EP1913255B1 - Kraftstoff-fördereinrichtung, insbesondere für eine brennkraftmaschine - Google Patents

Kraftstoff-fördereinrichtung, insbesondere für eine brennkraftmaschine Download PDF

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Publication number
EP1913255B1
EP1913255B1 EP06763329A EP06763329A EP1913255B1 EP 1913255 B1 EP1913255 B1 EP 1913255B1 EP 06763329 A EP06763329 A EP 06763329A EP 06763329 A EP06763329 A EP 06763329A EP 1913255 B1 EP1913255 B1 EP 1913255B1
Authority
EP
European Patent Office
Prior art keywords
pump
pressure
throttling
fuel delivery
delivery device
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 - Fee Related
Application number
EP06763329A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1913255A1 (de
Inventor
Bernd Schroeder
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 EP1913255A1 publication Critical patent/EP1913255A1/de
Application granted granted Critical
Publication of EP1913255B1 publication Critical patent/EP1913255B1/de
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped

Definitions

  • the invention relates to a fuel delivery device, in particular for an internal combustion engine, according to the preamble of claim 1, such as in the WO 2004/036034 shown.
  • the DE 102 20 281 A1 describes a fuel system for an internal combustion engine, in which fuel is conveyed from a prefeed pump to a high-pressure pump and from there into a high-pressure fuel rail. To this several injectors are connected, which inject the fuel directly into combustion chambers of the internal combustion engine.
  • the flow rate of the mechanically driven by the engine high pressure pump is effected by a fluidically upstream throttle device.
  • the throttle device is designed so that it allows a certain leakage amount of fuel even in completely closed state. This is returned to a low-pressure region via a zero-delivery line, in which a zero-feed throttle is present, so it does not reach the actual piston pump.
  • the present invention has the object, a fuel delivery device of the type mentioned in such a way that it builds as simple as possible.
  • the leakage quantity of fuel passed by the throttle device reaches into the working space of the piston pump.
  • the hitherto required zero-delivery line and a zero-delivery throttle arranged therein which considerably simplifies the structure of the fuel delivery device according to the invention. This also saves costs.
  • a special leakage pump means is provided by the leakage amount at least partially from the working space to an upstream of the Throttle device located low pressure range is conveyed away. This may for example be immediately upstream of an inlet valve of the piston pump, so that the fuel delivery device is very compact and additional long lines are not required.
  • the leakage pump device can be realized by the pump piston of the piston pump itself and the guide gap between the pump piston and the pump housing. A reaching into the working space leakage amount is simply dissipated in this case by the pressure difference between the working space and the drive side of the pump piston. In this case, a good efficiency of the fuel delivery device is maintained when the guide gap is formed so that when the throttle device is closed, just the leakage amount of the throttle device is conveyed back to the low pressure area.
  • the fuel delivery device usually conveys into a high-pressure space, for example a high-pressure rail.
  • a high-pressure space for example a high-pressure rail.
  • this can be connected via a fluidically parallel to an outlet valve of the piston pump throttle with the working space of the piston pump. In this way, it is possible to dispense with a separate pressure relief valve on the high-pressure chamber, which further simplifies or reduces the construction and the corresponding costs of the fuel delivery device according to the invention.
  • the opening differential pressure of an inlet valve of the piston pump is at least about 1 bar, since in this case the formation of fuel vapor due to pressure pulsations during operation of the piston pump between the throttle device and the inlet valve is prevented.
  • the leakage amount is kept low overall by a control opening is not present at the throttle valve but at the throttle body at a throttle device with a throttle slide.
  • the guide gap between throttle slide and throttle housing should be less than or equal to the guide gap between pump piston and pump housing. Typical values are 4 or 7 ⁇ m.
  • the leakage quantity of the throttle device should be smaller than the fuel requirement of an internal combustion engine when idling, ie if only a minimal fuel flow is injected into the combustion chambers of the internal combustion engine.
  • a first embodiment of a fuel conveyor carries in FIG. 1 It comprises a fuel reservoir 2, from which a prefeed pump 3 delivers the fuel via a line 4 to a high-pressure pump unit 10.
  • This includes a throttle device 20 and a high-pressure piston pump 6.
  • the throttle device 20 is fluidly arranged between the prefeed pump 3 and the high-pressure piston pump 6, and it regulates the low pressure side, the flow rate of the high pressure piston pump 6.
  • the latter is in the present embodiment via a cam 30th powered, in turn, mechanically in FIG. 1 not shown manner is driven by an internal combustion engine 7, for example, the cam or crankshaft.
  • the cam 30 may also be part of the cam or crankshaft.
  • the high-pressure piston pump 6 compresses the fuel supplied to it to a comparatively high pressure and conveys it via a line 5 into a high-pressure chamber 40.
  • the fuel is stored under high pressure, it is also called “high-pressure accumulator” or “rail”.
  • a plurality of injectors 41 are connected, which inject the fuel directly into each associated combustion chambers 42.
  • the pressure prevailing in the high-pressure chamber 40 is detected by a pressure sensor 43.
  • the speed of a not shown crankshaft of the engine 7 is detected by a speed sensor 44, a temperature of the engine 7 via a temperature sensor 45.
  • a control and regulating device 46 controls or regulates inter alia the operation of the throttle device 20, wherein in the control or Control the signals of the sensors 43, 44 and 45, and possibly also other sensors, flow.
  • a computer program for controlling the throttle device is stored on a storage medium 47 of the control and regulating device 46.
  • FIG. 2 Reference is made, in which the high-pressure pump unit 10 is shown enlarged. Upstream of the throttle device 20, a filter 101 is disposed in the high-pressure pump unit 10 and a pressure damper 102 is arranged in a channel 8 belonging to a low-pressure region. By the latter, pulsations of the high-pressure piston pump 6 are to be damped, for example, in the line 4. Furthermore, he should ensure a high degree of delivery of the high-pressure piston pump 6, even at high rotation and cam numbers.
  • the throttle device 20 comprises a cylindrical throttle slide 201 and a cylindrical throttle housing 202.
  • the throttle slide 201 is actuated by an electromagnetic actuator 203, against which the throttle slide 201 is acted upon by a compression spring 204.
  • the throttle slide 201 has a smaller diameter gate (no reference numeral) through which an inlet space 205 is formed between the throttle slide 201 and the throttle body 202.
  • a circumferential control edge 206 is present, which cooperates with control openings 207 formed on the throttle housing 202. Via a connection 208, these lead to the high-pressure piston pump 6.
  • a guide gap 209 is present between the throttle slide 201 and the throttle housing 202.
  • the high-pressure piston pump 6 in turn comprises an inlet valve 103, via which the fuel can pass from the connection 208 of the throttle device 20 to a working space 104 which is formed between a pump piston 105 and a pump housing 106.
  • the pump piston 105 is sealed to a drive space, in which the cam 30 is arranged, via a piston seal 107.
  • the fuel passes through an outlet valve 108. Parallel to this, but with opposite opening direction is between the working space 104 and high-pressure chamber 40 a Pressure relief valve 109 is arranged. This is closed during normal operation of the fuel delivery device 1.
  • a bypass valve 110 is still arranged in the high-pressure pump unit 10, which connects the high-pressure chamber 40 with the located between the filter 101 and pressure damper 102 channel 8 and opens to the high-pressure chamber 40.
  • This bypass valve 110 is closed during normal operation. In the event of a fault, for example, when the throttle device 20 is stuck in the closed position, however, fuel can pass into the high-pressure chamber 40 via this bypass valve 110, so that at least the pressure generated by the prefeed pump 3 prevails therein, which allows a certain emergency operation of the internal combustion engine 7.
  • a guide gap 111 is present between the pump piston 105 and the pump housing 106.
  • a leakage line 112 which leads to the low pressure region 8 immediately upstream of the filter 101.
  • the mouth of the leakage line 112 is therefore covered by the pump piston 105, whereas the coming of the inlet valve 103 into the working space 104 and the outgoing from the working space 104 to the outlet valve 108 mouth of the pump piston 105 are always free.
  • the prefeed pump 3 In normal operation, the prefeed pump 3 generates a prefeed pressure in the amount of about 6 bar. Depending on the position of the throttle slide 201 of the throttle device 20 and depending on the corresponding coverage of the control edge 206 with the control ports 207 passes more or less fuel to the high-pressure piston pump 6. During the suction phase, the fuel is sucked into the working space 104 via the inlet valve 103. Depending on the throttling, more or less steam is produced in the working space 104. In this way, the delivery rate of the high-pressure piston pump 6 is set to the high-pressure chamber 40.
  • the throttle device 20 is "normally closed", which means that the throttle slide 201 is pressed in the closed position with electroless electromagnetic actuator 203 of the compression spring 204.
  • its opening differential pressure is about 1 bar.
  • the opening differential pressure can also be significantly smaller.
  • this leakage pump device 113 is formed simply by the pump piston 105 and the guide gap 111 between pump piston 105 and pump housing 106. This is in fact dimensioned so that in a delivery stroke of the pump piston 105 just with the throttle device 20 entering the working space 104 reaching leakage fuel quantity due to the pressure difference between the working chamber 104 and the pressure prevailing immediately before the piston seal 107 prefeed pressure is conveyed away via the leakage line 112 is functional So formed by the guide gap 111, the previously known "zero-feed throttle".
  • the guide gap 209 of the throttle device 20 and the guide gap 111 of the high pressure piston pump 6 coordinated so that the leaked by the throttle device 20 leakage amount is pumped back by means of the pumping movement of the pump piston 105 via the guide gap 111, without being in the Working space 104, the opening pressure of the exhaust valve 108 is reached at a very specific pressure in the high pressure chamber 40
  • This particular pressure in the high pressure chamber 40 may be, for example, a pressure at which the injectors 41 can inject the fuel safely into the combustion chambers 42.
  • FIG. 2 the course of the leakage flow is illustrated by arrows 114.
  • the operating principle of the leakage pump device 113 is also from the diagram of FIG. 3 out. It can be seen that in each case in the region of the top dead center of the pump piston 105 (the stroke of the pump piston 105 is represented by the curve 115) in the working space 104, a "pressure mountain" is formed (curve 116). A zero promotion of the high pressure piston pump 6 is present when the maximum pressure of this pressure mountain is at most equal to the current pressure in the high pressure chamber 40. This is only guaranteed if the total amount of leakage that is passed by the throttle device 20, from the leakage pump 113th is dissipated. Otherwise, the pressure in the working space 104 would increase with each cycle of the high-pressure piston pump 6 until the outlet valve 108 finally opens.
  • the amount of leakage discharged from the leakage pump device 113 via the guide gap 111 is represented by the curve 117. It can be seen that, in the case of the high pressure prevailing in the region of top dead center, a relatively large amount of leakage passes through the guide gap 111 and is discharged from the leakage line 112. Outside the top dead center of the pump piston 105, however, a lower pressure prevails in the working space 104 in part than in the channel or low-pressure area 8, so that even a certain but very small amount of fuel flows back into the working space 104 via the guide gap 111.
  • a typical vote is that the guide gap 111 has a value of 7 microns, the guide gap 209, however, has a value of 4 microns.
  • the leakage amount of the throttle device 20 should be smaller than the fuel demand of the engine 7 in the idle. This is due to the fact that at such a low pressure in the high pressure chamber 40, the outlet valve 108 opens even at a correspondingly low pressure, so that the maximum pressure in the working chamber 104 also corresponds at most to the reduced pressure in the high pressure chamber 40. With such a However, the reduced pressure also decreases the pressure difference across the guide gap 111, which reduces the "delivery rate" of the leakage pump device 113.
  • this leakage quantity should at most correspond to the fuel demand of the engine 7 when idling.
  • the pressure in the high-pressure chamber 40 can be lowered by injecting more fuel from the injectors 41 into the combustion chambers 42 than by the fuel delivery device 1 into the high-pressure chamber 40. This can be adjusted by means of the throttle device 20. It is understood that the maximum pressure in the high-pressure chamber 40, which adjusts itself in the overrun mode of the internal combustion engine 7, should in principle not be greater than a pressure at which the injectors 41 are still working reliably. If such a lowering of the pressure in the high-pressure chamber 40 is not possible, this must be compensated by a correspondingly changed control of the injectors 41.
  • the pressure in the high pressure chamber 40 is limited by the pressure relief valve 109 to a certain maximum value.
  • the guide gap 111 operates as a flow restrictor between the working space 104 and the leakage line 112. Conceivable, but not shown, but is also that the leakage line branches off directly from the working space 104 and in her a separate flow restrictor is present, which takes over the hydraulic function of the guide gap 111.
  • the guide gap 111 operates as a flow restrictor, this has the advantage that a variable throttling action can be realized which is lowest at bottom dead center of the pump piston 105 and greatest at top dead center.
  • FIGS. 4 and 5 An alternative embodiment of a fuel delivery device 1 is in the FIGS. 4 and 5 shown.
  • elements and areas which have equivalent functions to elements and areas of the related FIGS. 1 to 3 described Embodiment, have the same reference numerals. They are not explained again in detail.
  • the flow rate of the feed pump 3 is adjustable.
  • the pressure in the line 4 and in the low pressure region 8 can be adjusted according to a desired form.
  • the prefeed pump 3 is controlled by the control and regulating device 46.
  • an adjustable pre-pressure has the advantage that the control sensitivity of the throttle device 20 is improved.
  • the pressure difference at the throttle device 20 can be adjusted optimally with adjustable admission pressure as a function of load and speed of the internal combustion engine 7. In addition, an increased fuel temperature or a higher vapor pressure can be compensated.
  • a variable pre-pressure can also be used to control the amount of leakage of the throttle device 20 and thus the self-adjusting high pressure in the high-pressure chamber 40. If, for example, the intake pressure is lowered in the overrun mode of the internal combustion engine 7, the leakage quantity of the throttle device 20 is also reduced, since the pressure difference at the guide gap 209 decreases to the same extent. With a smaller amount of leakage at the guide gap 209 of the throttle device 20 is in overrun operation of the internal combustion engine 7 is also a lower pressure in the high-pressure chamber 40 a. Conversely, this means that with an adjustable form the requirements for the throttle device 20 can be reduced in terms of control sensitivity and allowable leakage amount. Thus, e.g. the guide gap 209 are increased, whereby the production is simplified.
  • FIGS. 4 and 5 show embodiments of a fuel delivery device 1 to the previous embodiment.
  • a flow restrictor 118 is arranged parallel to the exhaust valve 108. This allows a "passive" pressure reduction in the high-pressure chamber 40.
  • the pressure in the high-pressure chamber 40 can be reduced to the pressure prevailing in the low-pressure region 8 via the flow restrictor 118 and the guide gap 111 of the high-pressure piston pump 6.
  • the pressure in the high-pressure chamber 40 can be lowered to a desired value and regulated by means of the variable admission pressure so that it is ideal for resuming the injection of the injectors 41.
  • the fuel delivery device comprises a high-pressure piston pump with a plurality of pump pistons and work spaces arranged fluidically parallel to one another. Also in this case, the metering of the fuel can take place via a throttle device.
  • the guide gaps When designing the guide gaps, however, the guide gaps of all pump pistons must be taken into account.
EP06763329A 2005-07-19 2006-05-29 Kraftstoff-fördereinrichtung, insbesondere für eine brennkraftmaschine Expired - Fee Related EP1913255B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005033638A DE102005033638A1 (de) 2005-07-19 2005-07-19 Kraftstoff-Fördereinrichtung, insbesondere für eine Brennkraftmaschine
PCT/EP2006/062671 WO2007009829A1 (de) 2005-07-19 2006-05-29 Kraftstoff-fördereinrichtung, insbesondere für eine brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1913255A1 EP1913255A1 (de) 2008-04-23
EP1913255B1 true EP1913255B1 (de) 2009-07-22

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EP06763329A Expired - Fee Related EP1913255B1 (de) 2005-07-19 2006-05-29 Kraftstoff-fördereinrichtung, insbesondere für eine brennkraftmaschine

Country Status (6)

Country Link
US (1) US7527035B2 (ja)
EP (1) EP1913255B1 (ja)
JP (1) JP2009501867A (ja)
CN (1) CN101223353A (ja)
DE (2) DE102005033638A1 (ja)
WO (1) WO2007009829A1 (ja)

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Also Published As

Publication number Publication date
JP2009501867A (ja) 2009-01-22
US7527035B2 (en) 2009-05-05
US20080184969A1 (en) 2008-08-07
DE102005033638A1 (de) 2007-01-25
EP1913255A1 (de) 2008-04-23
WO2007009829A1 (de) 2007-01-25
CN101223353A (zh) 2008-07-16
DE502006004328D1 (de) 2009-09-03

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