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WO2011131473A1 - Système de pompe - Google Patents

Système de pompe Download PDF

Info

Publication number
WO2011131473A1
WO2011131473A1 PCT/EP2011/055192 EP2011055192W WO2011131473A1 WO 2011131473 A1 WO2011131473 A1 WO 2011131473A1 EP 2011055192 W EP2011055192 W EP 2011055192W WO 2011131473 A1 WO2011131473 A1 WO 2011131473A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
pump
pressure pump
low
control valve
Prior art date
Application number
PCT/EP2011/055192
Other languages
German (de)
English (en)
Inventor
Achim Koehler
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 WO2011131473A1 publication Critical patent/WO2011131473A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0001—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
    • F02M63/0265—Pumps feeding common rails

Definitions

  • the invention relates to a pump arrangement, in particular a pump arrangement with a high-pressure pump and a low-pressure pump, which are speed-controllable
  • the invention relates to the field of fuel injection systems of air compressing, self-igniting internal combustion engines.
  • Such a hydraulic valve component may consist of an electric or
  • the pump assembly according to the invention with the features of claim 1 has the advantage that an improved design of the pump assembly is possible. Specifically, a metering unit can be saved, resulting in a cost reduction and a simplification of a low-pressure circuit of the pump assembly.
  • the low-pressure pump as a variable speed
  • Electric fuel pump to be configured as a speed-controllable electric fuel pump or as an electrically operated, mechanical feed pump.
  • an advantageous propositionwagzu limp on the low-pressure pump is possible.
  • the pressure in the engine room and thus the pressure for the bearing lubrication can be maintained. It is advantageous that the pressure control valve the pressure in the engine room of the
  • Variable pressure regulates the high-pressure pump, wherein the pressure control valve at least approximately predetermines a certain minimum pressure for the pressure in the engine room and the pressure control valve increases the pressure in the engine room with an increasing flow rate of the high-pressure pump.
  • the pressure control valve at least approximately predetermines a certain minimum pressure for the pressure in the engine room and the pressure control valve increases the pressure in the engine room with an increasing flow rate of the high-pressure pump.
  • a spring chamber of the pressure regulating valve throttled or unthrottled with a return line leading to a tank, or is connected to a suction line that leads from the tank to the low pressure pump.
  • the control effect of the pressure regulating valve can be increased. If the spring chamber of the pressure control valve is connected to the suction side of the low pressure pump, then increases with increasing
  • an optional cooling throttle can be provided in an advantageous manner, with which a constant cooling flow into the return can be achieved, especially with small quantities taken by the high-pressure pump.
  • Engine room of the high pressure pump connected connection of the pressure control valve is connected to a spring chamber of the pressure control valve.
  • the pressure control valve abgrest an excess amount of fuel to an input of the high pressure pump, wherein the input is associated with at least one pump working space of the high pressure pump, or that the pressure control valve excess amount of fuel to a return line leading to a tank, or to a suction line , which leads from a tank to the low pressure pump, abgrest.
  • this can advantageously the desired minimum amount of fuel for bearing lubrication in the engine room be guided and at the same time an advantageous filling of a pump working space of the high-pressure pump can be achieved.
  • Engine room of the high-pressure pump is connected. As a result, the required pressure for the bearing lubrication is first generated in the engine room. Then, optionally, a control of the excess amount of fuel on the
  • the low-pressure pump delivers via a throttle in the engine room and that the low-pressure pump via a branching off of the throttle fuel line promotes to an input of the high-pressure pump, wherein the input is associated with at least one pump working space of the high-pressure pump.
  • the amount of fuel for the pump working chamber of the high-pressure pump can be diverted before the throttle, via which the engine room is filled.
  • a cooling throttle is provided, via which the engine room of the high pressure pump is connected to a return line. This can be a
  • Minimum cooling quantity can be set via the cooling throttle. This is especially important for minimum bearing clearance and for a push operation.
  • a seat valve is provided which is connected on the one hand to the engine room of the high-pressure pump and on the other hand to a return line, and in that the seat valve is dependent on a flow
  • Pressure control of the pressure in the engine room is used. This provides a further option for the low-pressure circuit with a variable low-pressure pump.
  • At least one hydraulic damping element is provided that the low-pressure pump at least indirectly to an input of the
  • the input is associated with at least one pump working space of the high-pressure pump, and that the hydraulic damping element in
  • FIG. 1 shows a pump arrangement in a schematic illustration according to a first exemplary embodiment of the invention
  • Fig. 2 is a schematic diagram for illustrating the operation of the pump assembly of the first embodiment of the invention
  • FIG. 3 shows a pump arrangement in a schematic representation according to a second embodiment of the invention
  • FIG. 4 shows a pump arrangement in a schematic illustration according to a third exemplary embodiment of the invention.
  • FIG. 5 shows a pump arrangement in a schematic representation according to a fourth exemplary embodiment of the invention
  • FIG. 6 shows a pump arrangement in a schematic illustration according to a fifth exemplary embodiment of the invention.
  • FIG. 1 shows a pump arrangement 1 in a schematic representation according to a first exemplary embodiment of the invention.
  • the pump assembly 1 can be used in particular for fuel injection systems of air-compressing, self-igniting internal combustion engines.
  • a preferred use of the pump assembly 1 is for a fuel injection system with a common rail that stores diesel fuel under high pressure.
  • the pump assembly 1 is used in this case for conveying fuel to such a common rail.
  • the pump assembly 1 according to the invention is also suitable for other applications.
  • the pump arrangement 1 has a low-pressure pump 2 and a high-pressure pump 3.
  • the low-pressure pump 2 can be used as speed-controllable or speed-controllable
  • the high pressure pump 3 may include one or more pump assemblies driven by a drive shaft having one or more cams become. Depending on the configuration, the high-pressure pump 3 can be designed in particular as a radial or in-line piston pump. For the storage of the drive shaft of
  • High-pressure pump 3 bearings are provided in a housing of the high pressure pump 3, which must be lubricated and drained via the fuel from a schematically illustrated engine room 4. These bearings are in that shown in FIG.
  • the throttle 5 the throttle effect of a bearing in a housing part of the high-pressure pump 3, while characterized by the throttle 6, the throttle effect of a bearing on a flange of the high-pressure pump.
  • the throttles 5, 6 are with a
  • the low-pressure pump 2 delivers fuel from the tank 8 directly into the engine compartment 4.
  • the fuel is sucked in from the tank 8 via a suction line 9 and conveyed directly into the engine compartment 4 via a fuel line 10.
  • the pump arrangement 1 has a pressure regulating valve 15.
  • Pressure control valve 15 is connected to the engine room 4.
  • An output 17 of the pressure control valve 15 leads to a schematically illustrated input 18 of
  • High-pressure pump 3 which is associated with a pump working chamber 19 (FIG. 6) of the high-pressure pump 3.
  • the pressure regulating valve 15 has a connection 20 on a spring chamber 21 of the pressure regulating valve 15.
  • the pressure at the port 16 acts on a piston 22 of the pressure regulating valve 15. In this case, the pressure at the port 16 acts against the force of a spring 23 which is arranged in the spring chamber 21.
  • the pressure control valve 15 is in this case preferably configured as a piston slide valve 15.
  • the pressure for filling the pump chamber 19 can be controlled by the pressure regulating valve 15 in conjunction with an adjustable supply amount.
  • the inflow quantity is adjustable via the controllable or controllable low-pressure pump 2.
  • the spring chamber 21 may be connected via a line 24 to the suction line 9.
  • the spring chamber 21 via a line 24 'with the return line. 7 connected is.
  • the connection 20 of the pressure regulating valve 15 via the line 24 or the line 24 'with the suction line 9 and the return line 7 may be connected.
  • an additional cooling throttle 25 may be provided.
  • Cooling choke 25 in this case connects the connection 16 of the pressure regulating valve 15 to the connection 20 of the pressure regulating valve 15.
  • the optional cooling choke 25 allows a constant cooling flow to be achieved in the return to the tank 8, especially with small quantities taken at the inlet 18 of the high pressure pump 3.
  • the control effect with respect to the low pressure pump 2 can be enhanced. This is possible especially in the case of a low-pressure pump 2 designed as an electrically operated, mechanical delivery pump.
  • Pressure control valve 15 is connected via the line 24 to the suction line 9.
  • the spring chamber 21 is connected to the suction side of the low-pressure pump 2.
  • the negative pressure in front of the low-pressure pump 2 becomes larger as a result.
  • the throttling by the pressure control valve 15 is smaller and thus the filling larger.
  • the cooling throttle 25 is particularly advantageous in combination with the conduit 24 '.
  • the low-pressure pump 2 can be used, in particular, as a speed-controllable or speed-controllable electric fuel pump or as an electrically operated,
  • the low-pressure pump 2 is preferably designed as a speed-controllable or speed-controllable electric fuel pump.
  • Fig. 2 shows a diagram for illustrating the operation of the
  • Fig. 3 shows a pump arrangement 1 in a schematic representation according to a second embodiment. In this embodiment, the promotes
  • Pressure control valve 15 is connected in this embodiment with the return line 7.
  • the connection of the terminal 20 with the return line 7 is throttled here, since this takes place via a throttle 31.
  • the port 20 of the pressure regulating valve 15 is connected via a further throttle 32 at a connection point 33 to the fuel line 10.
  • the input 18 of the high-pressure pump 3 is also connected to the connection point 33.
  • the output 17 of the pressure regulating valve 15 is unthrottled connected to the return line 7.
  • Pressure control valve 15 can be adjusted.
  • the setting takes place here by a suitable choice of the throttling action of the throttle 31 and the throttling effect of the throttle 32 also takes a Mitkoppelung the spring chamber pressure in the spring chamber 21 of the pressure control valve 15 with the output pressure of the low-pressure pump 2, so that the operating point of the pressure control valve 15 is pulled along demand ,
  • Pressure control valve can be applied.
  • the sensitivity of the flow control can be adjusted.
  • FIG 4 shows a pump arrangement 1 in a schematic illustration according to a third exemplary embodiment.
  • the output 17 of the pressure regulating valve 15 is returned via a fuel line 35 to the suction line 9.
  • the spring chamber 21 is connected via the connection 20 of the pressure regulating valve 15 to the return line 7.
  • the throttle 31 is provided.
  • a further throttle 36 may be provided, the connects the connection 16 or the partial space of the pressure regulating valve 15 which can be filled via the connection 16 with the return line 7. The for filling the
  • Required amount of fuel pump 19 may be branched off in a suitable manner, for example from the fuel line 10, as illustrated with reference to FIG. 3.
  • the Greniersensiticide and thus the sensitivity of the flow control can be adjusted by a suitable application of the spring characteristic of the spring 23 of the pressure control valve 15.
  • the pressure control valve 15 can be arranged in an advantageous manner so that the overflow is diverted to the suction side. This creates an internal circuit via the pressure control valve 15.
  • either a separate coolant flow restrictor 36 or an additional pressure stage 36 integrated in the pressure control valve 15 can be provided in order to realize a minimum cooling quantity with minimal bearing clearance.
  • Fig. 5 shows a pump assembly 1 in a schematic representation according to a fourth embodiment.
  • Low pressure pump 2 via the suction line 9 fuel from the tank 8 and the fuel line 10 to the engine room 4 of the high-pressure pump 3.
  • the promotion to the pump working chamber 19 of the high-pressure pump 3 is realized in a suitable manner, for example by a branch from the fuel line 10, as it is illustrated with reference to FIG. 3.
  • fuel can be conveyed into the engine compartment 4 via the low-pressure pump 2 configured in particular as a variable-speed or speed-controllable electric fuel pump or as an electrically operated mechanical pump, in order to generate the pressure for the bearing lubrication.
  • Pressure control valve 15 is connected to the engine room 4 of the high-pressure pump 3.
  • the output 17 of the pressure regulating valve 15 is connected via the fuel line 35 'with the
  • Pressure control valve 15 is connected via the throttle 31 to the return line 7.
  • the sensitivity of the flow control can be adjusted by a suitable specification of the spring characteristic, which determines the Gressensiticide.
  • a further, separate coolant flow restrictor or an additional pressure stage integrated in the pressure control valve 15 may be provided in order to realize a minimum cooling quantity with minimal bearing clearance.
  • Such a cooling-quantity throttle or an integrated pressure stage can in this case be connected in parallel with the pressure-regulating valve 15 and connect the engine compartment 4 with the return line 7 or integrated into the pressure-regulating valve 15, as is also described with reference to FIG. 4.
  • Fig. 6 shows a pump arrangement 1 in a schematic representation according to a fifth embodiment. In this embodiment, the promotes
  • Fuel line 10 This is between a junction 33 and the
  • a throttle 40 disposed in the fuel line 10. From the junction 33, a fuel line 41 leads to the input 18 of
  • High-pressure pump 3 which is associated with the pump working chamber 19.
  • the input 18 is in this case formed by the inlet of an inlet valve 42.
  • an exhaust valve 43 is provided, via which the high-pressure fuel is led to a common rail or the like. According to the lifting movement of the cam, a pump piston 44 is moved periodically, so that gradually over the fuel
  • the pressure regulating valve 15 is provided.
  • a connection 16 of the pressure regulating valve 15 is connected to the engine compartment 4.
  • Pressure control valve 15 is connected to the return line 7.
  • Spring chamber 21 of the pressure control valve 15 is also connected to the return line 7.
  • the piston 22 is acted upon on the one hand by the spring 23 and on the other hand by the pressure in the engine room 4. Excess fuel is in this case to the
  • damping element 45 may be provided.
  • the damping element 45 is in this embodiment as spring-loaded formed hydraulic accumulator which receives a variable amount of fuel.
  • Damping element 45 an improved filling of the pump working chamber 19 can be achieved.
  • a cooling throttle 46 may be provided, which connects the engine room 4 with the return line 7. As a result, a certain minimum amount of cooling can be set. This is particularly advantageous for minimum bearing clearance and for overrun operation.
  • a seat valve 47 may be provided with a spring-loaded ball 48. The seat valve 47 allows a flow-dependent pressure control.
  • the pressure control valve 15 is preferably configured as a piston slide valve 15, so that a precise pressure control in dependence on the flow can be achieved.
  • the throttle 40 serves as a lubrication and cooling restriction throttle. This is especially advantageous for limiting the maximum amount of the low-pressure pump 2.
  • connection point 33 is arranged in the fuel line 10.
  • a line 49 is provided, via which the fuel line 41 to the
  • Engine room 4 is guided.
  • the inlet 18 is connected to the engine compartment 4 via the fuel line 41 and the line 49.
  • a connection of the filling of the pump working chamber 19 upstream of the engine compartment 4 or downstream of the engine compartment 4 can take place.
  • the connection by means of the line 49 has the advantage that a cooling of the engine compartment 4 also provided for the pump working space 9
  • Fuel quantity (high pressure quantity) takes place.

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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)

Abstract

L'invention concerne un système de pompe (1) qui sert en particulier pour des systèmes d'injection de carburant de moteurs à combustion interne à compression d'air et à auto-allumage et qui comprend une pompe basse pression (2), une pompe haute pression (3) et une soupape de réglage de pression (15). Une pression dans la chambre d'entraînement (4) de la pompe haute pression (3) peut être réglée par la soupape de réglage de pression (15).
PCT/EP2011/055192 2010-04-20 2011-04-04 Système de pompe WO2011131473A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010027958.7 2010-04-20
DE201010027958 DE102010027958A1 (de) 2010-04-20 2010-04-20 Pumpenanordnung

Publications (1)

Publication Number Publication Date
WO2011131473A1 true WO2011131473A1 (fr) 2011-10-27

Family

ID=44041680

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2011/055192 WO2011131473A1 (fr) 2010-04-20 2011-04-04 Système de pompe

Country Status (2)

Country Link
DE (1) DE102010027958A1 (fr)
WO (1) WO2011131473A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19742180A1 (de) * 1997-09-24 1999-03-25 Siemens Ag Einspritzsystem für eine Brennkraftmaschine und Verfahren zum Regeln eines Einspritzsystems
WO2003067075A1 (fr) * 2002-02-08 2003-08-14 Robert Bosch Gmbh Dispositif d'injection de carburant pour un moteur a combustion interne
DE102006000414A1 (de) * 2005-08-24 2007-03-15 Denso Corp., Kariya Kraftstoffzufuhreinheit für eine Brennkraftmaschine
DE102007038426A1 (de) * 2007-08-14 2009-02-19 Robert Bosch Gmbh Kraftstoffeinspritzsystem

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19742180A1 (de) * 1997-09-24 1999-03-25 Siemens Ag Einspritzsystem für eine Brennkraftmaschine und Verfahren zum Regeln eines Einspritzsystems
WO2003067075A1 (fr) * 2002-02-08 2003-08-14 Robert Bosch Gmbh Dispositif d'injection de carburant pour un moteur a combustion interne
DE102006000414A1 (de) * 2005-08-24 2007-03-15 Denso Corp., Kariya Kraftstoffzufuhreinheit für eine Brennkraftmaschine
DE102007038426A1 (de) * 2007-08-14 2009-02-19 Robert Bosch Gmbh Kraftstoffeinspritzsystem

Also Published As

Publication number Publication date
DE102010027958A1 (de) 2011-10-20

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