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WO2012175281A1 - Pompe à haute pression destinée à un système d'injection de carburant d'un moteur à combustion interne - Google Patents

Pompe à haute pression destinée à un système d'injection de carburant d'un moteur à combustion interne Download PDF

Info

Publication number
WO2012175281A1
WO2012175281A1 PCT/EP2012/059720 EP2012059720W WO2012175281A1 WO 2012175281 A1 WO2012175281 A1 WO 2012175281A1 EP 2012059720 W EP2012059720 W EP 2012059720W WO 2012175281 A1 WO2012175281 A1 WO 2012175281A1
Authority
WO
WIPO (PCT)
Prior art keywords
pump
internal combustion
combustion engine
pump piston
drive shaft
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.)
Ceased
Application number
PCT/EP2012/059720
Other languages
German (de)
English (en)
Inventor
Otto Mueller
Arnold Gente
Matthias Greiner
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 WO2012175281A1 publication Critical patent/WO2012175281A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—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
    • F02M59/44—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
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
    • F04B1/04—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinders in star- or fan-arrangement
    • F04B1/0404—Details or component parts
    • F04B1/0413—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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/60—Fuel-injection apparatus having means for facilitating the starting of engines, e.g. with valves or fuel passages for keeping residual pressure in common rails

Definitions

  • the present invention relates to a high-pressure pump for a
  • Fuel injection device of an internal combustion engine according to the preamble of claim 1.
  • Such a high-pressure pump is known from DE 10 2008 041 934 A1.
  • This high-pressure pump has a pump piston, of a
  • Pump drive shaft is mechanically driven by the internal combustion engine, so that the rotational speed of the pump drive shaft is proportional to the speed of the internal combustion engine.
  • the pump piston Through the pump piston is a
  • the high-pressure pump feeds fuel into a high-pressure region, for example a high-pressure accumulator, and can be injected at the internal combustion engine.
  • a high-pressure region for example a high-pressure accumulator
  • High pressure pump already at low speed a large amount of fuel to be promoted.
  • the prior art leads to the fact that a high torque for driving the pump drive shaft is required and that the required drive torque also varies widely.
  • more fuel may be delivered by the high-pressure pump at high speed than is required in each operating state of the internal combustion engine.
  • the high-pressure pump according to the invention with the features of claim 1 has the advantage that on the one hand even at low speed the required for a quick start of the engine fuel quantity is promoted on the other hand, however, at high speed not too much fuel is promoted.
  • the stroke volume of the pump working space can according to the quantity requirement for starting the
  • the embodiment according to claim 2 has the advantage that the shortening of the suction phases compared to the delivery phases of the pump piston both the filling of the pump working chamber is reduced at high speed, since the delivery of the high-pressure pump at high speeds deteriorates, but this effect can by increasing the Hubvolumens be compensated.
  • the required drive torque for driving the high-pressure pump can be reduced, since a larger rotation angle range of the pump drive shaft is available for the delivery phases.
  • Construction costs are virtually unchanged compared to a previously known high-pressure pump.
  • the embodiment of claim 4 allows a sufficiently large displacement of the pump working space without high
  • Figure 1 is a sectional view of an inventively designed
  • FIG. 2 shows a diagram with a representation of a known piston stroke and a piston stroke of a pump camshaft designed according to the invention
  • FIG. 3 shows a diagram with a representation of a piston speed of a known cam and a cam designed according to the invention of a pump camshaft.
  • the pump illustrated in FIG. 1 is designed as a fuel lift pump for a fuel injection device, in particular a common rail injection system, a self-igniting internal combustion engine operated with diesel fuel and designed to deliver diesel fuel at a pressure of more than 1600 bar into a high-pressure accumulator.
  • the piston pump has a pump housing 1, in which a designed as a pump camshaft 2 pump drive shaft is rotatably mounted.
  • the pump camshaft 2 has a double cam 3, which in a rotational movement of the
  • Pump camshaft 2 cooperates with a roller tappet 4 and a pump piston 5 a translational up and down movement of the pump piston 5 causes.
  • the pump camshaft 2 is mechanically by the
  • a pump working chamber 6 is in a pump cylinder head 7 of
  • High-pressure pump with the pump cylinder head 7 continues is integrally formed with a pump cylinder 8.
  • the pump cylinder 8 projects into a recess 9 of the pump housing 1 and is aligned with the center axis of the pump camshaft 2.
  • the roller tappet 4 has a tappet body 10, which is guided inwardly on the pump cylinder 8 and is secured against rotation by means of an anti-rotation device 1 1. Similarly, the roller tappet in the pump housing 1 could be externally guided and secured against rotation. Furthermore, the plunger body 10 has an up to an inner annular flange 18 extending
  • the roller shoe 12 has a hollow cylindrical recess 13 into which a roller 14 is inserted captive.
  • the roller 14 runs at a rotational movement of the camshaft 2 on the cam track and thus transmits the rotational movement of the camshaft 2 in a translational movement of the pump piston 5.
  • the pump piston 5 has a
  • Roller plunger 4 and the plunger body 10 is connected by pinching between the roller shoe 12 and the inner annular flange 18.
  • a pump spring which presses the roller tappet 4 in the direction of the camshaft 2.
  • the pump spring is arranged in a space 17 below the pump cylinder 8 between this and the inner annular flange 18 of the plunger body 10.
  • the pump working chamber 6 is in communication with a suction valve, via which fuel is supplied from a low-pressure system and wherein the suction valve opens during a suction stroke (downward movement) of the pump piston 5 and thus fuel is admitted into the pump working chamber 6.
  • a delivery stroke (upward movement) of the pump piston 5 closes the suction valve and
  • Fuel is delivered from the pump working chamber 6 via a fuel line, a check valve and a continuing line in the high-pressure accumulator.
  • the pump piston 5 has, for example, a diameter of about 6 mm to 9 mm, in particular from about 6.5 to 7.5 mm and the stroke of
  • Pump piston 5 is about 5 mm to 8 mm, in particular about 5 to 6.5 mm.
  • the diameter of the pump piston 5 is greater than the stroke of the pump piston 5.
  • the diagram of Figure 2 has an abscissa on which the cam angle in degrees pump camshaft 2 is shown, while the ordinate the
  • Pump camshaft 2 with a double cam 3 has a cam profile, which is reached from 0 mm piston stroke at 0 ° pump camshaft 2 a maximum piston stroke of 6.5 mm at approximately 90 ° pump camshaft 2 and then drops again to a piston stroke of 0 mm at
  • the inventively designed cam 3 (start-stop cam) has the same maximum piston stroke of approximately 6.5 mm, but this piston stroke is only achieved at a later cam angle of approximately 105 °.
  • the suction phase of the pump piston 5 extends in the cam 3 according to the invention over a cam angle of about 75 ° and the delivery phase of the pump piston 5 extends over a
  • a well-known standard cam is designed so that this pump piston 5, starting from a
  • Cam angle of 60 ° pump camshaft 2 remains. From the cam angle of 60 ° pump camshaft 2, the piston speed is reduced to a standstill at 90 ° pump camshaft (OT), then negative to a minimum value of approximately -0.7 m / s (negative piston speed at the downward movement of the pump piston) at about 135 °, then up to a cam angle of 180 ° Pumpenmnockenwelle 2 again up to a piston speed of 0 m / s (standstill in UT) increase.
  • the cam 3 according to the invention starts-stop cam
  • Piston speed which allows a significant reduction in the drive torque of the pump camshaft 2 of the piston pump.
  • the stroke volume of the pump working space 6 is dimensioned such that at low speed of the pump drive shaft 2 and the internal combustion engine, in particular at the starting speed of the internal combustion engine, in the suction phase of
  • Pump piston 5 of the pump chamber 6 is at least substantially completely filled with fuel, and thus by the pump piston 5 is a sufficient to start the engine fuel quantity is promoted.
  • the starting speed of the internal combustion engine is the speed with which, for example, an electrically operated starter can drive the engine.
  • an electrically operated starter can drive the engine.

Landscapes

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

Abstract

L'invention concerne une pompe à haute pression, destinée notamment à un système d'injection de carburant d'un moteur à combustion interne, comportant au moins un piston de pompe (5) qui est entraîné au moins indirectement dans un mouvement alternatif au moyen d'un arbre d'entraînement (2), l'arbre d'entrainement (2) étant entraîné par le moteur à combustion interne avec un régime proportionnel au régime dudit moteur à combustion interne. L'arbre d'entraînement (2) présente au moins une came simple ou multiple (3) destinée à l'entraînement de l'au moins un piston de pompe (5). L'au moins un piston de pompe (5) délimite une chambre de travail de pompe (6) comportant une cylindrée. Les phases d'aspiration de l'au moins un piston de pompe (5) sont ainsi dimensionnées qu'à faible régime de l'arbre d'entraînement (2) et du moteur à combustion interne, notamment au régime de démarrage dudit moteur à combustion interne, la cylindrée de la chambre de travail de pompe (6) est remplie totalement ou quasi-totalement de carburant dans la phase d'aspiration de l'au moins un piston de pompe (5), et qu'à régime élevé de l'arbre d'entraînement (2) et du moteur à combustion interne, la cylindrée de la chambre de travail de pompe (6) n'est remplie de carburant que partiellement dans la phase d'aspiration de l'au moins un piston de pompe (5).
PCT/EP2012/059720 2011-06-21 2012-05-24 Pompe à haute pression destinée à un système d'injection de carburant d'un moteur à combustion interne Ceased WO2012175281A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011077918.3 2011-06-21
DE201110077918 DE102011077918A1 (de) 2011-06-21 2011-06-21 Hochdruckpumpe für eine Kraftstoffeinspritzeinrichtung einer Brennkraftmaschine

Publications (1)

Publication Number Publication Date
WO2012175281A1 true WO2012175281A1 (fr) 2012-12-27

Family

ID=46149476

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/059720 Ceased WO2012175281A1 (fr) 2011-06-21 2012-05-24 Pompe à haute pression destinée à un système d'injection de carburant d'un moteur à combustion interne

Country Status (2)

Country Link
DE (1) DE102011077918A1 (fr)
WO (1) WO2012175281A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015201452A1 (de) * 2015-01-28 2016-07-28 Robert Bosch Gmbh Vorrichtung zum Antreiben einer Kolbenpumpe, Nocken für eine Vorrichtung, Kolbenpumpe und Verfahren zum Auslegen der Vorrichtung

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5511956A (en) * 1993-06-18 1996-04-30 Yamaha Hatsudoki Kabushiki Kaisha High pressure fuel pump for internal combustion engine
DE10207362A1 (de) * 2001-02-23 2002-09-12 Toyota Motor Co Ltd Kraftstoffpumpe für eine Verbrennungskraftmaschine
DE102005013917A1 (de) * 2004-03-26 2005-10-20 Denso Corp Kraftstoffzufuhrsystem eines Verbrennungsmotors
DE102008041934A1 (de) 2008-09-10 2010-03-11 Robert Bosch Gmbh Nockenwelle, insbesondere für eine Kolbenpumpe

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5511956A (en) * 1993-06-18 1996-04-30 Yamaha Hatsudoki Kabushiki Kaisha High pressure fuel pump for internal combustion engine
DE10207362A1 (de) * 2001-02-23 2002-09-12 Toyota Motor Co Ltd Kraftstoffpumpe für eine Verbrennungskraftmaschine
DE102005013917A1 (de) * 2004-03-26 2005-10-20 Denso Corp Kraftstoffzufuhrsystem eines Verbrennungsmotors
DE102008041934A1 (de) 2008-09-10 2010-03-11 Robert Bosch Gmbh Nockenwelle, insbesondere für eine Kolbenpumpe

Also Published As

Publication number Publication date
DE102011077918A1 (de) 2012-12-27

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