EP3014103B1 - Pompe haute pression et système d'injection de carburant pourvu d'une pompe haute pression - Google Patents

Pompe haute pression et système d'injection de carburant pourvu d'une pompe haute pression Download PDF

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Publication number
EP3014103B1
EP3014103B1 EP14730155.0A EP14730155A EP3014103B1 EP 3014103 B1 EP3014103 B1 EP 3014103B1 EP 14730155 A EP14730155 A EP 14730155A EP 3014103 B1 EP3014103 B1 EP 3014103B1
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EP
European Patent Office
Prior art keywords
inlet valve
fuel
pump
pump assembly
delivery
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Application number
EP14730155.0A
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German (de)
English (en)
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EP3014103A1 (fr
Inventor
Marco Lamm
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0265—Pumps feeding common rails
    • F02M63/027—More than one high pressure pump feeding a single common rail
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • 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
    • 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
    • F02D41/3082—Control of electrical fuel pumps
    • 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
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/04—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps
    • F02M59/06—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps with cylinders arranged radially to driving shaft, e.g. in V or star arrangement
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • 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
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B19/00—Machines or pumps having pertinent characteristics not provided for in, or of interest apart from, groups F04B1/00 - F04B17/00
    • F04B19/20—Other positive-displacement pumps
    • F04B19/22—Other positive-displacement pumps of reciprocating-piston type
    • 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
    • F04B23/00—Pumping installations or systems
    • F04B23/04—Combinations of two or more pumps
    • F04B23/06—Combinations of two or more pumps the pumps being all of reciprocating positive-displacement type
    • 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
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/22—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves
    • 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
    • F04B53/00—Component parts, details or accessories not provided for in, or of interest apart from, groups F04B1/00 - F04B23/00 or F04B39/00 - F04B47/00
    • F04B53/10—Valves; Arrangement of valves
    • 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
    • F04B53/00—Component parts, details or accessories not provided for in, or of interest apart from, groups F04B1/00 - F04B23/00 or F04B39/00 - F04B47/00
    • F04B53/16—Casings; Cylinders; Cylinder liners or heads; Fluid connections
    • 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
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • 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
    • F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
    • F02M2700/13—Special devices for making an explosive mixture; Fuel pumps
    • F02M2700/1317—Fuel pumpo for internal combustion engines
    • F02M2700/1358—Fuel pump with control of fuel inlet to the pumping chamber

Definitions

  • the invention relates to a method for operating a high-pressure pump, in particular a radial or in-line piston pump, in a fuel injection system and a method for operating a fuel injection system with a high-pressure pump.
  • the invention relates to the field of fuel pumps for fuel injection systems of air-compressing, self-igniting internal combustion engines.
  • a high pressure pump for a fuel injection system of air-compressing, self-igniting internal combustion engines has two pump assemblies and a drive shaft, the drive shaft having at least one cam assigned to the pump assembly.
  • a first inlet valve is provided for a pump workspace of a first pump assembly and a second inlet valve is provided for a pump workspace of a second pump assembly.
  • Both intake valves are designed as controlled intake valves and a control unit is provided for controlling the two intake valves.
  • a control unit of the fuel injection system at least essentially interrupts fuel delivery through one of the two pump assemblies through the respective inlet valve. As a result, the load on the components of the high-pressure pump can be reduced in a part-load operating mode of the internal combustion engine.
  • the inventive method for operating a high pressure pump of a fuel injection system with the features of claim 1 and the method for operating a fuel injection system with a high pressure pump with the features of Claim 8 has the advantage that an improved mode of operation is achieved with a cylinder deactivation and a load on the components of the high-pressure pump can be further reduced.
  • an injection behavior can also be improved.
  • at least essentially the fuel that is removed from the internal combustion engine can be delivered.
  • the pressure wave load and pressure wave generation which arise from the pump delivery strokes in a fuel rail or the like, decrease in the high-pressure system and a malfunction of the injection-synchronous injection strokes is avoided. This supports the cylinder deactivation function for the internal combustion engine.
  • the first inlet valve is designed as an electrically operated suction valve. It is also advantageous that the second inlet valve is designed as an electrically operated suction valve. If further inlet valves are provided for further pump assemblies, the control unit can also serve to control such further inlet valves, which can also be configured as electrically operated suction valves.
  • the drive shaft has a cam that serves to drive the first pump assembly and to drive the second pump assembly.
  • the two pump assemblies can thus be driven by a single cam of the drive shaft.
  • one or more further cams can also be provided, which are used to drive additional pump assemblies.
  • the first pump assembly and the second pump assembly can, however, also be driven by a first cam and a second cam of the drive shaft.
  • the second inlet valve is designed as a controlled second inlet valve and that in the partial-load operating mode, when the cylinder is switched off, fuel delivery by the second pump assembly can be at least essentially interrupted by the second inlet valve.
  • the fuel delivery through the first pump assembly or the fuel delivery through the second pump assembly can be interrupted. This enables a reduced load both on the components in the area of the first pump assembly and on the components in the area of the second pump assembly. For this they can Interruptions take place alternately at the intake valves. This enables an even distribution between the pump assemblies over the service life.
  • control unit in the partial-load operating mode when the cylinder is switched off activates the first inlet valve and, if appropriate, activates the second inlet valve in a timing arrangement with an actuation of an electric pre-feed pump that delivers fuel to the first inlet valve and the second inlet valve. performs.
  • the pre-feed pump can be designed as an electric fuel pump.
  • the cylinder deactivation of the internal combustion engine can be carried out uniformly and synchronously with the high-pressure pump and a regulation or control of the pre-feed pump.
  • a different pre-feed pump can also be used instead of an electric fuel pump (electric fuel pump).
  • the high-pressure pump can deliver the fuel to a fuel rail, in particular a fuel rail.
  • the high-pressure pump preferably delivers injection-synchronously and timed to the firing order of the combustion chambers of the internal combustion engine in the fuel distributor and thus to the fuel injection valves. This can be achieved in the full load range as well as in the low and partial load range with cylinder deactivation.
  • a temporary, load-dependent shutdown of at least one pump assembly of the high-pressure pump is thus possible.
  • the load-dependent deactivation of at least one pump assembly takes place in the low and partial load range when the cylinder is switched off via a correspondingly designed system function.
  • Such a system function can be implemented within the control unit and, if necessary, adapted to the respective application. This system function makes it possible to switch off the pump assemblies by controlling the assigned inlet valves in the sense of zero delivery.
  • the cylinder deactivation can be carried out systematically and synchronously with the high-pressure pump and the regulation or control of the electrical pre-feed pump (electric fuel pump).
  • the electrical pre-feed pump electrical fuel pump
  • a reduction in the power consumption and thus a reduction in the carbon dioxide generated can be achieved.
  • the frictional heat generated can also be reduced. The frictional heat can occur between a roller and the associated roller shoe, a slide bearing and the drive shaft and between a tappet body and a housing wall.
  • the reduced frictional heat results when the pump assembly is switched off to a certain extent. This also reduces the amount of cooling and lubrication. It also reduces the production of carbon dioxide.
  • the improved functionality and the reduction in energy consumption is also made possible by reducing the required drive torque.
  • by increasing the hydraulic efficiency in the partial-load operation of the high-pressure pump since the ratio of the liquid volume to be compressed to the dead volume in the active pump assembly becomes more favorable than a partial partial delivery of both pump assemblies, which is in particular divided between two pump assemblies.
  • the single, active pump assembly has a better effect than a hydraulic spring.
  • operating principle and constructive implementation of at least one electric suction valve noise can also be reduced. In particular, this can eliminate a sound that can be described as a water hammer, and it does not require opening and closing the inlet valve and an outlet valve of the inactive pump assembly when the internal combustion engine is operating in low-part-load operation.
  • Another advantage is the increase in robustness and an associated increase in the service life.
  • a reduced load on the components, in particular the drive components, of the high-pressure pump can advantageously be achieved.
  • the pump assemblies can also be switched off alternately in a targeted manner in order to distribute the load or the relief of the affected individual components, in particular valves, sealing seats, drive rollers and tappet bodies, evenly between the pump assemblies and the assigned elements over the service life and to reduce the stress cycles.
  • This also reduces the Hertzian pressure in the area between the roller and the cam of the switched-off pump assembly.
  • Fig. 1 shows a fuel injection system 1 with a high pressure pump 2 and an internal combustion engine 3 in a partial, schematic representation according to an embodiment.
  • the high-pressure pump 2 can in particular be designed as a radial or in-line piston pump.
  • the fuel injection system can be used in particular for air-compressing, self-igniting internal combustion engines 3.
  • the high-pressure pump 2 has a pump housing 4 in which an engine room 5 is configured.
  • a drive shaft 6 with a cam 7 is mounted in the pump housing 4.
  • the cam 7 is designed as a double cam 7.
  • the cam 7 can be designed as a multiple cam according to the respective configuration.
  • the term cam also includes one Design of the cam 7, in which the drive shaft 6 has an eccentric section or the like.
  • the high-pressure pump 2 has a first pump assembly 8 and a second pump assembly 9, which can be driven by the cam 7 of the drive shaft 6.
  • a first inlet valve 10 is assigned to the first pump assembly 8.
  • fuel can be fed into a pump work chamber 11 of the first pump assembly 8 via the first inlet valve 10.
  • the fuel in the pump work chamber 11 is compressed by the first pump assembly 8 and conveyed under high pressure via a first outlet valve 12 into a fuel distributor 13.
  • the fuel rail 13 can be configured in particular as a fuel rail 13.
  • a second inlet valve 14 is provided, via which fuel can be fed into a pump work space 15 of the second pump assembly 9.
  • the fuel in the pump work chamber 15 can then be compressed by the second pump assembly 9 and fed into the fuel distributor 13 via a second outlet valve 16.
  • the fuel reaches the inlet valves 10, 14 via the engine compartment 5.
  • the fuel is sucked in by a pre-feed pump 17 from a tank 19 via a filter 18 and fed into the engine compartment 5.
  • the prefeed pump 17 is designed as an electric fuel pump (electric fuel pump) 17.
  • a pressure relief valve 20 is provided, via which, if necessary, fuel from fuel distributor 13 returns to tank 19 when a predetermined maximum pressure of the fuel in fuel distributor 13 is exceeded.
  • the fuel injection system 1 has a control unit 25, which is connected via a signal line 26 to an electrical actuator 27 of the first inlet valve 10.
  • the electrical actuator 27 can be an electromagnet, for example.
  • the first inlet valve 10 also has a valve element 28 which is acted upon by a spring in the closing direction.
  • the control unit 25 is connected to an electrical actuator 30 of the second inlet valve 14 via a signal line 29.
  • the second inlet valve 14 also has a valve element 31 which is acted upon by a spring in the closing direction.
  • the control unit 25 is also connected to the electric feed pump 17 and to fuel injection valves 32 to 35 of the fuel injection system. By actuating the fuel injection valves 32 to 35, fuel can be injected from the fuel distributor 13 into the associated combustion chambers 36 to 39 of the internal combustion engine 3.
  • the controlled first inlet valve 10 is thus provided for the first pump assembly 8. And for the second pump assembly 9, the second controlled inlet valve 14 is provided. If the internal combustion engine works in particular in full load operation, then fuel is delivered to the fuel distributor 13 via the pump assemblies 8, 9. It is possible here that fuel is conveyed into the fuel distributor 13 via the pump assemblies 8, 9 in synchronization with the fuel injection valves 32 to 35.
  • fuel delivery through the first pump assembly 8 through the first inlet valve 10 can be interrupted by actuating the actuator 27 and opening the valve element 28.
  • fuel delivery by the second pump assembly 9 can also be interrupted by the second inlet valve 14 by actuating the actuator 30 and opening the valve element 31.
  • two cylinders of the internal combustion engine 3 can be switched off in the partial load operating mode when the cylinders are switched off, so that, for example, the fuel injection valves 34, 35 are no longer actuated. Then, on the one hand, the amount of fuel is reduced over the entire injection cycle of the injection valves 32 to 35.
  • injection-synchronous delivery is advantageous. This is achieved by switching off the fuel delivery via the first pump assembly 8 or the second pump assembly 9. Because then the amount of fuel is reduced accordingly and injection-synchronous delivery can be achieved.
  • control unit 25 can control the first intake valve 10 and the second intake valve 14 over the service life in the partial-load operating mode when the cylinder is switched off, such that the interruption of fuel delivery by the first pump assembly 8 by the first intake valve 10 and the interruption of the fuel delivery by the second Pump assembly 9 by the second inlet valve 14 at least approximately in equal proportions.
  • the pump assemblies 8, 9 can be relieved evenly.
  • control unit 25 can actuate the first inlet valve 10 and the second inlet valve 14 in the partial load operating mode in the case of cylinder deactivation in such a way that the interruption of the fuel delivery by the first pump assembly 8 and the interruption of the fuel delivery by the second pump assembly 9 take place alternately.
  • the control unit 25 can coordinate the timing with the injection.
  • control unit 25 thus activates the first intake valve 10 and the second intake valve 14 in synchronization with the cylinder deactivation for the internal combustion engine 3.
  • control unit 25 can also control the first inlet valve 10 and the second inlet valve 14 in the part-load operating mode in timing with a control of the electric prefeed pump 17, which conveys the fuel to the inlet valves 10, 14.
  • control unit 25 switches off a part of the fuel injection valves 32 to 35 during a cylinder deactivation for the internal combustion engine 3 in order to interrupt an injection of fuel via the switched off part of the fuel injection valves 32 to 35, this advantageously results in a reduction in the required fuel quantity and at the same time an injection-synchronous delivery of the fuel is realized. This results in improved functionality and a reduction in energy requirements. In addition, an increase in robustness and an increase in service life are achieved at the same time.
  • the first inlet valve 10 can advantageously be configured as an electrically operated suction valve 10, the fuel being fed into the pump working chamber 11 via the opened valve element 28 during a suction stroke of the first pump assembly 8.
  • the second inlet valve 14 can advantageously be used as an electrically operated suction valve 14 be designed.
  • the fuel can be fed into the pump work space 15 via the opened valve element 31.
  • the respective actuator 27 or 30 does not need to be controlled by the control unit 25, since the respective valve element 28 or 31 due to the pressure difference between the inlet from the fuel pump 17 and the pump work chamber 11 or 15 is open against the spring force. If the inlet valve 10 or 14 is to be opened during the delivery stroke of the respective pump assembly 8 or 9 in order to interrupt fuel delivery, the respective actuator 27 or 30 is controlled by the control unit 25.
  • Fig. 2 shows the drive shaft 6 with the cam 7 of the in Fig. 1 shown high pressure pump 2 of the embodiment to explain the operation of the embodiment.
  • a possible direction of rotation 40 of the drive shaft 6 is illustrated by an arrow 40.
  • areas 42, 43 are shown as examples on a track 41 of the cam 7.
  • the area 42 lies within the area 43 and is also significantly smaller than the area 43.
  • the pump assemblies 8, 9 If the delivery via the two pump assemblies 8, 9 is maintained in a conventional manner during partial load operation of the internal combustion engine 3, in which the cylinder is deactivated and some of the fuel injection valves 32 to 35 are deactivated, then the following situation is conceivable. Due to the reduced fuel requirement, the pump assemblies 8, 9 only provide partial delivery during the delivery stroke, since the inlet valves 10 and 14 remain open during part of the delivery stroke, so that no fuel delivery takes place and are only closed during part of the delivery stroke, so that there is only partial funding. As a result, the area 42 is overrun twice by the two pump assemblies 8, 9 during one revolution of the drive shaft 6 under load. The load is concentrated on the smaller area 42.
  • one of the pump assemblies 8, 9 is deactivated.
  • only one of the pump assemblies 8, 9 delivers with a correspondingly increased degree of filling. Partial filling is thus avoided despite the reduced fuel requirement.
  • the area 43 is thus rolled over once under load during one revolution of the drive shaft 6, the load being distributed over the larger area 43. At the same time, there is a gentler pressure build-up and a more uniform load on the raceway 41 Pump assemblies 8, 9 provided rollers 44, 45 are thus also loaded more evenly.

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

Claims (8)

  1. Procédé pour faire fonctionner une pompe haute pression (2), en particulier une pompe à piston radiale ou en ligne, dans des installations d'injection de carburant de moteurs à combustion interne (3) à auto-allumage et compression d'air, la pompe haute pression (2) présentant un premier module de pompe (8), au moins un deuxième module de pompe (9) et un arbre d'entraînement (6) qui sert à entraîner le premier module de pompe (8) et le deuxième module de pompe (9), une première soupape d'admission (10) pour un espace de travail de la pompe (11) du premier module de pompe (8) et au moins une deuxième soupape d'admission (14) pour un espace de travail de pompe (15) du deuxième -module de pompe (9) étant prévues, au moins la première soupape d'admission (10) étant configurée sous forme de soupape d'admission commandée (10) et, dans un mode de fonctionnement en charge partielle, un refoulement de carburant par le premier module de pompe (8) à travers la première soupape d'admission (10) pouvant être au moins sensiblement interrompu et pour le pilotage de la première soupape d'admission (10), une unité de commande (25) de l'installation d'injection de carburant étant prévue,
    caractérisé en ce que
    l'unité de commande (25), dans le mode de fonctionnement en charge partielle, dans le cas d'une coupure de cylindre du moteur à combustion interne (3), effectue un pilotage au moins de la première soupape d'admission (10) en coïncidence temporelle avec la coupure de cylindre, afin d'interrompre le refoulement de carburant par le premier module de pompe (8).
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la première soupape d'admission (10) est configurée sous forme de soupape d'aspiration à commande électrique (10) et/ou en ce que la deuxième soupape d'admission (14) est configurée sous forme de soupape d'aspiration à commande électrique (14).
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que
    l'arbre d'entraînement (6) présente une came (7) qui sert à entraîner le premier module de pompe (8) et à entraîner le deuxième module de pompe (9) .
  4. Procédé selon l'une quelconque des revendications 1 à 3,
    caractérisé en ce que
    la deuxième soupape d'admission (14) est configurée sous forme de deuxième soupape d'admission commandée (14) et en ce que dans le mode de fonctionnement en charge partielle, un refoulement de carburant par le deuxième module de pompe (9) à travers la deuxième soupape d'admission (14) peut être au moins sensiblement interrompu.
  5. Procédé selon la revendication 4,
    caractérisé en ce que
    l'unité de commande (25), en mode de fonctionnement en charge partielle, dans le cas d'une coupure de cylindre, pilote la première soupape d'admission (10) et la deuxième soupape d'admission (14) sur leur durée de vie de telle sorte que l'interruption du refoulement de carburant par le premier module de pompe (8) à travers la première soupape d'admission (10) et l'interruption du refoulement de carburant par le deuxième module de pompe (9) à travers la deuxième soupape d'admission (14) s'effectuent au moins approximativement dans des rapports identiques.
  6. Procédé selon la revendication 4 ou 5,
    caractérisé en ce que
    l'unité de commande (25), en mode de fonctionnement en charge partielle, dans le cas d'une coupure de cylindre, pilote la première soupape d'admission (10) et la deuxième soupape d'admission (14) de telle sorte que l'interruption du refoulement de carburant par le premier module de pompe (8) à travers la première soupape d'admission (10) et l'interruption du refoulement de carburant par le deuxième module de pompe (9) à travers la deuxième soupape d'admission (11) s'effectuent en alternance.
  7. Procédé selon l'une quelconque des revendications 1 à 6,
    caractérisé en ce que
    l'unité de commande (25), en mode de fonctionnement en charge partielle, dans le cas d'une coupure de cylindre, effectue un pilotage au moins de la première soupape d'admission (10) en coïncidence temporelle avec un pilotage d'une pompe de pré-refoulement électrique (17) qui refoule du carburant vers la première soupape d'admission (10) et la deuxième soupape d'admission (14).
  8. Procédé pour faire fonctionner une installation d'injection de carburant comprenant une pompe à haute pression (2) selon l'une quelconque des revendications 1 à 7, dans lequel l'installation d'injection de carburant présente une pompe de pré-refoulement (17) par le biais de laquelle du carburant peut être refoulé vers la première soupape d'admission (10) et vers la deuxième soupape d'admission (14), et dans lequel l'installation d'injection de carburant présente plusieurs soupapes d'injection (32-35),
    caractérisé en ce que
    l'unité de commande (25), dans le cas d'une coupure de cylindre pour le moteur à combustion interne (3), pour une partie des soupapes d'injection (32-35), interrompt une injection de carburant dans les chambres de combustion associées (36-39) du moteur à combustion interne (3) .
EP14730155.0A 2013-06-26 2014-06-13 Pompe haute pression et système d'injection de carburant pourvu d'une pompe haute pression Active EP3014103B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013212302.7A DE102013212302A1 (de) 2013-06-26 2013-06-26 Hochdruckpumpe und Kraftstoffeinspritzanlage mit einer Hochdruckpumpe
PCT/EP2014/062340 WO2014206768A1 (fr) 2013-06-26 2014-06-13 Pompe haute pression et système d'injection de carburant pourvu d'une pompe haute pression

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EP3014103B1 true EP3014103B1 (fr) 2020-02-26

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JP6387905B2 (ja) * 2015-06-10 2018-09-12 株式会社デンソー ガソリン燃料供給システム
KR20190015491A (ko) * 2016-06-06 2019-02-13 스타나다인 엘엘씨 단일 피스톤 연료 펌프의 부분 충전
DE102017207399A1 (de) * 2017-05-03 2018-11-08 Volkswagen Aktiengesellschaft Verfahren zum Betreiben einer Brennkraftmaschine und Brennkraftmaschine
DE102019208179A1 (de) 2019-06-05 2020-12-10 Robert Bosch Gmbh Pumpe, insbesondere Kraftstoffhochdruckpumpe
DE102020214880A1 (de) 2020-11-26 2022-06-02 Robert Bosch Gesellschaft mit beschränkter Haftung Pumpe, insbesondere Kraftstoffhochdruckpumpe, und Verfahren zum Betrieb einer Pumpe

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DE102013212302A1 (de) 2014-12-31
CN105339646B (zh) 2019-09-10
JP2016521822A (ja) 2016-07-25
CN105339646A (zh) 2016-02-17
US20160138489A1 (en) 2016-05-19
WO2014206768A1 (fr) 2014-12-31
EP3014103A1 (fr) 2016-05-04

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