EP1910664A1 - Pompe a carburant haute pression pour systeme d'injection de carburant de moteur a combustion interne - Google Patents

Pompe a carburant haute pression pour systeme d'injection de carburant de moteur a combustion interne

Info

Publication number
EP1910664A1
EP1910664A1 EP06763322A EP06763322A EP1910664A1 EP 1910664 A1 EP1910664 A1 EP 1910664A1 EP 06763322 A EP06763322 A EP 06763322A EP 06763322 A EP06763322 A EP 06763322A EP 1910664 A1 EP1910664 A1 EP 1910664A1
Authority
EP
European Patent Office
Prior art keywords
pump
pressure
valve
fuel
working space
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.)
Withdrawn
Application number
EP06763322A
Other languages
German (de)
English (en)
Inventor
Heinz Siegel
Hans-Peter Harnisch
Matthias Schumacher
Oliver Albrecht
Uwe Mueller
Bernd Schroeder
Timm Hollmann
Christian Wiedmann
Stefan Smetana
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 EP1910664A1 publication Critical patent/EP1910664A1/fr
Withdrawn legal-status Critical Current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
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0017—Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means
    • 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
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing

Definitions

  • the invention relates to a high-pressure fuel pump for a fuel injection system of an internal combustion engine, according to the preamble of claim 1.
  • Such a high-pressure fuel pump is known as a radial piston pump from DE 103 22 604 Al. It has relatively compact dimensions, since the drive of the pump piston does not take place via a built-in pump drive shaft, but for example by a camshaft of an internal combustion engine. At least partially, the radial piston pump can be inserted into the housing of an internal combustion engine, so that a camshaft of the internal combustion engine can drive the piston of the radial piston pump via roller or bucket tappets.
  • the known radial piston pump has an electromagnetic quantity control valve which directly actuates an inlet valve, which is connected upstream of the receiving space of the radial piston pump.
  • the present invention seeks to provide a particularly compact high-pressure pump with good efficiency.
  • a compact unit By integrating a throttle device in or on the housing of the preferably one-stroke radial piston pump, a compact unit can be created. By dispensing with its own drive shaft, a small pump housing can be used. This avoids energy losses that can otherwise occur if a pump has its own drive shaft, which in turn must be driven by drive means such as timing belt.
  • the throttle device can be supplied to the Aufiiahmeraum the radial piston pump exactly the amount of fuel required in the high pressure region of the injection system. As a result, hydraulic energy losses are minimized.
  • FIG. 1 shows a schematic representation of an internal combustion engine with a fuel
  • Figure 2 is a perspective view of the radial piston pump according to Figure 1;
  • FIGS. 3 to 7 are sectional views of the radial piston pump according to FIG. 1;
  • FIG. 8 shows a schematic illustration of an internal combustion engine with a fuel
  • FIGS. 9-11 show sectional views of the radial piston pump according to FIG. 8;
  • FIG. 12 shows a perspective view of the further pump according to FIG. 8;
  • FIG. 13 shows a first sectional view of the further pump according to FIG. 12.
  • FIG. 14 shows a second sectional view of the further pump according to FIG. 12.
  • an internal combustion engine carries the reference numeral 10. This is powered by a fuel injection system, which is generally designated by reference numeral 12, with fuel.
  • the fuel passes from a fuel sump 14 ("tank") to a prefeed pump 16, which supplies the fuel to a single-stroke radial piston pump 18.
  • the pump 18 is driven directly by a camshaft of the internal combustion engine 10.
  • the pump 18 has a
  • Fuel metering unit 20 which is controlled by a control line 24 via a control line 22.
  • the fuel metering unit 20 has a throttle device described below with reference to FIGS. 4 and 6, which is referred to below as a suction throttle valve.
  • a suction throttle valve When using a Saugdrosselventils creates a certain amount of leakage. This is guided by the radial piston pump 18 via a line 26 back into the fuel sump 14.
  • the radial piston pump 18 delivers high-pressure fuel into a high-pressure line 28. This flows into a high-pressure accumulator 30.
  • the pressure in the high-pressure accumulator 30 can be detected via a pressure sensor 32 and corresponding data can be transmitted to the control unit 24 with the aid of a data line 34.
  • the high-pressure fuel can be passed from the high-pressure accumulator 30 to injectors 36, which inject the fuel respectively into combustion chambers of the internal combustion engine 10.
  • injectors 36 which inject the fuel respectively into combustion chambers of the internal combustion engine 10.
  • control the fuel metering unit 20 further data can be taken into account, for example, the speed of the internal combustion engine 10, which can be detected by a speed sensor 38 and transmitted via a data line 40 of the control unit 24. Via a temperature sensor 42 and a data line 44, the temperature, for example, the cooling water of the internal combustion engine, can be taken into account.
  • FIG 2 the schematically indicated in Figure 1 radial piston pump 18 is shown in perspective.
  • the pump 18 has a pump housing 46, the outer surface of which approximates the shape of a hexagon (see Figure 6).
  • a housing cover 48 is arranged on the pump housing 46.
  • the pump housing 46 can be fastened via a flange 50 to the internal combustion engine 10 shown in FIG.
  • From the pump housing 46 projects a pump piston 52 which is surrounded by a piston spring 54.
  • the pump piston 52 and the piston spring 54 can be inserted into the housing of the internal combustion engine 10, where the pump piston 52 can be driven by roller or cup tappets of the camshaft of the internal combustion engine 10.
  • the middle port in FIG. 2 is formed by a low-pressure connecting piece 56, which is fed by the prefeed pump 16 shown in FIG.
  • connection illustrated on the left in FIG. 2 is formed by a high-pressure connection stub 58, which is assigned to a high-pressure region of the radial piston pump 18 and feeds the high-pressure line 28 (FIG. 1).
  • the connection illustrated on the right in FIG. 2 is formed by a connecting piece 60, which opens in the line 26, through the amount of leakage from the radial piston pump 18 to the fuel
  • Sump 14 can be supplied.
  • the fuel metering unit 20 is arranged at right angles to the longitudinal axis of the radial piston pump 18. This is provided with an electrical connection 62, which is connectable to the control line 22 ( Figure 1).
  • Figure 3 shows a section through the radial piston pump 18 in a plane through the
  • Low-pressure connection piece 56 (see Figure 2) runs. Inside the pump housing 46, a working chamber 64 is provided, the fuel can be supplied to pressurize this through the pump piston 52 with pressure.
  • the pump piston 52 is slidably mounted in a cylinder member 66 which is fixedly connected to the pump housing 46.
  • the pump piston 52 and the cylinder element 66 are sealed against each other via a sealing element 68, which is arranged in a seal carrier 70.
  • the pump piston 52 has at its end remote from the working space 64 a spring plate 72 which is fixedly connected to the pump piston 52. Between the spring plate 72 and the seal carrier 70, the piston spring 54 is arranged, which is supported between these elements and the pump piston 52 presses in a direction away from the working space 64 direction. In this way, the pump piston 52 and downstream roller or bucket tappets can be kept in contact with the camshaft of the internal combustion engine 10, which forms the external drive of the radial piston pump 18.
  • the fuel supplied to the low-pressure connecting piece 56 can be supplied through a bore 74 to a filter 76 and finally to a pressure damper chamber 78, which is delimited by the pump cover 48.
  • a pressure damper 80 is provided to dampen pressure fluctuations and to ensure that a high degree of delivery of the high pressure pump even at high speeds of the internal combustion engine 10 and at an increased
  • a further bore 82 is provided, which is arranged between the seal carrier 70 and low-pressure connecting piece 56.
  • the bore 82 allows to dissipate a fuel leakage amount from the working space 64 between the pump piston 62 and
  • FIG. 4 shows the radial piston pump 18 in a sectional plane which runs through the high-pressure connecting piece 58 and the fuel metering unit 20.
  • This unit includes an electromagnet 84, a connector 86, and a suction throttle valve 88 disposed within the pump housing 46.
  • an inlet valve 90 is arranged between the Saugdrosselventil 88 and the working space 64.
  • the working space 64 is followed by an outlet valve 92, which leads to the high-pressure connection piece 58.
  • a bypass valve 94 is provided between the pressure damper chamber 78 and the high-pressure connection stub 58.
  • the electromagnet 84 has a magnetic coil 96 and a magnet armature 98 arranged displaceably therein with a magnetic needle 100.
  • the magnetic needle 100 extends through the connecting piece 86, which is welded leakproof via a welded connection 102 on the pump housing 46.
  • the suction throttle valve 88 has a slide element 104, which is displaceably guided within a cylinder element 106.
  • the suction throttle valve 88 further comprises a support element 108 which is pressed into the cylinder element 106 and a spring 110 which is supported at one end on a shoulder of the slide element 104 and the other end on the support element 108.
  • the fuel passing into the pressure damper chamber 78 via the low-pressure connecting piece 56 shown in FIG. 3 can pass via a bore 112 in the pump housing 46 to a first annular space 114 surrounding the cylinder element 106.
  • the fuel can then pass through control openings 116 formed in the cylinder element 106 into a second annular space 118. This is sealed off from the first annular space 114 by means of a sealing element 120.
  • the components of the suction throttle valve 88 described so far are shown enlarged in FIG. With reference to FIG. 5, the structure of the intake valve 90, the exhaust valve 92 and the bypass valve 94 will be described below.
  • the inlet valve 90 has a fixedly connected to the pump housing 46 counter-plate 122 and a valve plate 124, by a valve spring 126 in the direction of the counter-plate 122nd is pressed.
  • the valve spring 126 is supported on the side facing away from the valve plate on a valve sleeve 128.
  • the inlet valve 94 is hydraulically connected via a bore 130 with the second annulus 118 described above.
  • the outlet valve 92 also has a counter plate 132 connected to the pump housing 46, a valve plate 134, a valve spring 136 and a valve sleeve 138.
  • the outlet valve 92 communicates with the working space 64 via a bore 140.
  • the outlet valve 92 protrudes on the side facing the high-pressure connection piece 58 into a bore 142, from which a further bore 144 branches off, in which the bypass valve 94 is arranged.
  • This consists of a fixedly connected to the pump housing 46 valve seat 146, a valve body 148, a valve spring 150 and a valve sleeve 152nd
  • the electromagnet 84 can be controlled accordingly.
  • the solenoid 84 and the Saugdrosselventil 88 may be designed so that in the de-energized state of
  • Electromagnets 84 the suction throttle valve is completely opened or completely closed. 4 and 5, the solenoid 84 is shown in the de-energized state, wherein the slide member 104 of the Saugdrosselventils 88 closes the control ports 116 so that no fuel from the Druckdämpferraum 78 can get into the working space 64.
  • magnet armature 98 and magnetic needle 100 can be used
  • the inlet valve 90 opens when the pump piston 52 moves out of the working space 64.
  • the pressure built up in front of the inlet valve 90 by the prefeed pump 16 is sufficient to move the valve plate 124 against the action of the valve spring 126 of the counter-plate 122 so that fuel from the bore 130 can get into the working space 64.
  • the inlet valve 90 closes automatically at the end of the suction phase.
  • the fuel contained in the working space 64 can be subjected to high pressure and fed through the bore 140 with opening of the outlet valve 92 to the high-pressure connecting piece 58.
  • the bypass valve 94 is provided in order to be able to ensure an emergency operation of the injection system 12 even when the suction throttle valve 88 is defective or at least temporarily out of action.
  • a fault can, for example, in a normally closed Saugdrosselventil 88 at break or
  • the bypass valve 94 can open under the pressure which is generated by the prefeed pump 16.
  • fuel may be supplied from the pressure damper space 78 to the bore 144, the bore 142, and the high pressure port 58.
  • the opening pressure of the bypass valve 94 should be less than the sum of the opening pressures of intake valve 90 and exhaust valve 92. This can be achieved that when starting the internal combustion engine 10, the bypass valve 94 opens briefly, as long as the radial piston pump 18 has not built up high pressure. The brief opening of the bypass valve 94 ensures that this remains functional and is not contaminated over time by dirt particles.
  • FIG. 6 the radial piston pump 18 is shown in a sectional plane which runs perpendicular to the sectional plane selected in FIG.
  • a zero feed throttle 154 is arranged between slide element 104 and cylinder element 106 of the suction throttle valve 88. Between slide element 104 and cylinder element 106 of the suction throttle valve 88, leakage occurs during operation of the fuel injection system 12. When the amount of fuel required by the engine 10 is smaller than the leakage amount of the Saugdrosselventils 88, this amount can be removed through the zero feed throttle 154 in the line 26 to the fuel sump 14.
  • the design of the zero feed throttle 154 depends primarily on the pressure difference at this throttle. In normal operation, the smallest pressure upstream of the zero-delivery throttle 154 is the sum of the vapor pressure of the fuel and the opening pressure of the intake valve 90. After the zero-delivery throttle 154, atmospheric pressure generally prevails, ie approximately 1 bar. To be able to control a quantity of fuel, the pressure upstream of the zero-feed throttle 154 must be greater than afterwards. For this reason, the opening pressure of the intake valve 90 should not be less than 1 bar. The amount of fuel which flows through the zero feed throttle 154 at the given pressure difference must be greater than the leakage amount of the suction throttle valve 88 in order to be able to cover the case of zero delivery. The inside diameter of the zero feed throttle 154 should be at least 0.3 mm in order to avoid that the zero feed throttle 154 is blocked by dirt particles. Of course, the zero-feed throttle 154 may also be integrated in the socket 60.
  • FIG. 7 shows the radial piston pump 18 in a sectional plane which runs through the high-pressure connection stub 58 and perpendicular to the sectional plane according to FIG.
  • the working space 64 is connected via the outlet valve 92 to the high-pressure connection stub 58.
  • This high pressure area can with the help of a pressure relief valve 156 again with the
  • Working space 64 are connected to protect the fuel injection system 12 from pressures exceeding the maximum allowable pressure.
  • the pressure limiting valve 156 is arranged in a bore 158 which opens on the outlet side of the outlet valve 92 in the bore 142.
  • the pressure limiting valve 156 has a valve seat 160, a valve body 162, a valve spring 164 and a spring receptacle 166.
  • the valve spring 164 is supported on the one hand on the spring receptacle 166 and on the other hand at the end of the bore 158.
  • the bore 158 is connected via a transverse bore 168 with the working space 64.
  • the transverse bore 168 is sealed by means of a closure body 170 to the outside of the radial piston pump 18.
  • Valve body 162 are moved against the pressure force of the valve spring 164 from the valve seat 160, so that fuel can be passed through the transverse bore 168 back into the working space 64.
  • the bias of the valve spring 164 should therefore be chosen so that the ⁇ f ⁇ hungstik the pressure relief valve 156 the maximum allowable maximum pressure in the bore 142 is.
  • FIG. 8 schematically shows a fuel injection system 212.
  • the fuel injection system 212 includes a radial piston pump 218 that does not require a return (compare line 26 in FIG. 1).
  • Radial piston pump 218 has a fuel metering unit 220 modified from the first exemplary embodiment, which is described below with reference to FIGS. 9-11.
  • a further pump 222 is provided in addition to the radial piston pump 218, a further pump 222 is provided.
  • the radial piston pump 218 and the further pump 222 are each driven by a camshaft of an internal combustion engine 210.
  • Pump 222 is fed by means of a line 224 from the radial piston pump 218. Via a high-pressure line 226, the additional pump 222 can supply high-pressure fuel to the high-pressure line 28, from which the fuel passes into the high-pressure accumulator 30. In order to achieve a good overall efficiency, the line 224 should be as short as possible, in particular shorter than 30 cm. By using a further pump 222, the maximum deliverable amount of fuel of the fuel injection system 212 relative to the fuel injection system 12 can be increased. If a further increase is desired, additional pump elements may be connected to the radial piston pump 218.
  • FIG. 9 shows the radial piston pump 218 in a sectional plane which is indicated by the fuel
  • Dimensioning unit 220 passes through.
  • the radial piston pump 218 and the fuel metering unit 220 comprise a pump housing 46 with a working chamber 64, which is preceded by an inlet valve 90 and an outlet valve 92 downstream.
  • an electromagnet 284 is provided, which is controllable via an electrical connection 62.
  • the electromagnet 284 has a magnet coil 296, a magnet armature 294 and a magnet needle 300.
  • Of the Electromagnet 284 is connected via a connecting piece 286 via a welded joint 302 to the pump housing 46.
  • the solenoid 284 controls a suction throttle valve 288 modified from the suction throttle valve 88 described with reference to the first embodiment. This will be described below with reference to FIG.
  • the installation situation of Saugdrosselventils 288 corresponds to that of the Saugdrosselventils 88.
  • the Druckdämpferraum 78 fuel supplied via the bore 112 in a first annular space 114, via the Saugdrosselventil 288 in a second annulus 118 and from there into a bore 130 to the inlet valve 90 and finally in reach the working space 64.
  • the first annular space is sealed off from the second annular space by means of a sealing element 120.
  • the suction throttle valve 288 can be coupled to a pressure limiting valve 400.
  • the suction throttle valve 288 has a fixedly connected to the connecting piece 286 cylinder member 306 in which a slider element 304 is slidably mounted.
  • the slider element 304 is pressed by means of a spring 310 in the direction of the pressure limiting valve 400.
  • control openings 316 formed in the cylinder element 306 are released or closed.
  • the pressure limiting valve 400 opens on the side facing away from the suction throttle valve 288 in a bore 402, which is in communication with the bore 144 for the bypass valve 94.
  • the bore 402 is connected to the opposite side of the bypass valve 94 with a bore 404, which opens in the bore 142 on the outlet side of the exhaust valve 92.
  • Bore 142 is disposed adjacent to the high pressure port 58.
  • the pressure relief valve 400 has a pressure piece 406 which is fixedly connected to the pump housing 46.
  • the pressure piece 406 is also fixedly connected to the cylinder member 306 of the Saugdrosselventils 288.
  • a valve seat 408 is pressed, to which a valve body 410 of a coupling element 412 is assigned.
  • the coupling element 412 is supported on the cylinder element 306 via a valve spring 414, so that the valve body 410 is pressed into the valve seat 408.
  • the coupling element 412 has drivers 416, which with the Slider element 304 of the Saugdrosselventils 288 can cooperate. This will be described in more detail below.
  • the slide element 304 is connected to the magnetic needle 300 of the electromagnet 284 on the side opposite the pressure limiting valve 400 via a connecting element 418.
  • the solenoid valve 284 shown in Figure 9 is open in the de-energized state, so that fuel from the first annulus 114 via the control ports 116 can enter the second annulus 118.
  • the spring 310 pushes the slider member 304 toward the pressure relief valve 400.
  • the electromagnet 284 When the electromagnet 284 is energized, the magnet needle 300 is pulled out of the pump housing 46. This movement is transmitted via the connecting element 418 to the slide element 304, so that the slide element 304 gradually closes the control openings 316. Upon further energization of the electromagnet 284, the slider element 304 detects the driver 416 of the coupling element 412, so that the coupling element 412 and the valve body 410 disposed thereon is acted upon against the action of the valve spring 414 with an opening force.
  • the pressure limiting valve 400 is opened and establishes a connection between the bore 142, 404 and 402 and the first annular space 114, so that high-pressure fuel from the high pressure side of the radial piston pump 218 can be performed back to the low pressure side. The fuel thus discarded may be received in the pressure damper space 78.
  • the control of the fuel under high pressure is advantageous in order to reduce an undesirably high pressure in the high pressure region of the radial piston pump 218 can. Such situations occur, for example, in overrun mode or when switching off the internal combustion engine 210.
  • FIG. 11 shows the radial piston pump 218 in a sectional plane perpendicular to the plane selected in FIG.
  • the pump housing 46 with the high-pressure connection piece 58 and the low-pressure connection piece 56.
  • a connection piece 420 is provided for the further pump 222 shown schematically in FIG. The connecting piece 420 leads to the line indicated by 224 in FIG.
  • the fuel supplied to the radial piston pump 218 can pass via the first annular space 114 via the intake throttle valve 288 into the second annular space 118. From there it can be fed via a bore 422 to the connecting piece 420.
  • FIG. 12 shows the further pump 222 in a perspective view.
  • the pump 222 has a pump housing 424 which can be fastened to the internal combustion engine 210 via a flange 426.
  • the pump 222 includes a pump piston 428 and a piston spring 430 that may be inserted into the housing of the engine 210 to drive the pump piston 428 from a camshaft of the engine 210.
  • a low-pressure connection piece 432 is provided, which is supplied by the radial piston pump 218 via the line 224 with fuel.
  • a high pressure port 434 is provided to the pump housing 424.
  • High pressure line 226 leads.
  • the pump 222 is shown in FIG. 13 in a sectional plane through the pump housing 424 and the pump piston 428.
  • the pump piston 428 delimits a working space 436 and is displaceably mounted in a cylinder element 438.
  • the cylinder member 438 is fixedly connected to the pump housing 424.
  • the sealing of cylinder element 438 and pump piston 428 via a sealing element 440, which is received in a seal carrier 442.
  • About the sealing element 440 outgoing fuel leakage amount can via a bore 446 of a bore 448 in
  • the working chamber 436 is preceded by an inlet valve 450 and a bore 452, which leads to an outlet valve 454, downstream.
  • a bore 456 is provided, which leads to the high pressure port 434.
  • a pressure limiting valve 458 is provided, through which the bore 456 adjacent to the high-pressure connection piece 434 can be connected to the working space 436.
  • the pressure limiting valve 458 is disposed in a bore 460 and has a valve seat 462, a valve body 464 and a valve spring 466, which is supported on a spring receptacle 468 and at the end of the bore 460.
  • the bore 460 is connected via a transverse bore 470 with the working space 436. Outwardly, the transverse bore 470 is closed by a closure body 472.
  • the pressure relief valve 458 is opened so that the fuel can flow back into the working space 436 through the bore 460 and the transverse bore 470.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

La présente invention concerne une pompe à carburant haute pression (18, 218) destinée à un système d'injection de carburant (12, 212) d'un moteur à combustion interne, comprenant un boîtier de pompe (46) dans lequel est formée une chambre de travail (64) dans laquelle du carburant peut être introduit depuis une zone basse pression (78) de la pompe à piston radial (18, 218), la chambre de travail (64) étant délimitée par un piston de pompe (52) qui, pour appliquer une pression au carburant, peut être entraîné par un entraînement externe, en particulier un arbre à cames d'un moteur à combustion interne (10, 210), un système de restricteur à restriction variable (88, 288) étant monté sur ou dans le boîtier de pompe (46) pour mesurer la quantité de carburant qui alimente la chambre de travail (64).
EP06763322A 2005-07-19 2006-05-29 Pompe a carburant haute pression pour systeme d'injection de carburant de moteur a combustion interne Withdrawn EP1910664A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005033634A DE102005033634A1 (de) 2005-07-19 2005-07-19 Hochdruck-Kraftstoffpumpe für ein Kraftstoff-Einspritzsystem einer Brennkraftmaschine
PCT/EP2006/062663 WO2007009828A1 (fr) 2005-07-19 2006-05-29 Pompe a carburant haute pression pour systeme d'injection de carburant de moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1910664A1 true EP1910664A1 (fr) 2008-04-16

Family

ID=36930682

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06763322A Withdrawn EP1910664A1 (fr) 2005-07-19 2006-05-29 Pompe a carburant haute pression pour systeme d'injection de carburant de moteur a combustion interne

Country Status (5)

Country Link
US (1) US20100126474A1 (fr)
EP (1) EP1910664A1 (fr)
JP (1) JP2009501866A (fr)
DE (1) DE102005033634A1 (fr)
WO (1) WO2007009828A1 (fr)

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DE102007053800A1 (de) 2007-11-12 2009-05-14 Robert Bosch Gmbh Kraftstoffsystem einer Brennkraftmaschine
DE102008042626A1 (de) 2008-05-29 2009-12-03 Robert Bosch Gmbh Hochdruck-Kraftstoffpumpe
DE102008002067A1 (de) 2008-05-29 2009-12-03 Robert Bosch Gmbh Hochdruck-Kraftstoffpumpe
DE102008051192A1 (de) * 2008-10-14 2010-04-15 Continental Automotive Gmbh Anordnung aus einem Zylinderkopf und einer Radialkolbenpumpe
DE102008043217A1 (de) * 2008-10-28 2010-04-29 Robert Bosch Gmbh Kraftstoff-Hochdruckpumpe für eine Brennkraftmaschine
JP5478051B2 (ja) * 2008-10-30 2014-04-23 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
DE102008059638A1 (de) * 2008-11-28 2010-06-02 Continental Automotive Gmbh Hochdruckpumpe
DE102010001119A1 (de) 2010-01-22 2011-07-28 Robert Bosch GmbH, 70469 Hochdruckpumpe
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