EP1042607A1 - Installation d'alimentation en carburant d'un moteur a combustion interne - Google Patents

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

Info

Publication number
EP1042607A1
EP1042607A1 EP99931007A EP99931007A EP1042607A1 EP 1042607 A1 EP1042607 A1 EP 1042607A1 EP 99931007 A EP99931007 A EP 99931007A EP 99931007 A EP99931007 A EP 99931007A EP 1042607 A1 EP1042607 A1 EP 1042607A1
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.)
Granted
Application number
EP99931007A
Other languages
German (de)
English (en)
Other versions
EP1042607B1 (fr
Inventor
Helmut Rembold
Werner-Karl Marquardt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1042607A1 publication Critical patent/EP1042607A1/fr
Application granted granted Critical
Publication of EP1042607B1 publication Critical patent/EP1042607B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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 relates to a fuel supply system for supplying fuel for an internal combustion engine according to the preamble of claim 1.
  • a first fuel pump delivers fuel from a fuel reservoir via a fuel connection to a second fuel pump.
  • the second fuel pump in turn pumps the fuel into a pressure line to which at least one fuel valve is connected.
  • the number of fuel valves is usually the same as the number of cylinders of the internal combustion engine.
  • the fuel supply system can be constructed so that the fuel valve injects the fuel directly into a combustion chamber of the internal combustion engine. When operating this fuel supply system, a high pressure is required in the pressure line leading to the fuel valve.
  • the second fuel pump is usually mechanically driven directly by the internal combustion engine.
  • the second fuel pump usually has a pump body that reciprocates in a pump chamber, the frequency of the pump body being rigidly coupled to the speed of the internal combustion engine. 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, a control valve controlling the delivery rate can be provided between the first fuel pump and the second fuel pump, which releases a portion of the fuel during a pressure stroke of the pump body
  • Pump chamber can flow back into the fuel connection between the first fuel pump and the second fuel pump. It is important that the control valve has a sufficiently large flow cross-section so that no vapor bubbles form within the fuel-containing spaces.
  • Another disadvantage is that because of the size of the control valve, it takes a relatively long time until the flow cross-section of the control valve is completely closed or completely open, so that in this transition time for switching the control valve, part of the fuel from the pump chamber of the second
  • Fuel pump flows back into the fuel connection under relatively high pressure, which means a dissipation and thus an undesirable loss of energy and an undesirable heating of the fuel.
  • the fuel supply system according to the invention with the characterizing features of claim 1 offers the peculiarity that the electromagnet of the actuator adjusting the valve member while the control valve is in the initial position, i. H. a certain time before the valve member is to be adjusted by the actuator is energized with an intermediate value, the amount of the intermediate value of the energization being energized between the first value provided for the initial position and the second value provided for the end position.
  • valve member of the control valve remains in the starting position until the intended changeover point, but then, in order to move the valve member out of the starting position, only a slight change in the energization of the electromagnet has to be initiated, which can happen in an extremely short time, so that the valve member and thus the control valve can advantageously be switched extremely quickly into the new intended end position.
  • the amount of fuel delivered by the second fuel pump can be controlled or regulated very precisely in a very simple manner and with little dissipation.
  • the control valve designed according to the invention can be closed or opened particularly quickly and precisely.
  • FIG. 1 shows in symbolic form a preferred selected exemplary embodiment
  • FIG. 2 shows a detail of the exemplary embodiment
  • FIGS. 3 and 4 shows a detail of a further exemplary embodiment
  • FIG. 5 shows a further particularly advantageous exemplary embodiment in symbolic form
  • FIG Detail of the embodiment of Figure 5 and Figures 7 and 8 details of modified embodiments of the Kraf material supply system.
  • the fuel supply system according to the invention for metering fuel for an internal combustion engine can be used in various types of internal combustion engines.
  • a petrol, in particular gasoline is preferably used as the fuel.
  • the internal combustion engine is, for example, a gasoline engine with external or internal mixture formation and spark ignition, wherein the engine can be provided with a reciprocating piston (reciprocating piston engine) or with a rotatably mounted piston (Wankel piston engine).
  • the ignition of the fuel-air mixture is usually done with a spark plug.
  • the internal combustion engine is, for example, a hybrid engine. With this engine with Charge stratification enriches the fuel-air mixture in the combustion chamber in the area of the spark plug to such an extent that reliable ignition is guaranteed, but the combustion takes place on average when the mixture is very lean.
  • the gas exchange in the combustion chamber of the internal combustion engine can take place, for example, according to the four-stroke process or the two-stroke process.
  • gas exchange valves intake valves and exhaust valves
  • the internal combustion engine can be designed such that at least one fuel valve injects the fuel directly into the combustion chamber of the internal combustion engine.
  • the power of the internal combustion engine is controlled by controlling the power supplied to the combustion chamber
  • Amount of fuel there is also an operating mode in which the air supplied to the combustion chamber for the combustion of the fuel is controlled with a throttle valve.
  • the power to be output by the internal combustion engine can also be controlled via the position of the throttle valve.
  • the internal combustion engine has, for example, a cylinder with a piston, or it can be provided with a plurality of cylinders and with a corresponding number of pistons.
  • a fuel valve is preferably provided for each cylinder.
  • the following description of the exemplary embodiments is limited to a reciprocating piston engine with four cylinders as an internal combustion engine, the four fuel valves injecting the fuel, usually gasoline, directly into the combustion chamber of the internal combustion engine.
  • the fuel in the combustion chamber is ignited using a spark plug.
  • the performance of the Internal combustion engine can be controlled by controlling the amount of fuel injected or by throttling the inflowing air.
  • the charge is stratified with fuel enrichment in the area of the spark plug.
  • the mixture around the spark plug is very lean outside of this range.
  • the aim is to achieve a homogeneous distribution between fuel and air throughout the 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 an electrical or electronic control device 20.
  • the fuel valves 16 are often referred to in specialist circles as injectors or injectors.
  • 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 pressure side 6h of the first fuel pump 6 to the low pressure side 12n of the second fuel pump 12.
  • a fuel line 22 branches off from the fuel connection 10. Fuel can be fed back from the fuel connection 10 directly into the fuel reservoir 2 via the fuel line 22.
  • 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 a largely constant feed pressure prevails in the fuel connection 10, regardless of how much fuel is drawn from the fuel connection 10 by the second fuel pump 12.
  • the pressure control valve 26 controls the Feed pressure, for example, to 3 bar, which corresponds to 300 kPa.
  • 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 located in the area of the fuel tank 2. These parts are preferably arranged on the outside of the fuel tank 2 or are located inside the fuel tank 2, which is symbolically represented by a dash-dotted line.
  • the second fuel pump 12 is mechanically coupled to an output shaft, not shown, of the internal combustion engine via a mechanical transmission means 12m. Since the second fuel pump 12 is mechanically rigidly coupled to the output shaft of the internal combustion engine, the second fuel pump 12 operates purely in proportion to the speed of the output shaft of the internal combustion engine. The speed of the output shaft is very different, depending on the current operating condition of the internal combustion engine.
  • the output shaft is, for example, a camshaft of the internal combustion engine.
  • the second fuel pump 12 has a pump chamber 28.
  • the control valve 30 essentially serves to control the pump to be pumped by the second fuel pump 12 Amount of fuel, which is why the control valve 30 can also be referred to as a quantity control valve. This is explained in more detail below.
  • a check valve 32 on the outlet side 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 a housing 12g symbolically indicated by dash-dotted lines.
  • the check valve 32 can also be located within the housing 12g.
  • the control valve 30 has a valve housing 30g.
  • the valve housing 30g is flanged to the housing 12g or integrated into the housing 12g.
  • the control valve 30 can also be installed directly in the housing 12g.
  • the pressure line 14 leading from the second fuel pump 12 to the fuel valves 16 can be subdivided into a line section 42, a storage space 44 and into distribution lines 46.
  • the fuel valves 16 are connected to each via a distribution line 46
  • a pressure sensor 48 is connected to the storage space 44 and senses the respective pressure of the fuel in the pressure line 14. According to this pressure, the pressure sensor 48 sends an electrical signal to the control device 20.
  • the pressure relief valve 53 ensures that the pressure of the fuel in the pressure line 14 cannot exceed a certain maximum value, even if, as a result of a defect, the second fuel pump 12 undesirably puts a lot of fuel into the pressure line 14 pumps.
  • the fuel supply system further comprises a sensor 54 or a plurality of sensors 54 and an accelerator pedal sensor 56.
  • the sensors 54, 56 sense the operating condition under which the internal combustion engine is operating.
  • the operating condition for the internal combustion engine can be composed of several individual operating conditions.
  • 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 of the internal combustion engine or speed of the output shaft of the internal combustion engine, composition of the exhaust gas of the internal combustion engine, injection time of the fuel valves 16, etc.
  • the accelerator pedal sensor 56 is in the range of
  • Accelerator pedal and, as a further individual operating condition, detects the position of the accelerator pedal and thus the speed desired by the driver.
  • the electric motor 8, the fuel valves 16, the pressure sensor 48 and the sensors 54, 56 are connected to the control device 20 via electrical lines 58.
  • the electrical line 58 between the fuel valves 16 and the control device 20 is designed so that the control device 20 can control each of the fuel valves 16 separately.
  • the electrical lines 58 are shown in dashed lines.
  • the first fuel pump 6 is, for example, a robust, easy to manufacture positive displacement pump which essentially delivers a certain constant amount of fuel.
  • the pressure of the fuel in the fuel connection 10 on the pressure side 6h of the first fuel pump 6 is referred to as the feed pressure.
  • the pressure control valve 26 determines the 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 into the pump chamber 28 and from the pump chamber 28 through the check valve 32 on the outlet side into the pressure line 14.
  • the pressure in the pressure line 14 can be, for example, around 100 bar during normal operating conditions, which corresponds to 10 MPa. It is therefore important to ensure that the second fuel pump 12 pumps exactly the amount of fuel currently required into the pressure line 14, so that as little fuel as possible has to be returned from the pressure line 14 to the low-pressure area of the fuel supply system, which would mean very undesirable, unnecessary dissipation .
  • the control valve 30 shown symbolically in FIG. 1 can be switched into a first valve position 30.1, into a second valve position 30.2 and into a third valve position 30.3.
  • the symbolically illustrated valve positions 30.1, 30.2, 30.3 are only shown in different sizes for the sake of clarity.
  • the control valve 30 has an actuator 60.
  • the actuator 60 essentially comprises an electromagnet 62 and a spring 64 counteracting the magnetic force of the electromagnet 62.
  • the control valve 30 has a valve member 66 (FIG. 2).
  • the valve member 66 can be actuated by the flow of the fuel flowing through the control valve 30 against the force of a contact spring 68.
  • a flow cross section 74 between the fuel connection 10 and the pump chamber 28 is blocked.
  • the control valve 30 has only slightly opened the flow cross section 74, and the fuel can flow back into the fuel connection 10 from the pump chamber 28 with a certain throttling.
  • the control valve 30 has opened the flow cross section 74 widely, and the fuel can flow largely unthrottled from the fuel connection 10 into the pump chamber 28.
  • the second fuel pump 12 is constructed in such a way that the pump chamber 28 alternately increases and decreases, while the internal combustion engine drives the second fuel pump 12 via the transmission means 12m.
  • the pump room 28 increases or decreases, for example, in that a pump body 72 (FIG. 2) mounted in the housing 12g is driven by the internal combustion engine via the mechanical transmission means 12m to move axially back and forth.
  • a suction stroke of the second fuel pump 12 ie when the pump body 72 is moving downward (based on FIG. 2)
  • the pump chamber 28 increases.
  • a pressure stroke ie when the pump body 72 is moving upward (based on FIG. 2) is pressed, then the pump chamber 28 is reduced.
  • the control device 20 calculates the point in 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 switched to its first valve position 30.1. Because the control valve 30 was previously in its second valve position 30.2, in which the flow cross-section 74 is not open to the maximum, the path that the valve member 66 (FIG.
  • 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.
  • FIG. 2 essentially shows a longitudinal section through the control valve 30, which is in the unactuated switching position 30.2.
  • the Switch position 30.2 can also be referred to as the starting position.
  • the actuator 60 includes an actuator 76.
  • the actuator 76 is composed of an armature 76a and a plunger 76b which is fixedly connected to the armature 76a.
  • the spring 64 presses the actuating body 76 downward (based on FIG. 2) into the starting position until the armature 76a comes to rest on a lower stop disk 78u provided on the valve housing 30g. If the electromagnet 62 is energized sufficiently, the actuating body 76 is actuated upward (FIG. 2) against the force of the spring 64 into an end position until the armature 76a rests on an upper stop disk 78o provided on the valve housing 30g.
  • a valve seat 80 is provided on the valve housing 30g.
  • the electromagnet 62 When the electromagnet 62 is not energized, the flow cross section 74 running between the valve seat 80 and the valve member 66 is opened as far as is shown in FIG. 2.
  • FIG. 2 shows the control valve 30 in the second valve position 30.2 or in the starting position. In the second valve position 30.2, the distance between the valve seat 80 and the valve member 66 is relatively small, so that for switching over to the first valve position 06894
  • valve member 66 can lift off the valve seat 80 or the actuating body 76 until the valve member 66 comes into contact with a valve member stop 82 provided on the valve housing 30g.
  • control valve 30 is adjusted by energizing the electromagnet 62 into the first valve position 30.1 (FIG. 1), in which the flow cross section 74 is closed.
  • the flow cross section 74 is opened in the exemplary embodiment explained below with reference to FIGS. 3 and 4 when the electromagnet 62 is energized.
  • the embodiment shown in Figures 1 and 2 are in the in the in the
  • Figures 3 and 4 shown embodiment swapped the directions of the magnetic force of the electromagnet 62 and the spring force of the spring 64 of the actuator 60.
  • 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.
  • the pressure in the pump chamber 28 drops and the fuel flows out of the fuel connection 10 through the flow cross section 74 into the pump chamber 28, the fuel flowing through it Valve member 66 from the valve seat 80 takes off.
  • the flow cross section 74 can open fully so that the fuel can flow into the pump chamber 28 with very little pressure loss.
  • the electromagnet 62 It is not absolutely necessary for the electromagnet 62 to be energized during the suction stroke. However, it is proposed to energize the electromagnet 62 at least towards the end of the suction stroke, at the latest shortly before the start of the pressure stroke, so that the actuating body 76 is adjusted downward into the valve position 30.2 shown in FIG. This ensures that the flow cross section 74 is open at the beginning of the pressure stroke, so that the fuel not required in the pressure line 14 can flow back into the fuel connection 10.
  • valve member 66 Because at the beginning of the pressure stroke the valve member 66 bears against the actuating body 76 and there is only a small distance between the valve seat 80 and the valve member 66, the valve member 66 only has to travel a short distance to close the flow cross section 74, so that the flow cross section is closed 74 can happen very quickly.
  • the flow cross section 74 can be significantly smaller than during the suction stroke.
  • the control device 20 determines the point in time at which the energization of the electromagnet 62 is switched off during the pressure stroke, as a result of which the actuating body 76 is moved upward (with reference to FIGS. 3 and 4), and the valve member 66 closes by abutting on Valve seat 80 has the flow cross-section 74.
  • the control valve 30 can be switched very quickly from the second valve position 30.2 shown in FIG. 4 to the first valve position 30.1 shown in FIG. 3 during a pressure stroke.
  • the pump body 72 presses the Fuel from the pump chamber 28 through the check valve 32 on the outlet side into the pressure line 14.
  • the fuel supply system has an emergency function described below: If, in the exemplary embodiment shown in FIGS. 3 and 4, the electromagnet 62 should fail as a result of a defect, or its
  • valve member 66 is in the position shown in FIG. 3 during the entire pressure stroke, in which the flow cross-section 74 is closed, so that the entire amount of fuel displaced from the pump chamber 28 during the pressure stroke through the outlet-side check valve 32 is pumped into the pressure line 14.
  • the valve member 66 can lift off the valve seat 80, as described above, even if the electromagnet 62 fails. If the electromagnet 62 of the actuator 60 fails, the second fuel pump 12 can still pump, but without the possibility of an exact metering of the fuel quantity pumped into the pressure line 14. The excess portion of fuel which is not required and therefore not removed by the fuel valves 16 leads to an increase in pressure in the pressure line 14 until the pressure relief valve 53 (FIG.
  • the control device 20 determines that the pressure sensor 48 senses a pressure which is higher than the pressure which is due to the actuation of the control valve 30 should result, the control device 20 recognizes that the emergency function has occurred. Because an exact metering of the amount of fuel delivered into the pressure line 14 is not possible during the emergency function, it is proposed to design the control device 20 such that a corresponding error message is displayed.
  • the changeover time required for the changeover of the control valve 30 can be significantly reduced by the procedure described below when energizing the actuator 60. So that in the embodiment shown in Figures 1 and 2 in all occurring operating conditions, ie. H. at all occurring pressures in the fuel connection 10 and in the pump chamber 28 and at all flow velocities of the fuel through the flow cross-section 74, the spring 64 can actuate the valve member 66 into the second valve position 30.2 shown in FIG. 2 and hold it there, the spring 64 must be removed - be dimensioned sufficiently strong speaking. However, there are operating conditions in which the full force of the spring 64 is not required to hold the valve member 66 in the second valve position 30.2.
  • valve member 66 when the valve member 66 is to close the flow cross-section 74, the switchover from the starting position into the end position can take place even faster, it is proposed that valve member 66 remain in the second valve position 30.2, which can be referred to as the starting position, for as long as should, the electromagnet 62 is energized so far that the force of the spring 64 minus the
  • Magnetic force of the electromagnet 62 is just sufficient to hold the valve member 66 securely in the starting position.
  • a relatively small amount is sufficient to switch from the starting position to the end position additional energization of the electromagnet 62.
  • This slight additional energization of the electromagnet 62 can take place in a considerably shorter time than if the electromagnet 62 had to be energized starting from the completely de-energized state.
  • the electromagnet is supplied with an intermediate value, the intermediate value being between the value that is provided for the starting position and the value that is provided for the end position is.
  • 30.2 is the pressure of the fuel in the pump chamber 28 when the fuel is pushed back from the pump chamber 28 into the fuel connection 10.
  • the dynamic pressure is mainly determined by the flow rate at which the fuel is displaced from the pump chamber 28 during the pressure stroke.
  • the dynamic pressure is essentially the pressure difference between the pressure on the inflowing fuel side and the pressure on the outflowing fuel side of the valve member 66.
  • the dynamic pressure is essentially the pressure difference between the pressure in the control chamber 28a and the pressure im Control room 10a.
  • the flow rate depends on the speed of the pump body 72 moving upward.
  • the speed of the pump body 72 is determined by the pump speed at which the fuel pump 12 is driven by the camshaft.
  • Valve position 30. ie in the end position, to energize the electromagnet 62 in advance with an intermediate value, and the stronger the lower the pump speed, the stronger.
  • the changeover period required for the changeover of the control valve 30 can additionally be shortened considerably.
  • the electromagnet 62 of the actuator 60 must be dimensioned sufficiently strong that, if necessary, the electromagnet 62 can hold the valve member 66 in the second valve position 30.2 shown in FIG. 4, in which the flow cross-section 74 is open, under all operating conditions.
  • the required magnetic force of the electromagnet 62 for holding the valve member 66 is lower in the majority of the operating conditions.
  • the valve position 30.2 can be referred to as the starting position and the valve position 30.1 as the end position. It is proposed that under the operating conditions in which a lower magnetic force of the electromagnet 62 is sufficient to hold the valve member 66 in the starting position, the electromagnet 62 is energized correspondingly less. If the flow cross-section 74 is then to be completely closed and the energization of the electromagnet is switched off for this purpose, the magnetic force of the electromagnet 62 drops to zero considerably faster, and the spring 64 can move the actuating body 76 upwards much faster (FIG. 4) into the Actuate the end position (FIG. 3) as if the electromagnet 62 were energized to a maximum in the starting position (FIG. 4).
  • the voltage of the electrical power supply unit 18 (FIG. 1) is usually limited, it takes a certain time from the start of switching on the electromagnet 62 until the electromagnet 62 can act on the actuating body 76 with its full maximum magnetic force.
  • the flow cross-section 74 is closed, in particular the flow cross-section 74 being closed particularly quickly, within a very short time. Because it is possible to design the control device 20 such that the magnetic force is switched off faster than the magnetic force is switched on, the embodiment shown in FIGS.
  • 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 opens so that the pump chamber 28 is connected to the fuel connection 10.
  • a check valve 86 is provided hydraulically parallel to the control valve 30 '. Through a non-return valve 86, fuel can additionally flow from the fuel connection 10 into the pump chamber 28 of the second fuel pump 12 while bypassing the control valve 30 ′.
  • 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 downward (based on the illustration in FIG. 6).
  • fuel flows from the fuel connection 10 through the check valve 86 into the pump chamber 28.
  • the check valve 86 is dimensioned sufficiently large, and if a biasing spring is present, it is so weak that the fuel largely largely even with a rapid suction movement of the pump body 72 can flow unrestricted from the fuel connection 10 into the pump chamber 28. This ensures that the pump chamber 28 during a
  • the relatively weak spring 64 of the actuator 60 ensures that the valve member 66 is already actuated against the valve seat 80 during the suction stroke. This ensures that the control valve 30 'is already closed at the beginning of the pressure stroke during which the pump body 72 is moving upwards, so that the electromagnet 62 has to work less intensely compared to an embodiment in which the electromagnet has the flow cross section of the control valve only has to close during a pressure stroke.
  • the flow cross section 74 is closed.
  • the flow cross section 74 is opened during the pressure stroke.
  • the point in time at which the flow cross section 74 is opened depends on the amount of fuel that the second fuel pump 12 is to deliver into the pressure line 14 through the check valve 32 on the outlet side.
  • the closing force must be just so great during the pressure stroke that the pressure of the fuel in the pump chamber 28 cannot lift the valve member 66 from the valve seat 80. So that the flow cross-section 74 can be opened very quickly and exactly at the point in time calculated by the control device 20 during the pressure stroke, it is proposed to set the closing force to such a degree that the valve member 66 does not unintentionally lift off the valve seat 80 as a function of the pressure in the pump chamber 28 .
  • the electromagnet 62 is energized with an intermediate value which is between the maximum energization of the electromagnet 62 and the minimum current required for the end position.
  • the signal emitted by the pressure sensor 48 can also be used to determine the intermediate value of the current supply, so that no additional pressure sensor is required is.
  • FIG. 7 shows a further advantageous, preferably selected exemplary embodiment.
  • the spring 64 acts in the opening direction.
  • FIG. 7 has the advantage that part of the fuel can flow through the flow cross-section 74 of the control valve 30 'during the suction stroke, so that the check valve 86 has to be of a smaller size.
  • Figure 8 shows a further embodiment.
  • the spring 64 acts on the valve member 66 in the closing direction.
  • the electromagnet 62 can actuate the valve member 66 in the opening direction. Is the
  • Electromagnet 62 is not energized, then the flow cross section 74 is closed.
  • the spring force of the spring 64 must be dimensioned sufficiently so that the flow cross section 74 is closed under all operating conditions when the electromagnet 62 is not energized. In most of the operating conditions that occur, a weaker force would be sufficient to close the control valve 30 '. It is therefore proposed, as long as the flow cross section 74 is still to be closed, or at least shortly before the flow cross section 74 is to be opened, to energize the electromagnet 62 so strongly that the resulting closing force from the spring force of the spring 64 minus the magnetic force of the With the pressure currently prevailing in the pump chamber 28, electromagnets 62 are just sufficient to hold the valve member 66 on the valve seat 80.
  • the first valve position 30.1, 30.1 'shown in FIGS. 3, 6 and 8, in which the flow cross section 74 of the control valve 30, 30' is closed, can be used as the starting position and the second valve position shown in FIGS. 2, 4 and 7 30.2, 30.2 ', in which the flow cross-section 74 is open, denote the end position.
  • the electromagnet 62 should be energized just enough that the valve member 66 is just in until the calculated changeover time the starting position remains.
  • the valve member 66 can then be adjusted into the end position by a slight change in the energization of the electromagnet 62, which is due to the slight Compliant change of the current supply and the slight change in the magnetic force can happen very quickly.
  • Flow cross-section 74 is open as the starting position and the first valve position 30.1, 30.1 'shown in FIGS. 3, 6 and 8, in which the flow cross-section 74 is closed, as the end position. So that the switching of the valve member 66 from the second valve position 30.2, 30.2 'into the first valve position 30.1, 30.1' also takes place in the shortest possible time, it is proposed to energize the electromagnet 62 in the starting position just so strongly that the valve member 66 in this Starting position just remains, and at the intended time the valve member 66 can then be switched to the end position by slightly changing the energization of the electromagnet 62.
  • the control device 20 can also be designed such that it can learn during the operation of the internal combustion engine and the control of the internal combustion engine thereby becomes better and better. If the control device 20 determines, for example when the electromagnet 62 is energized with the intermediate value, that the valve member 66 does not remain in the starting position until the intended changeover time, then the control device 20 can change the intermediate value of the energization of the electromagnet 62 during the next stroke of the pump body 72, that it is ensured that the valve member 66 just remains in the starting position. By approaching the optimum value for the intermediate value of the energization of the electromagnet 62, the control device 20 can optimize itself to such an extent that the shortest possible switchover time for closing or opening the control valve 30, 30 'is achieved.

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

Publications (2)

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EP1042607A1 true EP1042607A1 (fr) 2000-10-11
EP1042607B1 EP1042607B1 (fr) 2004-11-10

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

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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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Publication number Publication date
WO2000006894A1 (fr) 2000-02-10
JP2002521615A (ja) 2002-07-16
DE19834120A1 (de) 2000-02-03
US6253734B1 (en) 2001-07-03
EP1042607B1 (fr) 2004-11-10
DE59911043D1 (de) 2004-12-16
JP4217382B2 (ja) 2009-01-28

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