EP0606435B1 - Pompe d'injection de carburant pour moteurs a combustion interne - Google Patents

Pompe d'injection de carburant pour moteurs a combustion interne Download PDF

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Publication number
EP0606435B1
EP0606435B1 EP93915648A EP93915648A EP0606435B1 EP 0606435 B1 EP0606435 B1 EP 0606435B1 EP 93915648 A EP93915648 A EP 93915648A EP 93915648 A EP93915648 A EP 93915648A EP 0606435 B1 EP0606435 B1 EP 0606435B1
Authority
EP
European Patent Office
Prior art keywords
pump
control
control edge
fuel injection
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP93915648A
Other languages
German (de)
English (en)
Other versions
EP0606435A1 (fr
Inventor
Werner Faupel
Dieter Heck
Dieter Seher
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 EP0606435A1 publication Critical patent/EP0606435A1/fr
Application granted granted Critical
Publication of EP0606435B1 publication Critical patent/EP0606435B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • F02M59/26—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
    • F02M59/265—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders characterised by the arrangement or form of spill port of spill contour on the piston

Definitions

  • the invention is based on a fuel injection pump according to the preamble of claim 1.
  • a fuel injection pump known from DE-OS 2 246 056, in which a pump piston, which delimits a pump working space with its end face, is moved axially in a cylinder liner, the passage of the fuel that controls the start of the injection by driving over it via a control opening arranged in the cylinder wall Control edge on the end face of the pump piston, in the rotary position range of the pump piston controlling the nominal load range of the internal combustion engine to be supplied, bevelled so that the start of injection in this area is moved back in the direction of the later start.
  • the start of injection must be set so late that in the cold operating state of the internal combustion engine in the lowest load range or at zero load white smoke occurs, which increases the pollutant emission of the internal combustion engine to be supplied in this operating state.
  • the fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that, by designing the control edge of the pump piston controlling the start of delivery and thus the start of injection, with recessed areas, an early shift in the start of delivery at zero or low load and depending on the temperature is carried out, as a result of which white smoke can be avoided in the warm-up phase of the internal combustion engine without the need for an additional, external injection adjuster.
  • control edges Due to the design of the control edges according to claim 1, two areas are formed, so that for the operating area of the cold internal combustion engine which is operated with little or no load, a control area with extreme early adjustment becomes effective, while with higher load or temperature the early adjustment of the start of delivery by the other Control area has a smaller dimension. In this way, it is possible to vary the amount of early displacement, especially in idle mode, as a function of the operating temperature and the load of the internal combustion engine, and thus for that adjust the optimal start of funding to different operating areas.
  • a further advantage is achieved by delimiting the control edges from one another by means of a longitudinal groove, as a result of which the two control edge regions are exactly separated from one another, which makes it possible to assign a separate pump map to each.
  • the abrupt transition from control edge to control edge via axially parallel edges also has the advantage according to claim 2 in the fuel injection pump according to the invention that the individual control positions are controlled quickly by step functions, so that an exact assignment to the individual control ranges is possible.
  • FIG. 1 shows a section of the fuel injection pump according to the invention
  • FIG. 2 shows a development of the pump piston, which shows the design of the control edges
  • FIG. 3 shows a diagram of the delivery rate over the control path of the fuel injection pump according to the invention
  • FIG. 5 shows a schematic representation of the logic circuit from FIG. 4.
  • a pump piston 1 is axially reciprocated by a cam drive (not shown) in a cylinder bore 3 of a cylinder liner 5 inserted into a pump housing.
  • the pump piston 1 delimits, with its end 7 facing away from the cam drive, a pump work chamber 9 in the cylinder bore 3, which is connected during part of the piston stroke through a radial control opening 11 to a fuel-filled, low-pressure chamber surrounding the cylinder sleeve 5.
  • the radial control opening 11 forms with its trailing edge in the direction of the longitudinal axis of the pump piston an upper control edge 10 and a lower control edge 12 which cooperate with the pump piston 1.
  • the pump piston can be rotated for the purpose of injection control via a control rod, also not shown, and has on its outer surface a control recess 13 which interacts with the control opening 11 and is delimited by an oblique control edge 15 on the pump work chamber side and which is continuously connected to the pump work chamber 9 via a longitudinal groove 17 is.
  • the edge created by the transition from the end face 7 to the outer surface of the pump piston 1 forms an upper first control edge 19 on the pump piston 1, which in cooperation with the control opening 11 in the cylinder liner 5 controls the start of delivery and thus also the start of injection.
  • the pump piston 1 also has a first and a second recessed area, with a second control edge 23 and a third control edge 25, which are separated by the longitudinal groove 17 from the first control edge 19.
  • a first region A is formed by the flat profile of the end face 7 with the first control edge 19, which is at a great distance from the end of the pump piston 1 on the cam drive side.
  • the second area B is set back in the direction of the cam drive with respect to the end face 7, forming a first recess which is delimited in the direction of the cam drive by the second control edge 23, and in turn has a further set back or region C which is recessed in the direction of the cam drive and forms a second recess there with the third control edge 25.
  • the control edge transitions between the individual areas are designed as shoulders 21, so that the individual control positions are controlled by jump functions through these axially parallel transitions and a clear assignment of the respective area is possible.
  • the areas A and B separated from one another by the longitudinal groove 17 are assigned different pump maps, which cover different operating areas of the internal combustion engine to be supplied.
  • area A is assigned a pump map 2, which controls the operation of the cold internal combustion engine at low or no load
  • area B which includes area C, the remaining operating area of the warm internal combustion engine, or one operated at higher load.
  • the slope of the oblique control edge 15 which controls the delivery end and thus the injection quantity is the same over its entire extent, ie the greatest fuel delivery quantity is reached in area C at its end facing away from the longitudinal groove 17 Setting is assigned approximately to the full load range of the internal combustion engine to be supplied.
  • the adjustment of the rotational position of the pump piston 1 relative to the cylinder liner 5 takes place, as already mentioned, by means of the control rod and an electronically controlled control system that, as shown in FIGS. 4 and 5, contains a simple logic circuit which contains individual operating variables of the internal combustion engine to be supplied, e.g. Temperature and desired amounts of fuel, processed and the areas or pump maps controlled.
  • the circuit consists of a changeover switch 31, which is connected to the electronic control system for the injection quantity control and which acts as an input or.
  • Control variables either with a first electronic control unit 33 that controls the adjustment of the control system depending on the speed and the required amount according to a first pump map (PKF 1) or can be connected to a second electronic control unit 35 that controls the control system as a function of the speed and controls the desired amount of fuel according to a second pump map.
  • PPF 1 first pump map
  • PPF 1 first pump map
  • the switching between the two control units 33, 35 is carried out by a control unit 37, which is explained in more detail in FIG. 5 and processes a logic circuit, which compares the temperature and the required fuel quantity or the desired output as input variables with defined limit values and uses them as inputs simple +/- output signal forms.
  • the fuel injection pump according to the invention works as follows.
  • the fuel flows out of the low-pressure chamber via the control opening 11, which is released from the end face 7 of the pump piston 1, into the pump work chamber 9.
  • a small part of the fuel in the pump work chamber 7 initially flows back into the low-pressure chamber via the control opening 11 until the upper control edge 19 has passed over the upper control edge 10 of the control opening 11 and the pump piston closes the control opening 11 with its outer surface.
  • the fuel located in the pump work chamber 9 is compressed, reaches the injection pressure and reaches the combustion chamber of the internal combustion engine to be supplied via an injection line (not shown) and an injection valve for injection.
  • the point in time at which the control opening 11 is turned on and on and thus the start and duration of the fuel delivery and the amount of fuel injected can be controlled by rotating the pump piston 1.
  • the setting position of area A of the first control edge 19 of the pump piston 1 enables a very early start of injection, as is required when the cold internal combustion engine is operated with a low load, in order to avoid the formation of white smoke.
  • area B (pump map 1) of control edge 23 is for this operating area is provided, in which the start of injection is delayed by moving the control edge 23 back.
  • the longitudinal groove 17 is arranged between them, so that the delivery rate characteristic shown in the diagram in FIG. 3 results over the control path.
  • the flow rate Q initially increases with an adjustment of the control rod or a set of rules (RW control path) in the direction of full load, then is interrupted very briefly and then continues to increase, as is known.
  • the renewed adjustment of the start of injection in the late direction caused by area C has no significant influence on the delivery rate characteristics, since the slope of the inclined control edge 15 relative to the step is relatively large, so that there is only a slight kinking of the characteristic curve.
  • the area C formed by an additional depression with the control edge 25 is set at higher or full load and, due to its later start of delivery, which can extend into the area from and to the top dead center of the piston movement, reduces the formation of pollutants and also here especially the NOx emission.
  • the switchover between the pump maps 2 and 1 or the areas A and B is dependent on the operating temperature of the internal combustion engine, for example the cooling water temperature (T) and the fuel quantity setpoint (desired load) required via the gas linkage .
  • the Pump map 2 controls the adjustment movement when the internal combustion engine is cold and at low load, while pump map 1 (control unit 33) is used in the remaining operating range of the internal combustion engine.
  • FIG. 4 shows that a logic circuit (control unit 37), which processes the operating temperature of the internal combustion engine and its desired load output as input variables, is used to switch between the pump characteristics, and after setting one of the pump characteristics via the speed controller, a new one A comparison is made between the actual speed and the desired load delivery, as a result of which the position control of the rotational position of the pump piston is carried out.
  • a logic circuit control unit 37
  • FIG. 5 schematically shows the mode of operation of the logic circuit of the control device 37, which operates here as an “and” circuit. It is stipulated that after a comparison of the input values temperature (T) and required load (ME) with specified limit values, the pump map 1 is only switched to the pump map 2 when both fall below the limit values, so that the area A of the map 2 with its extreme early adjustment of the start of injection is only used at low temperature and low load, while when only one input value is exceeded the limit value is already switched back to pump map 1.
  • T temperature
  • ME required load
  • the switch can take place as a function of the hysteresis, as shown in FIG. 5, a limit band with upper (T1, M1) and lower hysteresis limit being specified for both the temperature and the load, in which in the event of changes in the actual value, no signals for adjustment to the outside are given and only when the upper or the lower limit value is exceeded and, depending on the output range, the corresponding signal (+/-) is delivered. It is alternatively possible to carry out the temperature-dependent changeover using a time hysteresis, in which the changeover takes place only when a specific temperature value is below or exceeded a specific time.

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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)

Abstract

Pompe d'injection de carburant pour moteurs à combustion interne comportant un piston (1) se mouvant dans une chemise de cylindre (5) où il définit la chambre de travail de la pompe (9). Ce piston présente deux rampes de distribution coopérant avec l'ouverture de distribution (11) dans la chemise de cylindre (5) dont une rampe, oblique, (15) - disposée sur la surface latérale et toujours reliée à la chambre de travail de la pompe (9) - commande la fin du refoulement, et dont une première rampe, supérieure, (19) - formée par la face (7) du piston de pompe (1) - commande le début du refoulement lors du dépassement de l'ouverture de distribution (11). Pour avancer le début du refoulement en fonction de la charge et de la température, la face du piston de pompe (1) présente une première zone (B) axialement plus profonde dans le sens de la commande à cames avec formation d'une deuxième rampe de distribution (23), séparée par une rainure longitudinale (17) de la zone plane (A) sur la face et dans laquelle est disposée à son tour une seconde zone (C), plus profonde par intervalles (21) dans le sens de la commande à cames, avec une troisième rampe de distribution (25).

Claims (7)

  1. Pompe d'injection de carburant pour moteur à combustion interne comportant un piston de pompe (1) entraîné suivant un mouvement axial alternatif et de rotation dans l'alésage (3) d'une chemise de cylindre (5), piston dont la face frontale (7) délimite une chambre active de pompe (9), la surface-enveloppe du piston ayant une cavité de commande (13) reliée à la chambre active (9), cette cavité ayant une arête de commande (15) en biais coopérant avec une ouverture de commande (11) partant de la chambre basse pression, réalisée dans la paroi de la chemise de cylindre (5), une arête de la surface frontale (7) de la chambre active de la pompe et appartenant au piston (1) forme par rapport à sa surface-enveloppe, une autre première arête de commande (19) coopérant avec l'ouverture de commande (11), qui comporte une zone (B) située plus bas du côté de l'entraînement du piston (1), dans la direction longitudinale et formant une deuxième arête de commande (23), caractérisée en ce que la seconde arête de commande (23), délimitée à la périphérie, d'un côté par une rainure longitudinale (17) et après cette seconde arête (23), commence une seconde zone (C) plus en retrait par rapport aux côtés d'entraînement du piston de pompe (1) en formant une troisième arête de commande (25), la première arête de commande (19) servant au fonctionnement du moteur à combustion interne froid sous faible charge ou charge nulle, la seconde et la troisième arête de commande (23, 25) séparées de la première arête de commande (19) par la rainure longitudinale (17) servant pour l'autre plage de fonctionnement du moteur à combustion interne.
  2. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que le passage entre la seconde arête de commande (23) et la troisième arête de commande (25) se fait par des arêtes parallèles à l'axe formant un gradin (21) pour la seconde zone (C) plus en retrait.
  3. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que le réglage de la position de rotation du piston de pompe (1) par rapport à la chemise de cylindre (5) et ainsi la mise en oeuvre des différentes arêtes de commande (19, 23, 25) du piston de pompe (1) se fait au niveau de l'orifice de commande (11) en fonction de la charge ou de la quantité de carburant transférée et de la température de fonctionnement du moteur à combustion interne alimenté.
  4. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce qu'à la première arête de commande (19), est associé un champ de caractéristiques de pompe (2) et à la seconde et la troisième arête de pompe (23, 25), est associé un champ de caractéristiques de pompe "1".
  5. Pompe d'injection de carburant selon l'une des revendications 3 et 4, caractérisée en ce que la commutation des champs de caractéristiques (1 et 2) est commandée par un circuit logique qui traite la température du moteur à combustion interne et la quantité de carburant demandée (charge) en tenant compte d'un retard à la commutation.
  6. Pompe d'injection de carburant selon la revendication 5, caractérisée en ce que la commutation du champ de caractéristiques de pompe "1" vers le champ de caractéristiques de pompe "2" se fait par l'intermédiaire d'une porte logique ET lorsque les grandeurs d'entrée (température, charge) passent en dessous d'une valeur limite prédéterminée.
  7. Pompe d'injection de carburant selon l'une des revendications précédentes, caractérisée en ce que les arêtes de commande (19, 23, 25) sont situées dans des plans radiaux par rapport à l'axe du piston de pompe.
EP93915648A 1992-08-05 1993-07-21 Pompe d'injection de carburant pour moteurs a combustion interne Expired - Lifetime EP0606435B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4225803 1992-08-05
DE4225803A DE4225803A1 (de) 1992-08-05 1992-08-05 Kraftstoffeinspritzpumpe für Brennkraftmaschinen
PCT/DE1993/000641 WO1994003722A1 (fr) 1992-08-05 1993-07-21 Pompe d'injection de carburant pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP0606435A1 EP0606435A1 (fr) 1994-07-20
EP0606435B1 true EP0606435B1 (fr) 1996-06-26

Family

ID=6464842

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93915648A Expired - Lifetime EP0606435B1 (fr) 1992-08-05 1993-07-21 Pompe d'injection de carburant pour moteurs a combustion interne

Country Status (6)

Country Link
US (1) US5396871A (fr)
EP (1) EP0606435B1 (fr)
JP (1) JPH07502584A (fr)
BR (1) BR9305596A (fr)
DE (2) DE4225803A1 (fr)
WO (1) WO1994003722A1 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4310457A1 (de) * 1993-03-31 1994-10-06 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE4441506A1 (de) * 1994-11-22 1996-05-23 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE4443860B4 (de) * 1994-12-09 2004-05-13 Robert Bosch Gmbh Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE19630337C2 (de) * 1996-07-26 1999-02-18 Hatz Motoren Kraftstoffeinspritzpumpe zur Einspritzung bei Brennkraftmaschinen, insbesondere Einzylinder-Dieselmotoren
EP1298315B1 (fr) * 2000-05-26 2008-02-27 Yanmar Co., Ltd. Pompe d'injection de carburant
US6799561B2 (en) * 2002-12-23 2004-10-05 Csxt Intellectual Properties Corporation System and method of optimizing fuel injection timing in locomotive engine
AT413865B (de) * 2003-04-01 2006-06-15 Avl List Gmbh Kolbeneinspritzpumpe zur kraftstoffförderung für brennkraftmaschinen
US6763810B1 (en) * 2003-05-07 2004-07-20 Alfred J. Buescher Means for optimizing unit injectors for improved emissions/fuel-economy
GB0712032D0 (en) * 2007-06-22 2007-08-01 Delphi Tech Inc Fluid pump
JP6041646B2 (ja) * 2012-11-30 2016-12-14 ヤンマー株式会社 燃料噴射ポンプ
ITMI20130500A1 (it) * 2013-04-02 2014-10-03 Bosch Gmbh Robert Gruppo di pompaggio per alimentare combustibile, preferibilmente gasolio, ad un motore a combustione interna

Family Cites Families (20)

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DE311727C (fr) *
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FR963294A (fr) * 1950-07-05
US1926743A (en) * 1929-09-30 1933-09-12 Hill Diesel Engine Company Fuel injection pump for internal combustion engines of the diesel type
US1966694A (en) * 1930-06-17 1934-07-17 Vaudet Paul Laxare Pump
FR788268A (fr) * 1935-03-08 1935-10-07 Bosch Robert Pompe d'injection pour moteurs diesel
US2159177A (en) * 1936-05-19 1939-05-23 Ricardo Harry Ralph Fuel injection pump for internal combustion engines
US2575955A (en) * 1947-07-10 1951-11-20 James W Hatch Fuel injection pump
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AT311727B (de) * 1971-11-04 1973-11-26 List Hans Einspritzpumpe für Dieselmotoren
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DE3131946A1 (de) * 1981-08-12 1983-03-17 Siemens AG, 1000 Berlin und 8000 München "hochfrequenz-magnetsystem in einer einrichtung der kernspinresonanz-technik"
JPS60190641A (ja) * 1984-03-12 1985-09-28 Diesel Kiki Co Ltd 内燃機関用電子式ガバナ
DE3507692A1 (de) * 1985-02-28 1986-08-28 Gebrüder Sulzer AG, Winterthur Einspritzsystem fuer eine dieselbrennkraftmaschine
WO1989004917A1 (fr) * 1987-11-27 1989-06-01 Robert Bosch Gmbh Dispositif de commande pour moteurs a combustion interne
DE3809700A1 (de) * 1988-03-23 1989-10-12 Hatz Motoren Kraftstoff-einspritzpumpe fuer brennkraftmaschinen mit vor- und haupteinspritzung
DE3914582A1 (de) * 1989-05-03 1990-11-08 Kloeckner Humboldt Deutz Ag Brennstoffeinspritzvorrichtung
DE3923306A1 (de) * 1989-07-14 1991-01-24 Daimler Benz Ag Schraegkantengesteuerte kraftstoffeinspritzpumpe fuer brennkraftmaschinen
US5219280A (en) * 1990-02-09 1993-06-15 Zexel Corporation Fuel injection pump plunger

Also Published As

Publication number Publication date
US5396871A (en) 1995-03-14
DE4225803A1 (de) 1994-02-10
EP0606435A1 (fr) 1994-07-20
BR9305596A (pt) 1995-03-01
WO1994003722A1 (fr) 1994-02-17
DE59303072D1 (de) 1996-08-01
JPH07502584A (ja) 1995-03-16

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