EP0408914A1 - Pompe d'injection de combustible pour moteurs à combustion interne - Google Patents

Pompe d'injection de combustible pour moteurs à combustion interne Download PDF

Info

Publication number
EP0408914A1
EP0408914A1 EP19900111722 EP90111722A EP0408914A1 EP 0408914 A1 EP0408914 A1 EP 0408914A1 EP 19900111722 EP19900111722 EP 19900111722 EP 90111722 A EP90111722 A EP 90111722A EP 0408914 A1 EP0408914 A1 EP 0408914A1
Authority
EP
European Patent Office
Prior art keywords
lever
control
stop
spring
actuator
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.)
Withdrawn
Application number
EP19900111722
Other languages
German (de)
English (en)
Inventor
Peter Dipl.-Ing. Knorreck
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 EP0408914A1 publication Critical patent/EP0408914A1/fr
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • 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
    • 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
    • F02D1/04—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 by mechanical means dependent on engine speed, e.g. using centrifugal governors
    • F02D1/045—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 by mechanical means dependent on engine speed, e.g. using centrifugal governors characterised by arrangement of springs or weights
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention is based on a fuel injection pump according to the preamble of claim 1.
  • a fuel injection pump known from DE-OS 35 03 034
  • the height correction of the maximum injection quantity which takes into account the reduction in the combustion chamber filling in high-level operating locations of the internal combustion engine, is performed in idle mode, for example by the adjustment of the full load stop is switched off. This prevents the height correction from having such a large proportion of the idle fuel injection quantity in this operating range that the proper operation of the internal combustion engine when idling is no longer guaranteed.
  • the fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that power losses on the diesel engine in the cut-off speed range are avoided. This is done by deliberately deactivating the pre-regulation in full-load operation, as a result of which the maximum possible power of the internal combustion engine is available up to the highest full-load speed and thus an undesired decrease in performance of the internal combustion engine, for example during an overtaking maneuver of the motor vehicle operated by it, is avoided.
  • FIG. 1 shows a schematic representation of a control device for the delivery quantity adjusting member of a fuel injection pump
  • FIG. 2 shows a characteristic diagram with the course of the fuel metering quantity Q plotted against the speed n of the fuel injection pump in various load conditions.
  • a fuel injection pump of the distributor pump type is shown in a schematic representation.
  • B. can be used to operate an internal combustion engine for motor vehicles.
  • a pump piston 13 works in a cylinder bore 12, which is set into a reciprocating and at the same time rotating movement by means (not shown) according to the drawing symbols.
  • the pump piston 13 includes a pump working chamber 14, which is supplied with fuel from a pump suction chamber 18 via a longitudinal groove 16 arranged in the outer surface of the pump piston 13 and a channel 17 running in the housing 11 during the suction stroke of the pump piston 13.
  • the pump suction chamber 18 is supplied with fuel from a fuel reservoir 19 by means of a feed pump 21 which is driven synchronously with the injection pump speed and brought to a pressure which, in addition, is influenced by a pressure control valve 22 and changes as a function of the speed.
  • the fuel located in the pump working chamber 14 is conveyed into a longitudinal channel 23 running in the pump piston 13, from which the fuel is guided via a longitudinal distribution groove 24 in accordance with the rotational position of the pump piston 13 into one of several delivery lines 26, respectively the number of cylinders of the internal combustion engine to be supplied are arranged distributed over the circumference of the cylinder bore 12. In accordance with the number of these delivery lines 26, the pump piston 13 performs pumping and suction strokes per revolution.
  • annular slide valve 27 can be displaced as the delivery quantity adjusting member, said slide valve having one or more radial bores 28 connected to the longitudinal channel 23 at a point determined by its position controls the course of the pressure stroke of the pump piston 13 and thus establishes a direct connection between the pump work chamber 14 and the suction chamber 18, so that from this opening stroke point the remaining fuel delivered by the pump piston 13 is no longer brought to the delivery lines 26 at high pressure, but is relieved into the Suction chamber 18 flows out.
  • the ring slide 27 opens the connection to the pump suction chamber 18 and the fuel delivery is interrupted. The further the ring slide 27 is displaced in the direction of the top dead center of the pump piston, the greater the amount of fuel delivered by the pump piston into the delivery lines 26 and to the injection nozzles when the upper end face edge is used as the control edge.
  • the ring slide 27 is displaced by a lever arm 29 of a two-armed actuating lever 31 which can be pivoted about an axis 32.
  • the axis 32 is advantageously displaceable to adjust a basic setting parallel to the longitudinal axis of the pump piston 13, which is indicated by an eccentric or by a not shown but z. B. can be done by DE-OS 28 44 911 known rocker.
  • a head 33 is arranged on the one lever arm 29 of the actuating lever 31 and engages in a recess 34 of the ring slide 27.
  • a control lever 36 can also be pivoted about the same axis 32, and a control spring 38 acts on the end section 37 thereof which faces away from the axis 32.
  • the control lever 36 has an opening 39 between the articulation point on the axis 32 and the end section 37, through which a bolt 41 passes with play and with its end face forms a stop 42 for the other lever arm 43 of the actuating lever 31.
  • the bolt 41 is part of a stepped actuator 44 of a speed sensor 46 designed as a centrifugal governor.
  • the actuator 44 has a base body 47, which has a larger diameter than the bolt 41 and forms a further stop 48 on its end transition ring surface to the bolt 41, which stop can be brought into contact with the regulator lever 36.
  • the other lever arm 43 of the actuating lever 31 is brought into abutment against a stop 52 at its end by a compression spring 51, which is supported in a stationary manner on an adjustable support member.
  • the stop 52 has, as an essential component, an eccentric 101 serving as a full-load stop, which is mounted transversely to the pivoting direction of the actuating lever 31 on an adjustable shaft 53 and is adjustable as a function of the pressure in the pump suction chamber 18 that changes with the speed.
  • the eccentric 101 has a lever arm 102 which is pivotally connected to an actuator 68.
  • the actuator 68 contains an adjusting bolt 103 which leads tightly through the wall of the housing 11 of the fuel injection pump into a pressure-relieved space 104 and is loaded there by an adjustable return spring 106.
  • the adjusting bolt 103 serves as a piston acted upon by the speed-dependent pressure in the pump suction chamber 18 and, together with the eccentric 101, adjusts itself depending on the speed against the force of the return spring 106, the eccentric 101, when the adjusting lever 31 is non-positively connected, with its outer contour a path known as minus adjustment - / rotation angle function executes.
  • the shaft 53 supporting the eccentric 101 can be adjusted via a carrier 40 which is guided in a bore 107 in the housing 11 of the fuel injection pump and which is connected at its end facing away from the eccentric 101 to a base 108 of a spring capsule 109 which serves as a drag link.
  • the spring capsule 109 contains a spring 56 which is biased more than the intermediate spring 51.
  • the spring 56 loads a cover 111 which is connected to the base 108 in a form-fitting manner and an adjustment path in motion that is matched to the working area of the spring 56 direction of shaft 53 can perform.
  • the lid 111 is articulated to a two-armed adjustment lever 54 which can be pivoted about an axis 57 with the end section of its one arm 58 between a start position stop 59 and a full load stop 61, both of which are adjustable.
  • the other arm 62 of the adjusting lever 54 is connected to a spring housing 112, which includes a control spring 38 under pretension, from which an actuating rod 64 engaging at one end of the control spring 38 is led out, which is coupled to the end section 37 of the control lever 36 and at Exceeding the bias compresses the control spring 38.
  • Pivoting movements of the adjusting lever 54 are transmitted on the one hand with its one arm 58, to which the cover 111 is coupled in a central section, via the spring capsule 109 and the shaft 53 to the stop 52 and lead to an angularly neutral displacement of the eccentric 101; the mediating spring capsule 109 initially forms a rigid connection.
  • the spring housing 112 is moved in the opposite direction to the displacement of the stop 52 and the internal control spring 38 and the control lever 36 coupled to it are displaced in their position and thus in their operative engagement with respect to the actuator 44.
  • the adjusting lever 54 is adjusted in the direction of the full load stop 61 or the stop 52, it can be brought into abutment on the end of the other lever arm 43 of the adjusting lever 31 facing away from the axis 32.
  • the arrangement described above has the following functional and functional sequence.
  • an increased amount of fuel that is above the fuel requirement in the full load operating state is to be supplied to the engine when it starts.
  • the adjusting lever 54 is pivoted with its one arm 58 to the starting position stop 59, whereby the stop 52 serving as a full load stop for the adjusting lever 31 is unlocked by the coupling to the adjusting lever 54 via the spring capsule 109 and shaft 53, i. H. the stop 52 is brought out of the possible swiveling range of the control lever 31 which conveys the fuel metering.
  • the adjusting lever 31 is pivoted by the spring 51 against the stop 42 of the actuator 44. Because of the lack of speed at the start of the start, based on the illustration in FIG. 1, it has its greatest left shift, as a result of which the adjusting lever 31 with its one lever arm 29 brings the ring slide 27 to its greatest right shift according to a maximum fuel metering by means of the head 33.
  • the speed that arises when the internal combustion engine is started leads to a counter-movement of the one control lever 31 and to a reduced fuel metering by a corresponding displacement of the ring slide 27 via a right-hand displacement of the bolt 41 and the other lever arm 43 of the control lever 31.
  • the control spring 38 which is also coupled to the adjustment lever 54, is brought into a position in this position of the adjustment lever 54, which leaves the control lever 36 connected to it out of engagement with the stop 48 of the actuator 44.
  • the adjusting lever 31 can be pivoted against the spring 51 in a regulating manner in the idling range of starting excess quantity until the stop 48 of the actuator 44 comes to rest on the regulator lever 36.
  • the internal combustion engine goes into the partial load operating state when the adjusting lever 54 is released from the starting position stop 59 and pivoted in the direction of the full load position stop 61.
  • the stop 42 of the actuator 44 which, according to the increase in speed, starting from a low idle speed level after the start, moves to the right and causes a reduced fuel metering via the adjusting lever 31 against the restoring force of the spring 51 by means of the ring slide 27.
  • control spring 38 and the control lever 36 connected to it are simultaneously adjusted in the direction of the stop 48 of the actuator 44, as a result of which the regulating deflection path of the actuator 44 is reduced and the injection quantity is increased, provided that the final regulation speed at which the Bias of the control spring 38 is overcome by the force of the speed sensor 46 has not yet been reached.
  • the control spring 38 with its pretension, is able, over a speed range, as shown in the map schematically shown in FIG. 2, in which the fuel quantity Q is plotted against the speed n, through the approximately horizontal part of the load curve 63, the counterforce of the actuator 44 by means of its stop 48 to maintain the force balance.
  • the actuator 44 cannot move the actuating lever 31 further even when the rotational speed increases, as a result of which no bearing change is carried out on the ring slide 27 actuated by the actuating lever 31 and the fuel metering remains largely unchanged.
  • the actuator 44 If the force of the actuator 44 is greater than the prestressing force of the control spring 38, the actuator 44 is able to shift the actuating lever 31 against the force of the spring 51 by shifting to the right. This completes the previous control and initiates the final cut-off, which is shown in FIG. 2 on the basis of characteristic curve 63 as a steep, straight-line drop in fuel quantity Q over speed n.
  • the final limitation is ended when the displacement of the ring slide 27 has been completed to such an extent that fuel metering no longer takes place.
  • the stop 52 By moving the adjusting lever 54 on the starting position stop 59 in the direction of the full-load stop 61, the stop 52 is also moved towards the spring 51 by means of the elements described above, but has a partial load of the internal combustion engine during the operating state because of the force connection with the adjusting lever 31, which is generally not yet present still no influence on the Control lever 31 and the fuel metering, which is determined in this area by the position of the control lever 36 and the actuator 44 in connection with the spring 51.
  • the increase in speed causes the other lever arm 43 of the actuating lever 31 to the left and the one lever arm 29 of the actuating lever 31 with the coupled ring slide 27 to the right in accordance with an increased fuel metering which corresponds to the section 67 of the load curve which is highlighted in the map according to FIG 66 corresponds.
  • the gap 49 is reduced. This is completely closed when, when the maximum speed is reached, the actuator 44 overcomes the pretensioning force of the control spring 38 and is adjusted to the right together with the control lever 36. In this adjustment position, the actuator 44 has overcome the force equilibrium state characterized by discontinuities with the control spring 38, so that the characteristic curve 66 in FIG. 2 does not take the course shown in dashed lines, but instead, in the absence of advance regulation, corresponds directly to the steeply falling region of the line drawn as a solid line Final limitation passes.
  • the targeted shutdown of the minus adjustment with the disproportionate fuel metering takes place in that the adhesion between rule the stop 52 and the lever 31 is canceled.
  • This is basically done by a left shift of the actuating lever 31, which is pushed through to the full-load stop 61, after the spring 56 returns to its initial position characterized by a pretension and the connection between the adjusting lever 54 and shaft 50 has become rigidly transmitted.
  • the exact position of the adjusting lever 54 in the event of a force-locking separation between the stop 52 and the adjusting lever 31 is different and depends on the current, speed-dependent positioning of the actuator 44, which takes over the positioning of the adjusting lever 31 instead of the stop 52.
  • the fuel quantity allocation is controlled solely by the position of the actuating lever 31, which is constantly loaded by the spring 51, which has only a slight preload. Apart from the end lock area, the counter bearing of the actuating lever 31 is formed by the stop 52 in the full load operating state. The large preload force of the control spring 38 is thus decoupled from the actuating lever 31 in the full load operating state and the fuel metering can be carried out sensitively and thus precisely.

Landscapes

  • 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)
EP19900111722 1989-07-15 1990-06-21 Pompe d'injection de combustible pour moteurs à combustion interne Withdrawn EP0408914A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19893923520 DE3923520A1 (de) 1989-07-15 1989-07-15 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3923520 1989-07-15

Publications (1)

Publication Number Publication Date
EP0408914A1 true EP0408914A1 (fr) 1991-01-23

Family

ID=6385169

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19900111722 Withdrawn EP0408914A1 (fr) 1989-07-15 1990-06-21 Pompe d'injection de combustible pour moteurs à combustion interne

Country Status (3)

Country Link
EP (1) EP0408914A1 (fr)
JP (1) JPH0354329A (fr)
DE (1) DE3923520A1 (fr)

Citations (2)

* 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
DE3503034A1 (de) * 1985-01-30 1986-07-31 Robert Bosch Gmbh, 7000 Stuttgart Steuereinrichtung fuer kraftstoffeinspritzpumpen von brennkraftmaschinen

Patent Citations (2)

* 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
DE3503034A1 (de) * 1985-01-30 1986-07-31 Robert Bosch Gmbh, 7000 Stuttgart Steuereinrichtung fuer kraftstoffeinspritzpumpen von brennkraftmaschinen

Also Published As

Publication number Publication date
DE3923520A1 (de) 1991-01-24
JPH0354329A (ja) 1991-03-08

Similar Documents

Publication Publication Date Title
DE2854422A1 (de) Kraftstoffeinspritzanlage fuer diesel- brennkraftmaschinen, insbesondere fuer fahrzeug-dieselmotoren
DE3300876A1 (de) Kraftstoffeinspritzpumpe
DE2158689B2 (de) Kraftstoffeinspritzanlage für Brennkraftmaschinen mit Einspritzzeitpunktverstellung
DE1912919A1 (de) Drehzahlregler fuer Kraftstoffeinspritzpumpe
DE3144277A1 (de) Verfahren zur verzoegerung der axialbewegung eines pumpenkolbens einer kraftstoffeinspritzpumpe fuer brennkraftmaschinen und kraftstoffeinspritzpumpe zur durchfuehrung des verfahrens
DE3428174A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE19531870C2 (de) Kraftstoffeinspritzsystem
EP0162287B1 (fr) Pompe d'injection de carburant pour moteurs à combustion interne
DE2802608A1 (de) Drehzahlregler fuer kraftstoffeinspritzpumpen von brennkraftmaschinen
EP0168586B1 (fr) Pompe d'injection de combustible
DE3121108A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
EP0273225A2 (fr) Pompe d'injection de combustible pour moteurs à combustion interne
DE2349655A1 (de) Drehzahlregler fuer kraftstoffeinspritzpumpen
DE2612940A1 (de) Drehzahlregler fuer eine kraftstoffeinspritzpumpe
EP0408914A1 (fr) Pompe d'injection de combustible pour moteurs à combustion interne
DE3203583A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen mit spritzzeitpunktverstellung
DE3215046C2 (de) Brennstoffeinspritzpumpe für Brennkraftmaschinen
DE3743060A1 (de) Drehzahlregler fuer kraftstoffeinspritzpumpen
DE2909588A1 (de) Kraftstoffeinspritzpumpe
EP0208898B1 (fr) Régulateur de vitesse de rotation pour pompes à injection de combustible
DE3503034A1 (de) Steuereinrichtung fuer kraftstoffeinspritzpumpen von brennkraftmaschinen
WO1991008386A1 (fr) Pompe d'injection de carburant pour moteurs a combustion interne
EP0624720B1 (fr) Pompe d'injection de combustible pour moteurs à combustion interne
DE3806669C2 (fr)
DE3138410C2 (fr)

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB IT

17P Request for examination filed

Effective date: 19910521

R17P Request for examination filed (corrected)

Effective date: 19910621

RAP3 Party data changed (applicant data changed or rights of an application transferred)

Owner name: ROBERT BOSCH GMBH

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 19930101