WO2001007779A1 - Pompe haute pression pour carburant et procede d'alimentation en carburant - Google Patents

Pompe haute pression pour carburant et procede d'alimentation en carburant Download PDF

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Publication number
WO2001007779A1
WO2001007779A1 PCT/JP1999/003958 JP9903958W WO0107779A1 WO 2001007779 A1 WO2001007779 A1 WO 2001007779A1 JP 9903958 W JP9903958 W JP 9903958W WO 0107779 A1 WO0107779 A1 WO 0107779A1
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WO
WIPO (PCT)
Prior art keywords
pressure
fuel
pump
pump chamber
check 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.)
Ceased
Application number
PCT/JP1999/003958
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English (en)
Japanese (ja)
Inventor
Yuzo Kadomukai
Tadahiko Nogami
Kenji Hiraku
Yukio Takahashi
Hiroyuki Yamada
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.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
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 Hitachi Ltd filed Critical Hitachi Ltd
Priority to PCT/JP1999/003958 priority Critical patent/WO2001007779A1/fr
Publication of WO2001007779A1 publication Critical patent/WO2001007779A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02D41/30—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the present invention relates to a fuel pump and a fuel supply control method suitable for supplying fuel at a high pressure to an engine of a vehicle, particularly, an injector of a direct injection engine.
  • variable discharge high-pressure pump described in Japanese Patent Application Laid-Open No. 1-73166 is composed of a cylinder, a fuel pressurizing member built in the cylinder and driven by an engine, and a fuel pressurizing member.
  • a pump chamber formed to pressurize the fuel in the cylinder, and a solenoid valve facing the pump chamber and fixed to the cylinder.
  • the solenoid valve communicates the pump chamber to the low pressure side.
  • valve body of the solenoid valve protrudes into the pump chamber through the seat, and when the valve is closed, the entire lower end surface of the valve body protruding toward the pump chamber closes the high-pressure fuel pressure in the pump chamber.
  • valve element By receiving the pressing force in the direction, the valve element closes the seat portion, and is configured as an external valve that holds the high-pressure fuel in the pump chamber.
  • variable discharge amount high pressure pump described in Japanese Patent Application Laid-Open No. H11-73166
  • the fuel is supplied into the common rail by the variable discharge amount control so as to replenish the injection amount of the injector.
  • the pressure in the common rail is kept at the desired value.
  • the instantaneous flow rate of fuel supplied to the common rail is controlled by the pump chamber volume generated by reciprocation of the fuel pressurizing member (plunger) built into the cylinder, even when variable discharge rate control is performed. It fluctuates with the time rate of change. In other words, the pressure in the common rail fluctuates (pulses).
  • An object of the present invention has been made to solve the above-mentioned problems, and has been made to reduce the pressure flow rate control and drive power of a fuel pump that supplies high-pressure fuel to a common rail according to the fuel injection amount of an injector.
  • a high-pressure fuel pump and a fuel supply control method that can be performed without generating pressure pulsation in a common rail are provided.
  • a plunger reciprocating in a pump chamber supplies fuel sucked through a suction check valve provided in a suction flow path to an injector through a discharge check valve provided in a discharge flow path.
  • a pressure acting on the pump chamber or the pressure regulator provided between the pump chamber and the discharge check valve exceeds the regulated pressure, pressurized fuel flows out of the suction check valve through the pressure regulator. By doing so, the flow rate of fuel supplied to the injector can be adjusted.
  • FIG. 1 is a configuration diagram of a fuel supply system of an automobile engine equipped with the high-pressure fuel pump of the present invention.
  • FIG. 2 is a diagram showing an example of the structure of a high-pressure fuel pump.
  • FIG. 3 is a diagram showing one example of characteristics of the pressure regulator.
  • FIG. 4 is an explanatory diagram of a control operation according to the first embodiment of the fuel supply control method of the present invention. ⁇
  • FIG. 5 is an explanatory diagram of a control operation according to a second embodiment of the fuel supply control method of the present invention.
  • FIG. 6 is an explanatory diagram of a control operation according to a third embodiment of the fuel supply control method of the present invention.
  • FIG. 1 is a diagram illustrating a vehicle engine equipped with a high-pressure fuel pump according to an embodiment of the present invention.
  • FIG. 3 is a configuration diagram of a fuel supply system of FIG.
  • the fuel supply system 1 shown in FIG. 1 has a feed pump 2 for transferring fuel from a tank 9, a low-pressure pre-regulating pump 3 for adjusting the discharge pressure of the feed pump 2, and a fuel pump 2 for discharging fuel.
  • a fuel pump 100 capable of controlling the fuel flow rate which further pressurizes and discharges the fuel, a controller 4 controlling the fuel pump 100, an injector 5 for injecting the fuel into the engine, and a fuel pump 10
  • the fuel cell system includes a common rail 10 that accumulates fuel discharged from 0 and supplies the accumulated pressure to the injector 5 and a pressure sensor 6 that measures the fuel pressure of the common rail 10.
  • the feed pump 2 and the low-pressure pre-regulation unit 3 are provided mainly for preventing cavitation when the fuel pump 100 sucks fuel, and the conditions under which the fuel pump 100 operates. Depending on the case, it is also possible not to attach.
  • the fuel pump 100 has a suction passage 103 for sucking fuel into the pump chamber 102, and a discharge passage 104 for discharging fuel from the pump chamber 102, and the pump chamber 102. Inside, a plunger 106 reciprocated by a rotatable cam 105 is provided.
  • suction flow path 103 and the discharge flow path 104 are provided with a suction check valve 111 and a discharge check valve 112, respectively.
  • a pressure regulator 113 is provided in the pump chamber 102, and the regulated pressure of the pressure regulator 113 can be controlled by an electric signal input from the controller 4 to the pressure regulator 113. At this time, the pressure regulator 113 may be provided in the pump chamber 102 or between the pump chamber 102 and the inlet (inflow side) of the discharge check valve 112.
  • the fuel pressure applied to the injector 5 needs to be adjusted according to the operating state of the engine. That is, in order to change the fuel injection characteristics from the injector 5, it is necessary to be able to control the fuel supply pressure to the injector 5, that is, the pressure in the common rail 10.
  • the host controller determines the operating state of the engine based on the values from various sensors such as the throttle opening and the engine speed.
  • the host controller decides the appropriate fuel pressure and the injection amount of the injector 5 according to the operating state of the engine, and sends it to the controller 4 and the injector drive circuit.
  • a command signal for the required pressure and the required injection amount is output.
  • the controller 4 controls the adjustment pressure of the pressure regulator 113 by feeding back a signal from the pressure sensor 6 so that the fuel pressure applied to the injector 5 becomes the required pressure from the host controller. At that time, the controller 4 refers to the rotation angle of the cam 105 of the fuel pump 100 output from the rotation angle sensor 7 and adjusts the pressure regulator 113 by adjusting the magnitude and timing of changing the pressure. Control.
  • a flow detector is arranged between the fuel pump 100 and the common rail 10 and the pressure regulator 1 13 is set so that the flow supplied from the fuel pump 100 to the common rail 10 becomes a desired value. It is also possible to control the adjustment pressure of.
  • a crank angle sensor provided in the engine can be used.
  • the signal from the rotation angle sensor 7 is used only to detect the reference position of the rotation angle of the cam 105 (for example, the top dead center or the bottom dead center of the plunger 106), and the pressure regulator 113 is adjusted.
  • the timing for changing the pressure can be controlled not by the rotation angle but by the time using a timer or the like in the controller 4.
  • the host controller, the injector drive circuit, and the controller 4 are depicted as separate blocks. Actually, it can be installed in one controller, and the above-mentioned control can be performed by one arithmetic circuit.
  • the present embodiment is an example in which a high-pressure fuel pump is applied to a cylinder-injection gasoline engine.
  • a high-pressure fuel pump In a cylinder-injected gasoline engine, it is required to inject fuel into the high-pressure atmosphere of the cylinder during the compression stroke and to inject predetermined fuel into the cylinder during a limited short injection period.
  • the discharge pressure of the fuel pump needs to be much higher than the conventional port injection engine, from several tens of atmospheres to over 100 atmospheres.
  • the flow rate of pressurized discharge by the high-pressure fuel pump is controlled according to the injection amount from the injector, the excess fuel that is returned to low pressure without being injected from the injector is pressurized. Therefore, it is possible to reduce the engine power consumed and to improve fuel efficiency.
  • the drive torque of the pump required for pressurization is large, so the pressurized flow is controlled to reduce the excess pressurized flow.
  • the effect of reducing the pump driving power that is, the effect of improving fuel efficiency, is large.
  • automobile engines are operated under various conditions depending on the rotational speed and load.
  • the fuel supply pressure to the injector that is, the pressure in the common rail.
  • the pressure in the common rail is increased or decreased, the amount of injection from the injector per injection time, the so-called injection rate, can be increased or decreased.
  • the pressure in the common rail is increased, the same amount of fuel can be injected in a shorter injection time than when the pressure is low.
  • the spray particle size, spray angle, spray distance, and the like which are the properties of the fuel spray injected from the injector.
  • the amount of injection from the injectors provided in each cylinder must be reduced in order to reduce output torque fluctuations and operate the engine smoothly. It is required that there be no disparity between cylinders. It is necessary to reduce the pressure pulsation in the common rail in order to reduce the variation in the injection amount of the injector between cylinders. This is because even if the injector injection time of each cylinder is controlled to be the same, the former injection amount is large and the latter injection amount is large when the pressure in the common rail is injected at high timing and when it is injected at low timing. Is because it becomes smaller. Therefore, it is necessary for fuel pumps used in automobile engines to reduce the driving power and control the common rail pressure without generating pressure pulsation in the common rail.
  • the plunger 106 rises, and the fuel pressure in the pump chamber 102 is lower than the adjustment pressure of the pressure regulator 113 and higher than the pressure in the common rail 110.
  • the discharge check valve 1 12 opens, and fuel is supplied from the fuel pump 100 to the common rail 10.
  • the plunger 106 rises further, and the pressure in the pump chamber 102 rises.
  • the pressure adjuster 113 operates to communicate the pump chamber 102 with the recirculation flow path 11.
  • the fuel in the pump chamber 102 flows out of the return flow channel 11 and stops supplying to the common rail 10, and the pressure in the common rail 10 becomes almost the same as the regulated pressure.
  • the pressure in the common rail 10 is controlled with high accuracy by controlling the adjustment pressure of the pressure regulator 113 while the pressure in the common rail 10 detected by the pressure sensor 6 is knocked. Value.
  • the recirculation flow path 11 is returned between the suction check valve 11 1 and the feed pump 2, and is sucked into the fuel pump 100 again.
  • the place where the recirculated fuel returns can be returned anywhere as long as it is upstream of the suction check valve 111, and it is also possible to return the fuel to the tank 9 through the tank return flow path 12 shown by the broken line in FIG.
  • the suction work of the fuel pump 100 can be reduced by using the pressure of the recirculated fuel.
  • the recirculated fuel when returning the recirculated fuel to the tank 9 from the tank return flow path 12 without returning the fuel between the suction check valve 1 1 1 and the feed pump 2, the recirculated fuel is cooled in the tank 9.
  • the fuel temperature in the fuel pump 100 can be reduced. Reducing the fuel temperature in the fuel pump 100 can reduce the sliding conditions in terms of wear resistance and the like for a pump such as gasoline that pumps a fluid with a low viscosity.
  • both the recirculation flow path 11 and the tank return flow path 12 should be provided.
  • the distribution ratio at that time can be adjusted by providing an orifice 13 in either the reflux channel 11 or the tank return channel 12.
  • FIG. 1 shows a case where the orifice 13 is provided in the tank return flow path 12, but may be provided in the return flow path 11.
  • the adjustment pressure (maximum adjustment pressure) of the pressure regulator 113 when there is no input of an electric signal from the controller 4 is determined by the common rail 10 or the injector.
  • the pressure is set so as to be lower than the pressure at which the fuel supply system components such as 5 do not break. That is, even if the control of the pressure regulator 113 becomes impossible, the fuel is recirculated through the pressure regulator 113 before reaching the pressure at which the fuel supply system parts are broken, so that the common rail 110 There is no possibility that abnormally high pressure will be caused by supplying more fuel than necessary. Therefore, it is not necessary to add a relief valve or the like to the common rail 10 to protect the fuel supply system components from damage.
  • the fuel pump 100 can continue to supply the fuel to the common rail 10 at the maximum regulated pressure of the pressure regulator 113. is there.
  • FIG. 2 shows an example of the structure of the high-pressure fuel pump shown in FIG.
  • the fuel pump 100 has a suction passage 103 for sucking fuel into the pump chamber 102, and a discharge passage 104 for discharging fuel from the pump chamber 102, and the pump chamber 102.
  • a plunger 106 reciprocated by a rotating cam 105 is provided therein.
  • a cam follower 107 is arranged between the cam 105 and the plunger 106, and converts the rotational motion of the cam 105 into reciprocating motion and transmits it to the plunger 106. Since a sliding part is interposed between the contact surface between the cam 105 and the cam follower 107, the cam follower 107 is made of a material that is durable against sliding, and for improving durability. In some cases, lubricating oil is supplied to the sliding part.
  • a spring 109 is inserted between the cam follower 107 and the pump body 108, and the spring 109 applies a force pressing the cam 105 to the cam follower 107,
  • the cam follower 107 is set to follow the movement of the cam 105 without leaving.
  • a spring 110 is inserted between the plunger 106 and the pump body 108, and the spring 110 applies a force pressing the cam follower 107 to the plunger 106.
  • the plunger 106 is set to follow the movement of the cam follower 107 without leaving.
  • the plunger 106 and the cam follower 107 may be formed as an integral structure. In this case, either the spring 109 or the spring 110 may not be used.
  • the suction passage 103 is provided with a suction check valve 111, which is connected to the common rail 110.
  • the discharge passage 104 is provided with a discharge check valve 112.
  • a pressure regulator 113 is provided in the pump chamber 102, and the regulated pressure of the pressure regulator 113 can be controlled by an electric signal input to the pressure regulator 113 from outside.
  • the pressure regulator 113 includes a pressure regulator body 114, an electromagnetic coil 115, an electromagnetic iron core 116, a valve body 117, and a spring 118 as an example of an elastic member. Further, a communication hole 1 19 through which fuel flows into the pressure regulator 113 from the pump chamber 102 and a relief hole 120 through which fuel flows out of the pressure regulator 113 are provided.
  • the spring 1 18 urges the valve element 117 with a force in the direction of closing the communication hole 1 19.
  • the electromagnetic coil 1 15 is energized by an external electric signal
  • the electromagnetic core 1 16 and the valve 1 17 constitute a magnetic circuit
  • the valve 1 1 7 has a communication hole 1 1 9
  • An electromagnetic force acts in the direction of opening.
  • the force acting on the valve element 117 so as to close the communication hole 119 becomes a magnitude obtained by subtracting the electromagnetic force from the urging force of the spring 118.
  • the pressure in the pump chamber 102 rises, and the force in the direction of opening the communication hole 1 19 acting on the valve element 1 17 by the pressure is greater than the magnitude obtained by subtracting the electromagnetic force from the urging force of the panel 118.
  • the communication hole 1 1 9 opens when the size also becomes large. Fuel flows out of the pump chamber 102 through the communication hole 1 19 and the relief element 120, and the pressure in the pump chamber 102 is kept constant. At this time, the pressure in the pump chamber 102 in which the communication hole 1 19 opens is referred to as an adjustment pressure.
  • the magnitude of the adjustment pressure decreases when the amount of current to the electromagnetic coil 115 is increased to increase the electromagnetic force, and conversely, when the amount of current to the electromagnetic coil 115 is reduced to decrease the electromagnetic force, the magnitude of the adjustment pressure increases. That is, it is possible to control the adjustment pressure by adjusting the amount of current supplied to the electromagnetic coils 115 with an external electric signal.
  • the adjustment pressure will be the maximum adjustment pressure when no power is supplied to the electromagnetic coils 115.
  • the communication hole 1 19 and the valve 1 1 7 are adjusted so that the maximum adjusted pressure is equal to or less than the pressure that causes damage to fuel supply system components such as the common rail 10 and the injector 5. And the biasing force of spring 1 18 are set.
  • FIG. 3 is a diagram showing an example of the characteristics of the pressure regulator 113.
  • a method of adjusting the energization duty to the electromagnetic coil 115 is generally used.
  • the energization duty is 0%
  • the energization amount to the electromagnetic coil 115 is 0, and when the energization duty is 100%, the energization amount to the electromagnetic coil 115 becomes maximum.
  • the adjustment pressure of the pressure regulator 113 decreases as the energization duty to the electromagnetic coil 115 increases, and becomes minimum when the energization duty is 100%.
  • Adjusting pressure Conversely, the smaller the energization duty is, the greater the adjustment pressure becomes. When the energization duty is 0%, the adjustment pressure becomes the maximum.
  • the characteristics of the adjustment pressure and the flow rate of the pressure regulator 113 are ideally such that the adjustment pressure is constant irrespective of the magnitude of the flow rate. In many cases, the slope shown by the dotted line in the figure is due to the pressure loss due to the increase in flow rate.
  • FIGS. 4 to 6 show the stroke of the plunger 106, the adjustment pressure of the pressure regulator 113, and the inside of the pump chamber 102, which correspond to the rotation angle of the cam 105 of the fuel pump 100.
  • FIG. 4 is a diagram schematically showing a change in fuel pressure and a duty of energization to a pressure regulator 113.
  • the adjustment pressure of the pressure regulator 113 is supplied to the common rail 110 regardless of the suction stroke and the discharge stroke.
  • the pressure is controlled to be constant at the required pressure.
  • the suction check valve 1 1 1 opens when the pressure in the suction flow passage 103 adjusted by the low-pressure pressure regulator 3 reaches the so-called feed pressure, and the fuel flows into the pump chamber 1. Inhaled into 02. Subsequently, in the discharge stroke, the suction check valve 1 1 1 is closed, and the fuel pressure in the pump chamber 102 increases with the rise of the plunger 106, and when the fuel pressure in the common rail 10 is reached. The discharge check valve 1 12 opens, and fuel is supplied to the common rail 10.
  • the energization duty to the pressure regulators 1 13 is set in advance from the relationship with the required supply pressure to the common rail 10 and the energization duty is controlled according to the change in the required supply pressure,
  • the fuel pressure in the common rail 10 can be adjusted.
  • the fuel pressure in the common rail 10 detected by the pressure sensor 6 is knocked, and the pressure regulator 1 1 3 Fine adjustment of the adjustment pressure, that is, the energization duty to the pressure regulators 113 is sufficient.
  • FIG. 5 shows a second embodiment of the fuel supply control method of the present invention.
  • the difference from the first embodiment shown in FIG. 4 is that the regulated pressure of the pressure regulator 113 is reduced from the supply demand pressure to the common rail 10 during a part of the discharge stroke (a). It is controlled so that it can be lowered to This is realized by setting the energization duty to the pressure regulator 113 to 100% in the period (a).
  • the purpose of the second embodiment is to reduce the power for driving the fuel pump 100.
  • fuel flows out of the pressure regulator 113.
  • the adjustment pressure of the pressure regulators 113 is maintained at the pressure required for supply to the common rail 10
  • the fuel flowing out of the pressure regulator 113 is also pressurized to the supply pressure once. Because of the spilled fuel Extra work is required to pressurize the material.
  • the fuel that flows out is not pressurized, so that there is no extra work, the driving power of the fuel pump can be reduced, and the fuel efficiency can be improved.
  • the adjustment pressure of the pressure regulators 113 during the period (a) is set to zero. Even when the engine speed is high and the change in the adjustment pressure to 0 does not follow, the pressurization work for the reduced adjustment pressure can be reduced, so the driving power of the fuel pump can be reduced.
  • the length of the period (a) can be set in advance in relation to the injection amount of the injector 5, or can be finely adjusted by feedback of the fuel pressure in the common rail 10 detected by the pressure sensor 6.
  • the fuel pressure in the common rail 10 can be controlled with better accuracy.
  • the fuel pressure in the common rail 10 may be controlled by using the adjustment pressure of the pressure regulator 113 and the fine adjustment of the period (a) together or selecting either one.
  • FIG. 6 shows a third embodiment of the fuel supply control method of the present invention.
  • the difference from the second embodiment shown in FIG. 5 is that the adjustment pressure of the pressure regulators 113 is controlled to be the maximum adjustment pressure in the suction stroke (b). This is realized by setting the energization duty to the pressure regulator 113 to 0% in the period (b).
  • the purpose of the third embodiment is to reduce the power supplied to the pressure regulators 113.
  • the pressure regulator 1 13 operates only when the fuel pressure in the pump chamber 102 is higher than the pressure on the suction side of the fuel pump. Therefore, during the suction stroke, ie, period (b), the regulation of pressure regulator 113 is irrelevant to the operation of the fuel pump. If the pressure adjusted by the pressure regulator 113 during the period (b) is kept at the pressure required to supply the common rail 10, unnecessary power equivalent to the energization duty D c is supplied to the pressure regulator 113. Will do. In the present embodiment, the power supply to the pressure regulators 113 during the period (b) is not performed, so that the driving power of the generator for generating the power can be reduced, and the fuel efficiency is improved. it can.
  • the high pressure fuel is supplied to the common rail according to the fuel injection amount of the injector.
  • the pressure flow control and the drive power of the fuel pump that supplies air can be reduced without generating pressure pulsation in the common rail.

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention concerne une pompe haute pression pour carburant et un procédé de régulation d'alimentation en carburant permettant une régulation en pression et en débit ainsi qu'une diminution de la puissance d'entraînement d'une pompe à carburant. On alimente ainsi en carburant haute pression une rampe commune de distribution en fonction de la quantité de carburant injecté débité par un injecteur, sans faire pulser la de pression dans la rampe commune de distribution. En outre, l'alimentation de la rampe commune de distribution en carburant haute pression se poursuit même lorsque la fonction de régulation est inactivée. Le procédé permet également de faire redescendre la pression dans la rampe commune de distribution jusqu'à une valeur spécifiée ou en dessous sans qu'il y ait à prévoir d'équipement supplémentaire tel qu'une valve de purge. En l'occurrence, la pompe qui est du type à piston, est pourvue d'une soupape d'admission et d'une soupape d'échappement. Un manostat est monté entre une chambre de la pompe et une soupape d'échappement. Ainsi, lorsqu'une pression agissant sur le manostat vient à dépasser une pression de régulation, un carburant pressurisé arrive du côté amont de la soupape d'admission via le manostat.
PCT/JP1999/003958 1999-07-23 1999-07-23 Pompe haute pression pour carburant et procede d'alimentation en carburant Ceased WO2001007779A1 (fr)

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PCT/JP1999/003958 WO2001007779A1 (fr) 1999-07-23 1999-07-23 Pompe haute pression pour carburant et procede d'alimentation en carburant

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PCT/JP1999/003958 WO2001007779A1 (fr) 1999-07-23 1999-07-23 Pompe haute pression pour carburant et procede d'alimentation en carburant

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007132251A (ja) * 2005-11-09 2007-05-31 Toyota Motor Corp 燃料噴射装置
JP2010031875A (ja) * 2002-10-16 2010-02-12 Waertsilae Finland Oy 燃料噴射システムに関連する装置および方法
JP2011033085A (ja) * 2009-07-30 2011-02-17 Jtekt Corp 液体供給ポンプ、転動装置用潤滑油供給ポンプ、及びこれを用いた転動装置
JP2016089771A (ja) * 2014-11-07 2016-05-23 トヨタ自動車株式会社 燃料ポンプ
US20180023502A1 (en) * 2015-05-21 2018-01-25 Mtu Friedrichshafen Gmbh Injection system for an internal combustion engine and internal combustion engine having such an injection system

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0542670U (ja) * 1991-11-12 1993-06-11 三菱自動車工業株式会社 燃料噴射ポンプのオーバフローバルブ
JPH09100759A (ja) * 1995-10-06 1997-04-15 Toyota Motor Corp 可変吐出量高圧ポンプ
JPH11200990A (ja) * 1998-01-07 1999-07-27 Unisia Jecs Corp 燃料噴射制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0542670U (ja) * 1991-11-12 1993-06-11 三菱自動車工業株式会社 燃料噴射ポンプのオーバフローバルブ
JPH09100759A (ja) * 1995-10-06 1997-04-15 Toyota Motor Corp 可変吐出量高圧ポンプ
JPH11200990A (ja) * 1998-01-07 1999-07-27 Unisia Jecs Corp 燃料噴射制御装置

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010031875A (ja) * 2002-10-16 2010-02-12 Waertsilae Finland Oy 燃料噴射システムに関連する装置および方法
JP2007132251A (ja) * 2005-11-09 2007-05-31 Toyota Motor Corp 燃料噴射装置
JP2011033085A (ja) * 2009-07-30 2011-02-17 Jtekt Corp 液体供給ポンプ、転動装置用潤滑油供給ポンプ、及びこれを用いた転動装置
JP2016089771A (ja) * 2014-11-07 2016-05-23 トヨタ自動車株式会社 燃料ポンプ
US20180023502A1 (en) * 2015-05-21 2018-01-25 Mtu Friedrichshafen Gmbh Injection system for an internal combustion engine and internal combustion engine having such an injection system

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