EP0627552A1 - pompe à injection de carburant - Google Patents

pompe à injection de carburant Download PDF

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Publication number
EP0627552A1
EP0627552A1 EP94103494A EP94103494A EP0627552A1 EP 0627552 A1 EP0627552 A1 EP 0627552A1 EP 94103494 A EP94103494 A EP 94103494A EP 94103494 A EP94103494 A EP 94103494A EP 0627552 A1 EP0627552 A1 EP 0627552A1
Authority
EP
European Patent Office
Prior art keywords
pressure
pump
fuel injection
piston
delivery stroke
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
EP94103494A
Other languages
German (de)
English (en)
Other versions
EP0627552B1 (fr
Inventor
Helmut Dipl.-Ing. Laufer
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 EP0627552A1 publication Critical patent/EP0627552A1/fr
Application granted granted Critical
Publication of EP0627552B1 publication Critical patent/EP0627552B1/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
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/16—Adjustment of injection timing
    • F02D1/18—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
    • F02D1/183—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/128—Varying injection timing by angular adjustment of the face-cam or the rollers support

Definitions

  • the invention is based on a fuel injection pump according to the preamble of claim 1.
  • a fuel injection pump is already known from DE-A-29 23 445.
  • the problem with fuel injection pumps is as follows: If the delivery rate of the fuel injection pump is optimized at the nominal output point of the internal combustion engine at the highest load and at the highest speed so that the maximum permissible pressure occurs in the pump work space of the fuel injection pump, then this pressure is usually at a low speed of the fuel injection pump or the associated internal combustion engine in the lower full load point for the quality of the fuel input into the combustion chambers of the internal combustion engine by injection valves too low. If the delivery rate is increased in this area, the pressure in this lower full load point increases as desired, but the fuel injection pump is overloaded at the nominal output point. If the pressure is increased at the lower full load point, care must be taken to ensure that the pump is not overloaded at the nominal output point.
  • the aforementioned known fuel injection pump provides a device with which the delivery rate, depending on the delivery under full load operation and at high speed, is now reduced in the lower load speed range in order to obtain noise-reducing, long injection times or small injection rates based on the injection quantity.
  • the working space in front of the adjusting piston is continuously supplied with pressure medium from a pressure medium source brought to speed-dependent pressure for the speed-dependent setting of the adjusting piston and thus the start of high-pressure delivery of the pump piston and the removal device depending on the speed, in operative connection with the working space in front of the adjusting piston.
  • the fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that the pressure in the working space in the low speed load range reaches a desired high injection pressure without the fuel injection pump being overloaded by excessive pressures in the high speed load range.
  • An advantageous embodiment of the invention consists in the embodiment of the fuel injection pump according to claim 4, in which the delivery rate of the pump piston is delayed in a simple manner from a certain load speed point over a certain angle of rotation range.
  • This gives an injection pressure profile which is controlled by the pressure in the pump work space or by the pressure generated by it in the work space in front of the adjusting piston.
  • the relief valve can also serve as a removal device in that it is opened at least temporarily from or after the start of the high-pressure delivery stroke of the pump piston.
  • the activation of this valve can be controlled in an advantageous manner by a sensor which detects the pressure in the pump work space or by an injection duration control which has an indirect effect on the pressure in the pump work space.
  • the pressure in the working space in front of the adjusting piston is controlled by an electrically controlled valve, which is controlled in a clocked manner according to claim 13, and in such a way that its opening time is essentially complementary to the opening times of the relief valve.
  • FIG. 1 shows a first embodiment of the control device with a separate evasive piston
  • FIG. 2 shows a diagram of the cam lift over the angle of rotation related to FIG. 1
  • FIG. 3 shows a diagram of the injection curve over the angle of rotation
  • FIG. 4 shows a second embodiment with two check valves
  • FIG. 5 a third embodiment with a drain check valve and an additional 2/2-way solenoid valve
  • FIG. 6 shows a diagram relating to FIG. 5 about the cam lift during the work of the control valve and the additional solenoid valve
  • FIG. 7 shows a fourth exemplary embodiment with an additional second / 2-way solenoid valve
  • Figure 8 is a diagram related to Figure 7 on the cam stroke and the element pressure during the work of the control valve and the additional solenoid valve.
  • FIG. 1 shows a cylinder 1 in which an adjusting piston 2 is movable against the force of a spring 3.
  • the adjusting piston 2 has a recess 4 into which a free end 5 of a bolt 6 engages.
  • a working space 7 of the cylinder 1 opposite the spring 3 is connected via a line 8 to an additional cylinder 9, specifically to its working chamber 10.
  • the additional cylinder 9 there is an escape piston 11 which delimits the working chamber 10 as a movable wall.
  • a stop 14 is inserted in a chamber 13 receiving a prestressed spring 12, which limits the path of the evasive piston 11 to a certain stroke (AW).
  • AW prestressed spring
  • On line 8 are one Pressure medium inflow line 15, which leads away from a pressure medium source 37 leading to pressure medium and a pressure medium drain line 16, which leads to a relief chamber.
  • a pressure medium inflow line 15 there is an inflow check valve 17 with a throttle 19 and in the pressure medium outflow line 16 there is an electrically controlled valve, here a solenoid valve 18, which serves to regulate the pressure in the working space.
  • the adjusting piston 2 is the piston of an injection start adjustment device known in fuel injection pumps.
  • the pin 6 like the corresponding pin in a fuel injection pump known from DE-A-21 58 689, adjusts a roller ring (not shown in this application), which is rotatable but stationary except for the rotation by the pin 6 in the housing of the fuel injection pump is stored and on the rollers of which a cam disc runs with its cams.
  • the cam disk is coupled on the one hand to a drive shaft of the fuel injection pump and on the other hand to a pump piston which, together with the cam disk, performs a rotating movement due to the rotation of the drive shaft and thereby serves as a distributor and at the same time reciprocates due to the cam disk running on the rollers Performing movement and performs suction and delivery strokes as a pump piston.
  • the pump piston includes a pump working chamber which is filled with fuel during the suction stroke and delivers fuel under high pressure to an injection valve on the internal combustion engine in each case during the delivery stroke.
  • the high-pressure delivery of fuel to the injection valves is essentially due to the start of the lifting movement of the cam disk together with the pump piston the course of which is determined by the rollers of the roller ring and the end of delivery, for determining the fuel injection quantity by opening a relief channel.
  • the cam disc is held on the roller ring by a restoring force in the form of return springs. This restoring force is also supported by the reaction force of the pump piston during its delivery stroke.
  • the roller ring experiences a force in its circumferential direction via the flank of the cams of the cam disk, which force counteracts the actuating force of the adjusting piston.
  • this force exerted by the pump piston causes the working space 7 to increase in pressure compared to the pressure level previously controlled to adjust the adjusting piston.
  • the degree of this pressure increase corresponds to the pressure generated in the pump work space.
  • the pressure increase is only possible because the check valve 17, which closes towards the pressure medium source, includes the pressure medium volume supplied to the working space with the solenoid valve closed at the same time.
  • the pressure in the working space 7 can be changed independently of the pressure in the suction space 37, the Throttle 19 on the check valve 17 acts as a decoupling throttle. This change is made during the suction stroke by appropriate control of the solenoid valve 18, so that at the beginning of the subsequent delivery stroke of the pump piston, the pressure in the working space is set, which adjusts the correct start of the high-pressure delivery stroke of the pump piston via the adjustment of the adjusting piston.
  • the solenoid valve 18 remains closed.
  • FIG. 2 shows the cam elevation curve over the angle of rotation ⁇ .
  • the preload of the spring 12 is selected such that the evasive movement of the evasive piston begins in an upper range of the achievable pressure in the pump work space and thus prevents an excessively high pressure from occurring in the pump work space. Because of the throttling effects in the high-pressure line system, a lower delivery rate is achieved in a known manner at low speed with a lower final maximum pressure in the pump work space and a high one at high speed Delivery rate with a correspondingly higher final maximum pressure in the pump work space.
  • the stop 14 comes into play. If the pretension of the pretensioned spring 12 is designed to be lower, the evasive piston 11 can begin to evade at a lower pressure in the pump workspace in accordance with a lower injection rate. In this case, a reduction in the injection rate can be achieved over a certain angle of rotation range of the cam stroke at a certain load speed range. In this area, the injection rate would then run with a smaller slope according to the representation of the injection course with evasive piston 11 (AWK) of the diagram of FIG. 3 over the angle of rotation ⁇ until the evasive piston comes to rest against the stop 14.
  • ANK evasive piston 11
  • FIG. 4 it is also possible to use a prestressed check valve 33, which opens at a preset pressure, in a configuration similar to that shown in FIG. 1 instead of an evasive piston.
  • a check valve 33 the pressure in the working space 7 can be influenced by taking fuel from a certain threshold value of the pressure in the working space 7 or in the pump working space set by the opening pressure of the check valve 33. This results in a pressure curve as shown in FIG. 8 in the lower diagram with the dashed line.
  • the amount of fuel withdrawn via the check valve during the delivery stroke of the pump piston must then be replenished via the check valve 17 and the throttle 19 during the suction stroke phase of the pump piston and the pressure in the working chamber 7 set by means of the solenoid valve 18, through which the adjusting piston 3 into the correct position for the following start of the conveying stroke.
  • FIGS. 5 and 6 A solution which is improved in comparison to this is shown in FIGS. 5 and 6.
  • a further 2/2 solenoid valve 34 has been inserted into the pressure medium supply line 15.
  • the additional solenoid valve 34 enables a rapid refilling of the amount of liquid escaping via the check valve 33 over a large opening cross section.
  • the two solenoid valves 18 and 34 switched so that the control of the inlet and the outlet are in the suction stroke phase of the pump piston.
  • FIG. 6 shows the assignment of the solenoid valve opening phases of the solenoid valve 34 (MV 34) and the solenoid valve 18 (MV 18) in relation to the cam elevation curve via the angle of rotation ⁇ .
  • the solenoid valves 34 and 18 are actuated in opposite directions in such a way that the solenoid valve 18 is open for a shorter time than the solenoid valve 34 for a pressure increase in the working space 7.
  • the solenoid valves can also be controlled complementarily to one another with a variable pulse duty factor, with the variation of the pulse duty factor the opening time of one valve is changed at the expense of the other valve.
  • FIGS. 7 and 8 An embodiment according to FIGS. 7 and 8 is provided for a highly precise pressure curve shaping and a limitation of the highest final pressure in the pump work space.
  • the parts already contained in the previously described figures are assigned the same position number here.
  • a pressure sensor 35 is provided for detecting the pressure in the pump work space or in the work space 7, which also represents this pressure Drawing in Figure 7 is connected to the line 8 and on the other hand is connected to a control device, not shown, via which the solenoid valves 18 as a function of operating parameters, as in the embodiment of Figure 5 and 34 can be controlled in order to control the desired pressure in the work space 7 for setting the start of delivery.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
EP94103494A 1993-04-08 1994-03-08 pompe à injection de carburant Expired - Lifetime EP0627552B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4311672 1993-04-08
DE4311672A DE4311672A1 (de) 1993-04-08 1993-04-08 Kraftstoffeinspritzpumpe

Publications (2)

Publication Number Publication Date
EP0627552A1 true EP0627552A1 (fr) 1994-12-07
EP0627552B1 EP0627552B1 (fr) 1999-12-01

Family

ID=6485117

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94103494A Expired - Lifetime EP0627552B1 (fr) 1993-04-08 1994-03-08 pompe à injection de carburant

Country Status (4)

Country Link
US (1) US5413080A (fr)
EP (1) EP0627552B1 (fr)
JP (1) JPH074272A (fr)
DE (2) DE4311672A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0814067A (ja) * 1994-06-24 1996-01-16 Zexel Corp 燃料噴射ポンプのサーボバルブ式タイマ
GB9826348D0 (en) * 1998-12-02 1999-01-27 Lucas Ind Plc Advance arrangement
DE19812698A1 (de) * 1998-03-23 1999-09-30 Volkswagen Ag Einrichtung zum Regeln des Spritzbeginns in einer Verteiler-Kraftstoffeinspritzpumpe für Verbrennungsmotoren
DE19935211A1 (de) * 1999-07-27 2001-02-01 Deutz Ag Hydraulischer Förderbeginn-Versteller
US20070056287A1 (en) * 2005-09-13 2007-03-15 Cyclone Technologies Lllp Splitter valve in a heat regenerative engine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3815564A (en) * 1971-03-06 1974-06-11 Nippon Denso Co Fuel injection device for internal combustion engines
US4132508A (en) * 1974-10-01 1979-01-02 C.A.V. Limited Fuel injection pumping apparatus
DE2923445A1 (de) * 1979-06-09 1980-12-18 Bosch Gmbh Robert Steuereinrichtung fuer eine kraftstoffeinspritzpumpe
DE3203583A1 (de) * 1982-02-03 1983-08-11 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen mit spritzzeitpunktverstellung
WO1993021438A1 (fr) * 1992-04-09 1993-10-28 Lucas Industries Public Limited Company Appareil servant a pomper du carburant

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2648043C2 (de) * 1976-10-23 1984-05-24 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE3121635A1 (de) * 1981-05-30 1982-12-23 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3822257A1 (de) * 1988-07-01 1990-01-04 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3827206A1 (de) * 1988-08-11 1990-02-15 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
US5180290A (en) * 1989-06-02 1993-01-19 Lucas Industries Fuel injection pumping apparatus
DE3943246A1 (de) * 1989-12-29 1991-07-04 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
GB9026013D0 (en) * 1990-11-29 1991-01-16 Lucas Ind Plc Fuel pumping apparatus
DE4117813A1 (de) * 1991-05-31 1992-12-03 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3815564A (en) * 1971-03-06 1974-06-11 Nippon Denso Co Fuel injection device for internal combustion engines
US4132508A (en) * 1974-10-01 1979-01-02 C.A.V. Limited Fuel injection pumping apparatus
DE2923445A1 (de) * 1979-06-09 1980-12-18 Bosch Gmbh Robert Steuereinrichtung fuer eine kraftstoffeinspritzpumpe
DE3203583A1 (de) * 1982-02-03 1983-08-11 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen mit spritzzeitpunktverstellung
WO1993021438A1 (fr) * 1992-04-09 1993-10-28 Lucas Industries Public Limited Company Appareil servant a pomper du carburant

Also Published As

Publication number Publication date
DE4311672A1 (de) 1994-10-13
EP0627552B1 (fr) 1999-12-01
JPH074272A (ja) 1995-01-10
DE59408957D1 (de) 2000-01-05
US5413080A (en) 1995-05-09

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