 ein Ventilglied vorhanden ist, das in seiner Grundform zylindrisch ausgebildet ist, einfach, schmutzunempfindlich und kompakt und somit in vorteilhafter Heise auch in den Reglerdeckel der Kraftstoffein¬ spritzpumpe integrierbar. Außerdem wird durch die kennzeichnenden Merkmale der Ansprüche 4 und 5 bei den Ausführungen der Förderpumpen weitere Vereinfachungen er¬ reicht, insbesondere bei der Zusammenlegung beider Förderpumpen in ein gemeinsames Gehäuse und deren gemeinsamer Antrieb mittels der vorhandenen Nockenwelle der Kraftstoffeinspritzpumpe.Advantageous further developments and improvements of the control device specified in the main claim can be achieved by the features listed in the subclaims. Thus, the construction of the control valve, which according to claim 2 has a valve housing mounted directly in the inlet to the suction space of the fuel injection pump and in which, in accordance with the characterizing features of claim 3, there is a valve member which is cylindrical in its basic form, is simple, insensitive to dirt and compact and thus can advantageously be integrated into the regulator cover of the fuel injection pump. In addition, the characterizing features of claims 4 and 5 further simplify the designs of the feed pumps, in particular when the two feed pumps are combined in a common housing and their common drive by means of the existing camshaft of the fuel injection pump.
Gemäß den Merkmalen des Anspruchs 6 wird eine kostengünstige An¬ steuerung des Steuerventils, z. B. ein sogenannter Schlüsselstopp verwirklicht und bei einer Unterbrechung der Stromversorgung die zugehörige Brennkraftmaschine automatisch abgestellt.According to the features of claim 6, an inexpensive control of the control valve, e.g. B. realizes a so-called key stop and automatically switches off the associated internal combustion engine if the power supply is interrupted.
Gemäß den Merkmalen des Anspruchs 7 ist im Normalbetrieb keine Stromversorgung des Steuerventils erforderlich, so daß, wie auch schon durch den Einsatz der mechanisch angetriebenen Förderpumpen, auch beim Steuerventil kein Stromverbrauch erfolgt.According to the features of claim 7, no power supply to the control valve is required in normal operation, so that, as already through the use of the mechanically driven feed pumps, there is also no power consumption in the control valve.
Zeichnungdrawing
Zwei Ausführungsbeispiele sind in der Zeichnung dargestellt und wer¬ den nachfolgend näher erläutert. Es zeigen Figur 1 einen partiellen Querschnitt durch das erste Ausführungsbeispiel einer erfindungsge¬ mäß ausgestalteten Kraftstoffeinspritzpumpe mit guergespültem Saug¬ raum und Figur 2 einen partiellen Querschnitt durch das zweite Ausführungsbeispiel einer erfindungsgemäß ausgestalteten Kraftstoff¬ einspritzpumpe mit normalgespültem Saugraum.Two exemplary embodiments are shown in the drawing and are explained in more detail below. FIG. 1 shows a partial cross section through the first exemplary embodiment of a fuel injection pump designed according to the invention with a flushed suction chamber, and FIG. 2 shows a partial cross section through the second exemplary embodiment of a fuel injection pump designed according to the invention with a normally flushed suction chamber.
Beschreibung der AusführungsbeispieleDescription of the embodiments
Die in Figur 1 und 2 schematisch dargestellten beiden λusführungs- beispiele einer als Mehrzylinder-Reiheneinspritzpumpe ausgebildeten Kraftstoffeinspritzpumpe 10 für Dieselbrennkraftmaschinen ist mit einem angebauten Steuerventil 12 als Teil einer Steuereinrichtung 14 gezeigt. Die grundsätzliche Anordnung der Elemente einer solchen Kraftstoffeinspritzpumpe 10 ist an sich bekannt, wobei die Ausge¬ staltung der Kraftstoffeinspritzpumpe 10 mit einem, wie in Figur 1 bei dem im ersten Ausführungsbeispiel vorliegenden guergespülten Saugraum 16 beispielsweise in der DE-OS 33 26 045 detailliert be¬ schrieben ist. Die Steuereinrichtung 14, die im wesentlichen aus dem -Steuerventil 12, einer Vorförderpumpe 18 und einer Absaugförderpumpe 20 besteht, liefert während einer Förderstellung der Kraftstoffein¬ spritzpumpe 10 Kraftstoff zu. Hingegen wird während einer Abschalt¬ stellung der Steuereinrichtung 14 der Kraftstoffeinspritzpumpe 10 Kraftstoff entzogen. Die mechanisch angetriebene Vorförderpumpe 18 ist eine an sich bekannte, mit einem Saug- und einem Druckventil ausgestattete Kolbenförderpumpe, die in der Praxis in Nockenwellen¬ höhe an der Kraftstoffeinspritzpumpe 10 angebaut ist. Die Vorförder¬ pumpe 18 ist auf ihrer Saugseite an eine mit einem Tank 22 verbunde¬ ne Saugleitung 24 angeschlossen. Stromabwärts der Vorförderpumpe 18 schließt sich an deren Druckseite eine einen Kraftstoffilter 26 und eine einen Kraftstoffspeicher 28 aufnehmende Versorgungsleitung 30 an, die in einen ersten Anschluß 32 des Steuerventils 12 mündet.The two exemplary embodiments, shown schematically in FIGS. 1 and 2, of a fuel injection pump 10 designed as a multi-cylinder in-line injection pump for diesel engines are shown with an attached control valve 12 as part of a control device 14. The basic arrangement of the elements of such Fuel injection pump 10 is known per se, the configuration of the fuel injection pump 10 having a suction chamber 16, as in FIG. 1 in the case of the flushed suction chamber 16 present in the first exemplary embodiment, being described in detail, for example, in DE-OS 33 26 045. The control device 14, which essentially consists of the control valve 12, a prefeed pump 18 and a suction feed pump 20, supplies fuel to the fuel injection pump 10 during a delivery position. In contrast, fuel is withdrawn from the fuel injection pump 10 during a switch-off position of the control device 14. The mechanically driven pre-feed pump 18 is a piston feed pump known per se, equipped with a suction and a pressure valve, which in practice is mounted on the fuel injection pump 10 at a camshaft height. The feed pump 18 is connected on its suction side to a suction line 24 connected to a tank 22. Downstream of the pre-feed pump 18 there is a fuel filter 26 and a supply line 30 receiving a fuel reservoir 28 on the pressure side thereof, which leads into a first connection 32 of the control valve 12.
Bei dem ersten Ausführungsbeispiel nach Figur 1 korrespondiert mit dem ersten Anschluß 32 ein zweiter Anschluß 34, an welchen ein Zu¬ laufkanal 36 der Kraftstoffeinspritzpumpe 10 angeschlossen ist. Von diesem zweigen, entsprechend der Anzahl der in einem Gehäuse 38 der Kraftstoffeinspritzpumpe 10 in Reihe angeordnete Aufnahmebohrungen 40 für die Pumpenzylinder 42 mit je einer Drossel 44 versehene Zu¬ lauföffnungen 46 ab, die in als Ringnuten ausgeführte Teilsaugräume 48 münden, die auf der anderen Seite wiederum je eine mit einem Rücklaufkanal 50 verbundene Rücklauföffnungen 52 aufweisen.In the first exemplary embodiment according to FIG. 1, the first connection 32 corresponds to a second connection 34, to which an inlet duct 36 of the fuel injection pump 10 is connected. From this branch, corresponding to the number of receiving bores 40 for the pump cylinders 42 arranged in a row in a housing 38 of the fuel injection pump 10, each provided with a throttle 44, inlet openings 46, which open into partial suction spaces 48 designed as annular grooves, which on the other side again each have a return opening 52 connected to a return channel 50.
Jede Rücklauföffnung 52 hat einen in bezug auf den Querschnitt des Rücklaufkanals 50 wesentlich geringeren Durchstromquerschnitt und der Durchströmquerschnitt jeder Drossel 44 in den ZulaufÖffnungen 46 ist geringer als der Durchstromquerschnitt der zugehörigen Rücklauf¬ öffnung 52. An den Rücklaufkanal 50 schließt sich eine ein Druckhal¬ teventil 54 aufweisende und in den Tank 22 mündende Überströmleitung 56 an. Das der Überströmleitung 56 abgewandte Ende des Rücklaufka- nals 50 ist mit einem dritten Anschluß 58 des Steuerventils 12 ver¬ bunden. Mit dem dritten Anschluß 58 korrespondiert ein als Förderan¬ schluß dienender vierter Anschluß 60, dem über eine Absaugleitung 62 die Absaugförderpumpe 20 angeschlossen ist, die stromabwärts über eine Tankrücklaufleitung 66 mit dem Tank 22 in Verbindung steht. Das Steuerventil 12 ist als Magnetventil ausgeführt und weist ein Ven¬ tilglied 68 auf, das innerhalb eines in seiner inneren Rundform hohlzylindrisch ausgebildeten Ventilgehäuse 70 dichtend in axialer Richtung gleitverschieblich in eine Förderstellung und in einen Ab¬ schaltstellung gebracht werden kann. Das Ventilglied 68 bildet einerseits-eine, dem ersten Anschluß 32 und dem zweiten Anschluß 34 zugewandte, nicht vollständig geschlossene Stirnfläche 72 und ande¬ rerseits eine, der ersten Stirnfläche 72 gegenüberliegende, mit dem dritten Anschluß 58 und dem vierten Anschluß 60 zusammenarbeitende zweite Stirnfläche 78, die vollständig geschlossen ist und die eine hohlzylinderförmige Hand 74 trägt, die im Bereich des vierten An¬ schlusses 60 einen, von einer engen Bohrung gebildeten DrosselkanalEach return opening 52 has a flow cross section which is substantially smaller in relation to the cross section of the return duct 50 and the flow cross section of each throttle 44 in the inlet openings 46 is smaller than the flow cross-section of the associated return opening 52. An overflow line 56, which has a pressure-maintaining valve 54 and opens into the tank 22, adjoins the return channel 50. The end of the return channel 50 facing away from the overflow line 56 is connected to a third connection 58 of the control valve 12. The third connection 58 corresponds to a fourth connection 60 serving as a delivery connection, to which the suction feed pump 20 is connected via a suction line 62 and which is connected downstream to the tank 22 via a tank return line 66. The control valve 12 is designed as a solenoid valve and has a valve member 68, which can be brought into a conveying position and a shut-off position within a hollow cylindrical valve housing 70 in a sealing manner in the axial direction. The valve member 68 forms, on the one hand, a not completely closed end face 72 facing the first connection 32 and the second connection 34 and on the other hand a second end face 78 opposite the first end surface 72 and cooperating with the third connection 58 and the fourth connection 60 which is completely closed and which carries a hollow cylindrical hand 74 which in the area of the fourth connection 60 has a throttle duct formed by a narrow bore
76 aufweist. Eine an der ersten Stirnfläche 72 angreifende, sich im Ventilgehäuse 70 abstützende Rückstellfeder 80 hält, entsprechend der Darstellung nach Figur 1, das Ventilglied 68 in der Förderstel¬ lung.76 has. A restoring spring 80, which acts on the first end face 72 and is supported in the valve housing 70, holds the valve member 68 in the delivery position, as shown in FIG. 1.
Die beschriebene Anordnungsdarstellung ergibt den folgenden Funk- tions- und Wirkungsablauf. Ausgehend von der Förderstellung des Steuerventils 12 ist dessen Steuerglied 68 durch die Kraft der Rück¬ stellfeder 80 in die eine Endlage gebracht, in der zwischen dem er¬ sten Anschluß 32 und dem zweiten Anschluß 34 eine hydraulische Ver¬ bindung besteht und der dritte Anschluß 58 von dem vierten Anschluß 60 durch das dazwischenliegende Ventilglied 68 hydraulisch getrennt ist. In dieser Betriebsstellung gelangt der von der Vorförderpumpe 18 geförderte Kraftstoff entsprechend der Lage der Steuerkante der ersten Stirnfläche 72 über den ersten Anschluß 32 und den zweiten Anschluß 34 zum Zulaufkanal 36, von dem aus der Kraftstoff den Teil¬ saugräumen 48 der Pumpenzylinder 42 über die Drosseln 44 und die Zu¬ lauföffnungen 46 zufließt. Überschüssiger Kraftstoff kann über die -RücklaufÖffnungen 52, dem Rücklaufkanal 50 und dem Druckhalteventil 54 zum Tank 22 hin abfließen. Zum anderen gelangt der von der Vor¬ förderpumpe 18 geförderte Kraftstoff über den ersten Anschluß 32, die durchbrochene erste Stirnfläche 72 zu dem Drosselkanal 76 und durch ihn zum vierten Anschluß 60 und von hier weiter über die Ab¬ saugleitung 62, die Absaugförderpumpe 20 und die Tankrücklaufleitung 66 zum Tank 22 zurück. Dieser Kraftstoffstrom ist durch den Strö¬ mungsquerschnitt des Drosselkanals 76 so eingeschränkt, daß einer¬ seits ein Mindestdurchlauf zur Selbstschmierung der mechanischen, permanent angetriebenen Absaugförderpumpe 20 erfolgt, andererseits die im Hauptstrom erfolgende Füllung der Pumpenzylinder 42 noch nicht funktionsbeeinträchtigend geschwächt wird.The arrangement diagram described results in the following function and effect sequence. Starting from the delivery position of the control valve 12, the control member 68 is brought into one end position by the force of the return spring 80, in which there is a hydraulic connection between the first connection 32 and the second connection 34 and the third connection 58 is hydraulically separated from the fourth port 60 by the valve member 68 therebetween. In this operating position it comes from the pre-feed pump 18 delivered fuel corresponding to the position of the control edge of the first end face 72 via the first connection 32 and the second connection 34 to the inlet channel 36, from which the fuel flows to the partial suction spaces 48 of the pump cylinders 42 via the throttles 44 and the inlet openings 46 . Excess fuel can flow out to the tank 22 via the return openings 52, the return channel 50 and the pressure holding valve 54. On the other hand, the fuel delivered by the feed pump 18 passes through the first connection 32, the perforated first end face 72 to the throttle duct 76 and through it to the fourth connection 60 and from here further via the suction line 62, the suction feed pump 20 and the Tank return line 66 back to tank 22. This fuel flow is restricted by the flow cross section of the throttle duct 76 such that on the one hand there is a minimum flow for self-lubrication of the mechanical, permanently driven suction feed pump 20, and on the other hand the filling of the pump cylinders 42 in the main flow is not yet weakened in a function-impairing manner.
Zum Stillsetzen der Brennstoffkraftmaschine bei einer Notabschaltung wird der Brennkraftmaschine der für die Einspritzung benötigte Kraftstoff entzogen, indem dem Saugraum 16 der zugehörigen Kraft¬ stoffeinspritzpumpe 10 zum einen kein Kraftstoff mehr zuliefert, zum anderen der im Saugraum 16 der Kraftstoffeinspritzpumpe 10 befind¬ liche Kraftstoff abgesaugt wird. Dazu wird durch magnetisch ange¬ regte Stellkräfte des Steuerventils 12 das Ventilglied 68 entgegen der Kraft der Rückstellfeder 80 in die andere Endlage gebracht, in der durch die Steuerkante der ersten Stirnfläche 72 die Verbindung zwischen dem ersten Anschluß 32 und dem zweiten Anschluß 34 gesperrt und durch die Lage der Steuerkante der zweiten Stirnfläche 78 der dritte Anschluß 58 mit dem vierten Anschluß 60 hydraulisch verbunden wird.To stop the fuel engine in the event of an emergency shutdown, the internal combustion engine is deprived of the fuel required for the injection, on the one hand no longer supplying fuel to the suction chamber 16 of the associated fuel injection pump 10, and on the other hand the fuel located in the suction chamber 16 of the fuel injection pump 10 is sucked out . For this purpose, by means of magnetically excited actuating forces of the control valve 12, the valve member 68 is brought into the other end position counter to the force of the return spring 80, in which the connection between the first connection 32 and the second connection 34 is blocked and through by the control edge of the first end face 72 the position of the control edge of the second end face 78 of the third connection 58 is hydraulically connected to the fourth connection 60.
Damit gelangt der von der Vorförderpumpe 18 gelieferte Kraftstoff weder zu den Teilsaugräumen 48 noch über den Drosselkanal 76 zum vierten Anschluß 60, da der Drosselkanal 76 durch die axiale Verla¬ gerung des Steuerglieds 68 in die andere Endlage aus dem Einzugs¬ bereich des vierten Anschlusses 60 verschoben wurde. Gleichwohl er¬ hält die Absaugförderpumpe 20 den Kraftstoff aus dem Saugraum 60 der Kraftstoffeinspritzpumpe und fördert diesen bei Entleerung des Saug- -raums 16 über den Tank 22 zurück. Eine Gefahr der Überlastung der Vorförderpumpe 18 sowie des Trockenlaufes der Absaugförderpumpe 20 besteht wegen der zum Stillstand kommenden Kraftstoffeinspritzpumpe 10 und des entfallenden Antriebs für die Vorförderpumpe 18 und die Absaugförderpumpe 20 nicht.The fuel supplied by the pre-feed pump 18 thus neither reaches the partial suction chambers 48 nor via the throttle duct 76 fourth connection 60, since the throttle channel 76 has been displaced from the pull-in area of the fourth connection 60 by the axial displacement of the control member 68 into the other end position. Nevertheless, the suction feed pump 20 receives the fuel from the suction chamber 60 of the fuel injection pump and conveys it back via the tank 22 when the suction chamber 16 is emptied. There is no risk of overloading the pre-feed pump 18 and the dry running of the suction feed pump 20 because of the fuel injection pump 10 coming to a standstill and the lack of drive for the pre-feed pump 18 and the suction feed pump 20.
Hie in Figur 1 gezeigt, braucht das Steuerventil 12 keine separate Baueinheit zu sein, sondern kann mit der Kraftstoffeinspritzpumpe 10 einen baulichen Verband bilden in der Heise, daß der zweite Anschluß 34 mit dem Zulaufkanal 36 und der dritte Anschluß 58 mit dem Rück¬ laufkanal 50 zusammenfallen, wobei durch diese beiden Festanschlüsse die Zahl der freien Anschlüsse auf das Mindestmaß von zwei zum An¬ schluß der Vorförderpumpe 18 bzw. der Absaugförderpumpe 20 vermin¬ dert und damit eine verbesserte Betriebssicherheit erreicht wird. Des weiteren ist es möglich, den Drosselkanal 76 durch eine im glei¬ chen Bereich in der Mantelfläche des Ventilgliedes 68 angebrachte flache Ringnut auszubilden, so daß in der Förderstellung der für die Selbstschmierung der Absaugförderpumpe 20 benötigte Kraftstoff aus dem Rücklaufkanal 50 zuströmen kann.As shown in FIG. 1, the control valve 12 need not be a separate structural unit, but can form a structural association with the fuel injection pump 10 in such a way that the second connection 34 with the inlet channel 36 and the third connection 58 with the return channel 50 coincide, with these two fixed connections reducing the number of free connections to the minimum of two for connecting the prefeed pump 18 or the suction feed pump 20, thus achieving improved operational reliability. Furthermore, it is possible to form the throttle channel 76 by a flat annular groove provided in the same area in the lateral surface of the valve member 68, so that in the delivery position the fuel required for the self-lubrication of the suction feed pump 20 can flow out of the return channel 50.
In abgewandelter Heise kann der Betrieb des Förderventils 12 auch so erfolgen, daß in der Förderstellung das Steuerventil 12 Betriebs¬ spannung erhält und das Steuerglied 68 entgegen der Kraft der Rück¬ stellfeder 80 gehalten wird, während bei fehlender Betriebsspannung die Rückstellfeder 80 das Ventilglied 68 in die Abschaltstellung bringt. In einem zweiten Ausführungsbeispiel der Steuereinrichtung 114 nach Figur 2 ist die Kraftstoffeinspritzpumpe 110 mit einem für alle Pum¬ penzylinder 142 gemeinsamen, auch die Absteuerkraftstoffmenge auf¬ nehmenden Saugraum 116 gezeigt, wobei für Teile, die dem ersten λus- führungsbeispiel entsprechen, um 100 größere Bezugszeichen verwendet sind, so daß dadurch zur Vermeidung von Wiederholungen auf die Be¬ schreibung des ersten Ausführungsbeispiels Bezug genommen ist.In a modified manner, the operation of the delivery valve 12 can also take place in such a way that in the delivery position the control valve 12 receives operating voltage and the control member 68 is held against the force of the return spring 80, while in the absence of the operating voltage the return spring 80 holds the valve member 68 in brings the switch-off position. In a second exemplary embodiment of the control device 114 according to FIG. 2, the fuel injection pump 110 is shown with a suction space 116 which is common to all the pump cylinders 142 and also includes the control fuel quantity, whereby for parts which correspond to the first exemplary embodiment, reference numerals which are larger by 100 are used, so that in order to avoid repetition reference is made to the description of the first embodiment.
Beim zweiten Ausführungsbeispiel, in dem die Bewegungsrichtung des Ventilglieds 168 längs zu den in Reihe angeordneten Pumpenzylindern 142 verläuft und damit gegenüber der Bewegungsrichtung des Ventil¬ glieds 168 um 90 Grad gedreht ist, entfallen der zweite Anschluß 34, der Zulaufkanal 36, die Drossel 44, die Teilsaugräume 48, der Zu¬ laufkanal 50, die Rücklauföffnungen 52 und der dritte Anschluß 58. Statt dessen weist der Saugraum 116 an der Anbausteile des Steuer¬ ventils 112 einen zentralen Durchbruch 182 auf, der den Kraftstoff¬ austausch durch das angebaute, in diesem Bereich ebenfalls offen ge¬ staltete Ventiigehäuse 170 gestattet. Das in seiner inneren Grund¬ form gleichfalls hohlzylindrisch ausgebildete Ventilgehäuse 170 weist im Bereich des Ventilglieds 168 eine Längsnut 184 auf, die so gestaltet und positioniert ist, daß in der Förderstellung des Steu¬ erventils 112 zwar Kraftstoff von der Vorförderpumpe 118 zum Saug¬ raum 116, nicht jedoch über die Längsnut 184 zum vierten Anschluß 160 gelangt. Der vierte Anschluß 160 erhält wiederum in einem Bypaß- strom Kraftstoff über den Drosselkanal 176, der bei diesem zweiten Ausführungsbeispiel in der zweiten Stirnfläche 178 eingefügt ist.In the second exemplary embodiment, in which the direction of movement of the valve element 168 extends longitudinally to the pump cylinders 142 arranged in series and is thus rotated by 90 degrees with respect to the direction of movement of the valve element 168, the second connection 34, the inlet channel 36, the throttle 44, the partial suction chambers 48, the inlet channel 50, the return openings 52 and the third connection 58. Instead, the suction chamber 116 has a central opening 182 on the add-on parts of the control valve 112, which enables the fuel exchange through the attached one Valve housing 170, which is also designed to be open. The valve housing 170, which is also of a hollow cylindrical design in its inner basic shape, has a longitudinal groove 184 in the region of the valve member 168, which is designed and positioned such that, in the delivery position of the control valve 112, fuel from the feed pump 118 to the suction chamber 116 , but does not reach the fourth connection 160 via the longitudinal groove 184. The fourth connection 160 in turn receives fuel in a bypass flow via the throttle duct 176, which is inserted in the second end face 178 in this second exemplary embodiment.
Im Gegensatz zum Wirkungsablauf unterscheidet sich der Funktionsab¬ lauf des zweiten Ausführungsbeispiels von jenem des ersten Ausfüh¬ rungsbeispiels dadurch, daß zum Erreichen der in Figur 2 gezeigten Förderstellung die Kraft der Rückstellfeder 180 durch die magnetisch angeregten Stellkräfte des Steuerventils 112 überdrückt werden müs¬ sen. In dieser Förderstellung wird der Saugraum 116 der Kraftstoff¬ einspritzpumpe 110 mittels der Vorförderpumpe 118 über den durch die Lage der von der ersten Stirnfläche 172 gebildeten Steuerkante offen gehaltenen ersten Anschluß 132 und den Durchbruch 182 mit Kraftstoff versorgt.In contrast to the sequence of effects, the functional sequence of the second exemplary embodiment differs from that of the first exemplary embodiment in that, in order to reach the conveying position shown in FIG. 2, the force of the return spring 180 must be overpressed by the magnetically excited actuating forces of the control valve 112. In this delivery position, the suction chamber 116 of the fuel injection pump 110 is by means of the pre-delivery pump 118 through the Position of the control edge formed by the first end face 172 kept open first connection 132 and the opening 182 supplied with fuel.
Zum Stillsetzen der Brennkraftmaschine wird das Steuerventil 112 stromlos geschaltet, das Steuerglied 168 gerät durch die Stellkraft der Rückstellfeder 180 in die, die Abschaltstellung repräsentierende andere Endlage, die durch das Anlaufen der ersten Stirnfläche 172 an einen Anschlag 186 eingenommen wird, wodurch zum einen der erste An¬ schluß 132 durch die Steuerkante der ersten Stirnfläche 172 ver¬ schlossen und zum anderen die Verbindung vom vierten Anschluß 160 zur Längsnut 184 durch die Steuerkante der zweiten Stirnfläche 178 aufgesteuert wird. Da mittels des Anschlages 186 auch in der Ab¬ schaltstellung des Steuerventils 112 die hydraulische Verbindung zwischen der Längsnut 184 und dem Saugraum 116 nicht verschlossen wird, kann die Absaugförderpumpe 120 hydraulisch zum Saugraum 116 durchgreifen und somit eine Entleerung des Saugraumes 116 in den Tank 122 vornehmen.To stop the internal combustion engine, the control valve 112 is de-energized, the control member 168, due to the actuating force of the return spring 180, moves into the other end position, which represents the switch-off position, which is taken up by a stop of the first end face 172 against a stop 186, as a result of which the first Connection 132 is closed by the control edge of the first end face 172 and, on the other hand, the connection from the fourth connection 160 to the longitudinal groove 184 is opened by the control edge of the second end face 178. Since the hydraulic connection between the longitudinal groove 184 and the suction chamber 116 is not closed by means of the stop 186 even in the switch-off position of the control valve 112, the suction feed pump 120 can reach through to the suction chamber 116 hydraulically and thus emptying the suction chamber 116 into the tank 122 .
In Abwandlung des zweiten Ausführungsbeispiels kann das Ventilglied 168 des Steuerventils 112 auch in der in Figur 2 gezeigten Förder¬ stellung durch die Wirkung der Rückstellfeder 180 gehalten sein und in der Abschaltstellung durch die magnetisch angeregte Stellkraft des Steuerventils 112 gebracht werden.In a modification of the second exemplary embodiment, the valve member 168 of the control valve 112 can also be held in the delivery position shown in FIG. 2 by the action of the return spring 180 and can be brought into the switched-off position by the magnetically excited actuating force of the control valve 112.
Die beschriebene Steuereinrichtung 14; 114 gemäß Figur 1 und Figur 2 gewährleistet ein sicheres und ausreichend schnelles Stillsetzen der Brennkraftmaschine mittels einfach gestalteten und kostengünstig herzustellenden Teilen. Eventuelle Motorschäden aufgrund von Über- drehzahl und Kraftstoffübermenge sowie Unfälle durch nicht mögliche "Gaswegnahme" werden durch die Verwendung eines unkompliziert ausge¬ bildeten Steuerventils 12; 112 und zweier mechanisch angetriebener Förderpumpen 18; 20 bzw. 118; 120, die sowohl in einem gemeinsamen Pumpengehäuse zusammengefaßt als auch mit einem gemeinsamen Antrieb versehen sein können, sicher verhindert. The control device 14; 114 according to FIG. 1 and FIG. 2 ensures that the internal combustion engine is stopped safely and sufficiently quickly by means of simply designed and inexpensive parts. Possible engine damage due to overspeed and excess fuel as well as accidents due to impossible "gas removal" are avoided by using an uncomplicated control valve 12; 112 and two mechanically driven feed pumps 18; 20 or 118; 120, which can both be combined in a common pump housing and can be provided with a common drive, reliably prevented.

Claims

Ansprüche Expectations
1. Steuereinrichtung zum Stillsetzen einer Brennkraftmaschine, ins¬ besondere einer Dieselbrennkraftmaschine, mit einem einem Saugraum (16) einer Kraftstoffeinspritzpumpe (10) vorgeschalteten elektro¬ magnetischen Steuerventil (12), das als 2-Stellungs-Hegeventil mit einer Förder- und einer Abschaltstellung ausgebildet ist, mit seinem Ventilgehäuse (70) in eine zum Saugraum (16) führende Versorgungs¬ leitung (30) eingefügt ist und in der Förderstellung die Druckseite einer aus einem Tank (22) fördernden, mechanisch angetriebenen Vor¬ förderpumpe (18) mit dem Saugraum (16) der Kraftstoffeinspritzpumpe (10) verbindet und mit einer zusätzlichen, bei in der Abschaltstel¬ lung stehendem, die Kraftstofförderung von der Vorförderpumpe (18) zum Saugraum (16) sperrenden Steuerventil (12) Kraftstoff aus dem Saugraum (16) absaugenden und zum Tank (22) fördernden Absaugförder¬ pumpe (64), dadurch gekennzeichnet, daß die zusätzliche Absaugför¬ derpumpe (20; 120) eine mechanisch angetriebene Kraftstofförderpumpe ist und daß das Steuerventil (12; 112) in der Förderstellung außer der Verbindung vom Tank (22; 122) zum Saugraum (16; 116) noch eine Leitungsverbindung über einen Drosselkanal (76; 176) von einem der kraftstoffgefüllten Räume (16; 116) zur Saugseite der Absaugförder¬ pumpe (20; 120) offenhält und in der Abschaltstellung nicht nur den Zulauf von der Druckseite der Vorförderpumpe (18; 118) zum Saugraum (16; 116) der Kraftstoffeinspritzpumpe (10; 110) sperrt, sondern zu¬ gleich auch die Saugseite der Absaugförderpumpe (20; 120) mit dem Saugraum (16; 116) der Kraftstoffeinspritzpumpe (10; 110) verbindet.1. Control device for stopping an internal combustion engine, in particular a diesel internal combustion engine, with an electromagnetic control valve (12) connected upstream from a suction chamber (16) of a fuel injection pump (10), which is designed as a 2-position control valve with a delivery and a shutdown position is inserted with its valve housing (70) into a supply line (30) leading to the suction chamber (16) and in the conveying position the pressure side of a mechanically driven feed pump (18) conveying from a tank (22) with the suction chamber (16) connects the fuel injection pump (10) and with an additional control valve (12) which blocks the fuel delivery from the pre-feed pump (18) to the suction chamber (16) and which sucks fuel out of the suction chamber (16) and to the Absaugförder¬ pump (64) promoting tank (22), characterized in that the additional suction pump (20; 120) has a mechanical h driven fuel delivery pump and that the control valve (12; 112) in the delivery position, in addition to the connection from the tank (22; 122) to the suction chamber (16; 116), there is also a line connection via a throttle channel (76; 176) from one of the fuel-filled chambers (16; 116) to the suction side of the suction conveyor pump ( 20; 120) and in the switch-off position not only the inlet from the pressure side of the pre-feed pump (18; 118) to the suction chamber (16; 116) of the fuel injection pump (10; 110) blocks, but at the same time also connects the suction side of the suction feed pump (20; 120) with the suction chamber (16; 116) of the fuel injection pump (10; 110).
2. Steuereinrichtung (14; 114) nach Anspruch 1, dadurch gekennzeich- -net, daß das Steuerventil (12; 112) als 4/2-Wegeventil ausgebildet ist, dessen Ventilgehäuse (70; 170) direkt am Zulauf zum Saugraum (16; 116) der Kraftstoffeinspritzpumpe (10; 110) angebracht ist.2. Control device (14; 114) according to claim 1, characterized in that the control valve (12; 112) is designed as a 4/2-way valve, the valve housing (70; 170) directly at the inlet to the suction chamber (16; 116) of the fuel injection pump (10; 110) is attached.
3. Steuereinrichtung (14; 114) nach Anspruch 1 oder 2, dadurch ge¬ kennzeichnet, daß das Steuerventil (12; 112) ein Ventilglied (68) aufweist» das in seiner Grundform zylindrisch ausgebildet ist, mit seinen Stirnflächen (72; 78) Steuerkanten bildet.3. Control device (14; 114) according to claim 1 or 2, characterized in that the control valve (12; 112) has a valve member (68) »which is cylindrical in its basic shape, with its end faces (72; 78) Forms control edges.
4. Steuereinrichtung (14; 114) nach einem der vorangehenden Ansprü¬ che, dadurch gekennzeichnet, daß die Vorförderpumpe (18; 118) und die Absaugförderpumpe (20; 120) zwei mechanisch von der Nockenwelle der Kraftstoffeinspritzpumpe angetriebene Kolbenförderpumpen glei¬ cher Bauart sind, die bei laufender Brennkraftmaschine permanent an¬ getrieben sind.4. Control device (14; 114) according to one of the preceding claims, characterized in that the pre-feed pump (18; 118) and the suction feed pump (20; 120) are two piston feed pumps of the same type mechanically driven by the camshaft of the fuel injection pump, which are permanently driven when the internal combustion engine is running.
5. Steuereinrichtung (14; 114) nach einem der Ansprüche 1 - 3, da¬ durch gekennzeichnet, daß die Vorförderpumpe (18; 118) und die An- saugf rder umpe (20; 120) als Doppelförderpumpe mit einem gemeinsa¬ men Pumpengehäuse oder einem gemeinsamen Antrieb verwirklicht ist.5. Control device (14; 114) according to one of claims 1-3, da¬ characterized in that the pre-feed pump (18; 118) and the intake pump umpe (20; 120) as a double feed pump with a common pump housing or a common drive is realized.
6. Steuereinrichtung (14) nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, daß das Steuerglied (68) des Steuerventils (12) in dessen Förderstellung über einen für den Betrieb einer Die¬ selbrennkraftmaschine erforderlichen Anlaßschalter durch Stromzufuhr aktiviert und entgegen der Kraft einer Rückstellfeder (80) verscho¬ ben wird und dabei den Förderbetrieb ermöglicht und bei abgeschalte¬ tem Anlaßschalter selbsttätig in die den Absaugbetrieb ermöglichende Abschaltstellung zurückfällt. 6. Control device (14) according to any one of the preceding claims, characterized in that the control member (68) of the control valve (12) in its conveying position is activated by a power supply via a starter switch required for the operation of a diesel engine and counter to the force of a return spring ( 80) is shifted and thereby enables the conveying operation and automatically falls back into the shut-off position enabling the suction operation when the starting switch is switched off.
7. Steuereinrichtung (114) nach einem der Ansprüche 1 - 5, dadurch gekennzeichnet, daß das Ventilglied (168) des Steuerventils (112) in dessen FörderStellung von der Kraft einer Rückstellfeder (180) in seiner Ausgangsläge gehalten wird und damit den Förderbetrieb ermög¬ licht und daß das Steuerventil (112) zum Stillsetzen der Brennkraft¬ maschine im Notfall durch Stromzufuhr aktiviert wird und dessen Ven¬ tilglied (168) dabei entgegen der Kraft der Rückstellfeder (180) in die Abschaltstellung gebracht wird. 7. Control device (114) according to one of claims 1-5, characterized in that the valve member (168) of the control valve (112) is held in its delivery position by the force of a return spring (180) in its starting position and thus enables the conveyor operation light and that the control valve (112) for stopping the internal combustion engine is activated in an emergency by power supply and its valve member (168) is brought against the force of the return spring (180) into the shut-off position.
EP90902615A 1989-04-08 1990-02-09 Control device for stopping an internal combustion engine Expired - Lifetime EP0419591B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3911559A DE3911559A1 (en) 1989-04-08 1989-04-08 CONTROL DEVICE FOR STOPPING AN INTERNAL COMBUSTION ENGINE
DE3911559 1989-04-08

Publications (2)

Publication Number Publication Date
EP0419591A1 true EP0419591A1 (en) 1991-04-03
EP0419591B1 EP0419591B1 (en) 1992-12-02

Family

ID=6378248

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90902615A Expired - Lifetime EP0419591B1 (en) 1989-04-08 1990-02-09 Control device for stopping an internal combustion engine

Country Status (6)

Country Link
US (1) US5076227A (en)
EP (1) EP0419591B1 (en)
JP (1) JPH03505360A (en)
KR (1) KR920700345A (en)
DE (2) DE3911559A1 (en)
WO (1) WO1990012207A1 (en)

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Also Published As

Publication number Publication date
US5076227A (en) 1991-12-31
JPH03505360A (en) 1991-11-21
DE59000541D1 (en) 1993-01-14
WO1990012207A1 (en) 1990-10-18
KR920700345A (en) 1992-02-19
DE3911559A1 (en) 1990-10-11
EP0419591B1 (en) 1992-12-02

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