EP0461221A1 - Systeme d'injection de carburant pour moteurs a combustion interne a injection. - Google Patents

Systeme d'injection de carburant pour moteurs a combustion interne a injection.

Info

Publication number
EP0461221A1
EP0461221A1 EP19910900714 EP91900714A EP0461221A1 EP 0461221 A1 EP0461221 A1 EP 0461221A1 EP 19910900714 EP19910900714 EP 19910900714 EP 91900714 A EP91900714 A EP 91900714A EP 0461221 A1 EP0461221 A1 EP 0461221A1
Authority
EP
European Patent Office
Prior art keywords
injection
injection piston
piston
main
main injection
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
EP19910900714
Other languages
German (de)
English (en)
Other versions
EP0461221B1 (fr
Inventor
Franz Guggenbichler
Jaroslaw Hlousek
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 EP0461221A1 publication Critical patent/EP0461221A1/fr
Application granted granted Critical
Publication of EP0461221B1 publication Critical patent/EP0461221B1/fr
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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/06—Pumps peculiar thereto
    • 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
    • F02M59/08—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 two or more pumping elements with conjoint outlet or several pumping elements feeding one engine cylinder

Definitions

  • the invention relates to a fuel injection device for injection internal combustion engines with a main injection piston and a pre-injection piston arranged coaxially to it and driven by it for axial stroke movement and having a smaller diameter, the main injection piston being rotatable and equipped with an inclined edge control, and the pre-injection piston is held in contact with the main injection piston by the force of one or more springs and separate injection nozzles are provided for the main injection and pre-injection.
  • Known fuel injection devices of this type, but in which the pre-injection piston is axially immovably connected to the main injection piston are known for example from DE-PS 577 288, AT-PS 227 479, DE-PS 11 87 857 and DE-PS 10 28 387 ⁇ become.
  • the pre-injection piston be designed separately and supported against the main injection piston, the pre-injection piston being driven by the main injection piston to the pressure stroke and held in contact with the main injection piston by a spring acting counter to the pressure stroke of the pre-injection piston.
  • the pressure in the working space of the main injection piston now acts on the end face of the pre-injection piston facing the main injection piston, and against this force, the pre-injection piston is to be pressed against the main injection piston by the spring.
  • the force of the spring must therefore be increased by this pressure on the pre-injection overcome piston applied force, so that the spring would have to be formed excessively strong.
  • the injection pressure in the working space of the main injection piston is very high and is up to 1200 bar or even more.
  • a spring that can overcome this force would have dimensions that make it impossible to accommodate the spring in the pump.
  • This proposal is therefore not feasible, particularly at high injection pressures.
  • only the annular surface between the outer circumference of the main injection piston and the circumference of the pre-injection piston is available for the main injection in the known designs.
  • the main injection piston In order to achieve a sufficient main injection quantity, the main injection piston must therefore be designed with a relatively large diameter, which again increases the dimensions of the injection pump.
  • the invention aims to improve an injection pump, in which a pre-injection piston separated from the main injection piston is held in contact with the main injection piston by spring force, and to reduce the dimensions.
  • the invention essentially consists in the fact that the pre-injection piston promotes part of the main injection quantity after the pre-injection and the injection break have ended. Since the pre-injection piston now also delivers fuel under the pressure occurring during the main injection in the work space of the main injection piston during the main injection, ie during the period in which the high injection pressure acts in the work space of the main injection piston, the work space of the pre-injection piston also stands during this period of time under a pressure corresponding to the main injection pressure, and the pre-injection piston is loaded in the direction of the spring force acting on it by the main injection pressure.
  • the spring therefore does not have to overcome the pressure occurring in the working space of the main injection piston, and it is therefore sufficient for this spring to be very weak, so that this spring is light can be accommodated. Because the pre-injection piston supplies part of the main injection quantity during the main injection, the diameter of the main injection piston can be made smaller, so that the dimensions of the injection pump are reduced.
  • the advantage of a pre-injection piston separate from the main injection piston, which is held in contact with the main injection piston by spring force, is that when the pre-injection piston is rubbed or clamped against the action of the spring force, the pre-injection piston can still be brought into its highest position by the main injection piston which it then gets stuck and does not hinder the lifting movement of the main injection piston. Until the next repair, the injection pump can thus only be operated with main injection in emergency operation, only the pre-injection being omitted.
  • the use of this advantage is made possible by the invention.
  • the exploitation of the discharge of the pre-injection piston for the main injection quantity can be carried out in a simple manner in that the working space of the pre-injection piston can be connected to the working space of the main injection piston or to a delivery bore leading from this working space to the main injection nozzle.
  • the working space of the pre-injection piston can be connected to the working space of the main injection piston or to a delivery bore leading from this working space to the main injection nozzle.
  • the amount of fuel delivered by the pre-injection piston is added to the amount of fuel delivered by the main injection piston, and the pressures at both ends of the pre-injection piston are the same.
  • the working space of the pre-injection piston can be relieved by connection to the suction chamber, so that there is a very rapid pressure drop in the delivery line leading to the pre-injection nozzle.
  • the working space of the pilot injection piston can also be connected to the working space of the main injection piston, since this is still unloaded at this time.
  • the connection of the working space of the pre-injection piston with the working space of the main injection piston is controlled by the pre-injection piston.
  • the pilot injection piston has a central bore open to its working space, which opens via a transverse bore into an annular space delimited by a control edge and a shoulder, which can be connected via a bore to the delivery bore leading to the main injection nozzle is.
  • the pre-injection piston can be equipped with straight control edges for controlling the start and end of the pre-injection and can be freely rotated with respect to the main injection piston, since the rotational position of the pre-injection piston is immaterial.
  • the pre-injection piston can be equipped with control edges for controlling the start and end of the pre-injection, at least one of which runs obliquely, and the pre-injection piston can be rotated by a separate control rod.
  • the pre-injection piston can also be freely rotated relative to the main injection piston and its rotational position can be set independently of the main injection piston.
  • the arrangement can also be such that the pre-injection piston is equipped with control edges for controlling the start and end of the pre-injection, at least one of which runs obliquely, and that the pre-injection piston is coupled to the main injection piston by means of a torque-limiting clutch for rotation .
  • a separate control rod for the pre-injection piston is spared. Since the pre-injection piston is coupled to the main injection piston by means of a torque-limiting coupling for twisting, in this case too, in the event of seizing or jamming of the pre-injection piston, emergency operation with the main injection piston can be carried out alone, since seizing or jamming of the pre-injection piston injection piston does not block the rotary movement of the main injection piston.
  • Such a coupling of the pre-injection piston to the main injection piston can be carried out according to the invention by a driver axially displaceably and non-rotatably guided on the main injection piston, against which the spring holding the pre-injection piston in contact with the main injection piston is supported.
  • the main injection piston remains freely movable axially in the event of the pre-injection piston seizing and is not blocked in its rotational movement even by the injection piston seizing up.
  • the construction can be designed hiebei according to the invention in a simple manner so that the driver is guided in axial grooves on the circumference of the main injection piston.
  • the spring holding the pre-injection piston against the main injection piston can be supported via an axial bearing on the driver.
  • FIG.l to 6 show a first embodiment; hiebei shows Fig.l the bottom dead center position of the pistons and Fig.2 to 6 show the pistons in different phases of work or positions.
  • 7 and 8 show a second exemplary embodiment, with FIG. 7 representing the pistons in the bottom dead center position and FIG. 8 the pistons when the pre-injection piston is seized.
  • 9, 10 and 11 show a third exemplary embodiment, wherein FIG. 9 shows the pistons in the bottom dead center position, FIG. 10 shows the pre-injection piston in the seized position and FIG. 11 shows a detail.
  • FIGS. 1 shows a first embodiment
  • hiebei shows Fig.l the bottom dead center position of the pistons
  • Fig.2 to 6 show the pistons in different phases of work or positions.
  • 7 and 8 show a second exemplary embodiment, with FIG. 7 representing the pistons in the bottom dead center position and FIG. 8 the pistons when the pre-injection piston is seized.
  • 9, 10 and 11 show a third exemplary embodiment
  • the pilot injection piston 1 has straight control edges 2 and 3 delimiting a first collar 44 and therefore rests freely rotatably on the main injection piston 4 under the action of springs 5.
  • the main injection piston 4 which is actuated by a cam (not shown)
  • the pre-injection piston 1 is raised against the force of the springs 5, the Springs 5 hold the pre-injection piston 1 in contact with the main injection piston 4.
  • the main injection piston 4 has oblique control edges 6 and can be rotated by a control rod 7 in the usual way.
  • the working space 8 of the main injection piston 4 is connected to the main injection nozzle 10 via a delivery bore 9.
  • This working chamber 8 is connected to the suction and overflow chamber 12 via two suction and upper flow bores 11.
  • the working space 13 of the pre-injection piston 1 is connected to a separate pre-injection nozzle 16 via delivery bores 14 and 15.
  • the start of delivery of the pre-injection piston 1 is shown in FIG. Starting from the bottom dead center position (FIG. 1), the control edge 2 closes an overflow hole 17 between the working space 13 and the suction and overflow space 12 (as shown in FIG. 2). This is the start of delivery of the pre-injection piston 1.
  • This pre-injection is ended (as shown in FIG. 3) in that the control edge 23 of the pre-injection piston 1 clears the connecting bore 18.
  • the start of delivery of the main injection piston 4 is shown in FIG.
  • the upper edge 19 of the main injection piston 4 closes the suction and overflow bores 11.
  • the oblique control edge 6 of the main injection piston 4 controls the suction and overflow bores 11.
  • the control edge 3 has opened the mouth of the delivery bore 14 and the delivery bore 14 is connected to the overflow bore 17 via the annular space 39 enclosed between the control edge 3 and a second collar 38 delimited by control edges 22 and 23 , which opens into the suction and overflow chamber 12.
  • the pilot injection is thus reliably ended.
  • the working space 13 of the pilot injection piston 1 is connected via a central bore 40 and a transverse bore 41 to an annular space 42 which is delimited by the collar 38 and a shoulder 43.
  • This annular space 42 is now connected to the production bore 9 via a connection bore 18. This has the effect that the fuel displaced by the pre-injection piston 1 from the working space 13 enters the delivery bore 9 leading to the main injection nozzle 10 and that this amount of fuel is also conveyed to the main injection nozzle 10, so that the amount of fuel displaced by the pre-injection piston 1 in the second phase leads to that fuel quantity delivered by the main injection piston 4 is added.
  • the pre-injection piston 20 is supported on the main injection piston 4 in a freely rotatable manner and is held there again by springs 5.
  • the pre-injection piston 20 can be rotated via a control rod 21 independently of the main injection piston 4 and now regulates the start of delivery and the end of delivery on the collar 38 'with inclined control edges 22' and 23 ', only one connecting bore 18 being provided here as suction and Overflow drilling works. Otherwise, the function is the same as that shown and described in connection with FIGS. 2 to 5.
  • Fig. 7 the pistons are as in the Fig.l shown in the bottom dead center position. 8 shows the limp-home mode again, as shown in FIG.
  • the pre-injection piston 20 was shifted into the uppermost position 20a during clamping by the cam and the main injection piston 4 and remains in this highest position due to the clamping or seizing during further operation, so that the function of the main injection piston 4 is not disturbed.
  • the pre-injection piston 24 again has a first collar 45 delimited by control edges 25 and 26, the oblique control edge 25 on this first collar 45 and the oblique control edge 23 'on the second collar 38' located below depending on the rotational position of the pre-injection piston 24 den Regulate the start of delivery and the end of delivery of the pre-injection piston 24 in cooperation with the suction and overflow bore 17.
  • no separate control rod is provided for the rotation of the pre-injection piston 24, but the pre-injection piston 24 is coupled to the main injection piston 28 via a torque-limiting rotary coupling 27, which permits a relative axial displacement of the two pistons.
  • the main injection piston 28 has on its circumference longitudinal grooves 29, in which tongues 30 of a driver 31 are guided, so that the driver 31 is axially displaceable relative to the main injection piston 28.
  • the springs 5 are now supported against this driver 31.
  • the pre-injection piston 24 passes through a central opening 32 of the driver 31 and has a cross pin 33 which engages in catches 34 of the driver 31. A development of these notches 34 is shown in FIG.
  • the cross pin 33 is held in these notches 34 by the springs 5. Since these notches 34 have inclined flanks 35, the transverse pin 33 can be made from them if the predetermined torque is exceeded Step out. This occurs when the pre-injection piston 24 is jammed or seized.
  • FIG. 10 again shows the position of the pre-injection piston 24, designated 24a, in the highest clamped or seized position.
  • the pre-injection piston 24 in the seized position 24a does not impair the movement of the main injection piston 28.
  • the driver 31 is coupled to the main injection piston 28 for rotation, so that even in the seized position (FIG. 10) there is still a relative rotation between the lower spring plate 36 of the spring 5 and the driver 31.
  • an axial bearing 37 is connected between this lower spring plate 36 and the driver 31.
  • Pre-injected piston Pre-injected position of the pre-injection piston 1 straight control edge straight control edge main injection piston Springs inclined control edge Control rod for main injection piston Working chamber of the main injection piston Delivery bore to the main injection nozzle Main injection piston Pre-injection piston a seized position of the pre-injection piston 20 Control rod for pre-injection piston (22 ') Control edge for pre-injection start (23') Control edge for pre-injection end pre-injection piston (Fig. 9 to 11) a seized position of the pre-injection piston 24 Control edge for pre-injection start control edge for Pre-injection end Maximum rotary coupling Main injection piston (Fig.

Landscapes

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

Abstract

Dans le cas d'un système d'injection de carburant pour moteurs à combustion interne à injection, comportant un piston d'injection principale (4) et un piston de préinjection (1) d'un diamètre moins grand, disposé coaxialement au piston d'injection principale et séparé de lui, ledit piston de préinjection (1) est entraîné dans sa course par le piston d'injection principale (4), avec lequel il est assemblé par force, à l'encontre de la force d'au moins un ressort (5) qui le maintient appliqué contre le piston d'injection principale (4). Pendant l'injection principale, l'espace de travail (13) du piston de préinjection (1) est relié à l'espace de travail (8) du piston d'injection principale (4), de sorte que le piston de préinjection (1) refoule, après la fin de la préinjection et après une pause d'injection, une partie de la quantité injectée principale et que la pression de carburant régnant dans l'espace de travail (13) du piston de préinjection (1) soutient l'effort du ressort (5).
EP91900714A 1990-01-03 1990-12-22 Systeme d'injection de carburant pour moteurs a combustion interne a injection Expired - Lifetime EP0461221B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE4000043 1990-01-03
DE4000043 1990-01-03
DE4029159 1990-09-14
DE4029159A DE4029159A1 (de) 1990-01-03 1990-09-14 Kraftstoffeinspritzeinrichtung fuer einspritzbrennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP0461221A1 true EP0461221A1 (fr) 1991-12-18
EP0461221B1 EP0461221B1 (fr) 1994-03-02

Family

ID=25888806

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91900714A Expired - Lifetime EP0461221B1 (fr) 1990-01-03 1990-12-22 Systeme d'injection de carburant pour moteurs a combustion interne a injection

Country Status (7)

Country Link
US (1) US5178110A (fr)
EP (1) EP0461221B1 (fr)
JP (1) JPH04506102A (fr)
CZ (1) CZ697590A3 (fr)
DE (2) DE4029159A1 (fr)
RU (1) RU2060403C1 (fr)
WO (1) WO1991010059A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4100094A1 (de) * 1990-01-03 1992-07-09 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung fuer einspritzbrennkraftmaschinen
DE19527719A1 (de) * 1995-07-31 1997-02-06 Woodward Governor Germany Gmbh Kraftstoffeinspritzsystem
CA2367618A1 (fr) * 1999-04-19 2000-10-26 Mark J. Glodowski Cylindre de retardement de la pression de carburant
DE19928846A1 (de) * 1999-06-24 2001-03-08 Bosch Gmbh Robert Common-Rail-Injektor
CN100378323C (zh) * 2005-01-21 2008-04-02 缪志勤 自由活塞型数字控制燃料喷射泵
KR100992227B1 (ko) * 2008-10-27 2010-11-05 현대중공업 주식회사 디젤엔진 연료분사펌프의 캐비테이션 손상방지장치

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE105867C (fr) *
DE1198610B (de) * 1961-09-01 1965-08-12 Linde Eismasch Ag Kraftstoffeinspritzvorrichtung fuer Kolbenbrenn-kraftmaschinen
FR1313624A (fr) * 1962-02-05 1962-12-28 Lindes Eismaschinen Ag Moteur à combustion interne à auto-allumage et procédé d'alimentation en carburant
NL288235A (fr) * 1963-02-20
DE1253952B (de) * 1964-04-02 1967-11-09 Daimler Benz Ag Brennstoffeinspritzpumpe fuer Brennkraftmaschinen
JPS4933293B1 (fr) * 1970-06-23 1974-09-06
DD105867A1 (fr) * 1973-09-18 1974-05-12
DE2837297A1 (de) * 1978-08-26 1980-03-06 Daimler Benz Ag Kraftstoffeinspritzpumpe fuer luftverdichtende einspritzbrennkraftmaschinen
FR2482669A2 (fr) * 1979-05-28 1981-11-20 Semt Perfectionnement a une pompe d'injection pour un moteur a combustion interne
GB2114236B (en) * 1982-01-23 1985-04-17 Lucas Ind Plc Fuel injection system
IT1186600B (it) * 1985-07-30 1987-12-04 Mario Brighigna Pompante a doppio stadio per pompa iniezione combustibile con sistema di regolazione meccanico delle portate
DE3812867A1 (de) * 1988-04-18 1989-10-26 Hatz Motoren Kraftstoff-einspritzpumpe fuer brennkraftmaschinen mit vor- und haupteinspritzung des kraftstoffes

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9110059A1 *

Also Published As

Publication number Publication date
EP0461221B1 (fr) 1994-03-02
US5178110A (en) 1993-01-12
RU2060403C1 (ru) 1996-05-20
JPH04506102A (ja) 1992-10-22
DE59004816D1 (de) 1994-04-07
WO1991010059A1 (fr) 1991-07-11
DE4029159A1 (de) 1991-07-04
CZ697590A3 (en) 1993-09-15

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