EP0713002B1 - Pompe à combustible haute pression pour moteurs à combustion interne - Google Patents

Pompe à combustible haute pression pour moteurs à combustion interne Download PDF

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Publication number
EP0713002B1
EP0713002B1 EP95115120A EP95115120A EP0713002B1 EP 0713002 B1 EP0713002 B1 EP 0713002B1 EP 95115120 A EP95115120 A EP 95115120A EP 95115120 A EP95115120 A EP 95115120A EP 0713002 B1 EP0713002 B1 EP 0713002B1
Authority
EP
European Patent Office
Prior art keywords
pump
control
recess
pressure
pump plunger
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
EP95115120A
Other languages
German (de)
English (en)
Other versions
EP0713002A1 (fr
Inventor
Manfred Dipl.-Ing. Kraemer
Gottfried Dipl.-Phys. Kuehne
Uwe Dipl.-Ing. Kuhn (Fh)
Jürgen Dr.-Ing. Maschinenbau Kirschner
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
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0713002A1 publication Critical patent/EP0713002A1/fr
Application granted granted Critical
Publication of EP0713002B1 publication Critical patent/EP0713002B1/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
    • 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
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • 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
    • 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
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • 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

Definitions

  • the invention relates to a fuel injection device for internal combustion engines according to the preamble of the patent claim 1 off.
  • a fuel injection device for internal combustion engines according to the preamble of the patent claim 1 off.
  • Such a known from EP 0 307 947 A2 Fuel injector promotes one High pressure fuel pump from a low pressure chamber into one High pressure plenum, of which in turn a variety of Injection lines to the individual in the combustion chamber too supplying internal combustion engine projecting injection valves dissipate (common rail).
  • the well-known High pressure pump as a piston pump with several pump pistons trained, one in each cylinder bore Pump piston guided by a common cylinder liner Cam drive are driven axially back and forth.
  • the pump pistons limit the cam drive facing away from a pump workspace, which has a Control hole in the wall of the cylinder liner from the low pressure chamber can be filled with fuel and the one Pressure line is connected to the high pressure plenum.
  • the High-pressure pumping in the pump workspace starts with the complete overrun of the control hole by the Pump piston during its delivery stroke movement, causing in the enclosed pump workspace during the further delivery stroke of the pump piston builds up a high fuel pressure that from a certain pressure, a pressure valve in the pressure line controls so that the pressurized Fuel is pumped into the high-pressure plenum.
  • the Control of the high-pressure delivery rate takes place on the known High pressure pump using a, in a bypass line used between the pressure line and the low pressure chamber Pressure control valve, which is designed as a solenoid valve and that depending on the desired delivery rate Pump work room at some point during the Delivery stroke movement of the pump piston in relation to the low pressure chamber closes and thus initiates high-pressure production, which until the top dead center of the Pump piston stroke movement continues.
  • the known high pressure pump has the disadvantage on that the control of the flow rate by means of one at each Pump piston provided solenoid valve relatively expensive and is expensive.
  • the control of the not required Fuel at the end of high pressure delivery the disadvantage that the fuel under high pressure in the Low pressure system arrives there, the individual intake process Pump piston affected and due to the sharp diverter jet Damage to the walls of the high pressure pump can cause.
  • the fuel injection device with the in contrast, features of claim 1 the advantage that a support in a structurally simple manner fuel under high pressure is possible, where only the amount actually needed is actually delivered is promoted.
  • the flow rate that is not required is added during the delivery stroke of the pump piston before the start of the High pressure delivery with the pressure of the low pressure room pushed the pump workspace into this, this in advantageously via the control bore that enables the inlet in the wall of the cylinder liner, so that no additional opening or line are provided must what the manufacturing cost compared to the known system reduced.
  • the control of the high-pressure delivery rate becomes more advantageous Way by a variable start of high pressure production at a constant end of funding, beginning of funding and end of high pressure delivery with mechanical Funds are controlled.
  • a constant with the pump work room connected control recess in the lateral surface of the pump piston, the lower one of which faces away from the pump work space Edge the start of high-pressure funding controlling control edge forms.
  • the one with the Control hole interacting control edge is oblique arranged to the pump piston axis, so that depending a variable useful stroke from the rotational position of the pump piston can be set for high-pressure delivery.
  • the delivery end is constantly at the top dead center of the pump piston, where appropriate, one of the pump workspace of his Residual pressure relieved additional, with the pump work space connected recess on the pump piston is provided, which in Area of the top dead center of the pump piston the control bore covered.
  • Another advantage is the relatively simple adjustment the rotational position of the pump piston using a control rod reached. This is particularly beneficial if several pump pistons arranged in series with each other (In-line pump design) are provided, which are then by means of a single common control rod are adjustable, whereby here also by using the control sleeves on the pump pistons a simple quantity equalization of the individual Pump piston elements is possible.
  • FIG. 1 shows a longitudinal section through the high-pressure fuel pump, Figures 2 to 6 the upper, pump work room facing Part of the pump piston with five embodiments the shape of the control recesses on the pump piston and Figures 7 to 10 the pump piston in different Conveying stroke positions for control drilling.
  • the description of the components essential to the invention limited high-pressure fuel pump 1 for internal combustion engines is a cylinder liner 3 inserted into a pump housing 5, which has a cylinder bore 7, in which a pump piston 9 is guided is.
  • the pump piston 9 is in a known manner from a cam drive 11 against the force of a return spring 13 driven axially back and forth and limited with of its end face 15 facing away from the cam drive 11
  • the pump work space 17 is via a radially arranged control bore 19 in the wall of the cylinder liner 3 with a low pressure chamber 21 connected, the one not shown Inlet line with fuel from a likewise not shown Fuel tank can be filled.
  • a pressure line containing a pressure valve 23 25 which, on the other hand, into a high-pressure collecting space 27 opens, of which several, the number of injection points the injection lines corresponding to the internal combustion engine to be supplied 29 to those in the combustion chamber of the internal combustion engine protruding injection valves 31 (Common Rail System).
  • the pump piston 9 is in a known manner via one, from one Actuator actuated control rod 33 rotatable, for what the control rod 33 on a non-rotatable on the pump piston 9 arranged control sleeve 35 attacks.
  • the pump piston is used to control the high-pressure delivery 9 at its end facing the pump workspace one constantly control recess 37 connected to the pump work space 17 on whose lower edge facing away from the pump working space 17 forms a control edge 39 which, in cooperation with the Control bore 19 the start of production of high-pressure production in Pump work space 17 controls and obliquely to Pump piston axis is arranged, with five possible design variants the shape of the control recess 37 in the Figures 2 to 6 are shown.
  • Figure 2 shows a first embodiment of the form the control recess 37 on the pump piston 9, which thereby connects directly to the end face 15 of the pump piston 9 and so unimpeded fuel flow from the pump work space 17 allows in the control recess 37.
  • the Control edge 39 runs at an angle to the pump piston axis, whose size depends on the size of the maximum to be funded Amount of fuel is dependent.
  • FIG. 3 In the second exemplary embodiment shown in FIG. 3 is between the upper, the pump working space 17 facing Edge 41 of the control recess 37 and the end face 15 of the pump piston 9, a web 43 forming a head collar provided that the guidance of the pump piston 9 in the cylinder bore 7 improved and thus a so-called "Eating" of the pump piston 9 counteracts.
  • the hydraulic Connection between the control recess 37 and the Pump work space 17 takes place in FIG Axialnut 45, which starts from the end face 15 in the Control recess 37 opens.
  • the third exemplary embodiment shown in FIG. 4 differs second in the design of the hydraulic Connection between the pump work space 17 and the control recess 37, which is there by a from the end face 15 of the pump piston 9 outgoing axial blind bore 47 is formed by one in the control recess 37 opening transverse bore 49 is cut in the pump piston 9.
  • the fourth exemplary embodiment shown in FIG. 5 corresponds to the shape of the control recess 37 on the pump piston 9 essentially that shown in FIG second embodiment and points in addition to this a second one, facing away from the pump work space 17
  • Side arranged below the control recess 37 51 which is designed as a rectangular pocket is, alternatively a transverse groove is also possible.
  • This Recess 51 is arranged on the pump piston 9 that it in the upper dead position of the pump piston 9, i.e. at the end the conveying stroke movement overlapping with the control bore 19 arrives, the second recess 51 in FIG. 5 via an extension of the axial groove 45 hydraulically with the Control recess 37 and further with the pump work space 17th connected is.
  • FIG. 6 In the fifth exemplary embodiment shown in FIG. 6 is the third embodiment shown in Figure 4 analogous to FIG. 5 around the second recess 51 extended, which is also in the amount of coverage with the Control bore 19 at the top dead center position of the pump piston 9 was introduced in the lateral surface and by the axial extension of the blind bore 47 and a second in the second recess 51 opening transverse bore 53 with the adjoining the end face 15 of the pump piston 9 Pump work space 17 is connected.
  • the pump piston 9 is located in FIG. 7 in its lower dead position, in which an overflow cross section between along the control bore 19 and the pump work space 17 the recess 37 is released. It is there too possible to arrange the control bore 19 so that it in this Stroke position of the pump piston 9 directly above the end face 15 of the pump piston 9 in the pump work space 17th empties. In this piston position at the end of the downward Suction stroke movement is used to fill the pump work area 17 with fuel under low pressure from the Low pressure room 21.
  • the pressure valve 23 Upon reaching one certain limit pressure, the pressure valve 23 is opened and the fuel under high pressure flows over the Pressure line 25 in the high-pressure collection chamber 27 from which it Via the injection lines 29 to the injection valves 31 the opening times of the solenoid valves the injection valves 31 are controllable.

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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)

Claims (7)

  1. Dispositif d'injection de carburant pour un moteur à combustion interne composé d'une pompe haute pression (1) de carburant et d'une chambre collectrice haute pression de carburant (27),
    la pompe haute pression (1) ayant un piston de pompe (3) entraíné axialement suivant un mouvement de va et vient dans un perçage (7) d'une chemise de cylindre (3), le piston délimitant avec sa surface frontale (15) une chambre de travail de pompe (17), reliée par un perçage de commande (19) prévu dans la chemise de cylindre (3) à une chambre basse pression (21) remplie de carburant et par une conduite de pression (25) munie d'une soupape de pression (23) à la chambre collectrice à haute pression de carburant (27), à partir de laquelle plusieurs conduites d'injection (29), dont le nombre correspond à celui des points d'injection du moteur à combustion interne ainsi alimenté, rejoignent les différents injecteurs (31) du moteur à combustion interne,
    caractérisé en ce que
    le piston de pompe (9) présente, dans sa surface enveloppe, une cavité de commande (37) reliée en permanence à la chambre active (17) de la pompe et coopérant avec le perçage de commande (19),
    l'arête inférieure de cette cavité de commande, tournée vers la chambre active de la pompe (17), forme une arête de commande (39) qui commande le début du transfert à haute pression,
    l'arête de commande (39) étant inclinée par rapport à l'axe du piston de pompe (9) qui est guidé de manière à pouvoir tourner pour régler le début du transfert à haute pression.
  2. Dispositif d'injection de carburant à haute pression selon la revendication 1,
    caractérisé en ce qu'
    une nervure annulaire (43) est prévue sur la surface enveloppe du piston de pompe (9) entre l'extrémité de la cavité de commande (37) tournée vers la chambre active (17) de la pompe et la surface frontale (15) du piston de pompe (9) délimitant la chambre de travail (17).
  3. Dispositif d'injection de carburant selon l'une quelconque des revendications 1 ou 2,
    caractérisé en ce qu'
    en dessous de l'extrémité de la cavité de commande (37), à l'opposé de la chambre de travail (17) de la pompe, il est prévu une autre cavité (51) reliée en permanence à la chambre de travail (17) de la pompe et dans laquelle se trouve la surface enveloppe du piston de pompe (9), cette surface arrivant dans la zone du point mort haut du piston de pompe (9), pendant sa source de refoulement, en chevauchement avec le perçage de commande (19) dans la chemise de cylindre (3).
  4. Dispositif d'injection de carburant selon la revendication 3,
    caractérisé en ce que
    la cavité de commande (37) ou cette cavité (37) et l'autre cavité (51) du piston de pompe (9) sont reliées à la chambre de travail (17) de la pompe par une rainure axiale (45) réalisée dans le piston de pompe (9).
  5. Dispositif d'injection de carburant selon la revendication 3,
    caractérisé en ce que
    la cavité de commande (37) ou cette cavité (37) et l'autre cavité (51) du piston de pompe (9) sont reliées à la chambre de travail (17) de la pompe par un perçage borgne (47) partant axialement de la surface frontale (15) et chaque fois par un perçage transversal (49 ; 53) dans le piston de pompe (9), débouchant dans la cavité de commande (37) ou dans l'autre cavité (51) et coupant le perçage borgne (47).
  6. Dispositif d'injection de carburant selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le piston de pompe (9) comporte deux cavités de commande (37) diamétralement opposées, qui coopèrent avec deux perçages de commande (19) opposés l'un à l'autre dans la chemise de cylindre (3).
  7. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    le réglage de la position de rotation du piston de pompe (9) se fait par une tige de réglage (33) agissant sur un manchon de réglage (35) fixé au piston de pompe (9).
EP95115120A 1994-11-18 1995-09-26 Pompe à combustible haute pression pour moteurs à combustion interne Expired - Lifetime EP0713002B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4441113 1994-11-18
DE4441113A DE4441113C1 (de) 1994-11-18 1994-11-18 Kraftstoffhochdruckpumpe für Brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP0713002A1 EP0713002A1 (fr) 1996-05-22
EP0713002B1 true EP0713002B1 (fr) 2002-10-23

Family

ID=6533586

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95115120A Expired - Lifetime EP0713002B1 (fr) 1994-11-18 1995-09-26 Pompe à combustible haute pression pour moteurs à combustion interne

Country Status (3)

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EP (1) EP0713002B1 (fr)
JP (1) JPH08210223A (fr)
DE (2) DE4441113C1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3310871B2 (ja) * 1996-07-08 2002-08-05 三菱電機株式会社 燃料噴射装置
EP0863308A1 (fr) * 1997-03-05 1998-09-09 Wärtsilä NSD Schweiz AG Pompe à piston pour refoulement des liquides
JP4616822B2 (ja) * 2006-11-30 2011-01-19 三菱重工業株式会社 エンジンの燃料噴射装置及び運転方法
DE102008050380A1 (de) * 2008-10-02 2010-04-08 Motorenfabrik Hatz Gmbh & Co Kg Einspritzsystem für Dieselkraftstoffe
RU2630953C2 (ru) * 2015-02-11 2017-09-14 Виктор Семенович Савченков Плунжерная пара топливного насоса высокого давления (варианты)

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE590916C (de) * 1926-02-27 1934-01-12 E H Hugo Junkers Dr Ing Brennstoffpumpe
GB348097A (en) * 1928-11-08 1931-04-28 Hugo Junkers An improved method of and means for controlling the fuel injection in diesel engines
US2044814A (en) * 1934-03-29 1936-06-23 Addison M Rothrock Fuel injection system
GB486378A (en) * 1937-08-31 1938-06-02 Rudolf L Orange Improvements in fuel injection pumps for internal combustion engines
DE940384C (de) * 1938-07-01 1956-03-15 Messerschmitt Boelkow Blohm Brennstoffeinspritzpumpe fuer Brennkraftmaschinen
DE861762C (de) * 1942-09-29 1953-01-05 Fritz Dipl-Ing Eideneier Leichtoeleinspritzpumpe fuer Brennkraftmaschinen
CH390619A (de) * 1962-02-01 1965-04-15 Sulzer Ag Brennstoffeinspritzpumpe für Brennkraftmaschinen
DE1942610A1 (de) * 1969-08-21 1971-03-11 Bosch Gmbh Robert Kraftstoffeinspritzanlage fuer Brennkraftmaschinen
DE3215046C2 (de) * 1982-04-22 1986-07-31 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8900 Augsburg Brennstoffeinspritzpumpe für Brennkraftmaschinen
DE3885689T2 (de) * 1987-09-16 1994-03-24 Nippon Denso Co Hochdruckverstellpumpe.
JPH04179854A (ja) * 1990-11-13 1992-06-26 Nippondenso Co Ltd 燃料噴射ポンプ

Also Published As

Publication number Publication date
DE4441113C1 (de) 1996-04-04
DE59510432D1 (de) 2002-11-28
JPH08210223A (ja) 1996-08-20
EP0713002A1 (fr) 1996-05-22

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