EP0297288A2 - Fuel injection pump for feeding the combustion chamber of an automotive engine - Google Patents

Fuel injection pump for feeding the combustion chamber of an automotive engine Download PDF

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Publication number
EP0297288A2
EP0297288A2 EP88108554A EP88108554A EP0297288A2 EP 0297288 A2 EP0297288 A2 EP 0297288A2 EP 88108554 A EP88108554 A EP 88108554A EP 88108554 A EP88108554 A EP 88108554A EP 0297288 A2 EP0297288 A2 EP 0297288A2
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EP
European Patent Office
Prior art keywords
adjusting lever
fuel
injection pump
fuel injection
lever
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
EP88108554A
Other languages
German (de)
French (fr)
Other versions
EP0297288A3 (en
EP0297288B1 (en
Inventor
Rainer Buck
Wilhelm Dr. Polach
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
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Filing date
Publication date
Priority claimed from DE19873721300 external-priority patent/DE3721300A1/en
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0297288A2 publication Critical patent/EP0297288A2/en
Publication of EP0297288A3 publication Critical patent/EP0297288A3/en
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Publication of EP0297288B1 publication Critical patent/EP0297288B1/en
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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/10—Transmission of control impulse to pump control, e.g. with power drive or power assistance mechanical
    • 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
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states

Definitions

  • the invention relates to a fuel injection pump for supplying the combustion chambers of internal combustion engines provided for vehicle drives according to the main patent (patent application P 36 05 824.).
  • a fuel quantity correction is achieved for damping jerky vibrations by directly acting on the basic setting of the fuel delivery quantity adjusting element, which in turn is determined by the operating parameters of the internal combustion engine currently available.
  • the basic setting is changed in the case of jerky vibrations in the direction of higher speed in the direction of smaller flow rate and in the case of jerky vibrations in the direction of lower speed in the direction of larger flow rate.
  • the further embodiment of the fuel injection pump according to the main patent according to the characterizing features of claim 1 has the advantage that the anti-jerk signal is obtained in a simple manner on the one hand and the basic setting of the fuel delivery quantity adjusting element is influenced on the other hand.
  • LDA boost pressure-dependent full load stop
  • stepper motor with control unit is already available.
  • Speed and boost pressure are fed to the control unit, which generates a control signal for the stepper motor, which in turn lowers the full-load quantity in the lower speed range from a certain boost pressure to the control signal.
  • the anti-jerk signal that is fed to the stepper motor and either triggers a constant number of steps of the stepper motor or one that is dependent on the amplitude of the anti-jerk signal, which triggers the full load stop and therefore moves via the adjusting lever, can be derived electrically from the speed signal supplied to the control unit as a result of the jerking vibrations Depending on the sign of the anti-jerk signal, a correction of the full-load basic setting of the delivery quantity adjusting element in the direction of a smaller or larger fuel delivery quantity is effected.
  • the anti-jerk signal can be obtained in the control unit designed as a microprocessor with the least effort by implementing a corresponding simple algorithm.
  • the stepper motor works according to a further embodiment of the invention on a rotatably mounted adjusting lever on one lever arm of which the adjusting lever for the delivery quantity adjusting member is mounted.
  • any basic setting of the fuel delivery quantity effected by the adjusting lever can be corrected over the entire control range by pivoting the adjusting lever.
  • the correction of the basic setting of the fuel delivery quantity by a constant amount must be adapted to the jerky vibrations occurring in the partial load range in such a way that these are largely eliminated. Since jerky vibrations occur in the full-load range with a larger amplitude, they remain, although noticeably damped, still noticeable. Here it is advisable, according to a further embodiment of the invention, to let the stepping motor act simultaneously on the full load stop and on the adjusting lever with the same large adjustment rates. In the part-load range, when the adjustment lever is not in contact with the full-load stop, the jerky vibrations are dampened by a constant correction of the basic delivery quantity adjustment, which is adapted to the part-load range.
  • the invention is described in more detail below with reference to exemplary embodiments shown in the drawing.
  • the drawing shows a schematic, partial representation of a fuel injection pump, insofar as this is necessary for an understanding of the invention.
  • the fuel delivery quantity adjusting member which is designed as a ring slide 19 and is displaceable on the pump piston 11, and the fuel quantity control device 20, also called a speed controller, for displacing the ring slide 19 are shown here.
  • the position of the ring slide 19 never determines the amount of fuel delivered to the injection nozzles per delivery stroke of the pump piston 11 and is set as a function of operating parameters of the internal combustion engine, such as load and speed.
  • This position of the ring slide 19, which is dependent on the operating parameters, is referred to as the basic setting of the delivery rate or of the delivery rate adjustment element. This is maintained as long as the operating parameters do not change. Every parameter pairing is assigned a certain basic setting.
  • the control device 20 consists of the adjusting lever 29, which is pivotable about the axis 30 and engages with the end of its one lever arm on the ring slide 19, the control spring 32 acting on the other lever arm of the adjusting lever 29 and the centrifugal rotary encoder 33 who the Counteracting spring 32 counteracts.
  • the centrifugal speed sensor 33 is driven synchronously with the drive speed of the injection pump and strives to move the ring slide 19 against the force of the control spring 32 in the direction of lower fuel delivery. This occurs regularly in the event of a shutdown.
  • Never control spring 32 is biased arbitrarily in a known manner by the operator of the internal combustion engine according to the speed at a given load.
  • the force of the control spring 32 is overcome by the centrifugal force generator 33.
  • the full load stop 36 is provided, against which the adjusting lever 29 rests when the control spring 32 is at maximum prestress.
  • the full load stop 36 thus defines the maximum displacement of the ring slide 19 on the pump piston 11 in the direction of the greatest fuel delivery quantity and is shifted in the case of so-called supercharging engines depending on the speed range and boost pressure.
  • the axis 30 of the adjusting lever 29 sits on the one arm of a two-armed adjusting lever 38, which can be pivoted about a point 37 fixed to the housing. By pivoting the adjusting lever 38, the axis 30 of the adjusting lever 29 is pivoted and thus causes a displacement of the ring slide 19 via the adjusting lever 29.
  • An electric stepper motor 140 is provided for damping jerky vibrations, which arise, for example, from speed changes or relative movements between the internal combustion engine and the body, which synchronously adjusts a first rocker arm 142 and a second rocker arm 143 via an actuating shaft 141.
  • the actuating shaft 141 engages the one lever arm of the two-armed rocker arms 142 and 143.
  • the full-load stop 36 is arranged at the other end of the rocker arm 142, while the end of the second rocker arm 143 is articulated on the adjusting lever 38.
  • the Stepper motor 140 is controlled by a control unit 144, to which at least the rotational speed n of the internal combustion engine is supplied as an input variable.
  • the speed signal supplied to the control unit 144 contains an alternating component, from which the control unit 144 uses an algorithm to generate a so-called anti-jerk signal and feed it to the stepper motor 140, which rotates by a constant number of steps and thereby the rocker arms 142 and 143 in the same direction by one constant amount pivoted.
  • the rocker arms 142 are pivoted clockwise or counterclockwise, namely clockwise when the anti-jerk signal originates from a speed oscillation in the direction of lower speed, and counterclockwise when the anti-jerk signal originates from a speed oscillation in the direction of higher speed.
  • the adjusting lever 29 does not abut the full load stop 36. A pivoting of the first rocker arm 142 is thus ineffective.
  • the pivoting of the second rocker arm 143 causes the adjusting lever 38 to pivot, so that the axis 30 of the adjusting lever 29 is pivoted counterclockwise or clockwise around the point 37 fixed to the housing.
  • the ring slide 19 on the pump piston 11 is adjusted in the direction of the excess or shortage of the fuel delivery quantity delivered during the delivery stroke of the pump piston 11 by a constant amount.
  • the adjustment lever 38 alone is effective for damping the jerky vibrations.
  • the amount of displacement of the ring slide 19 is determined so that the short-term speed reduction or increase caused by the shortage or surplus largely dampen the jerky vibrations in the partial load range.
  • the adjusting lever 29 bears against the full-load stop 36.
  • the adjustment of the actuating shaft 141 which still pivots both rocker arms 142 and 143 in the same direction by the same amount when the anti-jerk signal occurs, causes the same pivoting of the adjusting lever 38 in the same way as in the part-load range and additionally a pivoting of the adjusting lever 29 about its axis 30 on the adjusting lever 38.
  • the pivoting movement of the adjusting lever 38 and adjusting lever 29 add up in their effect on the ring slide 19, so that it is shifted by a larger amount than in the partial load range and thereby reduces or increases the basic setting of the fuel delivery quantity by a larger amount.
  • the stepper motor always executes the same number of steps in the full-load and in the partial-load range when an anti-jerk signal occurs, so that the pivoting movement of the rocker arms 142 and 143 are the same in the full-load and partial-load range.
  • the full-load stop 36 is controlled via the stepping motor 140 in its position in the pivoting path of the adjusting lever 29 as a function of boost pressure.
  • an input variable p L characterizing the boost pressure is also supplied to the control unit.
  • the control unit With this input variable and the speed signal n, the control unit generates a manipulated variable for the stepper motor 140 in such a way that the full load quantity is reduced by the full load stop 36 in the lower speed range from a certain selectable boost pressure.
  • the amount of fuel is thus adapted to the lower air filling of the cylinders of the internal combustion engine in the lower speed range.
  • control unit 144 For the boost pressure-dependent full-load control and for bucking damping, this can be done same signal box, consisting of control unit 144 and stepper motor 140, can be used. Since the control unit 144 is generally designed as a microprocessor, only different algorithms need to be implemented in the microprocessor for the two actuating processes in order to obtain the different manipulated variables for the stepper motor 140.
  • the rocker arm 143 can be omitted. Only the rocker arm 142 is actuated by the stepper motor 140 for damping the bucking.
  • the control of the rocker arm 142 for the purpose of damping bucking can also be dispensed with in a simplified embodiment.
  • bucking damping is achieved over the entire load range, but with the disadvantage that the bucking vibrations are damped uniformly in the entire load range with a constant number of steps of the stepping motor 140. Since the jerky vibrations in the partial-load range are lower than in the full-load range, the jerky vibrations remain noticeable in the full-load range - even if they are significantly reduced.
  • a sensor can be arranged on the - if necessary on the fixed - full load stop 36 which senses the contact of the adjusting lever 29 on the full load stop 36.
  • the sensor signal is fed to the control device 144 and influences it in such a way that when the sensor signal characterizing the full load is present, the anti-jerk signal output to the stepper motor 140 is increased such that the stepper motor executes a larger number of steps. This will result in a full load Compared to the partial load range, greater pivoting of the setting lever 38 is triggered and thus brings about a greater reduction in volume. With correct coordination, the jerky vibrations in the full load range are completely suppressed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)

Abstract

A fuel injection pump for feeding the combustion chambers of automotive engines is proposed in which, in addition to the fuel delivery quantity control according to the operating parameters of the engine, an adjustment device (140, 144) is provided by means of which the quantity of fuel delivered by the fuel injection pump is varied in the opposite phase to the acceleration process triggering the bucking according to an anti-bucking signal obtained from rapid relative movements on the vehicle. This is done by the action of an electrical stepped motor (140) on an adjusting lever (29) of the fuel delivery quantity control device (20), engaging on the fuel delivery quantity adjustment element (19), and/or on a setting lever (38) on which the swivel axis (30) of the adjusting lever (29) is held. The stepped motor (140) is controlled by an electrical control appliance (144) which preferably generates the anti-bucking signal from oscillations in an engine speed signal. <IMAGE>

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einer Kraftstoffeinspritzpumpe zur Versorgung der Brennräume von für Fahrzeugantriebe vorgesehenen Brennkraftmaschinen gemäß dem Hauptpatent (Patentanmeldung P 36 05 824. ).The invention relates to a fuel injection pump for supplying the combustion chambers of internal combustion engines provided for vehicle drives according to the main patent (patent application P 36 05 824.).

Wie im Hauptpatent beschrieben, wird zur Dämpfung von Ruckelschwingungen eine Kraftstoffmengenkorrektur durch direkte Einwirkung auf die Grundeinstellung des Kraftstoffördermengenverstellgliedes erzielt, welche ihrerseits durch die momentan vorliegenden Betriebsparameter der Brennkraftmaschine bestimmt ist. Die Grundeinstellung wird dabei bei Ruckelschwingungen in Richtung größerer Drehzahl in Richtung kleinerer Fördermenge und bei Ruckelschwingungen in Richtung kleinerer Drehzahl in Richtung größerer Fördermenge verändert.As described in the main patent, a fuel quantity correction is achieved for damping jerky vibrations by directly acting on the basic setting of the fuel delivery quantity adjusting element, which in turn is determined by the operating parameters of the internal combustion engine currently available. The basic setting is changed in the case of jerky vibrations in the direction of higher speed in the direction of smaller flow rate and in the case of jerky vibrations in the direction of lower speed in the direction of larger flow rate.

Vorteile der ErfindungAdvantages of the invention

Die weitere Ausgestaltung der Kraftstoffeinspritzpumpe nach dem Hauptpatent gemäß den kennzeichnenden Merkmalen des Anspruchs 1 hat den Vorteil, daß in einfacher Weise einerseits das Antiruckelsignal gewonnen und andererseits auf die Grundeinstellung des Kraftstoffördermengenverstellgliedes eingewirkt wird. Bei Kraftstoffeinspritzpumpen mit ladedruckabhängigem Vollastanschlag (LDA) für Auflademotoren (DE-OS 32 43 349) ist ein solcher Schrittmotor mit Steuergerät bereits vorhanden. Hier werden dem Steuergerät Drehzahl und Ladedruck zugeführt, das daraus ein Steuersignal für den Schrittmotor generiert, der wiederum im unteren Drehzahlbereich von einem bestimmten Ladedruck an auf das Steuersignal hin die vollastmenge verringert. Bei solchen Kraftstoffeinspritzpumpen ist ohne mechanischen Zusatzaufwand eine Ruckeldämpfung möglich, wenn man sich dabei auf den Vollastbereich beschränkt, in dem die Ruckelschwingungen am auffälligsten auftreten. Hier ist nur­mehr aus den dem Steuergerät zugeführten Drehzahlsignal infolge der Ruckelschwingungen überlagerten Signalschwingung elektrisch das Antiruckelsignal abzuleiten, das dem Schrittmotor zugeführt wird und entweder eine konstante oder von der Amplitude des Antiruckelsignals abhängige Schrittzahl des Schrittmotors auslöst, der entsprechend den Vollastanschlag verschiebt und dadurch über den Verstellhebel je nach Vorzeichen des Antiruckelsignals eine Korrektur der Vollast-Grundeinstellung des Fördermengenverstellgliedes in Richtung kleinerer oder größerer Kraftstoffördermenge bewirkt. Die Gewinnung des Antiruckelsignals läßt sich in dem als Mikroprozessor ausgebildeten Steuergerät durch Implementierung eines entsprechenden einfachen Algorithmus mit geringstem Aufwand realisieren.The further embodiment of the fuel injection pump according to the main patent according to the characterizing features of claim 1 has the advantage that the anti-jerk signal is obtained in a simple manner on the one hand and the basic setting of the fuel delivery quantity adjusting element is influenced on the other hand. In fuel injection pumps with boost pressure-dependent full load stop (LDA) for supercharging engines (DE-OS 32 43 349), such a stepper motor with control unit is already available. Speed and boost pressure are fed to the control unit, which generates a control signal for the stepper motor, which in turn lowers the full-load quantity in the lower speed range from a certain boost pressure to the control signal. With such fuel injection pumps, bucking damping is possible without additional mechanical effort, if one is limited to the full load range in which the bucking vibrations occur most conspicuously. Here, the anti-jerk signal that is fed to the stepper motor and either triggers a constant number of steps of the stepper motor or one that is dependent on the amplitude of the anti-jerk signal, which triggers the full load stop and therefore moves via the adjusting lever, can be derived electrically from the speed signal supplied to the control unit as a result of the jerking vibrations Depending on the sign of the anti-jerk signal, a correction of the full-load basic setting of the delivery quantity adjusting element in the direction of a smaller or larger fuel delivery quantity is effected. The anti-jerk signal can be obtained in the control unit designed as a microprocessor with the least effort by implementing a corresponding simple algorithm.

Will man die Ruckelschwingungen auch im Teillastbereich dämpfen, so arbeitet der Schrittmotor gemäß einer weiteren Ausführungsform der Erfindung auf einen drehbar gelagerten Einstellhebel auf dessen einem Hebelarm der Verstellhebel für das Fördermengenverstellglied gelagert ist. In diesem Fall kann jede vom Verstellhebel bewirkte Grundeinstellung der Kraftstoffördermenge über den gesamten Regelbereich durch Verschwenken des Einstellhebels korrigiert werden.If you want to dampen the jerky vibrations even in the partial load range, the stepper motor works according to a further embodiment of the invention on a rotatably mounted adjusting lever on one lever arm of which the adjusting lever for the delivery quantity adjusting member is mounted. In this case, any basic setting of the fuel delivery quantity effected by the adjusting lever can be corrected over the entire control range by pivoting the adjusting lever.

Die Korrektur der Grundeinstellung der Kraftstoffördermenge um einen konstanten Betrag muß dabei an den im Teillastbereich auftretenden Ruckelschwingungen so angepaßt werden, daß diese weitgehend eliminiert werden. Da Ruckelschwingungen im Vollastbereich mit größerer Amplitude auftreten, bleiben sie hier, wenn auch merklich gedämpft, doch noch sp ürbar. Hier empfiehlt es sich, nach einer weiteren Ausführungsform der Erfindung den Schrittmotor gleichzeitig auf den Vollastanschlag und auf den Einstellhebel mit gleich großen Verstellraten einwirken zu lassen. Im Teillastbereich, wenn der Verstellhebel nicht am Vollastanschlag anliegt, werden die Ruckelschwingungen durch eine konstante, an den Teillastbereich angepaßte Korrektur der Fördermengen-Grundeinstellung gedämpft. Im Vollastbereich, wenn der Verstellhebel am vollastanschlag anliegt, addieren sich die vom Einstellhebel einerseits und vom Vollastanschlag andererseits über den Verstellhebel auf das Fördermengenverstellglied übertragenen Korrekturbewegungen, so daß die Fördermengenkorrektur bei konstanter Schrittzahl des Schrittmotors im Vollastbereich größer ist.The correction of the basic setting of the fuel delivery quantity by a constant amount must be adapted to the jerky vibrations occurring in the partial load range in such a way that these are largely eliminated. Since jerky vibrations occur in the full-load range with a larger amplitude, they remain, although noticeably damped, still noticeable. Here it is advisable, according to a further embodiment of the invention, to let the stepping motor act simultaneously on the full load stop and on the adjusting lever with the same large adjustment rates. In the part-load range, when the adjustment lever is not in contact with the full-load stop, the jerky vibrations are dampened by a constant correction of the basic delivery quantity adjustment, which is adapted to the part-load range. In the full-load range, when the adjusting lever is in contact with the full-load stop, the correction movements transmitted from the adjusting lever on the one hand and from the full-load stop on the other via the adjusting lever to the delivery quantity adjustment element add up, so that the delivery rate correction is greater with a constant number of steps of the stepper motor in the full-load range.

Durch die in den weiteren Ansprüchen aufgeführten Maßnahmen sind vorteilhafte weiterbildungen und Verbesserungen der im Anspruch 1 angegebenen Kraftstoffeinspritzpumpe möglich.Advantageous further developments and improvements of the fuel injection pump specified in claim 1 are possible through the measures listed in the further claims.

Zeichnungdrawing

Die Erfindung ist anhand von in der Zeichnung dargestellten Ausführungsbeispielen im folgenden näher beschrieben. Dabei zeigt die Zeichnung eine schematische, ausschnittweise Darstellung einer Kraftstoffeinspritzpumpe, insoweit dies für das Verständnis der Erfindung erforderlich ist.The invention is described in more detail below with reference to exemplary embodiments shown in the drawing. The drawing shows a schematic, partial representation of a fuel injection pump, insofar as this is necessary for an understanding of the invention.

Beschreibung der AusführungsbeispieleDescription of the embodiments

Von der Kraftstoffeinspritzpumpe, die im Hauptpatent ausführlich dargestellt und beschrieben ist, ist hier nur das als Ringschieber 19 ausgebildete, auf dem Pumpenkolben 11 verschiebbare Kraftstoffördermengenverstellglied und die Kraftstoffmengensteuereinrichtung 20, auch Drehzahlregler genannt, zum Verschieben des Ringschiebers 19 dargestellt. nie Stellung des Ringschiebers 19 bestimmt die pro Förderhub des Pumpenkolbens 11 zu den Einspritzdüsen geförderte Kraftstoffördermenge und wird in Abhängigkeit von Betriebsparametern der Brennkraftmaschine, wie Last und Drehzahl, eingestellt. Diese von den Betriebsparametern abhängige Stellung des Ringschiebers 19 wird als Grundeinstellung der Fördermenge oder des Fördermengenverstellgliedes bezeichnet. Diese wird solange beibehalten, wie sich die Betriebsparameter nicht ändern. Jeder Parameterpaarung ist damit eine bestimmte Grundeinstellung zugeordnet.Of the fuel injection pump, which is shown and described in detail in the main patent, only the fuel delivery quantity adjusting member, which is designed as a ring slide 19 and is displaceable on the pump piston 11, and the fuel quantity control device 20, also called a speed controller, for displacing the ring slide 19 are shown here. The position of the ring slide 19 never determines the amount of fuel delivered to the injection nozzles per delivery stroke of the pump piston 11 and is set as a function of operating parameters of the internal combustion engine, such as load and speed. This position of the ring slide 19, which is dependent on the operating parameters, is referred to as the basic setting of the delivery rate or of the delivery rate adjustment element. This is maintained as long as the operating parameters do not change. Every parameter pairing is assigned a certain basic setting.

Wie im Hauptpatent beschrieben, besteht die Steuereinrichtung 20 aus dem Verstellhebel 29, der um die Achse 30 schwenkbar ist und mit dem Ende seines einen Hebelarms an dem Ringschieber 19 angreift, aus der am anderen Hebelarm des Verstellhebels 29 angreifenden Regelfeder 32 und aus dem Fliehkraftdrehzalgeber 33, der der Regelfeder 32 entgegenwirkt. Der Fliehkraftdrehzahlgeber 33 wird synchron zur Antriebsdrehzahl der Einspritzpumpe angetrieben und ist bestrebt, entgegen der Kraft der Regelfeder 32 den Ringschieber 19 in Richtung geringerer Kraftstoffördermenge zu verschieben. Dies tritt regelmäßig im Abregelfall auf. nie Regelfeder 32 wird in bekannter Weise willkürlich vom Betreiber der Brennkraftmaschine entsprechend der Drehzahl bei gegebener Last vorgespannt. Im Abregelfall wird die Kraft der Regelfeder 32 durch den Fliehkraftdrehzahlgeber 33 überwunden. Für die Einstellung der maximalen Kraftstoffördermenge ist der vollastanschlag 36 vorgesehen, an welchem sich der Verstellhebel 29 bei maximaler Vorspannung der Regelfeder 32 anlegt. Der vollastanschlag 36 legt damit die maximale Verschiebung des Ringschiebers 19 auf den Pumpenkolben 11 in Richtung größter Kraftstoffördermenge fest und wird bei sog. Auflademotoren abhängig von Drehzahlbereich und Ladedruck verschoben.As described in the main patent, the control device 20 consists of the adjusting lever 29, which is pivotable about the axis 30 and engages with the end of its one lever arm on the ring slide 19, the control spring 32 acting on the other lever arm of the adjusting lever 29 and the centrifugal rotary encoder 33 who the Counteracting spring 32 counteracts. The centrifugal speed sensor 33 is driven synchronously with the drive speed of the injection pump and strives to move the ring slide 19 against the force of the control spring 32 in the direction of lower fuel delivery. This occurs regularly in the event of a shutdown. Never control spring 32 is biased arbitrarily in a known manner by the operator of the internal combustion engine according to the speed at a given load. In the event of a shutdown, the force of the control spring 32 is overcome by the centrifugal force generator 33. For setting the maximum fuel delivery rate, the full load stop 36 is provided, against which the adjusting lever 29 rests when the control spring 32 is at maximum prestress. The full load stop 36 thus defines the maximum displacement of the ring slide 19 on the pump piston 11 in the direction of the greatest fuel delivery quantity and is shifted in the case of so-called supercharging engines depending on the speed range and boost pressure.

Wie bereits im Hauptpatent beschrieben, sitzt die Achse 30 des Verstellhebels 29 auf dem einen Arm eines zweiarmigen Einstellhebels 38, der um einen gehäusefesten Punkt 37 schwenkbar ist. Durch Schwenken des Einstellhebels 38 wird die Achse 30 des Verstellhebels 29 verschwenkt und damit über den Verstellhebel 29 eine Verschiebung des Ringschiebers 19 bewirkt.As already described in the main patent, the axis 30 of the adjusting lever 29 sits on the one arm of a two-armed adjusting lever 38, which can be pivoted about a point 37 fixed to the housing. By pivoting the adjusting lever 38, the axis 30 of the adjusting lever 29 is pivoted and thus causes a displacement of the ring slide 19 via the adjusting lever 29.

Zur Dämpfung von Ruckelschwingungen, die z.B. durch Drehzahländerungen oder Relativbewegungen zwischen Brennkraftmaschine und Karosserie entstehen, ist ein elektrischer Schrittmotor 140 vorgesehen, der über eine Stellwelle 141 synchron einen ersten Kipphebel 142 und einen zweiten Kipphebel 143 verstellt. Die Stellwelle 141 greift dabei an dem einen Hebelarm der zweiarmigen Kipphebel 142 und 143 an. Am anderen Ende des Kipphebels 142 ist der Vollastanschlag 36 angeordnet, während das Ende des zweiten Kipphebels 143 an dem Einstellhebel 38 angelenkt ist. Der Schrittmotor 140 wird von einem Steuergerät 144 gesteuert, dem als Eingangsgröße zumindest die Drehzahl n der Brennkraftmaschine zugeführt ist. Bei Auftreten von Ruckelschwingungen enthält das dem Steuergerät 144 zugeführte Drehzahlsignal einen Wechselanteil, aus dem das Steuergerät 144 mittels eines Algorithmus ein sog. Antiruckelsignal generiert und dem Schrittmotor 140 zuführt, der sich um eine konstante Schrittzahl dreht und dadurch die Kipphebel 142 und 143 gleichsinnig um einen konstanten Betrag verschwenkt. Je nach Vorzeichen des Antiruckelsignals werden dabei die Kipphebel 142 im bzw. entgegen Uhrzeigersinn verschwenkt, und zwar im Uhrzeigersinn, wenn das Antiruckelsignal von einer Drehzahlschwingung in Richtung kleinerer Drehzahl herrührt, und entgegen Uhrzeigersinn, wenn das Antiruckelsignal von einer Drehzahlschwingung in Richtung größerer Drehzahl herrührt.An electric stepper motor 140 is provided for damping jerky vibrations, which arise, for example, from speed changes or relative movements between the internal combustion engine and the body, which synchronously adjusts a first rocker arm 142 and a second rocker arm 143 via an actuating shaft 141. The actuating shaft 141 engages the one lever arm of the two-armed rocker arms 142 and 143. The full-load stop 36 is arranged at the other end of the rocker arm 142, while the end of the second rocker arm 143 is articulated on the adjusting lever 38. The Stepper motor 140 is controlled by a control unit 144, to which at least the rotational speed n of the internal combustion engine is supplied as an input variable. When jerky vibrations occur, the speed signal supplied to the control unit 144 contains an alternating component, from which the control unit 144 uses an algorithm to generate a so-called anti-jerk signal and feed it to the stepper motor 140, which rotates by a constant number of steps and thereby the rocker arms 142 and 143 in the same direction by one constant amount pivoted. Depending on the sign of the anti-jerk signal, the rocker arms 142 are pivoted clockwise or counterclockwise, namely clockwise when the anti-jerk signal originates from a speed oscillation in the direction of lower speed, and counterclockwise when the anti-jerk signal originates from a speed oscillation in the direction of higher speed.

Im Teillastbereich liegt der Verstellhebel 29 nicht an dem Vollastanschlag 36 an. Ein Verschwenken des ersten Kipphebels 142 ist damit wirkungslos. Lediglich das Verschwenken des zweiten Kipphebels 143 bewirkt ein Verschwenken des Einstellhebels 38, so daß die Achse 30 des Verstellhebels 29 entgegen bzw. im Uhrzeigersinn um den gehäusefesten Punkt 37 geschwenkt wird. Dadurch wird der Ringschieber 19 auf dem Pumpenkolben 11 in Richtung Mehr- bzw. Mindermenge der beim Förderhub des Pumpenkolbens 11 geförderten Kraftstoffördermenge um einen konstanten Betrag verstellt. Im Teillastbereich ist also allein der Einstellhebel 38 zur Dämpfung der Ruckelschwingungen wirksam. Der Betrag der Verschiebung des Ringschiebers 19 ist dabei so festgelegt, daß die durch die Minder- bzw. Mehrmenge verursachte kurzzeitige Drehzahlreduzierung bzw. -erhöhung die Ruckelschwingungen im Teillastbereich weitgehend dämpfen.In the partial load range, the adjusting lever 29 does not abut the full load stop 36. A pivoting of the first rocker arm 142 is thus ineffective. Merely the pivoting of the second rocker arm 143 causes the adjusting lever 38 to pivot, so that the axis 30 of the adjusting lever 29 is pivoted counterclockwise or clockwise around the point 37 fixed to the housing. As a result, the ring slide 19 on the pump piston 11 is adjusted in the direction of the excess or shortage of the fuel delivery quantity delivered during the delivery stroke of the pump piston 11 by a constant amount. In the partial load range, the adjustment lever 38 alone is effective for damping the jerky vibrations. The amount of displacement of the ring slide 19 is determined so that the short-term speed reduction or increase caused by the shortage or surplus largely dampen the jerky vibrations in the partial load range.

Im Vollastbereich liegt der Verstellhebel 29 an dem Vollastanschlag 36 an. Die Verstellung der Stellwelle 141, die nach wie vor beide Kipphebel 142 und 143 gleichsinnig um den gleichen Betrag bei Auftreten des Antiruckelsignals verschwenkt, bewirkt in gleicher Weise wie im Teillastbereich eine gleiche Verschwenkung des Einstellhebels 38 und zusätzlich eine Verschwenkung des Verstellhebels 29 um dessen Achse 30 auf dem Einstellhebel 38. Die Schwenkbewegung von Einstellhebel 38 und Verstellhebel 29 addieren sich in ihrer Wirkung auf den Ringschieber 19, so daß dieser um einen größeren Betrag als im Teillastbereich verschoben wird und dadurch die Grundeinstellung der Kraftstoffördermenge um einen größeren Betrag reduziert bzw. erhöht. Dies ist erwünscht, da die Ruckelschwingungen im Vollastbereich eine größere Amplitude aufweisen als die Ruckelschwingungen im Teillastbereich, so daß auch diese nahezu vollständig gedämpft werden. Der Schrittmotor führt dabei sowohl im Vollast- als auch im Teillastbereich bei Auftreten eines Antiruckelsignals immer die gleiche Schrittzahl aus, so daß die Verschwenkbewegung der Kipphebel 142 und 143 im Vollast- und Teillastbereich gleich groß sind.In the full-load range, the adjusting lever 29 bears against the full-load stop 36. The adjustment of the actuating shaft 141, which still pivots both rocker arms 142 and 143 in the same direction by the same amount when the anti-jerk signal occurs, causes the same pivoting of the adjusting lever 38 in the same way as in the part-load range and additionally a pivoting of the adjusting lever 29 about its axis 30 on the adjusting lever 38. The pivoting movement of the adjusting lever 38 and adjusting lever 29 add up in their effect on the ring slide 19, so that it is shifted by a larger amount than in the partial load range and thereby reduces or increases the basic setting of the fuel delivery quantity by a larger amount. This is desirable because the jerking vibrations in the full load range have a larger amplitude than the jerking vibrations in the partial load range, so that these too are almost completely damped. The stepper motor always executes the same number of steps in the full-load and in the partial-load range when an anti-jerk signal occurs, so that the pivoting movement of the rocker arms 142 and 143 are the same in the full-load and partial-load range.

Bei sog. Auflademotoren wird der Vollastanschlag 36 über den Schrittmotor 140 in seiner Position im Schwenkweg des Verstellhebels 29 ladedruckabhängig gesteuert. Hierzu ist dem Steuergerät noch eine den Ladedruck kennzeichnende Eingagsgröße pL zugeführt. Nit dieser Eingangsgröße und dem Drehzahlsignal n generiert das Steuergerät eine Stellgröße für den Schrittmotor 140 in der Weise, daß im unteren Drehzahlbereich von einem bestimmten wählbaren Ladedruck an, die Vollastmenge durch den Vollastanschlag 36 verringert wird. Damit wird die Kraftstoffmenge an die geringere Luftfüllung der zylinder der Brennkraftmaschine im unteren Drehzahlbereich angepaßt. Für die ladedruckabhängige Vollastregelung und für die Ruckeldämpfung kann damit das gleiche Stellwerk, bestehend aus Steuergerät 144 und Schrittmotor 140, verwendet werden. Da das Steuergerät 144 im allgemeinen als Mirkoprozessor ausgebildet ist, brauchen für beide Stellvorgänge nur unterschiedliche Algorithmen zur Gewinnung der verschiedenen Stellgrößen für den Schrittmotor 140 im Mikroprozessor implementiert zu werden.In so-called supercharging motors, the full-load stop 36 is controlled via the stepping motor 140 in its position in the pivoting path of the adjusting lever 29 as a function of boost pressure. For this purpose, an input variable p L characterizing the boost pressure is also supplied to the control unit. With this input variable and the speed signal n, the control unit generates a manipulated variable for the stepper motor 140 in such a way that the full load quantity is reduced by the full load stop 36 in the lower speed range from a certain selectable boost pressure. The amount of fuel is thus adapted to the lower air filling of the cylinders of the internal combustion engine in the lower speed range. For the boost pressure-dependent full-load control and for bucking damping, this can be done same signal box, consisting of control unit 144 and stepper motor 140, can be used. Since the control unit 144 is generally designed as a microprocessor, only different algorithms need to be implemented in the microprocessor for the two actuating processes in order to obtain the different manipulated variables for the stepper motor 140.

Begnügt man sich mit einer Ruckeldämpfung ausschließlich im Vollastbereich, was mitunter sinnvoll ist, da hier die Ruckelschwingungen wesentlich merkbarer sind, so kann der Kipphebel 143 entfallen. Zur Ruckeldämpfung wird lediglich der Kipphebel 142 durch den Schrittmotor 140 angesteuert.If one is satisfied with bucking damping only in the full-load range, which is sometimes useful, since the bucking vibrations are much more noticeable, the rocker arm 143 can be omitted. Only the rocker arm 142 is actuated by the stepper motor 140 for damping the bucking.

In gleicher Weise kann auch in einer vereinfachten Ausführungsform auf die Ansteuerung des Kipphebels 142 zum Zwecke der Ruckeldämpfung verzichtet werden. Durch alleinige Ansteuerung des Einstellhebels 38 wird über den gesamten Lastbereich eine Ruckeldämpfung erzielt, allerdings mit dem Nachteil, das bei konstanter Schrittzahl des Schrittmotors 140 die Ruckelschwingungen im gesamten Lastbereich gleichmäßig bedämpft werden. Da die Ruckelschwingungen im Teillastbereich geringer sind als im Vollastbereich, bleiben die Ruckelschwingungen im Vollastbereich - wenn auch wesentlich verringert - merkbar.In the same way, the control of the rocker arm 142 for the purpose of damping bucking can also be dispensed with in a simplified embodiment. By simply actuating the setting lever 38, bucking damping is achieved over the entire load range, but with the disadvantage that the bucking vibrations are damped uniformly in the entire load range with a constant number of steps of the stepping motor 140. Since the jerky vibrations in the partial-load range are lower than in the full-load range, the jerky vibrations remain noticeable in the full-load range - even if they are significantly reduced.

Um auch diese Rest-Ruckelschwingungen zu kompensieren, kann am - ggf. am feststehenden - Vollastanschlag 36 ein Fühler angeordnet werden, der die Anlage des Verstellhebels 29 am Vollastanschlag 36 sensiert. Das Sensorsignal wird dem Steuergrät 144 zugeführt und beeinflußt dieses in der Weise, daß bei Vorliegen des Vollast kennzeichnenden Sensorsignals, das an den Schrittmotor 140 ausgegebene Antiruckelsignal so vergrößert wird, daß der Schrittmotor eine größere Schrittzahl ausführt. Dadurch wird im Vollastbereich eine gegenüber dem Teillastbereich größere Verschwenkung des Einstellhebels 38 ausgelöst und damit eine größere Mengenreduzierung bewirkt. Bei richtiger Abstimmung werden damit auch die Ruckelschwingungen im Vollastbereich vollständig unterdrückt.In order to compensate for these residual jerky vibrations as well, a sensor can be arranged on the - if necessary on the fixed - full load stop 36 which senses the contact of the adjusting lever 29 on the full load stop 36. The sensor signal is fed to the control device 144 and influences it in such a way that when the sensor signal characterizing the full load is present, the anti-jerk signal output to the stepper motor 140 is increased such that the stepper motor executes a larger number of steps. This will result in a full load Compared to the partial load range, greater pivoting of the setting lever 38 is triggered and thus brings about a greater reduction in volume. With correct coordination, the jerky vibrations in the full load range are completely suppressed.

Claims (5)

1. Kraftstoffeinspritzpumpe zur Versorgung der Brennräume von für Fahrzeugantriebe vorgesehenen Brennkraftmaschinen mit einem Kraftstoffördermengenverstellglied (19), das durch eine Kraftstoffmengensteuer- oder -regeleinrichtung (20) entsprechend Betriebsparametern der Brennkraftmaschine und zusätzlich durch ein Betätigungsorgan (140) verstellbar ist, das seinerseits von einem in Abhängigkeit vom Auftreten von als Ruckeln bezeichneten schnellen Drehzahländerungen oder Relativbewegungen der Brennkraftmaschine am Fahrzeug gebildeten, dem Ruckeln durch Kraftstoffördermengenänderung entgegenwirkenden Antiruckelsignal gesteuert wird, und mit einem von dem Betätigungsorgan (140) betätigten Einstellorgan (29,38) zur Veränderung der Grundeinstellung der Kraftstoffördermenge wenigstens um einen bestimmten konstanten Betrag nach Patent      (Patentanmeldung P 36 05 824. ), dadurch gekennnzeichnet, daß das Betätigungsorgan einen elektrischen Schrittmotor (140) aufweist, der von einem das Antiruckelsignal generierenden, vorzugsweise aus Drehzahlschwingungen ableitenden, Steuergerät (144) gesteuert ist.1.Fuel injection pump for supplying the combustion chambers of internal combustion engines intended for vehicle drives with a fuel delivery quantity adjusting member (19) which can be adjusted by a fuel quantity control or regulating device (20) according to operating parameters of the internal combustion engine and additionally by an actuating member (140), which in turn can be operated by an in Depending on the occurrence of rapid changes in speed or relative movements of the internal combustion engine on the vehicle, which are referred to as bucking, is controlled by the anti-bucking signal which counteracts the bucking by changing the fuel delivery quantity, and with an adjusting member (29, 38) actuated by the actuating member (140) for changing the basic setting of the fuel delivery amount a certain constant amount according to the patent (patent application P 36 05 824.), characterized in that the actuating member has an electric stepper motor (140) which from one of the anti-jerk elsignal generating control device (144), preferably derived from speed vibrations. 2. Kraftstoffeinspritzpumpe nach Anspruch 1, dadurch gekennzeichnet, daß der Schrittmotor (140) auf einen ladedruckabhängig gesteuerten Vollastanschlag (36) im Schwenkweg eines am Kraftstoffördermengenverstellglied (19) angreifenden Verstellhebels (29) der Kraftstoffmengensteuereinrichtung (20) einwirkt und daß der Verstellhebel (29) das Einstellorgan bildet.2. Fuel injection pump according to claim 1, characterized in that the stepping motor (140) acts on a boost pressure-dependent controlled full load stop (36) in the swivel path of an adjusting lever (29) engaging adjusting lever (29) of the fuel quantity control device (20) and in that the adjusting lever (29) forms the setting member. 3. Kraftstoffeinspritzpumpe nach Anspruch 1, dadurch gekennzeichnet, daß als Einstellorgan ein schwenkbar gelagerter zweiarmiger Einstellhebel (38) dient, auf dessen einen Hebelarm der Schrittmotor (140) einwirkt und auf dessen anderem Hebelarm die Schwenkachse (30) eines am Kraftstoffördermengenverstellglied (19) angreifenden Verstellhebels (29) gehalten ist.3. Fuel injection pump according to claim 1, characterized in that a pivotally mounted two-armed adjusting lever (38) serves as the adjusting member, on one lever arm of which the stepping motor (140) acts and on the other lever arm the pivot axis (30) of the fuel delivery adjusting member (19) engaging Adjustment lever (29) is held. 4. Kraftstoffeinspritzpumpe nach Anspruch 1 und 2, dadurch gekennzeichnet, daß der Schrittmotor (140) über einen ersten Kipphebel (142) am Vollastanschlag (36) und über einen dazu synchron betätigten zweiten Kipphebel (143) am Einstellhebel (38) angreift.4. Fuel injection pump according to claim 1 and 2, characterized in that the stepping motor (140) engages via a first rocker arm (142) on the full load stop (36) and via a synchronously operated second rocker arm (143) on the adjusting lever (38). 5. Kraftstoffeinspritzpumpe nach Anspruch 3, dadurch gekennzeichnet, daß an einem im Schwenkweg eines Verstellhebels (29) der Kraftstoffmengensteuereinrichtung (20) angeordneten feststehenden oder ladedruckabhängig gesteuerten Vollastanschlag (36) ein Fühler angeordnet ist, der die Anlage des Verstellhebels (29) am Vollastanschlag (36) sensiert und ein elektrisches Sensorsignal an das Steuergerät (144) liefert, und daß das Steuergerät (144) derart ausgebildet ist, daß es bei Auftreten des Sensorsignals das Antiruckelsignal zur Erhöhung der Schrittzahl des Schrittmotors (140) verändert.5. Fuel injection pump according to claim 3, characterized in that on a in the swivel path of an adjusting lever (29) of the fuel quantity control device (20) arranged fixed or boost pressure-dependent controlled full load stop (36), a sensor is arranged, the system of the adjusting lever (29) on the full load stop ( 36) senses and supplies an electrical sensor signal to the control unit (144), and that the control unit (144) is designed such that it occurs when the Sensor signal changed the anti-jerk signal to increase the number of steps of the stepper motor (140).
EP19880108554 1987-06-27 1988-05-28 Fuel injection pump for feeding the combustion chamber of an automotive engine Expired - Lifetime EP0297288B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3721300 1987-06-27
DE19873721300 DE3721300A1 (en) 1986-02-22 1987-06-27 Fuel injection pump for supplying fuel to the combustion chambers of internal combustion engines provided for vehicle drives

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EP0297288A2 true EP0297288A2 (en) 1989-01-04
EP0297288A3 EP0297288A3 (en) 1989-08-09
EP0297288B1 EP0297288B1 (en) 1991-12-27

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JP (1) JPS6429629A (en)
DE (1) DE3867149D1 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2642115A1 (en) * 1989-01-21 1990-07-27 Daimler Benz Ag MECHANICAL ROTATION SPEED CONTROLLER WITH ELECTRONICALLY CONTROLLED COMPENSATOR DEVICE FOR SERIES-INJECTION PUMP OF SELF-IGNITION INTERNAL COMBUSTION ENGINES AND AIR COMPRESSION
GB2256012A (en) * 1991-05-22 1992-11-25 Kloeckner Humboldt Deutz Ag A fuel injection device for diesel engines
EP0515816A1 (en) * 1991-05-27 1992-12-02 Robert Bosch Gmbh Fuel injection pump for internal combustion engines

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GB2110420A (en) * 1981-12-02 1983-06-15 Bosch Gmbh Robert Adjusting device for a fuel delivery quantity adjusting member of a fuel injection pump
DE3243349A1 (en) * 1982-11-24 1984-05-24 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION PUMP
GB2161216A (en) * 1984-07-07 1986-01-08 Daimler Benz Ag Damping longitudinal vibrations of a motor vehicle during driving
DE3427224A1 (en) * 1984-07-24 1986-01-30 Robert Bosch Gmbh, 7000 Stuttgart METHOD FOR IMPROVING THE RUNNING BEHAVIOR OF A MOTOR VEHICLE DRIVEN BY AN INTERNAL COMBUSTION ENGINE, AND VEHICLE WITH AN INTERNAL COMBUSTION ENGINE
EP0216111A2 (en) * 1985-08-27 1987-04-01 Hitachi, Ltd. Fuel injection system and control method therefor
DE3605824A1 (en) * 1986-02-22 1987-08-27 Bosch Gmbh Robert FUEL INJECTION PUMP FOR SUPPLYING THE COMBUSTION SPACE OF VEHICLE ENGINES PROVIDED FOR VEHICLE DRIVES

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2110420A (en) * 1981-12-02 1983-06-15 Bosch Gmbh Robert Adjusting device for a fuel delivery quantity adjusting member of a fuel injection pump
DE3243349A1 (en) * 1982-11-24 1984-05-24 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION PUMP
GB2161216A (en) * 1984-07-07 1986-01-08 Daimler Benz Ag Damping longitudinal vibrations of a motor vehicle during driving
DE3427224A1 (en) * 1984-07-24 1986-01-30 Robert Bosch Gmbh, 7000 Stuttgart METHOD FOR IMPROVING THE RUNNING BEHAVIOR OF A MOTOR VEHICLE DRIVEN BY AN INTERNAL COMBUSTION ENGINE, AND VEHICLE WITH AN INTERNAL COMBUSTION ENGINE
EP0216111A2 (en) * 1985-08-27 1987-04-01 Hitachi, Ltd. Fuel injection system and control method therefor
DE3605824A1 (en) * 1986-02-22 1987-08-27 Bosch Gmbh Robert FUEL INJECTION PUMP FOR SUPPLYING THE COMBUSTION SPACE OF VEHICLE ENGINES PROVIDED FOR VEHICLE DRIVES

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2642115A1 (en) * 1989-01-21 1990-07-27 Daimler Benz Ag MECHANICAL ROTATION SPEED CONTROLLER WITH ELECTRONICALLY CONTROLLED COMPENSATOR DEVICE FOR SERIES-INJECTION PUMP OF SELF-IGNITION INTERNAL COMBUSTION ENGINES AND AIR COMPRESSION
GB2256012A (en) * 1991-05-22 1992-11-25 Kloeckner Humboldt Deutz Ag A fuel injection device for diesel engines
EP0515816A1 (en) * 1991-05-27 1992-12-02 Robert Bosch Gmbh Fuel injection pump for internal combustion engines

Also Published As

Publication number Publication date
JPS6429629A (en) 1989-01-31
DE3867149D1 (en) 1992-02-06
EP0297288A3 (en) 1989-08-09
EP0297288B1 (en) 1991-12-27

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