EP0688397B1 - Moteur a combustion interne a injection de carburant, notamment moteur diesel monocylindre - Google Patents

Moteur a combustion interne a injection de carburant, notamment moteur diesel monocylindre Download PDF

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Publication number
EP0688397B1
EP0688397B1 EP94911152A EP94911152A EP0688397B1 EP 0688397 B1 EP0688397 B1 EP 0688397B1 EP 94911152 A EP94911152 A EP 94911152A EP 94911152 A EP94911152 A EP 94911152A EP 0688397 B1 EP0688397 B1 EP 0688397B1
Authority
EP
European Patent Office
Prior art keywords
valve
combustion engine
valve housing
internal combustion
engine according
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
EP94911152A
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German (de)
English (en)
Other versions
EP0688397A1 (fr
Inventor
Günter Kampichler
Herbert Geier
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.)
Motorenfabrik Hatz GmbH and Co KG
Original Assignee
Motorenfabrik Hatz GmbH and Co KG
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
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Publication of EP0688397A1 publication Critical patent/EP0688397A1/fr
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Publication of EP0688397B1 publication Critical patent/EP0688397B1/fr
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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
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/462—Delivery valves
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • 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
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2201/00—Metals
    • F05C2201/02—Light metals
    • F05C2201/021—Aluminium

Definitions

  • the invention relates to an internal combustion engine with fuel injection according to the preamble of claim 1.
  • the combustion chamber in the engine must be supplied with an exactly metered injection quantity at high pressure. Damaged spaces in the line connection between the injection pump and injection nozzle make it difficult to optimize the start of combustion and require additional measures to compensate for them, such as the arrangement of an injection adjuster, which shifts the start of delivery of the pump forward with increasing speed. With spatially separate arrangement of the injection pump and injection nozzle, delays due to pressure wave transit times can be compensated for at the same time.
  • the fuel quantity is controlled depending on the load and speed by means of a control device on the injection pump. It has been shown that it is difficult to control the influence of the harmful spaces in a control system in such a system, since the processes during the injection due to the high pressures at which the fuel is no longer incompressible is to run dynamically. On the basis of these considerations, constant pressure valve devices on the injection pump were developed with the aim of compensating for disturbing pressure vibrations in the line system. Care must be taken to minimize the amount of dead space in the line system, for example by bringing the injection pump as close as possible to the injection nozzle or by largely avoiding dead spaces due to design.
  • a constant pressure valve device in which the delivery takes place via a delivery valve with a large cross-section and via a relief valve with the opposite Direction of flow and small throttle bore the line is relieved; both valves are designed as check valves with valve bodies as balls and with valve springs as coil springs.
  • the valves are arranged next to one another in blind holes in the valve housing, which are connected to the corresponding connection spaces via further holes. This design requires a considerable axial length of the valve housing and correspondingly large disruptive harmful areas arise.
  • Another injection pump known from DE-A-2217066 has a constant pressure valve, the relief valve of which is connected via a groove on the one hand to the pressure valve and on the other hand to a funnel-shaped extension of the fuel pressure line. In this way, when appropriate harmful spaces are accepted, a pump-side reflection of the pressure waves returning from the injection valve, which lead to undesired injection of the injection valve, should be avoided.
  • the disadvantages of the known injection pumps with constant pressure valve device are to be avoided;
  • the structural design of the injection pump is to be simplified in the generic engine, in particular with regard to the constant pressure valve device.
  • valve housing has transverse grooves on its opposite end faces, via which the valve bores of the valve housing receiving one of the two valves are connected to one another and which on the one hand are connected to the working space of the injection pump, on the other hand, adjoin the fuel pressure line and that the valve springs are leaf springs, each of which is seated in a corresponding flow-through chamber of the valve housing.
  • valve housing Due to the arrangement of the opposite transverse grooves of the valve housing, it is possible to significantly reduce the axial length of the constant pressure valve device; in addition, the manufacture and assembly of the injection device are considerably simplified by such a valve housing.
  • valve bodies are balls in a proven manner or have spherical surfaces with which they are pressed against conical valve seats by valve springs, and that the valve springs are designed as leaf springs, each in a corresponding flow-through chamber of the valve housing.
  • the two chambers are advantageously each open to a common dividing joint of two valve housing parts, the valve seat corresponding to the respective chamber being arranged in the other valve housing part, with a cone angle opening towards the parting line is.
  • the valve housing is thus divided into two, which further simplifies production.
  • the cone angle of the valve seats is preferably 60 °; this cone angle is superior to the usually larger cone angles in terms of flow.
  • the leaf springs are expediently slidably supported with their two ends against the rear wall of the associated chamber, which can also be provided with a sliding layer.
  • leaf springs are in the closed position with the associated valve body in the contact position with the associated valve body when the valve is closed.
  • the injection pump sits directly in the wall of the crankcase, which is made, for example, of cast aluminum, it is advisable to protect it against the impulse of the pump by an impact protection in the form of a sleeve made of hardened steel.
  • the sleeve sits in a bore surrounding the injection pump and delimits it a suction chamber acted upon by the fuel pump.
  • Fig. 1 shows in section the part of an injection pump 3 seated in a bore 1 of a wall 2 of the crankcase of a diesel engine, consisting essentially of a pump piston 4, a pump cylinder 5 and a constant pressure valve device with a valve housing 6. These components are by means of a Valve holder 7 clamped against a seat 8 of the housing bore 1, wherein a corresponding shoulder 9 of the Pump piston 5 engages. By means of a pin 10, the inner end of which enters a groove 11 in the pump cylinder 5, the latter is secured against rotation.
  • the pump piston 4 is designed in the usual way, ie it has a control groove 12 which interacts with a first suction bore 13 in the pump cylinder 5, which is fed from the outside via an annular suction space 14.
  • the fuel is fed into the suction chamber 14 by means of a fuel line (not shown) which feeds the suction chamber 14 via a connecting piece 15 and a connection bore 16 connected to it and to the suction chamber 14.
  • a fuel line (not shown) which feeds the suction chamber 14 via a connecting piece 15 and a connection bore 16 connected to it and to the suction chamber 14.
  • Another suction bore 17 is located together with an overflow groove 18 in the pump cylinder 5 on the side opposite the first suction bore 13; the second suction bore 17 is also connected to the suction chamber 14, which is delimited on the outside by a sleeve 19 made of hardened steel, which delimits the suction chamber 14 on the outside and which protects the housing wall 2, which is usually made of cast aluminum, against the impulse of the pump piston 4.
  • the sleeve 19 is flush at the top with a sealing surface 20 countersunk in the housing wall 2, which is sealed off from the valve holder 7 by means of an annular seal 21.
  • An annular groove 22 in the underside of the valve holder 7, which overlaps with the connecting bore 16, ensures the fuel filling in the suction space 14.
  • a fuel pressure line 23 provided for connection to the (not shown) injection line, which has a connecting cone 24 in a nipple 25 of the valve holder 7 opens.
  • the valve holder 7 is clamped against the upper end face of the valve housing 6 by means of a plurality of clamping screws 26.
  • a centering pin 27 ensures precise alignment of an upper part 6a and a lower part 6b of the valve housing 6 with respect to the valve holder 7.
  • the valve housing 6 is shown enlarged in FIG. 2. It encloses the actual constant pressure valve device, consisting of two check valves, namely a delivery valve 28 and a relief valve 29, the latter with a much smaller valve bore compared to that of the delivery valve 28. Both valves have balls 30 as valve bodies, each of which is accommodated in a conical valve seat are whose cone angle is 60 °. Both balls are preloaded by means of leaf springs 42, one of which is shown in a side view in FIG. 5.
  • the leaf springs 42 are curved accordingly and are supported with their opposite ends sliding against the rear wall 31 of a flat chamber 32 in which they are received; In the middle, the leaf springs 42 have a slight indentation 33, which serves as a support surface for the balls 30 forming the valve body. To promote the valve function, it may be expedient to provide the rear wall 31 with a sliding layer to avoid abrasion between the rear wall and the ends of the leaf springs 42.
  • the delivery valve is flowed through in the direction of arrow F, the relief valve in the opposite direction according to arrow P. Accordingly, the outlet of the delivery valve 28 is connected via a transverse groove 35 to the inlet of the relief valve 29; furthermore, the inlet of the delivery valve 28 is connected to the outlet of the relief valve 29 via a corresponding transverse groove 36.
  • the valve housing 6 is composed of an upper valve housing part 6a and a lower valve housing part 6b, the latter connecting to the pump cylinder 5, the former to the valve holder 7.
  • the two valve housing parts 6a, 6b form a common parting line 37, each of which adjoins the conical valve seats or the chambers 32 in which the leaf springs 42 are accommodated.
  • the transverse groove 35 in the upper valve housing part 6a is in liquid-conducting connection with the fuel pressure line 23 in the valve holder 7; the transverse groove 36 in the lower valve housing part 6b is in liquid-conducting connection with the working space 38 of the injection pump.
  • a bore 34 serves to receive the centering pin 27.

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

L'invention concerne un moteur à combustion interne à injection de carburant, notamment un moteur diesel monocylindre. La pompe d'injection (3) est reliée au tuyau d'injection du carburant (23) par l'intermédiaire d'un système de soupapes à pression constante qui comprend une soupape d'alimentation (28) et une soupape de trop-plein (29) montée de manière à ce que son sens d'écoulement soit opposé au sens d'alimentation. Les deux soupapes (28, 29) sont montées l'une à côté de l'autre de manière excentrique par rapport à l'axe du cylindre, dans un corps de soupape (6) séparé placé directement sur le cylindre de pompe (5).

Claims (6)

  1. Moteur à combustion interne comportant un système d'injection de carburant, notamment moteur diesel à un seul cylindre, dans lequel la chambree de travail (38) de la pompe d'injection (3) est reliée par l'intermédiaire d'un dispositif à soupapes à pression constante comportant une soupape de refoulement (28) et une soupape de détente (29), qui peut se déplacer en sens opposé, à la canalisation de pression de carburant (23), les deux soupapes (28, 29) étant disposées côte-à-côte de façon excentrée dans un boîtier particulier de soupapes (6), monté directement sur le cylindre (5) de la pompe, et les corps des deux soupapes (28, 29) étant des billes (30) ou possédant des surfaces sphériques qui sont repoussées ou avec lesquelles les soupapes sont repoussées par des ressorts de soupape contre des sièges coniques de soupape, caractérisé en ce que le boîtier de soupapes (6) présente sur ses parties frontales symétriques des rainures transversales (35, 36) par l'intermédiaire desquelles les orifices du boîtier de soupapes (6) contenant respectivement une des deux soupapes (28, 29) sont reliés entre eux et qui, d'une part, sont adjacentes à la chambre de travail (38) de la pompe d'injection (3) et, d'autre part, à la canalisation de pression de carburant (23) et en ce que les ressorts des soupapes sont des ressorts à lames (42) logés respectivement dans une des chambres (32) correspondantes du boîtier de soupapes (6) traversée par un fluide.
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que les deux chambres (32) sont ouvertes respectivement en direction d'un joint de séparation commun (37) de deux parties (6a, 6b) du boîtier de soupapes.
  3. Moteur à combustion interne selon la revendication 2, caractérisé en ce que le siège de soupape, qui correspond à la chambre respective (32) d'une partie (6a,6b) du boîtier de soupapes est disposé dans l'autre partie respective (6b,6a) du boîtier de soupapes, avec un angle de cône s'ouvrant en direction du joint de séparation (37).
  4. Moteur à combustion interne selon la revendication 1, caractérisé en ce que les ressorts à lames (42) prennent appui, de manière à pouvoir glisser respectivement par leurs deux extrémités, contre la paroi arrière (31) de la chambre associée (32).
  5. Moteur à combustion interne selon la revendication 4, caractérisé en ce que la paroi arrière (31) est pourvue d'une couche de glissement.
  6. Moteur à combustion interne selon la revendication 2, caractérisé en ce que lorsque la soupape est fermée, les ressorts à lames (42) sont situés, ainsi que le corps de soupape associé, dans la position d'application, approximativement à hauteur du joint de séparation (37).
EP94911152A 1993-03-11 1994-03-10 Moteur a combustion interne a injection de carburant, notamment moteur diesel monocylindre Expired - Lifetime EP0688397B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4307651 1993-03-11
DE4307651A DE4307651C2 (de) 1993-03-11 1993-03-11 Verbrennungsmotor mit Kraftstoffeinspritzung, insbesondere Einzylinder-Dieselmotor
PCT/EP1994/000753 WO1994020749A1 (fr) 1993-03-11 1994-03-10 Moteur a combustion interne a injection de carburant, notamment moteur diesel monocylindre

Publications (2)

Publication Number Publication Date
EP0688397A1 EP0688397A1 (fr) 1995-12-27
EP0688397B1 true EP0688397B1 (fr) 1996-11-27

Family

ID=6482474

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94911152A Expired - Lifetime EP0688397B1 (fr) 1993-03-11 1994-03-10 Moteur a combustion interne a injection de carburant, notamment moteur diesel monocylindre

Country Status (5)

Country Link
EP (1) EP0688397B1 (fr)
JP (1) JP3594964B2 (fr)
AU (1) AU6376394A (fr)
DE (2) DE4307651C2 (fr)
WO (1) WO1994020749A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1471247B1 (fr) * 1999-02-09 2006-10-18 Hitachi, Ltd. Pompe d'alimentation en combustible à haute pression pour moteur à combustion interne
US7273036B2 (en) 2002-10-31 2007-09-25 Robert Bosch Gmbh High-pressure fuel pump with a ball valve in the low-pressure inlet
DE10302043A1 (de) * 2002-10-31 2004-05-19 Robert Bosch Gmbh Kraftstoffhochdruckpumpe mit Kugelventil im Niederdruck-Einlass
JP4585977B2 (ja) * 2006-02-20 2010-11-24 日立オートモティブシステムズ株式会社 高圧燃料供給ポンプ及びその組立方法
ITMI20131164A1 (it) 2013-07-10 2015-01-11 Bosch Gmbh Robert Gruppo pompa per alimentare combustibile, preferibilmente gasolio, ad un motore a combustione interna
DE102017205949B3 (de) * 2017-04-07 2018-09-27 Continental Automotive Gmbh Ventilanordnung für ein Kraftstoffeinspritzsystem einer Brennkraftmaschine

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR842969A (fr) * 1937-09-11 1939-06-22 Anciens Ets Skoda Dispositif de dégagement de la conduite d'éjection de pompes à injection
CH212495A (de) * 1938-08-16 1940-11-30 Messerschmitt Boelkow Blohm Federplattenventil.
DE2651586B1 (de) * 1976-11-12 1978-04-27 Maschf Augsburg Nuernberg Ag Befestigung eines ringfoermigen Widerlagers fuer die Schliessfeder eines Ventils einer Kraftstoffeinspritzpumpe fuer Brennkraftmaschinen
DE3424401A1 (de) * 1984-07-03 1986-01-09 Robert Bosch Gmbh, 7000 Stuttgart Gleichdruckventil fuer kraftstoffeinspritzpumpen

Also Published As

Publication number Publication date
DE4307651A1 (de) 1994-09-15
DE4307651C2 (de) 1996-05-09
JPH08511845A (ja) 1996-12-10
JP3594964B2 (ja) 2004-12-02
WO1994020749A1 (fr) 1994-09-15
EP0688397A1 (fr) 1995-12-27
AU6376394A (en) 1994-09-26
DE59401166D1 (de) 1997-01-09

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