EP1394403B1 - Système de combustible pour un moteur à combustion interne - Google Patents

Système de combustible pour un moteur à combustion interne Download PDF

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Publication number
EP1394403B1
EP1394403B1 EP20030003644 EP03003644A EP1394403B1 EP 1394403 B1 EP1394403 B1 EP 1394403B1 EP 20030003644 EP20030003644 EP 20030003644 EP 03003644 A EP03003644 A EP 03003644A EP 1394403 B1 EP1394403 B1 EP 1394403B1
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EP
European Patent Office
Prior art keywords
pressure
fuel
fuel system
low
valve
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
EP20030003644
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German (de)
English (en)
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EP1394403A2 (fr
EP1394403A3 (fr
Inventor
Helmut Rembold
Thomas Fuerst
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of EP1394403A2 publication Critical patent/EP1394403A2/fr
Publication of EP1394403A3 publication Critical patent/EP1394403A3/fr
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Publication of EP1394403B1 publication Critical patent/EP1394403B1/fr
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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
    • F02M59/02—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
    • 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
    • F02M63/0001—Fuel-injection apparatus with specially arranged lubricating system, e.g. by fuel oil
    • 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
    • F02M63/02—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
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail
    • 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
    • F02M2200/02—Fuel-injection apparatus having means for reducing wear
    • 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
    • F02M2200/16—Sealing of fuel injection apparatus not otherwise provided for

Definitions

  • the invention relates to a fuel system for an internal combustion engine having a low-pressure region, a high-pressure fuel pump, and a high-pressure region
  • the high-pressure fuel pump comprises: a housing, at least one movable conveyor element which delimits a delivery chamber, at least one drive which can set the delivery element in motion , a drive space in which the drive is at least partially disposed, and a lubricant supply device for supplying movable parts with fuel as a lubricant.
  • Such a fuel system is known from DE 197 05 205 A1.
  • the fuel is supplied from an electric feed pump with a certain form.
  • the radial piston pump compresses the fuel to a very high level.
  • the pistons of the radial piston pump are acted upon by a compression spring by means of sliding shoes against a lifting ring, which is placed on a rotating eccentric shaft.
  • the delivery chamber of a cylinder is connected to a discharge space, which is arranged between the shoe and the corresponding contact surface of the cam ring. In this way, the discharge space is pressurized in a delivery stroke of the piston and thereby reduces the bearing force of the shoe on the contact surface of the cam ring.
  • DE 197 39 653 A1 shows a system for high-pressure fuel production with a low-pressure pump and a high-pressure pump.
  • the high-pressure pump has a flow-through pump housing. Between the low-pressure pump and the high-pressure pump, the pumped by the low-pressure pump fuel flow divides. Part of the fuel flow is passed through the pump inner casing via a flow control valve. This should be achieved under all operating conditions sufficient flow through the housing of the high-pressure pump.
  • Object of the present invention is to develop a fuel system of the type mentioned so that the lubrication and cooling of the moving parts is ensured in the drive compartment under all operating conditions.
  • This object is achieved in a fuel system of the type mentioned above in that is acted upon by the lubricant supply device of the drive chamber with a pressure which is higher than the pressure in the inlet channel of the high-pressure fuel pump.
  • the lubrication and cooling of the moving parts of the high-pressure fuel pump is ensured even if in the low-pressure region, more precisely in the inlet channel of the high-pressure fuel pump, only a comparatively low pressure prevails.
  • This is, for example, in such a fuel system possible, which has a low-pressure fuel supply, which provides a variable form.
  • the background to this is the saving of fuel by reducing the drive power of the fuel pump used in the low-pressure fuel supply.
  • such a fuel system would have the risk that, for example, in the bearing area of the drive shaft of the high-pressure fuel pump at a low fuel pressure in the drive chamber as a result of a local temperature increase, vapor formation of the fuel in the drive space could occur, which in turn causes a Inadmissible wear on the corresponding moving parts of the high-pressure fuel pump would result. This is reliably avoided by the measures according to the invention.
  • the drive space is closed fluidically to the low pressure area.
  • a small amount of fuel which is to be supplied to the drive space is sufficient to cause the pressure increase according to the invention in the drive space. This increases the efficiency of the fuel system.
  • the lubricant supply device comprises a leakage gap from the delivery chamber to the drive chamber.
  • the pressurization of the drive space is possible in this way without complicated additional measures, which keeps the manufacturing costs of the fuel system according to the invention low.
  • the fuel system comprises a high-pressure region with a pressure control valve
  • the lubricant supply device comprises a flow path which connects the drive space with an outlet of the pressure control valve.
  • a pressure control valve is usually present there.
  • the pressurized shut-off fluid of the pressure control valve is used for pressurizing the drive space.
  • the fuel system include a quantity control valve with which a high-pressure side of the high-pressure fuel pump can be temporarily connected to the low-pressure region, and that the lubricant supply device comprises a flow path connecting the drive space with an outlet of the quantity control valve.
  • Such a quantity control valve is used for speed-independent adjustment of the delivery rate of the high-pressure fuel pump. This is useful in all those cases in which the high-pressure fuel pump is driven by the crankshaft or camshaft of an internal combustion engine.
  • the quantity control valve opens, flows under high pressure fuel from the high pressure side and thus does not reach, for example, to the fuel rail. This is exploited according to the invention for the lubrication and cooling of existing in the drive compartment components of the high-pressure fuel pump, so that a complex separate pressure supply for the drive space can be omitted. This development also saves costs.
  • the lubricant supply device comprises a flow path which can connect the drive space with the low-pressure region, and in this flow path, a check valve is present, which blocks to the low-pressure region.
  • a check valve is present, which blocks to the low-pressure region.
  • the invention also proposes the fuel system comprises a pressure relief valve which limits the pressure in the drive space to a desired differential pressure.
  • the fuel system comprises a pressure regulating valve, which adjusts the pressure in the drive space to a desired pressure. This has the advantage over a pressure relief valve that the maximum pressure in the drive chamber is lower.
  • the outlet side of the pressure-limiting valve and / or the pressure-regulating valve be connected to the low-pressure fuel supply.
  • a pressure is set in the drive chamber which is higher by a certain differential pressure than the fuel pressure present in the low-pressure region (this usually corresponds to the prefeed pressure of an electric fuel pump).
  • Such a pressure relief valve is simple and inexpensive. At high feed pressure, however, an undesirably high pressure may occur in the drive space. This is prevented if, instead of the pressure limiting valve, the pressure regulating valve is used, and if this is connected to the low-pressure fuel supply. In this case, the pressure in the drive chamber can not exceed the pressure prevailing in the low pressure range.
  • the invention further relates to a fuel system for an internal combustion engine having a high-pressure region and a high-pressure fuel pump comprising a housing and at least one movable conveying element, wherein between at least two relatively movable parts of the high-pressure fuel pump, a hydrostatic bearing is provided.
  • the operational safety of the fuel system is substantially improved if the hydrostatic bearing is connected to the outlet of a pressure control valve, which is arranged in the high-pressure region.
  • the hydrostatic bearing significantly reduces the forces between two relatively moving parts. This reduces wear and the power required to drive the high pressure fuel pump.
  • connection of the hydrostatic bearing to the pressure control valve of the high pressure area allows in all operating conditions of the high pressure fuel pump to build up a sufficient pressure in the hydrostatic bearing, which avoids the formation of vapor bubbles and lubrication and cooling is ensured at this point, regardless of actual pressure at the inlet of the high pressure fuel pump.
  • a fuel system carries the reference numeral 10 in FIG. 1. It comprises a tank 12, from which an electric fuel pump 14 delivers fuel. The fuel passes from the electric fuel pump 14 via a filter 16 in a low-pressure fuel line 18. From this branches off a branch line 20, in which a low-pressure fuel regulator 22 is arranged. The branch line 20 leads back to the tank 12.
  • the low-pressure fuel line 18 leads to a three-cylinder radial piston pump, which is referred to as high-pressure fuel pump 24.
  • a high-pressure fuel line 26 leads from the high-pressure fuel pump 24 to a fuel rail 28 ("rail").
  • a plurality of injectors 30 are connected, which inject the fuel directly into combustion chambers (not shown in Figure 1) of an internal combustion engine.
  • the pressure in the fuel rail 28 is adjusted by a pressure control valve 32. This is about one Return line 34 is connected to the low pressure fuel line 18.
  • a pressure sensor 35 detects the pressure prevailing in the fuel rail 28 and transmits corresponding signals to a not shown in Figure 1 control and regulating device. This controls the electric fuel pump 14, the pressure control valve 32, the injectors 30, and other devices of the fuel system 10 depending on the fuel requirements.
  • the high-pressure fuel pump 24 is shown in detail in FIG. In the illustrated sectional plane, however, only one cylinder of the high-pressure fuel pump 24 is visible.
  • a cylinder head 40 and a cylinder liner 42 are fitted in a radially extending stepped blind bore 36 in a housing 38.
  • a piston 44 is slidably guided in the cylinder liner 42.
  • a leakage gap 45 is present in the cylinder liner 42 .
  • With its radially inner end of the piston 44 is supported on a shoe 46 from. Piston 44 and shoe 46 are pressed by a compression spring 48 against a contact surface (without reference numeral) a cam ring 50.
  • the cam ring 50 is seated on an eccentric portion 52 of a drive shaft 54. This is rotatably supported in the housing 38 via two shaft bearings 56 and 58.
  • the drive shaft 54 is located in an axially present in the housing 38 blind bore 60. Between the housing 38 and the blind bore 60 on the one hand and the drive shaft 54, the cam ring 50, the shoe 46, the piston 44 and the cylinder liner 42 on the other hand, is a drive space 62nd educated. This is sealed by a shaft seal 64 to the outside. Between the cylinder head 40, the cylinder liner 42 and the piston 44, a delivery chamber 66 is present. This can be connected to the low-pressure fuel line 18 via an inlet channel 68 present in the housing 38 and an inlet check valve 70.
  • the fuel system 10 shown in FIG. 1 and the high-pressure fuel pump 24 shown in FIG. 2 operate as follows:
  • the high pressure fuel pump 24 is operated by rotation of the drive shaft 54.
  • the drive shaft 54 is driven by a crankshaft or a camshaft of the internal combustion engine, which is supplied by the fuel system 10 with fuel.
  • the piston 44 is set in a reciprocating motion.
  • fuel is sucked into the delivery chamber 66 via the inlet channel 68 and the inlet valve 70.
  • the inlet valve 70 closes and the fuel trapped in the delivery chamber 66 is compressed.
  • the exhaust valve 74 opens and the compressed fuel can escape from the delivery chamber 66 into the high pressure fuel line 26 and further into the fuel rail 28. A return flow of the compressed fuel from the fuel rail 28 into the delivery chamber 66 is prevented by the outlet valve 74. Thus, the fuel remains stored in the fuel manifold 28 under high pressure where it can be retrieved from the injectors 30 and injected into the combustion chambers of the engine under high pressure.
  • the fuel pressure that can be provided by the electric fuel pump 14 is approximately 1 to 6 bar.
  • a differential pressure of the pressure relief valve 82 of approximately 2 bar a pressure in the drive space 62 will be approximately 3 to 8 bar.
  • the fuel pressure prevailing in the drive chamber 62 is in any case higher than the admission pressure generated by the electric fuel pump 14 in the low-pressure fuel line 18 and in the inlet channel 68.
  • the fuel pressure prevailing in the drive chamber 62 is in any case higher than the admission pressure generated by the electric fuel pump 14 in the low-pressure fuel line 18 and in the inlet channel 68.
  • the pressure in the drive chamber 62 ultimately depends to a considerable extent on the pressure prevailing in the inlet channel 68 form. If this form, for example, at a hot start of the internal combustion engine, relatively high, and the pressure in the drive chamber 62 is relatively high. Under certain circumstances, it is higher than would be necessary to avoid steam formation in the drive chamber 62 per se. By such a high pressure, however, in particular the shaft seal 64 is unnecessarily loaded, which could reduce their life. Therefore, instead of the pressure relief valve 82 shown in Figure 2, a pressure control valve can be used.
  • FIG. 3 Such is exemplified in Figure 3 and there bears the reference numeral 84. It comprises a spring 86 acted upon by a membrane 88, which is acted upon by the spring 86 against a seat 90.
  • the seat 90 is annular and separates a radially inward and connected to the inlet channel 68 portion of a radially outer and connected to the drive chamber 62 area.
  • the drive chamber 62 and the inlet channel 68 are shown only symbolically in FIG.
  • a vent line (not numbered) is also shown.
  • a change in the admission pressure prevailing in the intake passage 68 only has a weakened effect on the pressure in the intake passage 68 Drive space 62 off.
  • the influencing factor can be determined by the choice of the pressure areas.
  • FIG. 4 shows a second exemplary embodiment of a fuel system 10.
  • such components, range, and parts having equivalent functions to components, regions, and parts of the fuel system shown in FIG. 1 carry the same reference numerals and will not be explained again in detail.
  • the high-pressure fuel pump 24 used in FIG. 4 is shown in detail in FIG. 6 and will be explained in more detail below.
  • a significant difference of the fuel system 10 shown in Figure 4 to that of Figure 1 relates to the nature of the pressurization of the fuel present in the drive chamber 62. While in the high-pressure fuel pump used in Figure 1, this pressurization takes place solely through the leakage gap between the piston and cylinder liner, in the embodiment shown in Figure 4, the Abschkraftstoff the pressure control valve 32 is additionally used with the pressure in the fuel rail 28 is set , For this purpose, a branch line 92 leads from the return line 34 to the drive space 62.
  • FIG. 5 shows yet another embodiment of a fuel system 10. Also in his case, such components, regions, and parts which have equivalent functions to components, regions, and parts of the embodiment shown in Figure 1 or in Figure 4, the same reference numerals. They are not explained again in detail.
  • a significant difference of the fuel system 10 shown in Figure 5 to that of Figure 4 relates to the high-pressure fuel pump 24. This is therefore also shown in Figure 5 in somewhat greater detail.
  • a quantity control valve 94 is provided in the high-pressure fuel pump 24 shown in Figure 5. This is a solenoid-operated 2/2 shift valve whose inlet is connected to an area upstream of the exhaust valve 74, and whose outlet is connected to an area upstream of the intake valve 70.
  • the quantity control valve 94 can be opened for a certain period during a delivery stroke of the piston 44, so that during this opening period, the fuel is not conveyed into the fuel manifold 28, but with a correspondingly high pressure back into the low-pressure fuel line 18.
  • a branch line 92 is likewise provided, which leads from the outlet side of the quantity control valve 94 to the drive space 62 and thus pressurizes it.
  • the arrangement of the quantity control valve is shown as it is the case with a single-cylinder pump.
  • the input of the quantity control valve would have to open after the exhaust valve. Starting from this summation point then another check valve would have to be present to the fuel manifold.
  • a high pressure fuel pump 24, as in the embodiment of a fuel system shown in Figure 4 10 can be used is shown in Figure 6 in detail.
  • the delivery chamber 66 is filled by an inlet channel 68, which extends in the longitudinal direction in the piston 44. Also, the inlet check valve 70 is disposed in the piston 44. Further, the drive space 62 is connected via a channel 76 directly to the low pressure fuel line 18. An auxiliary channel 96 also leads from the return line and the branch line 92 of the pressure control valve into the drive space 62.
  • a pressure limiting valve 82 is arranged in the auxiliary channel 96. From a region of the auxiliary channel 96 located upstream of the pressure limiting valve 82, a channel 98 branches off, which opens into a space located between the axial end of the drive shaft 54 and the housing 38 (without reference numeral). In the drive shaft 54 itself, an outgoing from the axial end surface and extending to the eccentric portion 52 in the longitudinal direction in the drive shaft 54 extending channel 100 is present.
  • the radial branch channels open into lubricating pockets which are present in the lateral surface of the drive shaft 54.
  • the angular position of the lubrication pockets in the region of the shaft bearing 58 is diametrically opposite to the angular position of the lubricating pocket in the region of the eccentric portion 52.
  • the channel 98 can open into the lateral surface of the drive shaft 54 and an annular groove with the channel 100th be connected in the drive shaft 54.
  • the drive chamber 62 is connected to the branch line 92 of the return line from the pressure control valve (see Figure 4), can be dispensed with a check valve between the drive chamber 62 and low-pressure fuel line 18. Nevertheless, a rapid admission of the fuel located in the drive chamber 62 is ensured and at the same time is also provided for an intensive flushing in the drive chamber 62. The same effect is achieved when the branch line 92 is connected to the outlet of the quantity control valve (see Figure 5).

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

Claims (11)

  1. Système de carburant (10) pour un moteur à combustion interne, comprenant une zone basse pression (18), une pompe à carburant haute pression (24) et une zone haute pression (26, 28), la pompe à carburant haute pression (24 comprenant : un boîtier (38, 42) avec un canal d'entrée (68) pour amener le carburant à partir de la zone basse pression (18), au moins un élément de refoulement mobile (44) qui délimite une chambre de refoulement (66), au moins un entraînement (54) qui peut mettre en mouvement l'élément de refoulement (44), une chambre d'entraînement (62) logeant l'entraînement (54) au moins en partie, et un dispositif d'alimentation en lubrifiant (45, 92, 96) pour alimenter les pièces mobiles en carburant en tant que lubrifiant,
    caractérisé en ce que
    le dispositif d'alimentation en lubrifiant (45, 92, 96) charge la chambre d'entraînement (62) à une pression supérieure à la pression régnant dans le canal d'entrée (68) de la pompe à carburant haute pression (24).
  2. Système de carburant (10) selon la revendication 1,
    caractérisé en ce que
    la chambre d'entraînement (62) est fermée hermétiquement aux fluides par rapport à la zone basse pression (18).
  3. Système de carburant (10) selon l'une des revendications précédentes,
    caractérisé en ce que
    le dispositif d'alimentation en lubrifiant comprend une fente de fuite (45) entre la chambre de refoulement (66) et la chambre d'entraînement (62).
  4. Système de carburant (10) selon la revendication 3,
    caractérisé en ce que
    la fente de fuite (45) est disposée entre l'élément de refoulement (44) et le boîtier (42).
  5. Système de carburant (10) selon l'une des revendications précédentes,
    caractérisé en ce que
    la zone haute pression (26, 28) loge une vanne de commande de pression (32) et le dispositif d'alimentation en lubrifiant comprend un chemin d'écoulement (92) qui relie la chambre d'entraînement (62) à une sortie de la vanne de commande de pression (32).
  6. Système de carburant (10) selon l'une des revendications précédentes,
    caractérisé en ce qu'
    il comprend une vanne de commande de débit (94) qui relie de temps en temps un côté haute pression de la pompe à carburant haute pression (24) à la zone basse pression (18), et
    le dispositif d'alimentation en lubrifiant comprend un chemin d'écoulement (92) qui relie la chambre d'entraînement (62) à une sortie de la vanne de commande de débit (94).
  7. Système de carburant (10) selon l'une des revendications précédentes,
    caractérisé en ce qu'
    un chemin d'écoulement (76) permet de relier la chambre d'entraînement (62) à la zone basse pression (18), et ce chemin d'écoulement (76) comporte un clapet anti-retour (78) qui bloque le chemin vers la zone basse pression (18).
  8. Système de carburant (10) selon l'une des revendications précédentes,
    caractérisé en ce qu'
    il comprend une vanne de limitation de pression (82) qui limite la pression dans la chambre d'entraînement (62) à une pression différentielle souhaitée.
  9. Système de carburant (10) selon l'une des revendications précédentes,
    caractérisé en ce qu'
    il comprend une vanne de régulation de pression (84) qui permet de régler la pression dans la chambre d'entraînement (62) à une pression souhaitée.
  10. Système de carburant (10) selon l'une des revendications 8 ou 9,
    caractérisé en ce que
    le côté de sortie de la vanne de limitation de pression (82) et/ou de la vanne de régulation de pression (84) est relié à la zone basse pression (18).
  11. Système de carburant (10) selon l'une des revendications précédentes,
    caractérisé en ce qu'
    un palier hydrostatique entre au moins deux pièces mobiles l'une par rapport à l'autre (50, 52, 54, 58) de la pompe à carburant haute pression (24), est raccordé à la sortie d'une vanne de commande de pression (32) prévu dans la zone haute pression (28).
EP20030003644 2002-08-31 2003-02-18 Système de combustible pour un moteur à combustion interne Expired - Lifetime EP1394403B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10240310 2002-08-31
DE2002140310 DE10240310A1 (de) 2002-08-31 2002-08-31 Kraftstoffsystem für eine Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP1394403A2 EP1394403A2 (fr) 2004-03-03
EP1394403A3 EP1394403A3 (fr) 2004-12-01
EP1394403B1 true EP1394403B1 (fr) 2006-11-15

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20030003644 Expired - Lifetime EP1394403B1 (fr) 2002-08-31 2003-02-18 Système de combustible pour un moteur à combustion interne

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EP (1) EP1394403B1 (fr)
DE (2) DE10240310A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITMI20090606A1 (it) * 2009-04-14 2010-10-15 Bosch Gmbh Robert Pompa a pistoni per alimentare combustibile, preferibilmente gasolio, a un motore a combustione interna e metodo di accoppiamento di un albero della stessa con le rispettive sedi di rotazione
IT1398728B1 (it) * 2009-04-17 2013-03-18 Bosch Gmbh Robert Circuito di lubrificazione di una pompa common rail di alta pressione e pompa common rail di alta pressione
EP2557306A1 (fr) * 2011-08-08 2013-02-13 Delphi Technologies Holding S.à.r.l. Pompe à carburant
DE102012208089A1 (de) 2012-05-15 2013-11-21 Robert Bosch Gmbh Kraftstoffhochdruckpumpe mit einer Lagerversorgung über Schmierbohrungen in einer Antriebswelle
DE102012219537A1 (de) 2012-10-25 2014-04-30 Robert Bosch Gmbh Kraftstoffhochdruckpumpe mit einer Lagerversorgung über Schmierbohrungen in einer Antriebswelle
DE102018200715A1 (de) * 2018-01-17 2019-07-18 Robert Bosch Gmbh Kraftstofffördereinrichtung für kryogene Kraftstoffe
DE102018211338A1 (de) * 2018-07-10 2020-01-16 Robert Bosch Gmbh Kraftstofffördereinrichtung für kryogene Kraftstoffe und Verfahren zum Betreiben einer Kraftstofffördereinrichtung

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19705205A1 (de) * 1997-02-12 1998-08-13 Bosch Gmbh Robert Kolbenpumpe
DE19739653A1 (de) * 1997-09-10 1999-03-11 Bosch Gmbh Robert Verfahren zum Erzeugen von unter Hochdruck stehendem Kraftstoff sowie System zur Kraftstoffhochdruckerzeugung
DE19746563A1 (de) * 1997-10-22 1999-04-29 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen

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EP1394403A2 (fr) 2004-03-03
DE50305665D1 (de) 2006-12-28
EP1394403A3 (fr) 2004-12-01

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