EP0910739A1 - Systeme d'injection de carburant - Google Patents

Systeme d'injection de carburant

Info

Publication number
EP0910739A1
EP0910739A1 EP98912246A EP98912246A EP0910739A1 EP 0910739 A1 EP0910739 A1 EP 0910739A1 EP 98912246 A EP98912246 A EP 98912246A EP 98912246 A EP98912246 A EP 98912246A EP 0910739 A1 EP0910739 A1 EP 0910739A1
Authority
EP
European Patent Office
Prior art keywords
injection
cam
pump
valve
area
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
EP98912246A
Other languages
German (de)
English (en)
Other versions
EP0910739B1 (fr
Inventor
Stuart-William Nicol
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 EP0910739A1 publication Critical patent/EP0910739A1/fr
Application granted granted Critical
Publication of EP0910739B1 publication Critical patent/EP0910739B1/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
    • 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
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02M41/125—Variably-timed valves controlling fuel passages
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/06—Pumps peculiar thereto
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/06—Pumps peculiar thereto
    • F02M45/063—Delivery stroke of piston being divided into two or more parts, e.g. by using specially shaped cams

Definitions

  • the invention is based on a fuel injection system according to the preamble of claim 1.
  • a distributor injection pump is provided as the fuel injection pump, with a reciprocatingly driven and at the same time rotating pump piston, each of one of a plurality of injection lines during its rotary movement and its pumping stroke lead to one fuel injection valve each, supplied with fuel brought to the injection pressure.
  • the electrically controlled valve which is a solenoid valve
  • the electrically controlled valve is opened briefly in order to relieve the pump work space and to briefly reduce the fuel pressure achieved.
  • a very fast switching solenoid valve is required, which requires considerable effort in the electrical control and in the construction of the valve.
  • the fact that the injection is interrupted is particularly disadvantageous must be time-controlled by a solenoid valve. As a result, an increasing part of the available cam stroke for interrupting the injection is used with increasing speed.
  • High-pressure fuel delivery to the fuel injector opens in the direction of delivery and closes when the injection is ended and which is suitable for reducing pressure waves between the pressure valve and the fuel injection valve and for maintaining a desired constant stand pressure in this area during the injection breaks.
  • the solution according to the invention ensures a safe interruption of the injection between the pre-injection and the main injection with low demands on the speed of a time-controlled valve.
  • the constructionally supported interruption of the injection ensures that a safe interruption of the injection between the pre-injection and the main injection can be maintained even at a higher speed, without there being a loss of the cam stroke that can be provided for high-pressure delivery.
  • the speed-independent influence of the switching time is compensated by the second part of the cam, so that there are no overly high demands on the speed of the electrically controlled valve.
  • FIG. 1 shows a schematic diagram of a fuel injection pump that is controlled by a solenoid valve
  • FIG. 2 shows a course of the cam track according to the invention in the form of a cam elevation curve over the angle of rotation with a first control sequence of the valve at low engine speed
  • FIG. 3 shows a course of the cam track according to the invention the angle of rotation with a second control sequence of the valve at high engine speed.
  • the solution according to the invention is implemented using a distributor injection pump, as is shown schematically in FIG. 1. It is a distribution unit Injection pump of the axial piston type, although the object of the invention can also be used in other fuel injection pumps, such as, for. B. Distributor injection pumps of the radial piston pump type or single pumps with only one pump piston for supplying a single cylinder
  • a pump piston 1 is provided in the distributor injection pump of the type shown in FIG.
  • the pump piston is provided with a cam 6, which has axially downward facing cams 5 of the embodiment according to the invention, for. B. coupled via a spring, not shown.
  • the cam disk is rotating, in particular synchronously with the speed of the internal combustion engine supplied by the injection pump, from a drive shaft, not shown, in a known manner
  • the cam disc runs under the influence of the spring on a known axially fixed roller ring and subsequently sets the rotating pump and distributor piston in a reciprocating conveying and suctioning movement.
  • the timing or angle of rotation of the rollers on the cam flank thus determines the stroke position of the pump piston.
  • the pump piston comes into connection with one of several injection lines 7 via a distributor groove 8 in the outer surface of the pump and distributor piston.
  • the distributor groove is continuously connected to the pump work space via a longitudinal channel 9.
  • the injection line introduces via Pressure valve 12 to a fuel injection valve 13 which is assigned to the respective cylinder of an internal combustion engine.
  • the pump working chamber 10 is supplied with fuel via a suction line 15, which is supplied by a suction chamber 17, which is essentially only shown in broken lines and is enclosed within the housing of the fuel injection pump.
  • the suction chamber receives fuel from a fuel delivery pump 18, which is synchronous with the fuel injection pump, eg. B. is driven by the drive shaft and thus promotes fuel in speed-dependent amounts in the suction chamber.
  • a fuel delivery pump 18 which is synchronous with the fuel injection pump, eg. B. is driven by the drive shaft and thus promotes fuel in speed-dependent amounts in the suction chamber.
  • an additional pressure control valve 19 the pressure in the suction chamber is usually controlled as a function of speed, if with the help of this
  • Fuel continuously flows back to the reservoir 23 via an overflow throttle 22, so that cooling of the injection pump or degassing of the suction chamber is thereby ensured.
  • the suction line 15 leads via a check valve 16 into the pump work space, the check valve opening in the direction of the pump work space.
  • an electrically controlled valve 24 is provided, which controls a bypass line 21 to the pressure valve 16 and with the aid of which a connection is made between the pump work chamber 10 and the suction chamber 17 when the valve is opened and the pump work chamber 10 is closed when the valve is closed.
  • the electrically controlled valve 24 symbolized as a solenoid valve is controlled by a control device 25 according to operating parameters in a manner known per se. With a sufficiently large flow cross section of the valve 24, the check valve 16 can also be omitted. In this case the Pump work space during the suction stroke is filled exclusively via the electrically controlled valve.
  • the start of the high pressure delivery of the pump piston is controlled.
  • the start of spraying can also be controlled with the valve.
  • the injection start can be adjusted by a separate injection start adjustment device, which is known to have a cam drive part that can be rotated relative to the pump piston that scans the cam.
  • the high-pressure delivery sides of the cam flanks of the cams 5 are designed in such a way that, as shown in FIG. 2 or 3, they produce a stroke profile of the pump piston over time, which is divided into a first region V which begins after the delivery stroke of the piston after a small one Delivery stroke ends, in a second area P in which the piston is then not moved at all or only so slightly in the conveying direction that it is not effective for high-pressure delivery in this area and an injection break occurs, and finally in a third area H, in which the The cam flank rises again and shifts the pump piston further for further delivery of the main injection quantity.
  • area P the cam can be right, slightly rising or also slightly falling.
  • the pre-injection is still controlled by the electrically controlled valve in such a way that it is closed when the rollers come into the second area P.
  • the electrically controlled valve e.g. a solenoid valve or a valve actuated by a piezo, for controlling the start of the pre-injection quantity delivery in U.T., i.e. is closed from a base circle before the cam curve rises and is opened again in the cam area V before the cam area P is reached.
  • valve 24 After a pause in spraying in region P, valve 24 then re-closes with the start of high-pressure delivery for the main injection in the subsequent cam flank part H, where the high-pressure delivery is then interrupted again by opening valve 24 and the main injection is ended.
  • the requirements for the exactness of the control point are lower than with any other control of a spray start.
  • valve 24 is controlled so that it is only closed in the region of the cam flank P, so that it is securely closed when the Fuel delivery for the now main injection takes place in the area of the cam flank part H adjoining the area P.
  • the end of the injection is in turn controlled by opening the valve, which usually takes place before the top dead center of the cam of the injection pumps.
  • This control has the advantage that at high speeds the pump working space of the injection pump can be sufficiently filled with fuel, since the filling phase is now extended compared to the control at low speed and the piston movement in the filling direction, i.e. during the suction stroke only has to reach the stroke area on which the second area P is located. Because the high-pressure pumping only takes place from area P, the required filling quantity of the pumping work space is reduced.
  • the electrically controlled valve therefore closes only in the region P of the cam flank, so that the suction stroke can be fully utilized for the suction of fuel via the cam flank V running down.
  • the inflow filling effect has an effect in the beginning of the cam flank in front of area P as long as the valve is not yet closed.

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 système d'injection de carburant, comportant une pompe d'injection de carburant, dont le refoulement à haute pression est déterminé par une soupape (24) à commande électrique, commandant un canal de décharge (21). La phase du refoulement à haute pression est déterminée par la fermeture de cette soupape (24). Afin d'effectuer une injection, divisée en une pré-injection et une injection principale, et afin de simplifier la commande de la soupape à commande électrique (24), la came (5) commandant le piston de pompe (1) est conçue de sorte qu'elle crée une zone (P) dans laquelle le piston de pompe (1), pour interrompre l'injection entre une pré-injection et une injection principale, reste dans la position atteinte, recule ou continue à se déplacer plus lentement, et la soupape (24) est commandée de sorte que, à une faible vitesse de rotation, la chambre de travail (10) de la pompe est fermée, lorsque le piston de pompe (1) se trouve avant le début de la zone de came (V) précédant la zone (P) et, est ouverte, lorsque le piston de pompe (1) se trouve dans la zone de came (V) et est de nouveau fermée au début de la zone de came (H) suivant la zone (P), puis de nouveau ouverte pour terminer l'injection, tandis que, à une vitesse de rotation élevée, la première fermeture de la soupape (24), par course de refoulement, sans pré-injection précédente, s'effectue dans la zone (P).
EP98912246A 1997-04-25 1998-02-17 Systeme d'injection de carburant Expired - Lifetime EP0910739B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19717493A DE19717493A1 (de) 1997-04-25 1997-04-25 Kraftstoffeinspritzsystem
DE19717493 1997-04-25
PCT/DE1998/000452 WO1998049442A1 (fr) 1997-04-25 1998-02-17 Systeme d'injection de carburant

Publications (2)

Publication Number Publication Date
EP0910739A1 true EP0910739A1 (fr) 1999-04-28
EP0910739B1 EP0910739B1 (fr) 2001-10-04

Family

ID=7827733

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98912246A Expired - Lifetime EP0910739B1 (fr) 1997-04-25 1998-02-17 Systeme d'injection de carburant

Country Status (8)

Country Link
US (1) US6079388A (fr)
EP (1) EP0910739B1 (fr)
JP (1) JP2000513783A (fr)
CN (1) CN1089854C (fr)
CZ (1) CZ291627B6 (fr)
DE (2) DE19717493A1 (fr)
RU (1) RU2196246C2 (fr)
WO (1) WO1998049442A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10101107A1 (de) * 2001-01-12 2002-07-25 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
JP2003343396A (ja) * 2002-05-22 2003-12-03 Mitsubishi Electric Corp 高圧燃料供給装置
FI119120B (fi) * 2004-01-23 2008-07-31 Waertsilae Finland Oy Laitteisto ja menetelmä polttoaineen ruiskutuspaineen muokkaamiseksi
DE102010027745A1 (de) * 2010-04-14 2011-10-20 Robert Bosch Gmbh Hochdruckpumpe

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3690768A (en) * 1969-02-28 1972-09-12 Mitsubishi Motors Corp Diesel fuel injection system with improved starting performance
US4838232A (en) * 1984-08-14 1989-06-13 Ail Corporation Fuel delivery control system
JPS62110566U (fr) 1985-12-27 1987-07-14
JPS635140A (ja) * 1986-06-24 1988-01-11 Diesel Kiki Co Ltd 燃料噴射ポンプの噴射制御方法
DE3629751C2 (de) * 1986-09-01 1998-07-02 Bosch Gmbh Robert Voreinspritzvorrichtung für Brennkraftmaschinen
DE3929747A1 (de) * 1989-09-07 1991-03-14 Bosch Gmbh Robert Verfahren und einrichtung zum steuern der kraftstoffeinspritzung
US5325837A (en) * 1992-11-19 1994-07-05 Robert Bosch Gmbh Fuel injection apparatus for internal combustion engines
EP0805270A3 (fr) * 1993-04-09 1998-02-11 Zexel Corporation Système d'injection de carburant
GB9509610D0 (en) * 1995-05-12 1995-07-05 Lucas Ind Plc Fuel system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9849442A1 *

Also Published As

Publication number Publication date
CZ419598A3 (cs) 1999-06-16
DE19717493A1 (de) 1998-10-29
CN1089854C (zh) 2002-08-28
DE59801622D1 (de) 2001-11-08
US6079388A (en) 2000-06-27
JP2000513783A (ja) 2000-10-17
EP0910739B1 (fr) 2001-10-04
WO1998049442A1 (fr) 1998-11-05
RU2196246C2 (ru) 2003-01-10
CZ291627B6 (cs) 2003-04-16
CN1224484A (zh) 1999-07-28

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