EP0795083A1 - Pompe d'injection de carburant - Google Patents

Pompe d'injection de carburant

Info

Publication number
EP0795083A1
EP0795083A1 EP96908019A EP96908019A EP0795083A1 EP 0795083 A1 EP0795083 A1 EP 0795083A1 EP 96908019 A EP96908019 A EP 96908019A EP 96908019 A EP96908019 A EP 96908019A EP 0795083 A1 EP0795083 A1 EP 0795083A1
Authority
EP
European Patent Office
Prior art keywords
pump
pressure
membrane
fuel
movable wall
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
EP96908019A
Other languages
German (de)
English (en)
Other versions
EP0795083B1 (fr
Inventor
Wolfgang Fehlmann
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 EP0795083A1 publication Critical patent/EP0795083A1/fr
Application granted granted Critical
Publication of EP0795083B1 publication Critical patent/EP0795083B1/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
    • 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
    • F02M63/0001—Fuel-injection apparatus with specially arranged lubricating system, e.g. by fuel oil
    • 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
    • F02M41/14—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 rotary distributor supporting pump pistons
    • F02M41/1405—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 rotary distributor supporting pump pistons pistons being disposed radially with respect to rotation axis
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
    • F04B1/04—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinders in star- or fan-arrangement
    • F04B1/0404—Details or component parts
    • F04B1/0448—Sealing means, e.g. for shafts or housings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
    • F04B1/04—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinders in star- or fan-arrangement
    • F04B1/0404—Details or component parts
    • F04B1/0452—Distribution members, e.g. valves
    • F04B1/0456—Cylindrical

Definitions

  • the invention relates to a fuel injection pump, in particular a distributor injection pump, for internal combustion engines, of the type defined in the preamble of claim 1.
  • Such a fuel injection pump is from the
  • EP 0 633 398 AI known.
  • the movable wall separating the storage space from the engine room which can be designed as a membrane or as a displacement piston, serves to reduce the abrupt loading of the storage space by the fuel, which was previously brought to the injection pressure at the end of the injection-effective delivery stroke, into the storage space by the movable wall gives way to the pressure surge against the engine room, which is under lower pressure, and absorbs the outflow quantity.
  • the pressure difference in the accumulator and engine compartment which acts on the pump piston during the suction stroke, drives the pump piston in the suction stroke direction and leaves a separate spring for returning the
  • the movable wall Due to the large pressure difference between the pressure in the accumulator chamber (accumulator pressure) and the pressure in the engine compartment (lubrication pressure), the movable wall is only optimally designed for pressure fluctuations in the accumulator compartment, but cannot compensate for pressure fluctuations in the engine compartment, but rather contributes to the formation of pressure fluctuations in the engine compartment . The result is cavitation in the lubricatable liquid, which leads to incomplete lubrication of the engine.
  • the fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that pressure fluctuations in the
  • the vacuum chamber is integrated in the fuel injection pump and does not require any additional installation space.
  • the membrane encloses the vacuum chamber together with the movable wall, the membrane preferably being attached to the movable wall, which is done by soldering on a movable wall made of metal.
  • soldering process for connecting the metal membrane and the movable metal wall automatically creates a vacuum between the two connected parts when cooling.
  • the membrane can be hardened from the soldering process.
  • the vacuum chamber is enclosed by two shells which are firmly connected to one another on the edge and which together form a membrane can with two effective membrane surfaces.
  • the double-sided membrane surfaces are the most effective
  • Fig. 1 shows a longitudinal section of a
  • Fuel injection pump shown schematically,
  • FIG. 2 each shows an enlarged representation of and 3 detail of the fuel injection pump in FIG.
  • Internal combustion engines have a housing 10 with a cylinder liner 11 inserted therein, in which a distributor 12 rotates, which is driven by a drive shaft 13 in the direction of the arrow 14. Pump cylinders 15 are introduced radially into the distributor 12
  • Pump piston 16 guided axially displaceable, between which a pump working space 17 is enclosed.
  • the number of pump cylinders 15 and pump pistons 16 depends on the number of cylinders or combustion chambers of the internal combustion engine to be supplied by the fuel injection pump.
  • the pump working space 17 is connected via an axial channel 18 in the distributor 12 and via a radial bore 19 branching therefrom, the outlet of which from the distributor 12 serves as a distributor opening, during the rotation of the distributor 12 in succession during the lifting movements of the pump pistons 16 with one of several injection lines 20 connectable, which are provided in the housing 10 of the fuel injection pump and lead to the individual cylinders or combustion chambers and injection points of the internal combustion engine arranged there.
  • the pump pistons 16 are driven by a cam engine 21, which is arranged in an engine room 22 in the housing 10, for their lifting movement.
  • the engine 21 has a cam ring 23 with a radially inwardly directed cam track 231, on which 12 rollers 24 run during the rotation of the distributor, which transmit their radial movement via roller tappets 25 to the pump pistons 16.
  • the cam ring 23 is essentially stationary and can be adjusted via an injection start Pins 26, on which an injection adjusting piston engages, can be adjusted in a known manner.
  • the axial channel 18 opens on the end face of the distributor 12 in a fuel chamber 27, which is connected via a channel 28 in the housing 10 to a fuel storage chamber 29 formed in the housing 10.
  • the opening of the axial channel 18 into the fuel chamber 27 is controlled by a solenoid valve 30, such that the pump working chamber 17 can be supplied with fuel from the storage chamber 29 when the solenoid valve 30 is open during the suction stroke of the pump piston 16.
  • the solenoid valve 30 is closed and thus determines the start of injection and also the duration over which fuel is pumped under high pressure from the pump work chamber 17 into the injection line 20 during the delivery stroke of the pump pistons 16. The start of injection and the injection quantity are thus determined by the solenoid valve 30.
  • a pre-feed pump 31 draws fuel from a fuel storage container 33 via a line 32 and conveys this via a line 34 into the storage space 29.
  • a line 35 branches off from the line 34, via which fuel into the engine room 22 reached.
  • the engine room 22 is relieved to the fuel tank 33 via a pressure maintaining valve 36, which determines the pressure in the engine room 22.
  • a decoupling throttle 43 is inserted in line 35 in order to ensure that a pressure can be set in the engine room 22 which is substantially lower than the fuel pressure in the storage chamber 29.
  • the fuel in the engine room 22 is used as a lubricating fluid for the cam engine 21. Instead of fuel, another lubricable liquid can be relieved.
  • the storage space 29 is separated from the engine space 22 by a movable wall 37 which, on the one hand, lies tightly against the cylindrical inner wall 101 of the housing 10 and, on the other hand, is tightly connected to the cylinder liner 11 coaxial therewith. Due to the large pressure difference of the
  • Fuel in the storage space 29 (storage pressure) and the fuel in the engine space 22 (lubrication pressure) can be dispensed with that the pump pistons 16 are pressed against the cam track 231 by springs via the roller tappets 25 and the rollers 24 during their suction stroke; because during the suction stroke of the pump pistons 16, the solenoid valve 30 is open and the accumulator pressure acts on the piston surface of the pump pistons 16 delimiting the pump working space 17, while the lubricating pressure acts on the end face of the pump pistons 16 projecting into the engine chamber 22 with the same area. As a result of this pressure difference, the pump pistons 16 are pressed onto the roller tappets 25 and follow the radially outward lifting movement of the rollers 24 during the suction stroke.
  • a vacuum chamber 38 is arranged in the engine room 22, as is shown in the enlarged detail of FIG. 2, which is delimited by a membrane 39 acted upon by the lubricating pressure.
  • the rigidity of the membrane 39 is designed such that it can only be moved in the direction of reducing the size of the vacuum chamber 38 when the pressure is slightly above the stationary lubricating pressure in the engine room 22. This design of the membrane 39 is necessary so that the vacuum chamber 38 does not collapse due to the stationary pressure in the engine room 22.
  • the vacuum chamber 38 is delimited on the one hand by the movable wall 37 and on the other hand by the membrane 39.
  • the movable wall 37 and the membrane 39 are preferably made of metal, and the membrane 39 is soldered to the movable wall 37.
  • the rigidity of the membrane 39 can be adjusted during the soldering process, and the vacuum in the vacuum chamber 38 is established automatically after cooling. Pressure fluctuations in the fuel within the engine room 22 are now compensated for by more or less pressing the membrane 39 into the vacuum chamber 38 or by bulging the membrane 39 with an increase in the volume of the vacuum chamber 38. The dreaded cavitation is thus avoided and the degree of filling of the engine room 22 is improved, as a result of which overall a very good lubrication of the engine 21 is ensured.
  • the vacuum chamber 38 is enclosed by two shells 40, 41 which lie on top of one another on the edges and are firmly connected to one another are.
  • the two shells 40, 41 form a membrane box 42 with two effective membrane surfaces.
  • the edge of the membrane box 42 is fastened to the movable wall 37, it being ensured that the membrane surface facing the movable wall 37 does not abut the movable wall 37.
  • the membrane box 42 can also be attached to other components within the engine room 22. It is also possible to fix the diaphragm box 42 within the engine room 22 by clamping between two components on the edge.
  • the invention is not limited to the exemplary embodiment described. It can be useful, as shown in FIG. 1, to integrate a check valve 44 into the line 34 between the pre-feed pump 31 and the suction chamber 29, which is expediently arranged in the line section after the branch of the line 35.
  • This check valve 44 ensures that the pressure in the storage space 29 when the axial channel 18 is opened by the solenoid valve 30 can rise above the set delivery pressure of the pre-feed pump 31 and that a larger pressure difference is available at the start of the subsequent filling process of the pump work space 17, which improves the filling of the pump work space 17.

Landscapes

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

Abstract

Pompe d'injection de carburant pour moteurs à combustion interne, comprenant au moins un piston de pompe effectuant la course de refoulement et la course d'aspiration, entraîné par un système de cames, un réservoir sous pression (29) rempli de carburant, pour l'aspiration du carburant lors de la course d'aspiration et pour la réception de l'excès de carburant à la fin de la course de refoulement, une chambre de transmission (22) remplie de liquide de lubrification, sous pression destinée à loger le système de cames, et séparée de la chambre d'aspiration (29) par une paroi mobile (37). En vue d'amortir les oscillations de pression dans la chambre de transmission remplie de liquide (22), il est prévu, dans cette dernière, une chambre à vide (38) qui est limitée, au moins partiellement, par une membrane (39) sollicitée par la pression du lubrifiant. La rigidité de la membrane (39) est étudiée de telle façon que cette membrane devienne active uniquement sous une pression légèrement supérieure à la pression stationnaire du lubrifiant dans la chambre de transmission (22).
EP96908019A 1995-08-30 1996-03-29 Pompe d'injection de carburant Expired - Lifetime EP0795083B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19531811 1995-08-30
DE19531811A DE19531811A1 (de) 1995-08-30 1995-08-30 Kraftstoffeinspritzpumpe
PCT/DE1996/000612 WO1997008454A1 (fr) 1995-08-30 1996-03-29 Pompe d'injection de carburant

Publications (2)

Publication Number Publication Date
EP0795083A1 true EP0795083A1 (fr) 1997-09-17
EP0795083B1 EP0795083B1 (fr) 1998-09-16

Family

ID=7770700

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96908019A Expired - Lifetime EP0795083B1 (fr) 1995-08-30 1996-03-29 Pompe d'injection de carburant

Country Status (6)

Country Link
US (1) US5794594A (fr)
EP (1) EP0795083B1 (fr)
JP (1) JPH10508358A (fr)
DE (2) DE19531811A1 (fr)
RU (1) RU2156881C2 (fr)
WO (1) WO1997008454A1 (fr)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3180948B2 (ja) * 1996-09-03 2001-07-03 株式会社ボッシュオートモーティブシステム ダイヤフラム型ダンパ
DE19712872A1 (de) * 1997-03-27 1998-10-01 Bosch Gmbh Robert Pumpe, insbesonder Hochdruckpumpe für eine Kraftstoffeinspritzvorrichtung eines Verbrennungsmotors
JPH11132130A (ja) * 1997-10-27 1999-05-18 Mitsubishi Electric Corp 筒内噴射用高圧燃料ポンプ
JP3471587B2 (ja) * 1997-10-27 2003-12-02 三菱電機株式会社 筒内噴射用高圧燃料ポンプ
DE10327408B4 (de) * 2002-10-19 2017-10-26 Robert Bosch Gmbh Vorrichtung zum Dämpfen von Druckpulsationen in einem Kraftstoffsystem einer Brennkraftmaschine
DE10307877A1 (de) * 2003-02-25 2004-09-02 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
JP4036153B2 (ja) * 2003-07-22 2008-01-23 株式会社日立製作所 ダンパ機構及び高圧燃料供給ポンプ
ATE366874T1 (de) * 2005-06-09 2007-08-15 Thomas Magnete Gmbh Dosierpumpe
JP4686501B2 (ja) * 2007-05-21 2011-05-25 日立オートモティブシステムズ株式会社 液体脈動ダンパ機構、および液体脈動ダンパ機構を備えた高圧燃料供給ポンプ
DE102008043643A1 (de) * 2007-11-29 2009-06-04 Robert Bosch Gmbh Kraftstoffeinspritzsystem für eine Brennkraftmaschine mit HC-Injektor
JP5002523B2 (ja) 2008-04-25 2012-08-15 日立オートモティブシステムズ株式会社 燃料の圧力脈動低減機構、及びそれを備えた内燃機関の高圧燃料供給ポンプ
IT1396142B1 (it) * 2009-11-03 2012-11-16 Magneti Marelli Spa Pompa carburante con dispositivo smorzatore perfezionato per un sistema di iniezione diretta
DE102011008467B4 (de) * 2011-01-13 2014-01-02 Continental Automotive Gmbh Injektor mit Druckausgleichsmitteln
DE102015219772A1 (de) * 2015-10-13 2016-10-06 Continental Automotive Gmbh Niederdruckdämpfer sowie Kraftstoffhochdruckpumpe
US9897056B1 (en) 2016-11-22 2018-02-20 GM Global Technology Operations LLC Protective cover assembly for a fuel pump

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GB1349155A (en) * 1971-03-01 1974-03-27 Lucas Industries Ltd Device for damping fluid pressure fluctuations
US4573442A (en) * 1982-06-10 1986-03-04 Nippondenso Co., Ltd. Fuel injection pump having a compact spill-port timing control unit
GB8417860D0 (en) * 1984-07-13 1984-08-15 Lucas Ind Plc Fuel injection pumping apparatus
GB8417862D0 (en) * 1984-07-13 1984-08-15 Lucas Ind Plc Fuel pumping apparatus
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EP0280923A3 (fr) * 1987-03-06 1989-02-22 WALBRO CORPORATION (Corporation of Delaware) Amortisseur de vibrations d'un collecteur dans un moteur
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Also Published As

Publication number Publication date
DE19531811A1 (de) 1997-03-06
DE59600567D1 (de) 1998-10-22
US5794594A (en) 1998-08-18
RU2156881C2 (ru) 2000-09-27
EP0795083B1 (fr) 1998-09-16
JPH10508358A (ja) 1998-08-18
WO1997008454A1 (fr) 1997-03-06

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