WO2010049203A1 - Pompe haute pression à carburant pour moteur à combustion interne - Google Patents

Pompe haute pression à carburant pour moteur à combustion interne Download PDF

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Publication number
WO2010049203A1
WO2010049203A1 PCT/EP2009/061724 EP2009061724W WO2010049203A1 WO 2010049203 A1 WO2010049203 A1 WO 2010049203A1 EP 2009061724 W EP2009061724 W EP 2009061724W WO 2010049203 A1 WO2010049203 A1 WO 2010049203A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
fuel pump
valve
pressure fuel
switching
Prior art date
Application number
PCT/EP2009/061724
Other languages
German (de)
English (en)
Inventor
Bernd Schroeder
Berthold Pfuhl
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
Priority to EP09782845A priority Critical patent/EP2344750A1/fr
Priority to CN2009801431295A priority patent/CN102197213A/zh
Publication of WO2010049203A1 publication Critical patent/WO2010049203A1/fr

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
    • 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
    • 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
    • F02M59/205—Quantity of fuel admitted to pumping elements being metered by an auxiliary metering device
    • 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
    • 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
    • F02M59/367—Pump inlet valves of the check valve type being open when actuated
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/28—Details of throttles in fuel-injection apparatus

Definitions

  • the invention relates to a high-pressure fuel pump for a direct injection internal combustion engine according to the preamble of claim 1.
  • the invention relates to a method for operating a high-pressure fuel pump for a
  • Today's fuel systems for internal combustion engines with direct injection usually have a quantity-controlled high-pressure fuel pump in an input range (low pressure range), wherein the volume control is essentially carried out by a speed-synchronous operation of an intake valve of the high-pressure fuel pump. This allows a very precise quantity control. The switching times of the quantity control valves used for this purpose are very short due to the speed-synchronous control. Furthermore, a pressure sensor in a high pressure range is used for flow control. A control and / or regulating device compares an actual pressure with a desired pressure in the high-pressure region and, if necessary, corrects the control for the quantity control valve.
  • EP 0 299 337 A2 EP 0 837 986 B1, EP 0 974 008 Bl and DE 196 12 413 Al devices for controlling the fuel pressure are already known.
  • DE 103 27 411 Al a pressure relief valve for a high-pressure fuel pump is known.
  • the object of the invention is to provide or further develop a fuel high-pressure pump for an internal combustion engine of the type mentioned, which works reliably and is compact.
  • the fuel high-pressure pump should be inexpensive.
  • the fuel system is considerably simplified and inexpensive.
  • a quantity control device with two switching positions is sufficient for this purpose.
  • the two switch positions usually represent a partial delivery position with weakened, more throttled fuel mass flow and a full delivery position with a substantially unimpeded or unthrottled fuel mass flow.
  • a control of the switch valve is done by a simple design control loop, which causes a switchover depending on an easily determinable operating size from the field of high-pressure fuel pump.
  • the switching valve comprises an electromagnetic actuator.
  • the actuation of the switching valve via an actuator of an electromagnet is a reliable and inexpensive solution.
  • the switching valve for each direction of movement to be associated with an electromagnet; but it can also be only an electromagnet when switching against a spring force of a spring After switching off, the spring force returns the actuator to its original position.
  • this solution is particularly advantageous. Since the switching can be carried out comparatively slowly, there are only low demands on the switching time, which can be sufficiently solved via the switching valve with solenoid.
  • both the switching valve and an associated electric power amplifier can be relatively simple. This is also cost-cutting and saves installation space. Since the switching takes place only sporadically with low switching speed, the noise due to switching is low.
  • the switching valve in the unactuated state is in the switching position with the lowest throttle effect. For example. may occur in case of failure, an interruption of the control line to the switching valve. Even a failure of the power amplifier in a control unit is possible. In these cases of error, a control of the switching valve is no longer possible, it is "unactuated” or "de-energized". Due to the measure according to the invention, despite such a fault, an (emergency) operation of the internal combustion engine is still possible.
  • the switching valve in the unactuated state is in a switching position with increased throttle effect. Is there a focus in operating the
  • High-pressure fuel pump on a consumption optimization in the internal combustion engine so in addition to the mechanical drive line of the high pressure pump and the electrical power of the switching valve must be considered in the error described above. If the internal combustion engine is primarily operated at partial load (and this is predominantly the case with an average driving style), the energy consumption can be reduced by the proposed measure.
  • the throttling effect in a switching position is designed so that it allows a volume flow of about 10-20% of the maximum volume flow.
  • the interpretation of the throttle effect in the partial delivery position should be such that the drive power of the high-pressure fuel pump for a given operating cycle in total is minimal.
  • B. an MVEG cycle (European Driving Cycle for emission and consumption measurements on chassis dynamometers) are based. According to this cycle, only about 10 to 20 percent of the maximum flow rate of the high-pressure pump is needed on average and thus represents a dimensioning optimum.
  • MVEG cycle European Driving Cycle for emission and consumption measurements on chassis dynamometers
  • the high-pressure fuel pump comprises a pressure regulating valve which connects a high-pressure region of the high-pressure fuel pump to a low-pressure region of the high-pressure fuel pump and can thus maintain the pressure in the high-pressure region at least substantially constant.
  • the delivery rate of the high-pressure pump may be greater than the quantity requirement of the internal combustion engine.
  • the excess amount of fuel is returned by the proposed pressure control valve from the high pressure area in the low pressure area.
  • Fuel manifold thus depends essentially on an opening pressure of the pressure control valve.
  • the pressure control valve works purely mechanically / hydraulically, preferably a check valve. This is a particularly inexpensive, but effectively working solution, since a pressure sensor and an evaluation of the pressure sensor signals in a control and / or regulating device can be dispensed with. It is also proposed that the control of the switching valve by a signal of a pressure sensor, which detects a pressure prevailing in the high pressure region and / or a driving time of at least one injection valve depends. In the event of a pressure drop in the high-pressure region of the high-pressure fuel pump, an actual activation time of the injection valve must be extended in order to be able to inject the quantity of fuel required for optimal combustion of a fuel / air mixture into a combustion chamber of an internal combustion engine.
  • the ACTUAL activation time is shortened accordingly.
  • the activation time can thus be regarded as a parameter for the pressure in the high-pressure range.
  • Exceeding a predetermined upper or lower limit value of the activation time (S 0 LL activation time) is thus an indication of the changeover, which has the effect that in the low-pressure region the delivery rate of fuel is matched to the investigations in the high-pressure range.
  • the control time is a known operating variable in the control and / or regulating device and can be easily evaluated. Thereby, a switching time for the switching valve can be determined easily and without much effort.
  • the pressure in the high pressure range can also be determined by a sensor and then compared in the control and / or regulating device with an upper and lower pressure limit.
  • the actuation of the switching valve depends on a pump speed, a prefeed pressure and / or a fuel temperature.
  • FIG. 1 is a schematic representation of a fuel system according to the invention
  • FIG. 2 is a schematic representation of the switching valve of Figure 1;
  • FIG. 3 shows a flowchart of the method according to the invention.
  • FIG. 1 shows a schematic representation of a fuel system 8 for a
  • the fuel system 8 is, as will be explained, divided into a low-pressure region 12 shown on the left in FIG. 1 and a high-pressure region 14 shown on the right.
  • a pre-feed pump 16 arranged in the low-pressure region 12 pumps fuel from a fuel reservoir 18 via a low-pressure line 20 with a prefeed pressure to an inlet connection 22 of the high-pressure fuel pump 10.
  • a filter 24 and a pressure damper 26 are arranged in the low-pressure region 12.
  • the pressure damper 26 dampens pulsations arising in the high-pressure fuel pump 10 on the low-pressure side and ensures a high delivery rate even with high numbers of rotations and cams.
  • the fuel is sucked into a working chamber 32 of the high-pressure fuel pump 10.
  • the switching valve 28 will be described later in detail.
  • the volume of the working space 32 depends on the position of a pump piston 34 in a pump cylinder 36.
  • the delivery rate of the high-pressure fuel pump 10 may be greater than the amount of fuel injected by the Einspitzventilen 46, the unneeded amount of fuel from the high pressure region 14 via a pressure control or pressure relief valve 50 is returned to the low pressure region 12.
  • the pressure relief valve 50 may, for example, be designed as a check valve.
  • the pressure in the high-pressure accumulator 44 then essentially corresponds to the opening pressure of the pressure-limiting valve 50.
  • the pressure-limiting valve 50 is connected via a high-pressure line 52 to the high-pressure region 14 and via a low-pressure line 54 to the low-pressure region 12.
  • Pulsations also occur in the high-pressure region 14, in particular when single-cylinder pumps are used, with multi-cylinder pumps also being used, but generating pulsations to a lesser extent.
  • the pulsations affect the pressure control function negatively.
  • a throttle 56 can be arranged hydraulically before (upstream) the pressure limiting valve 50, whereby the pulsations before the pressure limiting valve 50 are damped.
  • the pump piston 34 is driven by a cam 58 which is of the
  • Internal combustion engine 9 is driven - for example via a cam or crankshaft (not shown).
  • the cam 58 may also be part of the cam or crankshaft.
  • a piston leakage, which arises in the gap between the pump piston 34 and the pump cylinder 36 is returned via a return line 62 in the low pressure region 12.
  • a control unit 64 controls the switching function of the switching valve 28 via a control line 66. Furthermore, the injection valves 46 are controlled via control lines 68 (in FIG. 1, only one line 68 is shown for the sake of simplicity).
  • Internal combustion engine 9 further comprises a speed sensor 70, which detects the rotational speed of a crankshaft, not shown, and a temperature sensor 72, which detects an operating temperature of the internal combustion engine, such as a cylinder head temperature or a cooling water temperature.
  • a computer program for performing the control of the switching valve 28 is stored on a storage medium 74 located in the control unit 64. The detailed construction and the function of the switching valve 28 will be explained in more detail with FIG. On the left side, the switching valve 28 is shown in a switching position "partial funding", on the right side in a switching position "full promotion".
  • the switching valve 28 essentially comprises an actuator 76, which moves a switching element 78, and a spring element 80.
  • the actuator 76 may be formed, for example, as an electromagnet or at least electromagnetically operated and operate in the energized state against the spring element 80.
  • the switching element 78 has in Figure 2 in a lower region on a passage with a throttle 82 for the partial conveying.
  • a passage 84 is arranged in FIG. 2 for a substantially uninfluenced full delivery.
  • a drive time for the actuation of the injection valves 46 is used. It could also be used by a sensor, not shown, pressure in the rail 44.
  • an actual activation time of the injection valve 46 must be extended in order to be able to inject the quantity of fuel required for optimal combustion of a fuel / air mixture into the combustion chamber 48 of the internal combustion engine 9. With a pressure increase in the high-pressure region 14, the actual activation time is shortened accordingly. Exceeding a predetermined upper or lower limit of the drive time (target drive time) is thus an indication of the changeover, which causes the
  • Flow rate of fuel in the low pressure range is adapted to the conditions in the high pressure range.
  • FIG. 3 shows a flowchart with the sequence of the method, in particular the method for adapting a switching time of the switching valve.
  • the method is implemented in a computer program that runs in the control unit.
  • the query 100 it is determined whether the switching valve 28 is working in partial funding (switching position 82). If this is the case, an increase in a fuel quantity requirement in the high-pressure fuel pump 10 is detected in 110, for example, the actual activation times of the injection valves 46 are detected and evaluated.
  • 120 it is queried whether the current ACTUAL activation time has exceeded a predetermined upper DESIRED limit value. If this is the case, then in 130 the switching valve 28 is switched to full delivery (switching position 84). If this is not the case, then the next actual activation times are compared with the setpoint limit value.

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

Abstract

La présente invention concerne une pompe (10) haute pression à carburant pour un moteur (9) à combustion interne et à injection directe, comprenant une zone (12) basse pression et un dispositif (28) de commande de dosage. Le dispositif (28) de commande de dosage comporte une valve de commande, qui est implantée en amont d'une valve (22) d'admission de la pompe (10) haute pression à carburant et qui présente une première position de commande et au moins une deuxième position de commande, lesdites positions de commande se distinguant dans leur effet d'étranglement.
PCT/EP2009/061724 2008-10-28 2009-09-10 Pompe haute pression à carburant pour moteur à combustion interne WO2010049203A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP09782845A EP2344750A1 (fr) 2008-10-28 2009-09-10 Pompe haute pression a carburant pour moteur a combustion interne
CN2009801431295A CN102197213A (zh) 2008-10-28 2009-09-10 用于内燃机的燃料高压泵

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810043237 DE102008043237A1 (de) 2008-10-28 2008-10-28 Kraftstoff-Hochdruckpumpe für eine Brennkraftmaschine
DE102008043237.7 2008-10-28

Publications (1)

Publication Number Publication Date
WO2010049203A1 true WO2010049203A1 (fr) 2010-05-06

Family

ID=41396213

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/061724 WO2010049203A1 (fr) 2008-10-28 2009-09-10 Pompe haute pression à carburant pour moteur à combustion interne

Country Status (5)

Country Link
EP (1) EP2344750A1 (fr)
KR (1) KR20110074892A (fr)
CN (1) CN102197213A (fr)
DE (1) DE102008043237A1 (fr)
WO (1) WO2010049203A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012095204A1 (fr) * 2011-01-12 2012-07-19 Delphi Technologies Holding S.A.R.L. Ensemble valve

Families Citing this family (7)

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Publication number Priority date Publication date Assignee Title
DE102010062077A1 (de) 2010-11-26 2012-05-31 Robert Bosch Gmbh Ventileinrichtung mit einem wenigstens abschnittsweise zylindrischen Bewegungselement
DE102011005485A1 (de) 2011-03-14 2012-09-20 Robert Bosch Gmbh Ventileinrichtung zum Schalten oder Zumessen eines Fluids
DE102011087664B4 (de) * 2011-12-02 2014-03-20 Continental Automotive Gmbh Ventilanordnung
KR101586993B1 (ko) * 2014-06-18 2016-01-22 한국기계연구원 고압 ｇｄｉ 연료 분사 시스템 평가 장치
CN104832335B (zh) * 2015-04-30 2017-06-23 哈尔滨工程大学 双作用电控单体泵
DE102016208628A1 (de) * 2016-05-19 2017-11-23 Robert Bosch Gmbh Verfahren zum Betreiben einer Niederdruckpumpe
GB2565093B (en) * 2017-08-01 2020-03-25 Delphi Tech Ip Ltd Fuel Pressurising device

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DE19834120A1 (de) * 1998-07-29 2000-02-03 Bosch Gmbh Robert Kraftstoffversorgungsanlage einer Brennkraftmaschine
DE10247436A1 (de) * 2001-10-12 2003-05-22 Denso Corp Dosierventil und Kraftstoffeinspritzpumpe
DE10318941A1 (de) * 2003-04-26 2004-11-11 Robert Bosch Gmbh Kraftstoffsystem für eine Brennkraftmaschine
US20060137658A1 (en) * 2004-12-23 2006-06-29 Mario Ricco Internal combustion engine storage-volume fuel injection system
US20070272217A1 (en) * 2004-02-06 2007-11-29 Bosch Corporation Fuel Supply Device
DE102007010502A1 (de) * 2007-03-05 2008-09-11 Robert Bosch Gmbh Kraftstoffhochdruckpumpe für eine Brennkraftmaschine mit Druckausgleichseinrichtung

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CH674243A5 (fr) 1987-07-08 1990-05-15 Dereco Dieselmotoren Forschung
DE19612413B4 (de) 1996-03-28 2006-06-29 Siemens Ag Druckfluid-Versorgungssystem, insbesondere für ein Kraftstoff-Einspritzsystem
DE19618932C2 (de) 1996-05-10 2001-02-01 Siemens Ag Vorrichtung und Verfahren zur Regelung des Kraftstoffdruckes in einem Hochdruckspeicher
DE19714489C1 (de) 1997-04-08 1998-10-01 Siemens Ag Einspritzsystem, Druckventil und Volumenstromregelventil und Verfahren zum Regeln eines Kraftstoffdruckes
DE10327411B4 (de) 2002-10-15 2015-12-17 Robert Bosch Gmbh Druckbegrenzungsventil sowie Kraftstoffsystem mit einem solchen Druckbegrenzungsventil

Patent Citations (6)

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Publication number Priority date Publication date Assignee Title
DE19834120A1 (de) * 1998-07-29 2000-02-03 Bosch Gmbh Robert Kraftstoffversorgungsanlage einer Brennkraftmaschine
DE10247436A1 (de) * 2001-10-12 2003-05-22 Denso Corp Dosierventil und Kraftstoffeinspritzpumpe
DE10318941A1 (de) * 2003-04-26 2004-11-11 Robert Bosch Gmbh Kraftstoffsystem für eine Brennkraftmaschine
US20070272217A1 (en) * 2004-02-06 2007-11-29 Bosch Corporation Fuel Supply Device
US20060137658A1 (en) * 2004-12-23 2006-06-29 Mario Ricco Internal combustion engine storage-volume fuel injection system
DE102007010502A1 (de) * 2007-03-05 2008-09-11 Robert Bosch Gmbh Kraftstoffhochdruckpumpe für eine Brennkraftmaschine mit Druckausgleichseinrichtung

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012095204A1 (fr) * 2011-01-12 2012-07-19 Delphi Technologies Holding S.A.R.L. Ensemble valve
CN103380289A (zh) * 2011-01-12 2013-10-30 德尔福技术控股有限公司 阀组件
US9512800B2 (en) 2011-01-12 2016-12-06 Delphi International Operations Luxembourg S.A.R.L. Valve assembly

Also Published As

Publication number Publication date
DE102008043237A1 (de) 2010-04-29
CN102197213A (zh) 2011-09-21
KR20110074892A (ko) 2011-07-04
EP2344750A1 (fr) 2011-07-20

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