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EP0080113B1 - Pompe d'injection de carburant pour moteurs à combustion interne - Google Patents

Pompe d'injection de carburant pour moteurs à combustion interne Download PDF

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Publication number
EP0080113B1
EP0080113B1 EP82110388A EP82110388A EP0080113B1 EP 0080113 B1 EP0080113 B1 EP 0080113B1 EP 82110388 A EP82110388 A EP 82110388A EP 82110388 A EP82110388 A EP 82110388A EP 0080113 B1 EP0080113 B1 EP 0080113B1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
space
injection pump
control
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
Application number
EP82110388A
Other languages
German (de)
English (en)
Other versions
EP0080113A1 (fr
Inventor
Franz Eheim
Gerald Höfer
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 EP0080113A1 publication Critical patent/EP0080113A1/fr
Application granted granted Critical
Publication of EP0080113B1 publication Critical patent/EP0080113B1/fr
Expired legal-status Critical Current

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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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/06—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on pressure of engine working fluid
    • F02D1/065—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on pressure of engine working fluid of intake of air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/12—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic

Definitions

  • the invention is based on a fuel injection pump according to the preamble of the independent claim.
  • an injection pump of this type known from DE-A-1912919 the full-load injection quantity is limited with the aid of an adjustable stop which, designed as an angle lift, scans a contour on an adjusting piston which, depending on the speed-dependent fuel pressure in the suction space of the injection pump, is adjustable against a spring.
  • an adjustable stop which, designed as an angle lift, scans a contour on an adjusting piston which, depending on the speed-dependent fuel pressure in the suction space of the injection pump, is adjustable against a spring.
  • only a speed-dependent adjustment of the full-load injection quantity is possible.
  • Other operating parameters of the internal combustion engine cannot be taken into account.
  • the full-load injection quantity is limited with the aid of an adjustable stop which, depending on the pressure of the air supplied to the combustion chambers of the internal combustion engine, e.g. of the boost pressure in supercharged internal combustion engines, is adjustable.
  • an adjustable stop which, depending on the pressure of the air supplied to the combustion chambers of the internal combustion engine, e.g. of the boost pressure in supercharged internal combustion engines, is adjustable.
  • a pressure cell exposed to the boost pressure displaces an actuating piston with a contour on the lateral surface, the contour of which is mechanically scanned.
  • Such a correction of the injection quantity as a function of boost pressure has the disadvantage that it can follow the dynamic changes in the load only relatively slowly, in particular in the case of devices operated with exhaust gas for air compression of the intake air, since the change in exhaust gas volume follows a change in fuel quantity only with a delay. If the quantity adjustment element that comes into contact with the stopper is exposed to high forces, high frictional forces occur when the stopper is adjusted, which leads to a pronounced hysteresis behavior when setting the full load. This behavior is all the more disadvantageous in the case of injection with charge pressure-dependent adjustment, since setting errors increase considerably with increasing engine speed and load. The reason for this is that the load characteristics, delivery pressure as a function of the load, become flatter with increasing speed and with the adjustment characteristic resulting from the requirements of the internal combustion engine, adjustment quantity via boost pressure, increasingly include small angles.
  • a space cam that determines the position of the full load stop is shifted on the one hand by the speed-dependent suction chamber pressure of the injection pump and on the other hand rotated depending on the boost pressure.
  • a pressure can acted upon by the boost pressure is used as an actuator, and the space curve on the space cam is mechanically scanned and transferred to the full load stop.
  • This also has the disadvantage that hysteresis errors occur due to the friction during scanning, in particular when the control spring forces are transmitted to the space cam via the scanning device.
  • the torque that can be applied by the control box shown there is only small with acceptable dimensions. Means must be provided which further increase the actuating force.
  • the actuating device according to the invention with the characterizing features of the independent patent claim has the advantage that, depending on the operating parameters of the internal combustion engine, in particular the density of the air supplied to the internal combustion engine, a pressure is modulated which influences the adjustment of the adjusting piston.
  • the forces required to modulate a pressure are then no longer dependent on the forces which occur when the actuating piston is mechanically scanned.
  • the z. B. existing from pressure sockets control signal transmitters have relatively small dimensions. With these, actuating forces are generated without great expenditure of energy, which easily overcome the friction on the actuating piston without the risk of excessive hysteresis occurring.
  • the device is particularly suitable for injection pumps in which the forces transmitted to the actuating piston are already kept very low during the mechanical scanning of the contour, because e.g. not the entire force of the control spring arrangement acts on the actuating piston.
  • FIG. 1 shows a first embodiment of an adjusting device of the actuating piston with a pressure control valve which is adjusted directly by a pressure transmitter
  • FIG. 2 shows a variant of the embodiment according to FIG. 1, in which the pressure transmitter changes the pretension of a return spring acting on the control slide.
  • the z. B. can be a distributor injection pump.
  • this has a fuel quantity adjusting element 2 designed as a lever, which actuates a ring slide (not further identified) for controlling the fuel injection quantity. It is at full load, possibly with the interposition of an angle lever 3, against an adjustable stop 5 which is guided in the form of a tracer pin in a bore 8 and projects at right angles into a cylinder 9 arranged in the housing.
  • an actuating piston 11 is guided, which on its one Front side 12 includes a working space 14 in the cylinder 9.
  • this is constantly connected via a throttle bore 16 located on the end face 15 of the cylinder 9 to a space which is filled with pressure medium, the pressure of which is controlled as a function of the speed.
  • this space is the fuel-filled suction space 17 of the fuel injection pump, the fuel being supplied by a fuel pump 18, which draws fuel from a fuel reservoir 19 and whose delivery side can be relieved via a pressure control valve 20.
  • This arrangement results in a speed-dependent pressure in the suction chamber 17 in a known manner.
  • the actuating piston 11 has a contour 21 on its outer surface by which the position of the stylus is determined when the actuating piston is displaced.
  • the rear side 22 of the actuating piston 11 encloses a pressure chamber 23 in the cylinder 9, in which a return spring 24 is arranged which acts on the rear side 22 of the actuating piston 11.
  • a pressure line 25 leads from the pressure chamber 23 and opens into a cylinder bore 27.
  • a control slide 28 is slidably arranged, which has an annular groove 29 in the region of the confluence of the pressure line 25. This is so long that, taking into account the displaceability of the control slide 28, the pressure line 25 remains in constant connection with the annular groove 29.
  • the control slide in the cylinder bore 27 closes a space 31 which relieves pressure via a relief line 32 and in which a compression spring 33 acting on the first end face 30 is clamped.
  • the cylinder bore 27 opens into a relief space 34 of larger diameter, so that a control edge 35 forms at the transition from the cylinder bore 27 to the relief space 34.
  • a relief line 32 'leads from the relief space 34, e.g. to the suction side of the feed pump 18.
  • a recess 37 is formed in the lateral surface, which is essentially triangular and extends from the annular groove 29.
  • the tip of the recess 37 points in the direction of the relief space 34 and, with a corresponding deflection of the control slide 28, overlaps the control edge 35.
  • a more or less large outflow cross-section 39 becomes between the boundary edge of the recess 37 and the control edge 35 released, as shown in dashed lines in the drawing.
  • an adjusting pin 40 projects into the relief space 34 from the opposite side, which can be actuated by an actuating device 41 and comes to rest on the other end face 38 of the control slide 28.
  • the actuating device 41 consists of an actuating membrane 42 to which the actuating pin 40 is articulated and which separates a control pressure chamber 43 from a reference pressure chamber 44.
  • the reference pressure space can either be the atmospheric pressure or a constant pressure, e.g. the vacuum in a barometer can.
  • the control pressure in the control pressure chamber is the pressure that determines the density of the air supplied to the combustion chambers of the internal combustion engine. This can e.g. the boost pressure or, in the case of uncharged internal combustion engines, the ambient pressure in accordance with which the control slide is displaced and the outflow cross section 39 is changed.
  • the unit actuator 41 with control slide 28 thus represents a pressure control valve 45, with the aid of which the pressure in the pressure chamber 23 is controlled as a function of operating parameters, in particular the boost pressure or the air pressure.
  • the pressure source 46 for providing the outlet pressure is connected to the pressure line 25 via a connecting line 47, in which a decoupling throttle 48 is arranged. By allowing pressure medium to flow downstream of the decoupling throttle, a pressure can be set with the aid of the pressure control valve 45, which pressure is lower than the outlet pressure of the pressure source 46.
  • the pressure source 46 in the example shown is realized in that a fuel line 49 branches off from the suction chamber 17, in which a second throttle 50 is arranged and which leads to the decoupling throttle 48. Between the decoupling throttle 48 and the second throttle 50, a relief line 51 branches off from the fuel line, a pressure relief valve 52 being arranged in the relief line 51. This has the effect that a constant pressure prevails in the area between the decoupling throttle 48 and the second throttle 50, provided that the pressure supply from the suction space 17 is sufficient.
  • the speed-dependent pressure is built up in the working space 14 when the internal combustion engine starts up, so that the actuating piston 11 is deflected in accordance with this pressure against the force of the return spring 24.
  • the stylus 5 is shifted according to the contour 21.
  • a hydraulic pressure acts on the rear side 22, which is determined by the pressure control valve 45 and counteracts the pressure in the working space 14.
  • This pressure quasi limits the deflectability of the actuating piston 11, so that the actuating piston 11 is adjustable as a function of the speed, but at most only within the limits given by the boost pressure.
  • the high working capacity of the suction chamber pressure can be used for the adjustment of the full load stop, the resulting signal pressure being modified with little energy expenditure.
  • the pressure control valve 45 ' according to FIG. 2 shows a variant of the pressure control valve 45 according to FIG. 2.
  • the control slide 28 encloses a space 31 in the cylinder bore 27 with its one end face 30, but this is now direct is connected to the pressure line 25 and therefore in which the input pressure prevails.
  • the spring which resets the control slide 28 against this pressure is now arranged as a control spring 53 in the relief chamber 34 and acts on the other end face 38 of the control slide 28.
  • the control spring 53 is supported on the end of an adjusting pin 40 'provided with a spring plate 54, which, as in FIG first executed example of an actuating membrane 42 is adjustable.
  • the moving mass acting on the actuating membrane 42 and the influence of frictional forces are lower, so that a lower hysteresis behavior when controlling the pressure in the pressure chamber 24 is to be expected here.

Landscapes

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

Claims (7)

1. Pompe d'injection de carburant pour moteurs à combustion interne avec un organe de réglage (2) de la quantité du carburant et un dispositif de réglage associé à cet organe comportant un piston de réglage (11) susceptible d'être déplacé contre l'action d'un ressort de rappel (24), la course possible de l'organe de réglage de la quantité de carburant (2) étant susceptible d'être modifiée en fonction de la position de ce piston de réglage au moyen d'un dispositif de transmission (8, 3), le piston de réglage (11) délimitant une chambre de travail (14) reliée à une source de pression (18, 17) dont la pression est modifiée en fonction de la vitesse de rotation de la pompe d'injection de carburant, pompe d'injection caractérisée en ce que l'autre face frontale (22), opposée à la chambre de travail (14) et sollicitée par le ressort de rappel (24), du piston de réglage (11) délimite une chambre de pression (23) qui est reliée à une source de pression de commande dont la pression est réglée par une soupape (45, 45') de réglage de la pression fonctionnant sous l'influence d'autres paramètres de fontionnement de la vitesse de rotation du moteur à combustion interne, notamment sous l'influence de la densité de l'air amené aux chambres de combustion du moteur à combustion interne, du fait qu'elle laisse arriver du fluide sous pression d'une source de pression (17, 46) sous haute pression et qu'elle laisse s'évacuer du fluide sous pression de la source de pression de commande vers une chambre de délestage (34).
2. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que la chambre de pression (23) est constamment reliée, par l'intermédiaire d'un étranglement de découplage (48), avec la source de pression sous haute pression (17, 46).
3. Pompe d'injection de carburant selon la revendication 2, caractérisée en ce que la soupape (45) de commande de la pression comporte un tiroir de commande (28) qui est déplacé par un organe de réglage (42, 40, 40') en fonction des autres paramètres de fonctionnement contre l'action d'un ressort de rappel (33, 53) et qui commande alors une section transversale d'évacuation (39) vers la chambre de délestage (34).
4. Pompe d'injection de carburant selon la revendication 2, caractérisée en ce que la soupape de commande de la pression (45') comporte un tiroir de commande (28) qui, en étant susceptible de se déplacer de façon étanche dans un alésage (27), délimite avec une première de ses faces frontales (30) une chambre (31) reliée à la chambre de pression (23) et qui est sollicitée sur son autre face frontale (38) par l'action d'un ressort (53) dont la précontrainte est modifiée en fonction des autres paramètres de fonctionnement, tandis qu'au tiroir de commande est associée une arête de commande (35) qui commande une section transversale d'évacuation (39) vers la chambre de délestage (figure 2).
5. Pompe d'injection de carburant selon une des précédentes revendications 3 ou 4, caractérisée en ce que le tiroir de commande (28) comporte une gorge annulaire (29) qui est reliée en permanence avec la chambre de pression (23) par l'intermédiaire d'une canalisation sous pression (25) et dont l'arête de délimitation (37) délimite avec l'arête de commande (35) la section transversale d'évacuation (39).
6. Pompe d'injection de carburant selon la revendication 5, caractérisée en ce que l'arête de délimitation, délimite un évidement (37) se ramifiant à partir de la gorge annulaire (28) sur la surface enveloppe du tiroir de commande, cet évidement coopérant avec une arête de commande (35) de plus grand diamètre au passage de transition entre l'alésage (27) et une chambre de délestage (34).
7. Pompe d'injection de carburant selon une des précédentes revendications 2 à 6, caractérisée en ce que de la source de pression, à partir de laquelle la chambre de travail (14) est alimentée en pression, part une canalisation sous pression (49) qui aboutit à la chambre de pression (23) et dans laquelle sont branchés en série, l'un à la suite de l'autre, un second étranglement (50) et un étranglement de découplage (48) entre lesquels part une canalisation de délestage (51) comportant une soupape de limitation de la pression (52) grâce à laquelle la pression entre les deux étranglements est maintenue à une valeur constante lors du fonctionnement de la pompe d'injection de carburant.
EP82110388A 1981-11-24 1982-11-11 Pompe d'injection de carburant pour moteurs à combustion interne Expired EP0080113B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3146499 1981-11-24
DE19813146499 DE3146499A1 (de) 1981-11-24 1981-11-24 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP0080113A1 EP0080113A1 (fr) 1983-06-01
EP0080113B1 true EP0080113B1 (fr) 1986-03-12

Family

ID=6147059

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82110388A Expired EP0080113B1 (fr) 1981-11-24 1982-11-11 Pompe d'injection de carburant pour moteurs à combustion interne

Country Status (4)

Country Link
US (1) US4450805A (fr)
EP (1) EP0080113B1 (fr)
JP (1) JPS5893941A (fr)
DE (2) DE3146499A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5958147A (ja) * 1982-09-24 1984-04-03 Diesel Kiki Co Ltd 分配型燃料噴射ポンプの噴射量補正装置
JPS5958146A (ja) * 1982-09-24 1984-04-03 Diesel Kiki Co Ltd 分配型燃料噴射ポンプの噴射量補正装置
DE3506041A1 (de) * 1985-02-21 1986-08-21 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3517974A1 (de) * 1985-05-18 1986-11-20 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3601020A1 (de) * 1986-01-16 1987-07-23 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3609758A1 (de) * 1986-03-22 1987-09-24 Bosch Gmbh Robert Verfahren zur steuerung der hoechstkraftstoffeinspritzmenge bei kraftstoffeinspritzpumpen fuer brennkraftmaschinen
DE3709366A1 (de) * 1987-03-21 1988-09-29 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3919064A1 (de) * 1989-06-10 1990-12-13 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE19728110A1 (de) 1997-07-02 1999-01-07 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH194671A (de) * 1936-09-30 1937-12-15 Scintilla Ag Regeleinrichtung an Brennstoffeinspritzpumpen von Brennkraftmaschinen.
DE941879C (de) * 1941-09-12 1956-04-19 Daimler Benz Ag Mit einem Druckmittel, insbesondere einem besonderen Fluessigkeitskreislauf, z.B. Schmieroel, arbeitende Regeleinrichtung fuer Einspritzpumpen von Brennkraftmaschinen
DE1912919A1 (de) * 1969-03-14 1970-09-24 Bosch Gmbh Robert Drehzahlregler fuer Kraftstoffeinspritzpumpe
US3795233A (en) * 1972-05-19 1974-03-05 Caterpillar Tractor Co Fuel-air ratio control for supercharged engines
US4037575A (en) * 1975-08-25 1977-07-26 Caterpillar Tractor Co. Altitude compensated fuel control system
JPS5410831A (en) * 1977-06-27 1979-01-26 Mitsubishi Motors Corp Injected idling fuel regulator
JPS5410830A (en) * 1977-06-27 1979-01-26 Mitsubishi Motors Corp Fuel injection amount controller
DE2731107A1 (de) * 1977-07-09 1979-01-25 Bosch Gmbh Robert Steuereinrichtung fuer aufgeladene einspritzbrennkraftmaschinen
DE2847572C2 (de) * 1978-11-02 1986-07-10 Robert Bosch Gmbh, 7000 Stuttgart Verteilerkraftstoffeinspritzpumpe für aufgeladene Dieselmotoren
DE2854422A1 (de) * 1978-12-16 1980-07-03 Bosch Gmbh Robert Kraftstoffeinspritzanlage fuer diesel- brennkraftmaschinen, insbesondere fuer fahrzeug-dieselmotoren
JPS6041213B2 (ja) * 1979-09-12 1985-09-14 トヨタ自動車株式会社 タ−ボチヤ−ジ内燃機関の破壊防止装置

Also Published As

Publication number Publication date
DE3146499A1 (de) 1983-06-01
US4450805A (en) 1984-05-29
JPS5893941A (ja) 1983-06-03
EP0080113A1 (fr) 1983-06-01
DE3269883D1 (en) 1986-04-17

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