EP0873473A1 - Systeme d'injection de carburant - Google Patents

Systeme d'injection de carburant

Info

Publication number
EP0873473A1
EP0873473A1 EP97932714A EP97932714A EP0873473A1 EP 0873473 A1 EP0873473 A1 EP 0873473A1 EP 97932714 A EP97932714 A EP 97932714A EP 97932714 A EP97932714 A EP 97932714A EP 0873473 A1 EP0873473 A1 EP 0873473A1
Authority
EP
European Patent Office
Prior art keywords
pump
pressure
fuel
fuel injection
controlled
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.)
Granted
Application number
EP97932714A
Other languages
German (de)
English (en)
Other versions
EP0873473B1 (fr
Inventor
Horst Klinger
Uwe Kuhn
Bernd Rosenau
Peter Traub
Gerd Loesch
Sandro Soccol
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 EP0873473A1 publication Critical patent/EP0873473A1/fr
Application granted granted Critical
Publication of EP0873473B1 publication Critical patent/EP0873473B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • 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
    • 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
    • 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
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves
    • 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

Definitions

  • the invention is based on a fuel injection system according to the preamble of claim 1.
  • a series injection pump is provided for supplying pressure to the high-pressure fuel accumulator, which has three pump pistons with corresponding pump work spaces.
  • Each of these pump pistons feeds into the high-pressure fuel reservoir in a controlled quantity, the high-pressure fuel injection quantity being delivered by a solenoid valve controlled by an electrical control device, which is arranged in a relief line of the respective pump work space and determines the phase of the high-pressure delivery when it is closed.
  • the respective pump work space is connected to a fuel inlet by a control edge guided by the piston, so that the pump work space is completely filled with fuel at the bottom dead center.
  • the pump pistons are driven by multiple cams in such a way that they have their high-pressure delivery phase in synchronism with the respective fuel injection point of the individual fuel injection valves and thus approximately the same pressure can be set in the high-pressure fuel reservoir. With the aid of a pressure sensor, this pressure is detected and a control signal is emitted from the electrical control device to the respective solenoid valves in accordance with a setpoint.
  • This device has the disadvantage that a very complex control is required for each pump element of the high pressure pump. A pressure change in the high-pressure accumulator can only be carried out when one
  • High-pressure fuel injection takes place, so that a spontaneous change in a higher pressure level in the high-pressure fuel reservoir can only be delayed.
  • the pressure can only increase during the injection. This results in an undefined state of the accumulator pressure during the injection, so that it becomes difficult to measure the correct injection quantity as a sum effect of the pressure and time present at a certain measuring cross section.
  • the fuel injection system according to the invention with the features of the characterizing part of patent claim 1 has the advantage that a very simple regulation of the pressure in the high-pressure fuel accumulator can be achieved by switching the second of the pump elements on and off, which is operated with a constant high-pressure delivery rate.
  • a rapid and spontaneous pressure increase in the high-pressure fuel reservoir is achieved, so that a rapid reaction to changing operating conditions is achieved.
  • the fuel injection processes of the individual fuel injection valves promote this at an early stage Pressure level can be changed from a first value to a second value and then by means of the pump elements which deliver variable fuel delivery quantity into the operating range in which the injections are made constant. A stable accumulator pressure is thus achieved during the injection.
  • the second pump element is only operated for a relatively small amount of the operating time of the fuel injection pump under working conditions and can advantageously be designed for a shorter life.
  • pressure vibrations in the high-pressure accumulator are advantageously avoided according to the solution according to claim 1, that is to say also according to the solution according to claim 2. It is also advantageous if the drive cams driven synchronously to the internal combustion engine are designed as multiple cams, in particular as triple cams, so that a large number of strokes per revolution can be achieved even with a few pump elements.
  • FIG. 1 shows a thematic representation of the fuel injection system
  • FIG. 2 shows a schematic illustration of the high-pressure pump with a pump element delivering with a variable delivery rate and a pump element delivering with a constant delivery rate
  • FIG. 3 shows a variant of the control of the high-pressure pump for the embodiment according to FIG. 2,
  • FIG. 4 shows a graphic representation of the pressure curve over the times of injection and high-pressure delivery of the high-pressure pump
  • Figure 5 shows the pressure curve over time with the second pump element delivering between the individual injections. description
  • a fuel injection system of the type according to the invention has a high-pressure pump 1, which is driven in synchronism with the speed of the associated internal combustion engine. This sucks fuel from a fuel reservoir 2 and conveys it via a high-pressure fuel line 3, preferably controlled by an electrically controlled control valve, here a solenoid valve 4, and via a non-return valve 5 opening in the conveying direction into a high-pressure fuel reservoir 6.
  • Fuel lines 8 lead from these Fuel injection valves 9 on the internal combustion engine 10. The amount of fuel delivered by the fuel injection valves 9 to the internal combustion engine is controlled in each case by a preferably electrically controlled valve, in the present exemplary embodiment a solenoid valve 11.
  • valves are controlled by an electrical control unit 14 which receives signals from a pressure sensor 15 which detects the pressure in the high-pressure fuel accumulator.
  • the electrical control unit also receives signals from a speed sensor, from an TDC sensor and from other parameters of the internal combustion engine, such as the desired speed and operating conditions of the internal combustion engine, and accordingly controls the fuel injection valves 9
  • the electrical control unit also controls the solenoid valve 4, which controls the delivery rate of the high-pressure pump into the fuel accumulator and with this control keeps the pressure in the fuel accumulator at the desired value.
  • the high-pressure pump with solenoid valve 4 and check valve 5, which is only symbolically shown in FIG. 1, is shown in more detail in FIG.
  • Two pump elements are shown here with the omission of a housing: a first pump element 16 and a second pump element 17.
  • Each of the Pump elements has a pump cylinder 19 in which a pump piston 20, which is driven by a drive cam 22, is moved against the force of a spring 21.
  • the pump pistons each include a working chamber 23 in the cylinder 19, which is connected to the high-pressure fuel accumulator 6 via a fuel pressure line, in which the pressure valve 5 opening in the conveying direction is arranged.
  • the pump work chamber is filled in each case via a fill bore 25, which is opened at the bottom dead center of the pump piston through its end edge 26, so that fuel can reach the pump work chamber 23 from the reservoir 2 or, if appropriate, via a pre-feed pump 24 in order to completely fulfill it.
  • the filling bore 25 is closed by the pump piston and the fuel present in the pump work chamber 23 is compressed.
  • This process then leads to high-pressure delivery into the high-pressure fuel reservoir 6 when the solenoid valve 4 arranged in a relief line 27 of the pump work chamber 23 is closed.
  • these solenoid valves 4 are controlled by the electrical control device 14 in such a way that a desired pressure is established in the high-pressure fuel reservoir 6.
  • the first pump element 16 is controlled by the solenoid valve in such a way that the pump working chamber 23 is closed over a certain pump piston delivery stroke, so that high pressure delivery into the high pressure accumulator takes place via this stroke.
  • a bore 28 in the starting from the end face 26 of the pump piston and to a circumferential control groove 29 is controlled by the solenoid valve in such a way that the pump working chamber 23 is closed over a certain pump piston delivery stroke, so that high pressure delivery into the high pressure accumulator takes place via this stroke.
  • Pump piston leads, it is possible to set a maximum delivery stroke of the pump piston by the control groove at this maximum delivery stroke connects the pump work chamber with the filling bore 25 and thus to the low pressure chamber.
  • the maximum pressure promotion is then preferably by a
  • the fuel delivered to the high-pressure fuel reservoir 6 is thus variably controlled, this delivery in turn being dependent on the drive cam 22, which in the present example is designed as a triple cam and can therefore cause three delivery strokes of the pump piston 20 per revolution.
  • This cam is driven in synchronism with the speed, e.g. with the speed of the crankshaft of the internal combustion engine, and is designed such that a delivery stroke of the pump piston 20 of the first pump element takes place whenever fuel injection via one of the injection valves is required.
  • FIG. 4 a diagram is shown schematically at which times an injection E takes place, at what times a delivery F of the first pump element takes place and which reaction occurs with the pressure curve D at the pressure in the high-pressure fuel accumulator 6. It can be seen that with the start of the delivery, which takes longer overall than the respective injection and at an earlier point in time than the injection time, the pressure initially rises, which then drops with the incoming injection and after the end of the injection by the rest of the injection
  • High-pressure delivery of the high-pressure fuel pump can be raised back to the original level. If the high-pressure fuel delivery quantities F are adapted to the injection quantities, an overall average pressure level MD is set. In this state, the second pump element 17 is driven, but because of the opened solenoid valve 4 there is no high-pressure delivery into the high-pressure fuel accumulator. The fuel moved by the pump piston 20 is conveyed back into the fuel reservoir 2 via the opened solenoid valve. If, however, a higher injection pressure is to be set in the high-pressure fuel accumulator due to certain operating conditions of the internal combustion engine, the second pump element is started up in the conveying direction.
  • the solenoid valve 4 of the second pump element 17 is then closed completely, so that the pump piston 20 of this pump element conveys the same high-pressure quantity into the high-pressure fuel accumulator with each delivery stroke.
  • the fine control of the pressure in the high-pressure fuel reservoir is then carried out by controlling the solenoid valve 4 of the first pump element.
  • the delivery can take place synchronously with the delivery of the first pump element, but this constant quantity delivery is advantageously carried out at times when no injection takes place.
  • this high-pressure delivery FK lies between the delivery portions F of the first pump element and thus also between the individual injections through the fuel injection valves. It can be seen from the pressure curve that the pressure level is raised from a first level D1 to a second level D2 when the delivery FK is started.
  • a modification of the control of the second pump element according to the exemplary embodiment in FIG. 2 can, in the case of the second pump element 17 'in accordance with FIG. 3, the control valve as a control valve 4', here again as a solenoid valve, instead of in a separate relief line now also in the inlet from the pre-feed pump 24 to Pump work space 23 or the filling bore 25 may be arranged.
  • the previously provided relief line can be omitted.
  • Control valve 4 ' opens so that a complete filling of the pump work space 23 is possible.
  • the control valve 4 ' is closed.
  • a constant stroke of the pump element 17 ' serves to deliver high pressure when it is switched on.
  • a connection to the pump work chamber 23, which can be established in each case via a check valve 30, can also be provided in the suction phase.
  • This configuration makes it possible to achieve a rapid increase in the pressure level in the high-pressure accumulator, which is necessary in particular for certain operating cases, such as accelerations or increased fuel injections, while the internal combustion engine is operating. This is done in a very simple manner with a minimum of electrical control effort and the use of precisely and quickly switching valves.
  • the solenoid valve 4 of the first pump element the solenoid valve 4 of the second element can be constructed very simply, since it does not have to perform any timing functions. This solution is correspondingly less expensive.
  • the intermediate feeder FK can react very quickly to change requests regarding the pressure level in the high-pressure accumulator, so that the control takes place precisely and quickly.

Landscapes

  • 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 porte sur un système d'injection de carburant pour moteurs à combustion interne, où le carburant est acheminé par une pompe haute pression dans un réservoir également soumis à haute pression (6), qui alimente des soupapes d'injection à commande électrique. Pour maintenir la haute pression à l'intérieur du réservoir, un premier élément de pompage (16) à débit variable alimente celui-ci en carburant, tandis qu'un second élément de pompage (17) l'alimente, le cas échéant, à débit constant. On obtient ainsi un système simple et économique d'alimentation du système d'injection en haute pression.
EP97932714A 1996-11-12 1997-06-30 Systeme d'injection de carburant Expired - Lifetime EP0873473B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19646581 1996-11-12
DE19646581A DE19646581A1 (de) 1996-11-12 1996-11-12 Kraftstoffeinspritzsystem
PCT/DE1997/001370 WO1998021470A1 (fr) 1996-11-12 1997-06-30 Systeme d'injection de carburant

Publications (2)

Publication Number Publication Date
EP0873473A1 true EP0873473A1 (fr) 1998-10-28
EP0873473B1 EP0873473B1 (fr) 2002-03-20

Family

ID=7811337

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97932714A Expired - Lifetime EP0873473B1 (fr) 1996-11-12 1997-06-30 Systeme d'injection de carburant

Country Status (9)

Country Link
US (1) US6095118A (fr)
EP (1) EP0873473B1 (fr)
JP (1) JP3889057B2 (fr)
KR (1) KR100482907B1 (fr)
CN (1) CN1076789C (fr)
DE (2) DE19646581A1 (fr)
ES (1) ES2174267T3 (fr)
RU (1) RU2177077C2 (fr)
WO (1) WO1998021470A1 (fr)

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Also Published As

Publication number Publication date
RU2177077C2 (ru) 2001-12-20
EP0873473B1 (fr) 2002-03-20
US6095118A (en) 2000-08-01
DE19646581A1 (de) 1998-05-14
KR19990076969A (ko) 1999-10-25
ES2174267T3 (es) 2002-11-01
JP3889057B2 (ja) 2007-03-07
KR100482907B1 (ko) 2005-07-21
CN1076789C (zh) 2001-12-26
DE59706681D1 (de) 2002-04-25
WO1998021470A1 (fr) 1998-05-22
JP2000505177A (ja) 2000-04-25
CN1207160A (zh) 1999-02-03

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