EP1042607B1 - Installation d'alimentation en carburant d'un moteur a combustion interne - Google Patents

Installation d'alimentation en carburant d'un moteur a combustion interne Download PDF

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Publication number
EP1042607B1
EP1042607B1 EP99931007A EP99931007A EP1042607B1 EP 1042607 B1 EP1042607 B1 EP 1042607B1 EP 99931007 A EP99931007 A EP 99931007A EP 99931007 A EP99931007 A EP 99931007A EP 1042607 B1 EP1042607 B1 EP 1042607B1
Authority
EP
European Patent Office
Prior art keywords
fuel
valve
electromagnet
pump
pressure
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 - Lifetime
Application number
EP99931007A
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German (de)
English (en)
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EP1042607A1 (fr
Inventor
Helmut Rembold
Werner-Karl Marquardt
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP1042607A1 publication Critical patent/EP1042607A1/fr
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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
    • 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
    • F02M59/20—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
    • 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
    • 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
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0017—Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means
    • 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
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • 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
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0035—Poppet valves, i.e. having a mushroom-shaped valve member that moves perpendicularly to the plane of the valve seat
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2044—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using pre-magnetisation or post-magnetisation of the coils

Definitions

  • the invention is based on a fuel supply system for supplying fuel for an internal combustion engine according to the preamble of claim 1.
  • the second fuel pump in turn feeds the fuel into a pressure line on the at least one fuel valve is connected.
  • the number of fuel valves is usually the same the number of cylinders of the internal combustion engine.
  • the fuel supply system can be built so that the fuel valve the fuel directly into a combustion chamber Internal combustion engine splashes. When operating this fuel supply system is a high pressure in the fuel valve leading pressure line required.
  • the second fuel pump is usually directly from the Internal combustion engine mechanically driven.
  • the second fuel pump usually has one in a pump room forth pump body, the frequency of the Pump body rigid to the speed of the internal combustion engine is coupled. So despite the rigid coupling of the Pump body to the speed of the internal combustion engine Delivery rate of the second fuel pump can be controlled can, can between the first fuel pump and the second fuel pump controls the flow rate Control valve to be provided during a pressure stroke part of the fuel from the pump body Pump chamber in the fuel connection between the first Flow back the fuel pump and the second fuel pump leaves. So inside the fuel containing If there are no vapor bubbles in rooms, it is important that the Control valve has a sufficiently large flow cross-section having.
  • Another disadvantage is that because of the size of the control valve it has been a relatively long time before the Flow cross section of the control valve completely is closed or completely open, so that in this Transition time for switching the control valve part the fuel from the pump chamber of the second Fuel pump into the fuel link under relative high pressure flows back, causing a dissipation and thus unwanted loss of energy and heating of the fuel means.
  • DE-A-37 00 356 shows a solenoid valve for controlling amounts of liquid for Injection systems, which are interposed between a feed pump and a pump nozzle is, with the solenoid valve that is delivered by the feed pump to the pump nozzle Liquid volume can be controlled.
  • the fuel supply system according to the invention with the characteristic Features of claim 1 offers the special feature that the electromagnet of the Actuator adjusting valve member while the control valve is in the initial position is located, d. H. certain time before the valve member is adjusted by the actuator is to be energized with an intermediate value, the intermediate value of the Current supply in the amount between the first intended for the starting position Value and the second value provided for the end position is energized.
  • valve member of the control valve still remains up to the intended one Switching point in the starting position, but then to turn the valve member off
  • a slight change of the Energization of the electromagnet can be caused, which takes extremely short time can happen so that the valve member and thus the control valve advantageously can be switched extremely quickly into the new intended end position.
  • the invention executed control valve can be particularly fast and be closed or opened at the right time.
  • control valve is designed as a so-called seat valve, then can with relatively little adjustment of the valve member advantageously a relatively large flow cross section controlled or opened and closed.
  • the fuel supply system Metering of fuel for an internal combustion engine can be used different types of internal combustion engines are used become.
  • a petrol is preferably used as the fuel, especially gasoline used.
  • the internal combustion engine is for example a gasoline engine with an external or internal one Mixture formation and spark ignition, the engine with a reciprocating pistons (reciprocating piston engine) or with a rotatably mounted pistons (Wankel piston engine) can.
  • the fuel-air mixture ignites usually with a spark plug.
  • the internal combustion engine is for example a hybrid engine. With this engine Charge stratification becomes the fuel-air mixture in the combustion chamber enriched in the area of the spark plug so that a safe ignition is guaranteed, the combustion in the Medium but takes place with a heavily emaciated mixture.
  • the gas change in the combustion chamber of the internal combustion engine can for example, according to the four-stroke process or Two-stroke procedures take place.
  • the combustion chamber of the internal combustion engine can be in a known manner Gas exchange valves (intake valves and exhaust valves) are provided his.
  • the internal combustion engine can be designed that at least one fuel valve directly in the fuel spraying the combustion chamber of the internal combustion engine.
  • the control the performance of the internal combustion engine depends on the operating mode by controlling the supply to the combustion chamber Amount of fuel. But there is also an operating mode in which the combustion chamber for the combustion of the fuel supplied air is controlled with a throttle valve.
  • the position of the throttle valve can also change from the Internal combustion engine output to be controlled.
  • the internal combustion engine has a cylinder, for example with a piston, or it can be with multiple cylinders and be provided with a corresponding number of pistons.
  • a fuel valve is preferably provided for each cylinder.
  • the four Fuel valves the fuel usually gasoline, Inject directly into the combustion chamber of the internal combustion engine.
  • the fuel in the combustion chamber is ignited via a Spark plug.
  • the performance of the Internal combustion engine by controlling the amount of fuel injected or by throttling the incoming air to be controlled.
  • the mixture is outside this range around the spark plug very lean.
  • full load or upper Part load becomes a homogeneous distribution between fuel and air in the entire combustion chamber.
  • FIG. 1 shows a fuel tank 2, a Suction line 4, a first fuel pump 6, an electric motor 8, a filter 9, a fuel connection 10, a second fuel pump 12, a pressure line 14, four fuel valves 16, a power supply unit 18 and one electrical or electronic control device 20.
  • Die Fuel valves 16 are often referred to in specialist circles Injectors or injectors called.
  • the first fuel pump 6 has a pressure side 6h and a suction side 6n.
  • the second fuel pump 12 has one High pressure side 12h and a low pressure side 12n.
  • the fuel connection 10 leads from the printing side 6h of the first Fuel pump 6 to the low pressure side 12n of the second Fuel pump 12. Branches out of fuel connection 10 a fuel line 22. Via the fuel line 22 can fuel from the fuel link 10 directly in the fuel tank 2 are returned.
  • a pressure control valve or Pressure control valve 26 is provided in the fuel line 22 .
  • the pressure control valve 26 works like a pressure relief valve or as a Differential pressure valve; it ensures that in the fuel connection 10 a largely constant feed pressure prevails, no matter how much fuel from the second fuel pump 12 from the fuel connection 10 is removed.
  • the pressure control valve 26 controls the Feed pressure, for example, to 3 bar, which is 300 kPa correspond.
  • the first fuel pump 6 is driven by the electric motor 8.
  • the first fuel pump 6, the electric motor 8 and the pressure control valve 26 are in the range of Fuel tank 2. These parts are preferred arranged or located on the outside of the fuel tank 2 itself inside the fuel tank 2 what symbolically represented by a dash-dotted line is.
  • the second is via a mechanical transmission means 12m Fuel pump 12 mechanically with a not shown Output shaft of the internal combustion engine coupled. Since the second fuel pump 12 mechanically rigid to the output shaft the internal combustion engine is coupled, the works second fuel pump 12 purely proportional to the speed of the Output shaft of the internal combustion engine. The speed of the Output shaft is, depending on the current operating condition the internal combustion engine, very different. at the output shaft is, for example, a Camshaft of the internal combustion engine.
  • the second fuel pump 12 has a pump chamber 28 the fuel connection 10, on the low pressure side 12n the second fuel pump 12 is located on the input side a control valve 30 from the pump chamber 28.
  • the control valve 30 is mainly used to control the second Amount of fuel to be delivered, which is why the control valve 30 is also used as a quantity control valve can be designated. This will be discussed in more detail below explained.
  • an output side Check valve 32 is provided in the pressure line 14, on the high pressure side 12h of the second fuel pump 12.
  • the second fuel pump 12 is located within one with symbolically indicated housing with dash-dotted lines 12g.
  • the check valve 32 can also be located within of the housing 12g.
  • the control valve 30 has a Valve housing 30g.
  • the valve housing 30g is on the housing 12g flanged or integrated in the housing 12g.
  • the Control valve 30 can also be installed directly in the housing 12g his.
  • That from the second fuel pump 12 to the fuel valves 16 leading pressure line 14 can be simplified are divided into a line section 42, a Storage space 44 and in distribution lines 46.
  • the fuel valves 16 are each via a distribution line 46 on the Storage space 44 connected.
  • a pressure sensor 48 is connected to the Storage space 44 connected and senses the respective Pressure of the fuel in the pressure line 14. Correspondingly the pressure sensor 48 gives an electrical signal to this pressure to the control device 20.
  • the fuel supply system further comprises a sensor 54 or more sensors 54 and an accelerator pedal sensor 56.
  • the sensors 54, 56 sense the operating condition, under who works the internal combustion engine.
  • the operating condition for the internal combustion engine can result from several individual operating conditions put together.
  • the individual operating conditions are for example: temperature and / or pressure of the fuel in the fuel connection 10, temperature and / or pressure of the fuel in the pressure line 14, air temperature, Cooling water temperature, oil temperature, engine speed the internal combustion engine or the speed of the output shaft of the internal combustion engine, composition of the exhaust gas of the Internal combustion engine, injection time of fuel valves 16 etc.
  • the accelerator pedal sensor 56 is in the range of Accelerator pedal and recorded as a further single operating condition, the position of the accelerator pedal and thus the position desired by the driver Speed.
  • the electric motor 8, the fuel valves 16, the pressure sensor 48 and sensors 54, 56 are electrical Lines 58 connected to the control device 20.
  • the electrical line 58 between the fuel valves 16 and the control device 20 is designed so that the Control device 20 of each of the fuel valves 16 can control separately.
  • electrical lines 58 shown in dashed lines For better distinction compared to the other non-electrical lines electrical lines 58 shown in dashed lines.
  • the first fuel pump 6 is, for example a robust, easy to manufacture positive displacement pump, which is essentially a certain constant amount of fuel promotes.
  • the pressure of the fuel in the fuel connection 10 is on the pressure side 6h of the first fuel pump 6 is called Feed pressure designated.
  • Feed pressure is on the pressure side 6h of the first fuel pump 6 .
  • the pressure control valve 26 den Feed pressure in the fuel connection 10.
  • the second fuel pump 12 delivers the fuel from the Fuel connection 10, through the control valve 30 in the Pump chamber 28 and from the pump chamber 28 through the output side Check valve 32 in the pressure line 14.
  • the pressure in the pressure line 14 can during normal Operating condition, for example, around 100 bar, which Corresponds to 10 MPa. So it's important to make sure that the second fuel pump 12 is exactly the instantaneous pumps the required amount of fuel into the pressure line 14, so that as little fuel as possible from the pressure line 14 in the low pressure area of the fuel supply system must be returned, which is very undesirable, unnecessary would mean dissipation.
  • the control valve 30 shown symbolically in FIG. 1 is in a first valve position 30.1, in a second Valve position 30.2 and in a third valve position 30.3 switchable.
  • the valve positions shown symbolically 30.1, 30.2, 30.3 are only for better clarity because of different sizes.
  • the control valve 30 In the first valve position 30.1 there is a flow cross section 74 between the fuel connection 10 and the Pump chamber 28 locked. In the second valve position 30.2 the control valve 30 has the flow cross section 74 only opened somewhat, and the fuel can be throttled with some out of the pump chamber 28 back into the fuel connection 10 stream. In the third valve position 30.3 the control valve 30 has the flow cross section 74 wide opened, and the fuel can be largely unthrottled flow out of the fuel connection 10 into the pump chamber 28.
  • the second fuel pump 12 is constructed so that the Pump chamber 28 alternately enlarged and reduced, while the internal combustion engine via the transmission medium 12m drives the second fuel pump 12.
  • the pump room 28 increases or decreases, for example, that a pump body 72 mounted in the housing 12g (FIG. 2) from the internal combustion engine via the mechanical transmission means 12m to axially back and forth movement is driven.
  • a suction stroke of the second fuel pump 12 d. H. when the pump body 72 is down (referred to FIG. 2) moves, the pump room increases 28.
  • a print stroke i. H. if the pump body 72 is pressed upwards (based on FIG. 2), then the pump chamber 28 is reduced.
  • control valve 30 in the Valve position 30.2 presses the second fuel pump 12 the fuel from the pump chamber 28 through the Control valve 30 back into fuel connection 10.
  • the control device calculates 20 the time at which the flow cross section 74 of the Control valve 30 is to be closed. To close the Flow cross section 74, the electromagnet 62 is energized, and the control valve 30 is in its first valve position 30.1 switched.
  • FIG. 2 shows a section of the first exemplary embodiment in exemplary form.
  • the parts not shown in FIG. 2 correspond to those shown in the other figures.
  • Figure 2 shows essentially a longitudinal section through the control valve 30, which is in the unactuated switching position 30.2.
  • Switch position 30.2 can also be referred to as the starting position.
  • the actuator 60 includes in addition to the electromagnet 62 and the spring 64 an actuator 76.
  • the actuator 76 is composed of an anchor 76a and one with the anchor 76a firmly connected plunger 76b.
  • the electromagnet 62 presses the spring 64 into the actuating body 76 downwards (based on FIG. 2) into the starting position, until the armature 76a on a lower, on the valve housing 30g provided stop disk 78u comes to rest. at is sufficiently strong energization of the electromagnet 62 the actuator 76 upward (Fig. 2) against the force of Spring 64 actuated into an end position until the armature 76a on an upper stop disc provided on the valve housing 30g 78o is present.
  • a valve seat 80 is provided on the valve housing 30g. at when the electromagnet 62 is not energized, it is between the Valve seat 80 and the valve member 66 extending flow cross-section 74 opened as wide as in FIG. 2 is shown.
  • FIG. 2 shows the control valve 30 in the second valve position 30.2 or in the starting position. The distance is in the second valve position 30.2 between valve seat 80 and valve member 66 relative low, so that to switch to the first valve position 30.1 (Fig. 1) or in the end position of the actuating body 76 only very little can be moved upwards (based on FIG. 2) must until the valve member 66 to close the flow area 74 comes to rest on the valve seat 80. Thereby the flow cross section 74 can be closed quickly.
  • the closing of the flow cross section 74 is supported by increasing during the pressure stroke in the pump chamber 28 Print.
  • the pressure acts in the control room 10a, in which the substantially same feed pressure as in of the fuel connection 10 prevails, on the valve member 66 down in the opening direction, and the pressure in the control room 28a, in which the pressure is substantially the same as in that Pump chamber 28 prevails, acts on the valve member 66 above in the closing direction.
  • the pump body 72 moves during a suction stroke below (based on Fig. 2). This reduces the pressure of the Fuel in the pump chamber 28 under the feed pressure of the Fuel in the fuel connection 10. This pressure difference acts on the valve member 66 downward (Fig. 2) against the force of the contact spring 68. The force of the Contact spring 68 is quite small, so that already one small pressure difference between the fuel connection 10 and the pump chamber 28, the valve member 66 hydraulically presses down (Fig. 2). The valve member 66 lifts from the Adjustment body 76 of the actuator 60. By taking off is achieved that the pressure difference between the Pump chamber 28 and the fuel connection 10 hydraulically acted upon valve member 66 only a small total Moving mass has, which gives the advantage that the valve member 66 already has a small pressure difference adjusted.
  • valve member 66 adjusts the valve member 66 against the Force of the contact spring 68 downwards (FIG. 2) or upwards (Fig. 2) until the valve member 66 on the plunger 76b of the Adjusting body 76 or on the valve seat 80 comes to rest.
  • the valve member 66 can from the valve seat 80 or from the actuator 76 so far until the valve member 66 on one provided on the valve housing 30g valve member stop 82 for Facility is coming.
  • FIG. 3 shows the exemplary embodiment when the electromagnet 62 is not energized, so that the control valve 30 is in the first valve position 30.1, in which the flow cross section 74 is closed.
  • FIG. 4 shows the second exemplary embodiment with the electromagnet 62 fully energized, as a result of which the control valve 30 is in the second valve position 30.2.
  • valve member 66 Because at the beginning of the printing stroke the valve member 66 abuts the actuator body 76 and between the valve seat 80 and the valve member 66 only one there is a small distance, the valve member 66 to Closing the flow area 74 only a short distance cover so that the closing of the flow area 74 can happen very quickly. Can during the printing stroke the flow cross section 74 may be significantly smaller than during the suction stroke.
  • the control device determines on the basis of calculations 20 the time at which the current supply during the printing stroke of the electromagnet 62 is turned off, whereby the adjusting body 76 upwards (based on FIGS. 3 and 4) is moved, and the valve member 66 closes by contact the flow cross-section 74 at valve seat 80.
  • the adjusting body 76 upwards (based on FIGS. 3 and 4) is moved, and the valve member 66 closes by contact the flow cross-section 74 at valve seat 80.
  • the fuel supply system has one below Emergency function described: If with the in Figures 3 and 4 shown embodiment of the electromagnet 62nd should fail due to a defect, or his Power supply is interrupted, then there is Valve member 66 during the entire pressure stroke in the in the Figure 3 shown position in which the flow cross section 74 is closed, so that the entire from the Pump chamber 28 displaced amount of fuel during the pressure stroke through the outlet side check valve 32 in the pressure line 14 is pumped. Can during the suction stroke the valve member 66 even if the electromagnet 62 fails, Lift off valve seat 80 as previously described. at Failure of the electromagnet 62 of the actuator 60 can Pump the second fuel pump 12 anyway, but without the possibility of an exact dosage in the pressure line 14 Amount of fuel pumped.
  • the one from the fuel valves 16 not needed and therefore not removed excess portion of fuel leads thereby to an increase in pressure in the pressure line 14 until the Pressure relief valve 53 (Fig. 1) responds and not required fuel from the pressure line 14 through the Return line 52 back into the fuel connection 10 or, in a modified version, back into the fuel tank 2 is performed. If the electromagnet fails 62 can the internal combustion engine with an emergency function continue working. As soon as the control device 20 determines that the pressure sensor 48 senses a pressure that is higher than the pressure resulting from the activation of the control valve 30 should result, recognizes the Control device 20 that the emergency function has occurred is. Because an exact dosage of the amount of fuel delivered to the pressure line 14 is not is possible, the control device is proposed Train 20 so that a corresponding error message Advertisement is brought.
  • the switching period required for switching the control valve 30 can be described by the following Procedure when energizing the actuator 60 essential be shortened. So with that shown in Figures 1 and 2 Embodiment with all occurring Operating conditions, d. H. at all occurring pressures in the fuel connection 10 and in the pump chamber 28 and at all flow rates of the fuel through the Flow cross section 74, the spring 64, the valve member 66 in the second valve position 30.2 shown in FIG. 2 operate and hold there, the spring 64 must accordingly be dimensioned sufficiently strong. There are but operating conditions in which to hold the valve member 66 in the second valve position 30.2 not the full one Force of the spring 64 is required.
  • valve member 66 close the flow cross-section 74 switching from the starting position to the end position can happen even faster, it is suggested that as long as the valve member 66 is still in the second Valve position 30.2, which is referred to as the starting position can remain, the electromagnet 62 so far is energized that the force of the spring 64 minus the Magnetic force of the electromagnet 62 is just sufficient to To hold valve member 66 securely in the starting position. is then the time has come when the flow cross-section 74 should be closed, it is sufficient to switch from the Starting position in the end position a relatively low additional energization of the electromagnet 62. This slight additional energization of the electromagnet 62 can be done in a much shorter time than if the Electromagnet 62 starting from the completely de-energized Condition should be energized.
  • a major influence on the force required to Holding the valve member 66 in the second valve position 30.2 is the pressure of the fuel in the pump chamber 28 at Pushing the fuel back from the pump chamber 28 into the Fuel connection 10.
  • This is in the pump room 28 essentially by a dynamic pressure.
  • the dynamic pressure is mainly determined by the flow velocity with which is the fuel during the pressure stroke from the pump room 28 is ousted.
  • the dynamic pressure is essentially that Pressure difference between the pressure on the side of the inflowing fuel and the pressure on the side of the outflowing fuel of the valve member 66.
  • the dynamic pressure in essentially the pressure difference between the pressure in the Control room 28a and the pressure in the control room 10a.
  • the Flow rate depends on the speed of the upward moving pump body 72.
  • the speed of the pump body 72 is determined by the pump speed, with which the fuel pump 12 is driven by the camshaft becomes. It is therefore suggested for energization of the electromagnet 62 an intermediate value in Dependence on the dynamic pressure acting on the valve member 66 to choose only a small additional one Apply current to switch to the end position have to. Because the dynamic pressure depends on the speed of the depends pump body 72 traveling, which in turn the Corresponds to pump speed, it is suggested the intermediate value to be determined depending on the pump speed. Because the movement of the pump body 72 mechanically to the Movement of the camshaft of the internal combustion engine coupled the pump speed is directly dependent on the Engine speed of the internal combustion engine. The engine speed is usually measured for other reasons. To the To keep the overall measurement effort as low as possible suggested instead of measuring the back pressure directly, instead the back pressure indirectly via the without noteworthy effort possible detection of engine speed to investigate.
  • the control valve 30 in the second valve position 30.2 is and the flow cross section 74 is open, then is at low pump speed the one acting on the valve member 66 in the closing direction effective back pressure less than at high pump speed.
  • To hold the valve member 66 in the second Valve position 30.2 must therefore be the force of the actuator 60 in the opening direction at high pump speed essential be greater than at a low pump speed.
  • To everyone Pump speeds to get the shortest possible closing time is suggested some time before the intended Switching from the second valve position 30.2 (Fig. 2), i.e. H. from the starting position to the first Valve position 30.1, d. H. in the end position, the electromagnet 62 in advance with an intermediate value energize, and the stronger, the lower the pump speed is.
  • Electromagnets 62 are somewhat less strong in advance energize and the less, the lower the pump speed is.
  • FIG. 5 shows a further exemplary embodiment in symbolic form.
  • a control valve 30 ' is used instead of the control valve 30 (FIG. 1). Except for the differences mentioned below, the control valve 30 'is constructed essentially the same as the control valve 30.
  • the control valve 30' has a first valve position 30.1 'and a second valve position 30.2'. In the first valve position 30.1 ', no fuel can flow back from the pump chamber 28 into the fuel connection 10. In the second valve position 30.2 ', the flow cross section 74 is opened, so that the pump chamber 28 is connected to the fuel connection 10.
  • a check valve is hydraulically parallel to the control valve 30 ' 86 provided. Through the check valve 86 can also get fuel under during a suction stroke Bypassing the control valve 30 'from the fuel connection 10 in the pump chamber 28 of the second fuel pump 12 hineinströmen.
  • FIG. 6 shows a section of the exemplary embodiment shown in FIG. 5. A longitudinal section through the control valve 30 'is shown, which is in the first valve position 30.1'.
  • the pump body 72 moves during a suction stroke below (based on the illustration in FIG. 6). there fuel flows out of the fuel connection 10 through the Check valve 86 in the pump chamber 28.
  • the check valve 86 is dimensioned sufficiently large, and if a bias spring is present, it is so weak that the fuel even when the pump body is sucking quickly 72 largely unthrottled from the fuel connection 10 can flow into the pump chamber 28. In order to it is ensured that the pump chamber 28 during a Suction strokes without gas bubbles completely filled with fuel becomes.
  • the relatively weak spring 64 of the actuator 60 ensures that the valve member 66 already during the Suction strokes is actuated against the valve seat 80. So that is ensured that the control valve 30 'already at the beginning of the pressure stroke during which the pump body 72 goes up drives, is closed, so that the electromagnet 62 less has to work hard compared to an execution where the electromagnet the flow cross section of the control valve only has to close during a printing stroke.
  • the flow cross section is 74 closed.
  • the flow cross-section becomes during the pressure stroke 74 open.
  • the time at which the flow cross section 74 opened depends on the amount of fuel from which the second fuel pump 12 through the output side Promote check valve 32 in the pressure line 14 should.
  • the sum of the magnetic force of the electromagnet 62 and the Spring force of the spring 64 results in a closing force.
  • the Closing force must be just as great during the pressure stroke that the pressure of the fuel in the pump chamber 28 the valve member 66 cannot lift off the valve seat 80. So while of the pressure stroke the opening of the flow area 74 very much quickly and exactly to the one calculated by the control device 20 It can be suggested that the point in time Closing force depending on the pressure in the pump chamber 28 just set so much that the valve member 66 does not unintentionally lifts off valve seat 80.
  • the electromagnet 62 with an intermediate value to excite or energize just so strongly that the Valve member 66 does not lift off the valve seat 80, the Intermediate value depending on the level of pressure in the pump room 28 is less than the value of the current supply, which is necessary around valve member 66 at maximum pressure in pump chamber 28 to hold at the valve seat 80, which is also larger than that Value of the energization of the electromagnet 62, that for open Flow cross section 74 is required, with the embodiment shown in Figure 6 Value of the energization of the electromagnet 62 for open Flow area 74 is zero.
  • the pressure of the fuel in the Pressure chamber 28 is substantially the same as the pressure of the fuel in the pressure line 14 can Determination of the intermediate value of the current supply also that of Pressure sensor 48 output signal are used so that no additional pressure sensor is required.
  • FIG. 7 shows a further advantageous, preferably selected exemplary embodiment.
  • FIG. 7 acts shown embodiment, the spring 64 in the opening direction.
  • the embodiment of Figure 7 has the advantage that part of the fuel through the Flow cross section 74 of the control valve 30 'can flow, so that the check valve 86 is dimensioned less large have to be.
  • Figure 8 shows a further embodiment.
  • the spring 64 acts on it Valve member 66 in the closing direction.
  • the electromagnet 62 can operate the valve member 66 in the opening direction. Is the Electromagnet 62 is not energized, then the flow cross section 74 closed.
  • the spring force of the spring 64 must be so be dimensioned sufficiently that when not energized Electromagnet 62 of the flow cross section 74 among all Operating conditions is closed. Most of the occurring operating conditions would be a weaker force to close the control valve 30 'suffice.
  • Valve position 30.1, 30.1 ' in which the flow cross section 74 of the control valve 30, 30 'is closed as the starting position and that shown in Figures 2, 4 and 7 second valve position 30.2, 30.2 ', in which the flow cross section 74 is open, refer to the end position.
  • the electromagnet 62 should be straight are so energized that the valve member 66 to calculated changeover time just in the starting position remains.
  • the valve member 66 in the end position can be adjusted, which is because of the minor Change in the current and the minor Change in magnetic force can happen very quickly.
  • the control device 20 can also be designed such that it can learn while the internal combustion engine is operating and thereby the control of the internal combustion engine always getting better. For example, if the controller 20 when energizing the electromagnet 62 with the Intermediate value determines that the valve member 66 is not up to at the intended changeover time in the starting position remains, then the control device 20 at the next Stroke of the pump body 72 the intermediate value of the energization of the Modify the electromagnet 62 so that it is ensured that the valve member 66 just remains in the starting position. By approaching the optimal value for the Intermediate value of the energization of the electromagnet 62 can Control device 20 optimize itself so far that the shortest possible switching time to close or to Opening the control valve 30, 30 'is reached.

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

Abstract

Avec les installations d'alimentation en carburant comportant deux pompes à carburant montées en série il n'était pas possible, jusqu'ici, d'obtenir une régulation suffisamment précise de la quantité de carburant refoulée par la seconde pompe à carburant, cela malgré une complexité élevée. En particulier, le temps de commutation d'une soupape de commande régulant la quantité de carburant était, jusqu'ici, assez long. Il est proposé, selon l'invention, une soupape de commande (30') dans laquelle l'électro-aimant (62) servant à maintenir l'obturateur (66) dans la position initiale représentée est soumis à un courant d'une telle force que ledit obturateur (66) reste encore dans cette position initiale. Grâce à une modification de faible amplitude de l'alimentation en courant de l'électro-aimant (2), le passage de la soupape de commande (30') à la position finale peut se faire en un temps extrêmement court. L'installation d'alimentation en carburant présentée est destinée à un moteur à combustion interne de véhicule.

Claims (14)

  1. Installation d'alimentation en carburant destinée à fournir du carburant à un moteur à combustion interne, comportant un réservoir de carburant, une première pompe à carburant (6), une seconde pompe à carburant (12) et une conduite de pression (14) à laquelle est raccordée au moins une soupape à carburant (16) pouvant fournir le carburant au moins indirectement dans une chambre de combustion du moteur à combustion interne, la première pompe à carburant (6) refoulant le carburant depuis le réservoir de carburant (2) dans un raccord de carburant (10) alors que la seconde pompe à carburant (12) a une chambre de pompe (28) et refoule principalement le carburant depuis le raccord de carburant (10) dans la chambre de pompe (28) en passant par une soupape de distribution (30, 30') dont la section transversale d'écoulement (74) est variable et depuis la chambre de pompe (28) dans la conduite de pression (14), la soupape de distribution (30, 30') comprenant un organe de soupape (66) qui agit sur la section transversale d'écoulement (74) et un mécanisme de commande (60) qui comprend un électroaimant (62) et qui règle l'organe de soupape (66), la soupape de distribution (30, 30') étant déplacée dans une position initiale lorsque l'électroaimant (62) est traversé par un courant d'une première valeur et dans une position terminale lorsque l'électroaimant (62) est traversée par un courant d'une seconde valeur,
    caractérisée en ce que
    avant de déplacer la soupape de distribution (30, 30') depuis la position initiale dans la position terminale, l'électroaimant (62) est traversé par un courant d'une valeur intermédiaire comprise entre la première valeur et la seconde valeur, l'organe de soupape (66) restant dans sa position initiale.
  2. Installation d'alimentation en carburant selon la revendication 1,
    caractérisée en ce que
    la valeur du courant pour la position initiale est nulle.
  3. Installation d'alimentation en carburant selon la revendication 2,
    caractérisée en ce que
    le mécanisme de commande (60) destiné à déplacer le corps de réglage (66) comprend l'électroaimant (62) et un ressort (64) qui agit contre une force magnétique de l'électroaimant (62), le ressort (64) réglant l'organe de soupape (66) dans la position initiale.
  4. Installation d'alimentation en carburant selon la revendication 1,
    caractérisée en ce que
    la valeur du courant pour la position terminale est nulle.
  5. Installation d'alimentation en carburant selon la revendication 4,
    caractérisée en ce que
    le mécanisme de commande (60) destiné à déplacer le corps de réglage (66) comprend l'électroaimant (62) et un ressort (64) qui agit contre une force magnétique de l'électroaimant (62), le ressort (64) réglant l'organe de soupape (66) dans la position terminale.
  6. Installation d'alimentation en carburant selon l'une des revendications précédentes,
    caractérisée en ce que
    la valeur intermédiaire du courant qui traverse l'électroaimant (62) dépend d'une condition de fonctionnement du moteur à combustion interne.
  7. Installation d'alimentation en carburant selon l'une des revendications précédentes,
    caractérisée en ce que
    la valeur intermédiaire du courant qui traverse l'électroaimant (62) dépend d'une pression dynamique appliquée à l'organe de soupape (66).
  8. Installation d'alimentation en carburant selon la revendication 7,
    caractérisée en ce que
    la pression dynamique est établie en enregistrant une vitesse de rotation du moteur à combustion interne.
  9. Installation d'alimentation en carburant selon l'une des revendications précédentes,
    caractérisée en ce que
    la valeur intermédiaire du courant qui traverse l'électroaimant (62) dépend d'une pression qui règne dans la chambre de pompe (28).
  10. Installation d'alimentation en carburant selon l'une des revendications précédentes,
    caractérisée en ce que
    la valeur intermédiaire du courant qui traverse l'électroaimant (62) dépend d'une pression qui règne dans la conduite de pression (14).
  11. Installation d'alimentation en carburant selon l'une des revendications précédentes,
    caractérisée en ce que
    la valeur intermédiaire dépend d'une durée restante jusqu'à ce que la soupape de distribution (30) passe de la position initiale à la position terminale.
  12. Installation d'alimentation en carburant selon l'une des revendications précédentes,
    caractérisée en ce qu'
    hydrauliquement en parallèle à la soupape de distribution (30, 30'), on prévoit un clapet anti-retour (86) qui conduit du carburant depuis le raccord de carburant (10) dans la chambre de pompe (28).
  13. Installation d'alimentation en carburant selon l'une des revendications précédentes,
    caractérisée en ce que
    la seconde pompe à carburant (12) a un corps de pompe (72) qui peut être entraíné, le corps de pompe (72) agrandissant et dimunuant alternativement la chambre de pompe (28) du fait que le corps de pompe (72) est entraíné.
  14. Installation d'alimentation en carburant selon l'une des revendications précédentes,
    caractérisée en ce que
    la soupape de distribution (30, 30') est une soupape à siège.
EP99931007A 1998-07-29 1999-05-04 Installation d'alimentation en carburant d'un moteur a combustion interne Expired - Lifetime EP1042607B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19834120 1998-07-29
DE19834120A DE19834120A1 (de) 1998-07-29 1998-07-29 Kraftstoffversorgungsanlage einer Brennkraftmaschine
PCT/DE1999/001328 WO2000006894A1 (fr) 1998-07-29 1999-05-04 Installation d'alimentation en carburant d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1042607A1 EP1042607A1 (fr) 2000-10-11
EP1042607B1 true EP1042607B1 (fr) 2004-11-10

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Application Number Title Priority Date Filing Date
EP99931007A Expired - Lifetime EP1042607B1 (fr) 1998-07-29 1999-05-04 Installation d'alimentation en carburant d'un moteur a combustion interne

Country Status (5)

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US (1) US6253734B1 (fr)
EP (1) EP1042607B1 (fr)
JP (1) JP4217382B2 (fr)
DE (2) DE19834120A1 (fr)
WO (1) WO2000006894A1 (fr)

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012175248A1 (fr) 2011-06-22 2012-12-27 Robert Bosch Gmbh Procédé permettant de faire fonctionner un dispositif de refoulement de carburant
WO2012175247A1 (fr) 2011-06-22 2012-12-27 Robert Bosch Gmbh Procédé et dispositif pour faire fonctionner un dispositif d'alimentation en carburant d'un moteur à combustion interne
DE102011077991A1 (de) 2011-06-22 2012-12-27 Robert Bosch Gmbh Verfahren zum Betreiben einer Kraftstofffördereinrichtung einer Brennkraftmaschine
DE102011077987A1 (de) 2011-06-22 2012-12-27 Robert Bosch Gmbh Verfahren zum Betreiben einer Kraftstofffördereinrichtung
US9303582B2 (en) 2011-06-22 2016-04-05 Robert Bosch Gmbh Method for operating a fuel delivery device
US9777662B2 (en) 2011-06-22 2017-10-03 Robert Bosch Gmbh Method and device for operating a fuel delivery device of an internal combustion engine

Also Published As

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DE59911043D1 (de) 2004-12-16
US6253734B1 (en) 2001-07-03
WO2000006894A1 (fr) 2000-02-10
EP1042607A1 (fr) 2000-10-11
DE19834120A1 (de) 2000-02-03
JP4217382B2 (ja) 2009-01-28
JP2002521615A (ja) 2002-07-16

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