JPH0354329A - Fuel injection pump of internal-combustion engine - Google Patents
Fuel injection pump of internal-combustion engineInfo
- Publication number
- JPH0354329A JPH0354329A JP18545390A JP18545390A JPH0354329A JP H0354329 A JPH0354329 A JP H0354329A JP 18545390 A JP18545390 A JP 18545390A JP 18545390 A JP18545390 A JP 18545390A JP H0354329 A JPH0354329 A JP H0354329A
- Authority
- JP
- Japan
- Prior art keywords
- lever
- adjustment
- spring
- stopper
- fuel injection
- 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.)
- Pending
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 53
- 238000002347 injection Methods 0.000 title claims description 26
- 239000007924 injection Substances 0.000 title claims description 26
- 238000002485 combustion reaction Methods 0.000 title claims description 20
- 230000001105 regulatory effect Effects 0.000 claims abstract description 7
- 239000002775 capsule Substances 0.000 claims description 6
- 230000007246 mechanism Effects 0.000 claims description 2
- 230000033001 locomotion Effects 0.000 abstract description 13
- 230000009467 reduction Effects 0.000 abstract description 9
- 230000001276 controlling effect Effects 0.000 abstract 5
- 230000008859 change Effects 0.000 description 5
- 230000007423 decrease Effects 0.000 description 5
- 230000008901 benefit Effects 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000006870 function Effects 0.000 description 3
- 230000001419 dependent effect Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 241001422033 Thestylus Species 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
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
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)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は請求項１の上位概念部に記載の燃料噴射ポンプ
に関する。DETAILED DESCRIPTION OF THE INVENTION FIELD OF INDUSTRIAL APPLICATION The invention relates to a fuel injection pump according to the preamble of claim 1.
従来技術
ＤＥ−ＯＳ第３５０３０３４号明細書によって公知であ
る前記形式の然料噴射ポンプにおいは、アイドリング運
転において、内燃機関の高い運転位置における燃焼室充
填量の減少を考慮する最大噴射１の高さ修正が例えば全
負荷ストッパの課簡により遮断されろ。これによって、
この運転範囲ではアイドリング時に円・燃機関の申し分
のない運転がもはや保証され／よいほど、高さ修正にお
けろアイドリング燃科噴射量の割合が大きくなることが
阻止される。A natural injection pump of the type known from the prior art DE-OS 3503034 has a maximum injection height 1 which takes into account the reduction in the combustion chamber filling in the high operating position of the internal combustion engine in idling operation. Modifications may be blocked, for example by means of a full load stopper. by this,
In this operating range, a satisfactory operation of the combustion engine at idle is no longer guaranteed/so that a large proportion of the idle fuel injection quantity is prevented during height correction.
しかしながらこのような降正系は全負荷運伝時に前減少
制御が行なわれ、これによってデイ一ゼル機関における
出力損失が生じろことを考慮しない。さらに特別なトル
ク上昇を達或するために回転数の上昇に際して吐出１を
より強くイヒ
増加させるマイナスアングラ牝（（目的に合わせた杉饗
を及ぼすことができない。However, such a step-down system does not take into account that the pre-down control is carried out during full load operation, which may result in a power loss in the diesel engine. Furthermore, in order to achieve a special increase in torque, the discharge 1 is increased more strongly as the rotational speed increases.
発明の利点
これに対して請求項１に記載した特徴を有する本発明に
よる燃料噴射ポンゾは減少；ｅｌｌ 御回伝１９．範囲
においてディーゼル機関の出力損失が回避されろという
利点を有していろ。これは全負荷運転時に前減少制御を
合目的的に遮断し、これによって最大可能な円燃機関の
出力を最大全負荷回転数まで保証することで行なわれ、
これによって当該円燃機関によって駆動された自動車の
追越し運転の間に内燃κ関の不都合な出力低下が生じろ
ことが回避される。Advantages of the invention In contrast, the fuel injection pump according to the invention with the features set out in claim 1 reduces; It has the advantage that power loss of the diesel engine in the range is avoided. This is done by purposefully switching off the pre-reduction control during full-load operation, thereby guaranteeing the maximum possible output of the combustion engine up to the maximum full-load speed.
This avoids an undesirable reduction in the output of the internal combustion engine during overtaking driving of a motor vehicle driven by the circular combustion engine.
イヒ
さらにマイナスアンクラ・サ、つまり全負荷１・１を燃
料増加方向に変化させることを回転数に関連して遮断し
、ひいては噴射された燃料量を所要燃料量に合わせるこ
とも可能である。In addition, it is also possible to interrupt the negative angle change, that is, to change the total load 1.1 in the direction of fuel increase in relation to the rotational speed, and thus to adjust the injected fuel amount to the required fuel amount.
請求項２から６まで冫で記載Ｌた構成は清求項ｌに記載
した構成の有利な実施態様である。これらの溝成の利点
は図示の実施例と関連して説明する。The embodiments set out in claims 2 to 6 are advantageous embodiments of the arrangement set out in claim 1. The advantages of these groove configurations will be explained in connection with the illustrated embodiments.
次に図面について本発明の工実施例を説明すろ：
第１図には分配ピストン型の燃料噴射ポンプが概略的に
示されていろ。該燃料噴射ポンソ′ぼ例えば自動車の円
燃機関を運転するために用いられる。この燃料噴射ポン
プのケーシングエ１内ではシリンダ孔１２円で，１？ン
ゾピストン１３が働く。該ポンプピストン１３は図示さ
れてぃ紅い手段によって、図面に矢印で示したように、
往復運動と同時に回転運動させられろ。シリンダ孔ｌ２
内でポンプピストン１３はポンプ作業室１４を形或し、
該ポンプ作業室１４はポンプピストン１３の周面に配置
された縦溝１６とグーシング１１内を延びる通路１７を
弁してポンプピストン１３の吸込み行程の間１てポンゾ
吸込み室１８０）ら燃料で元たされろ。ポンプ吸込み室
１８に（工燃料貯え容器工９から、噴射ポンプ回転数で
駆動されろフイードポンゾ２ｌを介し−〔燃料が供給さ
れ、付加的に圧力制御弁２２によって制御されて回転数
に関連して変化さセられろ圧力にもたらされる。DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the invention will now be described with reference to the drawings: FIG. 1 shows schematically a fuel injection pump of the distributor piston type. The fuel injection pump is used, for example, to operate a circular combustion engine of an automobile. In the casing 1 of this fuel injection pump, the cylinder hole is 12 yen, 1? Nzopiston 13 works. The pump piston 13 is moved by means shown in red, as indicated by the arrows in the drawing.
Make it perform reciprocating motion and rotating motion at the same time. Cylinder hole l2
Within the pump piston 13 forms a pump working chamber 14,
The pump working chamber 14 valves a longitudinal groove 16 disposed on the circumferential surface of the pump piston 13 and a passage 17 extending in the gasing 11 so that during the suction stroke of the pump piston 13, fuel is supplied from the pump suction chamber 180). Let it be. Fuel is supplied to the pump suction chamber 18 from the fuel storage container 9 via a feed pump 2l driven by the injection pump speed and is additionally controlled by a pressure control valve 22 in relation to the speed. Changes are brought about by pressure.
ポンプピストン１３の吐出行程の間にポンプ作業室１４
内にある燃料はポンプピストン１３円を延びる縦通路２
３に搬送され、該縦Ａ路２３θ）ら燃科は分配器秩溝２
４を介してポンプピストンｌ３の回転位置に棺応して複
数の吐出導管２６の１つに導Ｄ・れろ。吐出導管２６は
内燃機関のシリンダの燃料を供給しようとす７．Ｉ数に
応じてシリンダ孔１２の周囲に分配されて配置されてい
ろ。この吐出導管２６の数に桁応してポンプピストン１
３ ｉ′ｆ．１回転あたりポンプ行程と吸込行程を行
たつ。During the discharge stroke of the pump piston 13, the pump working chamber 14
The fuel inside is passed through a vertical passage 2 extending around the pump piston 13.
3, and the combustion engine from the vertical road A 23θ) is transferred to the distributor Chichigoro 2.
4 to one of the plurality of discharge conduits 26 depending on the rotational position of the pump piston l3. 7. The discharge conduit 26 is intended to supply fuel to the cylinders of the internal combustion engine. They are distributed and arranged around the cylinder hole 12 according to the number of I. Depending on the number of discharge conduits 26, the pump piston 1
3 i'f. Performs a pump stroke and a suction stroke per revolution.
ポンプピストン１３の、吸込室１８つ・ら突出する部分
の上では吐出量調節部材としてリングスライダ２７が摺
］助可能であり、該リングスライダ２７は縦通路２３と
凄統された複数又｛工単数の半径孔２８を該リングスラ
イダ２７の位置によって決定されろポンプピストンｌ３
の吐出行程の経過点において開放制御し、ひいてはポン
プ作業室１４と吸込室１８との間を＠接的に接続し、こ
の開放制御行程点θ・ら、ポンプピストン１３により吐
出される残りの燃料が高圧にもたらされて吐出導管２６
に供給されることはなくなり、吸込室１８に無圧で流出
させられるようになる。ボン′；Ｉ′ピストン１３の軸
方向の移動位置に応じてリングスライダ２７によって早
められて又は遅らされてポング吸込室ｌ８−＼の接続が
開放されかつ燃料搬送が中断されろ。リングスライダ２
７がボンゾピストンの上死点に向かって移動させられる
ほどポンプピストンにより吐出導管２６と噴射ノズルに
向つ・つて搬送される燃料量は多くなる。この場合には
上方の端面碌が制御禄として使用されろ。A ring slider 27 can be slid on the portion of the pump piston 13 that protrudes from the suction chambers 18 as a discharge amount adjustment member, and the ring slider 27 has a plurality of vertical passages 23 and The single radius hole 28 is determined by the position of the ring slider 27 of the pump piston l3.
The opening control is performed at the elapsed point of the discharge stroke, which in turn directly connects the pump working chamber 14 and the suction chamber 18, and from this opening control stroke point θ, the remaining fuel discharged by the pump piston 13 is is brought to high pressure and the discharge conduit 26
It is no longer supplied to the suction chamber 18, and is allowed to flow out into the suction chamber 18 without pressure. Depending on the axial displacement position of the piston 13, the ring slider 27 opens the connection of the piston suction chamber 18-\ and interrupts the fuel delivery. Ring slider 2
7 is moved towards the top dead center of the Bonzo piston, the greater the quantity of fuel conveyed by the pump piston towards the discharge conduit 26 and the injection nozzle. In this case, the upper end face should be used as a control element.
リングスライダ２７は軸３２を中七・とじて旋回可能な
２ＦＡのｓｊＭ 節レバー３１の一方のレバーアーム２
９によって移動させられろ。軸３２は膏ト１］には基準
、。１１節位置を変えろためにポンプピストン１３の縦
軸線に灼して平行に移動可能であり、これ（工偏ノＬ・
体又ほｄ」示されていないが、｛一つ・しＤＥ−ＯＳ２
８４４９１ １号により公知で５も７）調節咄劾体によ
り行ｋうことができろ。The ring slider 27 is one lever arm 2 of the 2FA sjM joint lever 31 that can be rotated by closing the shaft 32.
Be moved by 9. The axis 32 is the reference point. In order to change the position of the 11th node, it can be moved parallel to the vertical axis of the pump piston 13, and this (engineering part L,
Although it is not shown, {Hitotsu DE-OS2
84491 No. 1, and 5 and 7) can be performed by adjusting the body.
ノングスライダ２７を作動するために｛工：’，．１％
＋節レバー３１の一方のレバーアーム２９にヘット゛ロ
３が配置され、該ヘッド３３がリングスライグ２７の切
欠き３４に係合している。In order to operate the long slider 27, {work:', . 1%
A head 3 is disposed on one lever arm 29 of the +-bar lever 31, and the head 33 engages with a notch 34 of the ring slig 27.
同じ軸３２を中心としてはさらに調−堅器レ・ζ一３６
が旋回可能であり、該調整器レバー３６の、軸３２とは
反対側の端部区分３７に江調整器ばね３８が係合してい
ろ。調ｇ器レバー３６は軸３２におげろ枢着個所と端剖
区分との間（（切欠き３９を有し、該切欠き３９を通し
てピン４１が運動遊びをもって突出し、該ビン４１の端
面で調節レバー３１の他方のレバーアーム↓３のための
ストッパ４２な形或している。ビン４１は遠・し・力調
整器として構，戊された回転数・ξルス発生器４６の、
段付けされて構或された調節部材４４の１部である。Further, centering on the same axis 32, the key is 36
is pivotable, and a regulator spring 38 engages in the end section 37 of the regulator lever 36 opposite the shaft 32 . The regulator lever 36 has a notch 39 between the lower pivot point on the shaft 32 and the distal section (((((() has a notch 39 through which a pin 41 projects with movement play and is adjusted by the end face of the pin 41. It is in the form of a stopper 42 for the other lever arm ↓3 of the lever 31.The pin 41 serves as a distance/force adjuster, and the rotation speed/ξ pulse generator 46 is
This is a part of the adjustment member 44 which is structured in steps.
調節部材４４はピン４１の他に、ビ′ン４１よりも犬ぎ
な直径を有しｆＪ）つ端団側にピン４ｌへの移行１ノン
グ而において別のストノ−！？４ ８ ヲ形戊していろ
基体４７を有していろ。該ストッパ４８は調整器レバー
３６に接触させることができろ。調節レバー３１の他方
のレバーアーム４３（工端部において、調節可能な定置
の支持部材３０に支えられた押しばね５１により、スト
ノ・ぐ５２に接触させられる。In addition to the pin 41, the adjusting member 44 has a diameter larger than that of the pin 41, and has a separate stoner at the transition to the pin 4l on the end group side. ? 4 8 It has a base body 47 of the same shape. The stop 48 may be brought into contact with the regulator lever 36. The other lever arm 43 of the adjusting lever 31 is brought into contact with the stylus arm 52 at its end by a push spring 51 supported by an adjustable stationary support member 30.
ストッパ５２は重妾な構成部分として全負荷ストッパと
して役立つ偏心体１０１を有していろ。該偏ノし・体１
０１は調節レバー３１の旋目方向に対して横方向に、調
節可能な軸５３の上に支承され、ポンゾ吸込室１８にお
ける回転数：・て応［二で変化する圧力に関連して調節
可能である。The stop 52 has as its main component an eccentric 101 which serves as a full-load stop. The bias/body 1
01 is supported transversely to the pivoting direction of the adjusting lever 31 on an adjustable shaft 53 and is adjustable in relation to the changing pressure in the Ponzo suction chamber 18. It is.
このために偏心体１０１は調節＝．＋％６８と旋回可能
に結合されたレバーアーム１０２を有していろ。調節機
構６８は調節ビン１０３を有し、該調節ビノ１０３は燃
料噴射ポンプのケーシング１１の壁を緊密に貫通して無
圧の室１０４の内部へ導かれ、そこで調節可能な戻しば
ね１０６で負荷されている。調節ビン１０３はポンプ吸
込室ｌ８における回転数に関連した圧力で負荷されたピ
ストンとして役立ち、偏心体１０１と一緒に回転数に関
連して戻しばね１０６の力に抗して移動する。この場合
には偏心体ｌ○１転角度機能を発揮する。偏心体１０１
を支承する軸５３は燃料噴射ポンプのケーシングｌ１円
を延びる孔ＬＯＴに運動遊びをもって案円された保持体
４０を介して調節可能である。該保持体４０は偏心体１
０１とは反対側の端部でばねカプセル１０９の底１０８
と結合されている。For this purpose, the eccentric body 101 is adjusted =. +% 68 and a lever arm 102 pivotably coupled to the lever arm 102. The adjustment mechanism 68 has an adjustment bin 103 which is guided tightly through the wall of the casing 11 of the fuel injection pump into the interior of a pressureless chamber 104 and is loaded there with an adjustable return spring 106. has been done. The regulating pin 103 serves as a piston that is loaded with a pressure dependent on the rotational speed in the pump suction chamber l8 and moves together with the eccentric 101 against the force of the return spring 106 as a function of the rotational speed. In this case, the eccentric body exhibits a l○1 rotation angle function. Eccentric body 101
The shaft 53 supporting the fuel injection pump is adjustable via a holder 40 which is guided with kinematic play in a hole LOT extending through the casing 11 of the fuel injection pump. The holding body 40 is the eccentric body 1
At the end opposite to 01 the bottom 108 of the spring capsule 109
is combined with
該ばねカゾセル１０９は引張り部材として役立つ。ばね
カグセル１０９は中間ばね５１に較べて強いバイアスの
ρ）げられたばね５６を有している。このばね５６は底
１０８と形状妥統により結合され、Ｄ・つばね５Ｇの作
業範囲に合わせられた調節距離を＠５３の運動方向に移
動でき調節レバー５４は軸５７を中心として一方のアー
ム５８の端部区分で、始動位詮ストッパ５９と全負荷位
置ストッパ６１（両者は調節可能である）との間で旋向
可能である。調節レバー５生の他方のアーム６２は調整
器ばね３８をバイアスがかけられた状態で内蔵するばね
ケーシング１１２と結合されていろ。該ばねグーシング
１１２からは調整器ばね３６の一方の端部に係合する作
動捧６４が導き出されていろ。該作動棒６４は調整器レ
ノζ−３６の端部区分５′３７と連結され、調整器ばね
３８のバイアスが克服されたぱあいに押し縮められろ。The spring casosel 109 serves as a tension member. The spring cassette 109 has a spring 56 with a strong bias .rho. compared to the intermediate spring 51. This spring 56 is connected to the bottom 108 by shape consistency, and can move the adjustment distance adjusted to the working range of the D-flange 5G in the movement direction @53. In the end section, it is pivotable between a starting position stop 59 and a full load position stop 61 (both of which are adjustable). The other arm 62 of the adjustment lever 5 should be connected to a spring casing 112 which houses the regulator spring 38 in a biased state. Leading out from the spring gooseing 112 is an actuating stud 64 which engages one end of the regulator spring 36. The actuating rod 64 is connected to the end section 5'37 of the regulator ζ-36 and is compressed into a position in which the bias of the regulator spring 38 is overcome.
調節レバー５４の旋回運動は中央区分にカバ−１１１が
連結されていろ一方のアーム５８で、ばねカプセル１０
９と軸５３とを介してストッパ５２に伝達され、偏心体
１０１０角．斐中立的な移動をもたらす。この場合に番
ユ中ｉ迷する！工ねカプセル１０９は当初は剛性的な結
合を形成する。他面においては調節レバー５４の他方の
アーム６２を介してばムケーシング１１２がストッパ５
２の移動に対して反対方向にかつ四部にある調整器ばね
３８と該調整器ばねと連結された調整米レバー３６の調
ｒｉ部材４４に対でする位置、ひいては作用係合状態が
移動させられる。The pivoting movement of the adjusting lever 54 is controlled by one arm 58, to which a cover 111 is connected to the central section, and the spring capsule 10
9 and the shaft 53 to the stopper 52, and the eccentric body 1010 angle. Provides neutral movement. In this case, I'm at a loss! The mechanical capsule 109 initially forms a rigid connection. On the other side, the casing 112 is connected to the stopper 5 via the other arm 62 of the adjustment lever 54.
The position of the adjusting member 44 of the adjusting lever 36 connected to the adjusting spring 38 and the adjusting lever 36 connected to the adjusting spring 38 in the four parts and in the opposite direction to the movement of the adjusting spring 38 is moved in the opposite direction to the movement of the adjusting spring 38 and the adjusting member 44, and thus the working engagement state thereof is moved. .
調節レバー５４を全負荷ストッパ６１もしくはストッパ
５２の方向に調節した場合には調節レバー５１！調節レ
バーｖｌの他方のレバーアーム４３の、軸３２とは反対
側の端部に接触させられる。When the adjustment lever 54 is adjusted in the direction of the full load stopper 61 or the stopper 52, the adjustment lever 51! The end of the other lever arm 43 of the adjustment lever vl on the side opposite to the shaft 32 is brought into contact.
調節レバー５４が全負荷ストツ・ぞ６１に接触すること
により、引張り部材の底１０δが引張り部材ストッパ５
５に接触させられかっぱね５６が橋絡される。これに相
応して保持体４０と軸５３を介してストツ・ゼ５２が調
節レバー３１と一緒にばね５１の力に抗して規定された
位置にもたらされろ。該位１゛ナにおいては調整器レバ
ー３６と調節レバー３１との間の、調節部材生生の調節
方向の軸方向の間隔に、調節部材生牛の上のストッパ４
２と４８の間隔よりも犬さく、ストッパ４２と調節部材
３１との間にギャップ４９が形成されろ。When the adjustment lever 54 contacts the full load stop groove 61, the bottom 10δ of the tension member is brought into contact with the tension member stopper 5.
5 and the head 56 is bridged. Correspondingly, via the holder 40 and the shaft 53, the tensioner 52 together with the adjusting lever 31 is brought into the defined position against the force of the spring 51. In the position 1, a stopper 4 on the adjusting member is placed in the axial distance between the regulator lever 36 and the adjusting lever 31 in the adjusting direction of the adjusting member.
A gap 49 is formed between the stopper 42 and the adjustment member 31, which is larger than the distance between the stopper 42 and the adjustment member 31.
前述の配置は次のような機能及び作用を有していろ。内
燃機関の運転を開始Ｄ・ら出発して、内燃機関には始動
時に全負荷時の然科所要量よりも大きい燃料量を供給す
る必要がある。このためには一節レバー５４が一方のア
ーム５８で、始動位置ストッパ５９に向かって旋回させ
られ、これによって調節レバー３１の全負荷ストッパと
して役立つストッパ５２が調節レバー５４に連結される
ことにより、ばねカプセル１０９と軸５３とを介して錠
止解除される。つまりストッパ５２は燃料調量を行なう
調節レバー３１の可能な旋回範囲Ｄ）ら出される。The above arrangement may have the following functions and effects. Starting from the start of operation of the internal combustion engine, the internal combustion engine must be supplied with a larger amount of fuel at startup than is naturally required at full load. For this purpose, the one-bar lever 54 is swiveled with one arm 58 towards the starting position stop 59, and the stop 52, which thereby serves as a full-load stop for the adjusting lever 31, is connected to the adjusting lever 54 so that the spring The lock is released via the capsule 109 and the shaft 53. In other words, the stop 52 is moved out of the possible pivot range D) of the adjusting lever 31 for fuel metering.
調節レバー３１はこの場合にばばね５ｌにより調節部材
４４のストンパ４２に向かって旋回させられる。調節部
材４４は運転開始時に回転数が不足しているために第ｌ
図に示した状態に対して最も左へずらされた位置を取る
。これによって調節レバー３１は一方のレバーアーム２
９でリングスライダ２７のヘッド３３を介して最も右へ
ずらされた最大燃料調量量に相当する位置にもたらされ
る。内燃機関の始動時に上昇する回転数はピン４１及び
調節レバー３１の他方のレバーアーム４３の右方向の移
動を介して調節レバー３１の一方のレバーアームを反対
方向に動かし、リングスライダ２７をそれに相応して動
かすことにより調量される燃料を減少させる。The adjusting lever 31 is then pivoted by the spring 5l towards the stopper 42 of the adjusting member 44. The adjustment member 44 is rotated at the lth speed due to insufficient rotation speed at the start of operation
Take the position most shifted to the left relative to the state shown in the figure. This allows the adjustment lever 31 to be moved to one lever arm 2.
At 9, the ring slider 27 is brought to a position corresponding to the maximum fuel metering quantity shifted to the farthest right via the head 33. The increasing rotational speed during starting of the internal combustion engine moves one lever arm of the adjusting lever 31 in the opposite direction via the pin 41 and the rightward movement of the other lever arm 43 of the adjusting lever 31, causing the ring slider 27 to move accordingly. Reduce the amount of fuel metered by moving the
同様に調節レバー５４と連結された調整器ばね３８は、
調節レバー５４がこの位置にある状態で調整器ばねと結
合された調整器レバー３６が調節部材４４のストッパ４
８から外される位置にもたらされる。したがって調節レ
バー３１は次いで調節されるアイドリング範囲において
始動過剰量を減少制御しなからばね５１に抗して、調節
部材４４のストッパ４８が調整器レバー３６に接触する
まで旋回させられる。The regulator spring 38, which is likewise connected to the regulating lever 54,
When the adjusting lever 54 is in this position, the adjusting lever 36 connected to the adjusting spring moves against the stopper 4 of the adjusting member 44.
brought into position removed from 8. The adjusting lever 31 is then swiveled against the spring 51 until the stop 48 of the adjusting member 44 contacts the regulator lever 36 in order to reduce the starting overload in the adjusted idling range.
内燃機関は調節レバー５４が始動位置ストッパ５９から
離れ、全負荷ストッパ６１に向かって旋回させられると
部分負荷の運転状態に移行する。燃料量の調量にとって
決定的であるのはさらに調節部材４４のストッパ４２で
ある。The internal combustion engine enters a part-load operating state when the adjusting lever 54 is moved away from the starting position stop 59 and swiveled towards the full-load stop 61 . Also decisive for metering the fuel quantity is the stop 42 of the adjusting element 44.
該ストノバ４２は回転数の増加に相応して、始動後の低
いアイドリング回転数レベルから始まって、右への移動
を行い、調節レバー３１を介してばね５ｌの戻し力に抗
してリングスライダ２７により燃料調量量の減少を行う
。Corresponding to the increase in rotational speed, the stopper 42 moves to the right, starting from the low idling rotational speed level after starting, and moves the ring slider 27 via the adjustment lever 31 against the return force of the spring 5l. The amount of fuel metered is reduced.
調節レバー５４の移動で同時に、調整器ばね３８と該調
整器ばねと結合された調整器レバー３６とが調節部材４
４のストッパ４８に向かって調節される。これによって
調節部材４ ４の減少制御する変位距離が減少させられ
、噴射量が高められる。ただし、この場合の前提条件は
、調整器ばね３８のバイアスが回転数信号発生器４６の
力によって克服される最終減少制御回転数がまだ達威さ
れないことである。調整器ばね３８のバイアスは、回転
数ｎに燃料量がプロットされている、第２図に概略的に
示された特性フィールドにおいて負荷曲線６３のほぼ水
平に延びる部分で示されている回転数範囲に互って調節
部材４４の対抗力とそのストッパ４８を介して平衡状態
に保たれる。したがって調節部材４４は調節レバー３１
を回転数が上昇する場合にもそれ以上移動させず、これ
によって調節レバー３１を作動するリングスライダ２７
も位置の変化を行わず、燃料調量量がほぼ変化させられ
なくなる。Simultaneously with the movement of the adjustment lever 54, the adjustment spring 38 and the adjustment lever 36 coupled thereto are moved against the adjustment member 4.
It is adjusted toward the stopper 48 of No. 4. As a result, the displacement distance controlled by the adjustment member 44 is reduced, and the injection quantity is increased. However, a prerequisite in this case is that the final reduced control speed, at which the bias of regulator spring 38 is overcome by the force of speed signal generator 46, has not yet been reached. The bias of the regulator spring 38 is determined over the speed range shown by the approximately horizontal section of the load curve 63 in the characteristic field schematically shown in FIG. 2, in which the fuel quantity is plotted against the speed n. are kept in equilibrium with each other via the counterforce of the adjusting member 44 and its stopper 48. Therefore, the adjustment member 44 is connected to the adjustment lever 31.
The ring slider 27 does not move further even when the rotational speed increases, thereby operating the adjustment lever 31.
Also, the position does not change, and the amount of fuel metered is almost unchanged.
調節部材４４の力が調整器ばね３８のバイアスとほぼ同
じ大きさであると、回転数パルス発生器４６と調整器ば
ね３８との間の摩擦及び振動過程は燃料量Ｑと所属の回
転数ｎとの間に連続ではない関係範囲を生ぜしめる。こ
の範囲は第２図においては特性線６３によって下方に湾
曲した経過で示されかつ前減少制御と呼ばれている。水
平な経過から特性曲線６３が早期に下降することにより
内燃機関においては不都合な出力損失が生じる。If the force of the adjusting element 44 is approximately the same as the bias of the regulator spring 38, the frictional and vibrational processes between the rotational speed pulse generator 46 and the regulator spring 38 will depend on the fuel quantity Q and the associated rotational speed n. This creates a range of relationships that are not continuous. This range is illustrated in FIG. 2 by a characteristic line 63 with a downwardly curved profile and is referred to as pre-reduction control. The premature decline of characteristic curve 63 from its horizontal profile results in undesirable power losses in the internal combustion engine.
調節部材４４の力が調整ばね３８のバイアスよりも大き
いと、調節部材４４は調節レバー３１を右への移動を介
してばね５ｌの力に抗して移動させることができる。こ
れによって前減少制御が終了し、第２図に特性曲線６３
により急勾配の直線的な下降として示されている最終減
少制御が開始される。If the force of the adjusting member 44 is greater than the bias of the adjusting spring 38, the adjusting member 44 can move the adjusting lever 31 through a movement to the right against the force of the spring 5l. This completes the pre-decrease control, and the characteristic curve 63 shown in FIG.
initiates the final reduction control, shown as a steep linear descent.
最終減少制御はリングスライダ２７が燃料調量がもはや
行われなくなるまで移動させられると終了する。The final reduction control ends when the ring slide 27 is moved until no more fuel metering takes place.
調節レバー５４が始動位置ストッパ５９において全負荷
ストッパ６１に向かって移動することにより、ストッパ
５２は前述のエレメントによってばねに向かって移動さ
せられるが、部分負荷運転状態では通常はまだ調節レバ
ー３１との伝力結合が存在していないために調節レバー
３１と燃料調ｉ量とに影響を及ぼさない。この範囲では
調整器レバー３６と調節部材４４との位置によりばね５
１と関連して燃料調量量が決められる。By moving the adjusting lever 54 in the starting position stop 59 towards the full-load stop 61, the stop 52 is moved towards the spring by the aforementioned element, but in part-load operating conditions it is normally still in contact with the adjusting lever 31. Since there is no power transmission coupling, there is no influence on the adjustment lever 31 and the fuel adjustment amount. In this range, depending on the position of the regulator lever 36 and the adjusting member 44, the spring 5
1, the fuel metering amount is determined.
調節レバー５４がさらに全負荷ストソバ６１に向かって
移動させられると、内燃機関は全負荷運転状態にもたら
される。同時に第１図に示されているように、調整器ば
ね３８がさらに左へ移動させられる。この場合には調整
器ばね３８は調節部材４４が小さく変位した場合に係合
させられる。前述の運転状態の場合も同様、調節部材４
４がストッパ４８を介して調節レバー３６と接触すると
、調節部材２４はストッパ４２と共に、同時に調節レバ
ー３１の位置をも決定する。この結果、上昇する回転数
に互ってほぼ変化しない燃料関係が得られるようになる
。If the adjusting lever 54 is moved further toward the full-load lever 61, the internal combustion engine is brought into full-load operating condition. At the same time, regulator spring 38 is moved further to the left, as shown in FIG. In this case, the adjuster spring 38 is engaged when the adjusting member 44 undergoes a small displacement. Similarly in the case of the above-mentioned operating condition, the adjustment member 4
4 comes into contact with the adjustment lever 36 via the stop 48, the adjustment member 24 determines the position of the adjustment lever 31 together with the stop 42 at the same time. As a result, it is possible to obtain a fuel relationship that does not substantially change as the rotational speed increases.
これは第２図の回転数ｎに燃料量Ｑをブロソトした特性
フィールドにおいて、特性曲線６６のほぼ水平な経過で
示されている。This is illustrated by the approximately horizontal course of the characteristic curve 66 in the characteristic field plotting the fuel quantity Q against the engine speed n in FIG.
調節レバー５４が全負荷位置ストッパ６１にあたるまで
押されると、第１図に示されているように調整器ばね３
８が調整器レバー３６と共にかつこれに対して伝力結合
されている調節部材４４はさらに左へ移動させられる。When the adjustment lever 54 is pushed until it hits the full load position stop 61, the regulator spring 3 is released as shown in FIG.
The adjusting member 44, to which the adjusting member 8 is connected in transmission with and to the adjusting lever 36, is moved further to the left.
同時にばね５６を有するばねカグセル１０９がケーシン
グ１１の１部である引張り部材ストッパ５５に対して押
されかっぱね５６が僑絡される。保持体４０と軸５３と
により、前記運動はストッパ５２の支承部に伝達される
。このようにストンバ５２が右へ移動すると共に調節部
材４４が左へ移動させられると、ストッパ４２は調節レ
バー３１に対する接触を失い、調節部材４４の軸方向に
延びるギャップ４９が形戊される。At the same time, the spring cage 109 with the spring 56 is pushed against the tension member stop 55, which is part of the casing 11, so that the spring 56 is disengaged. By means of the holder 40 and the shaft 53, said movement is transmitted to the bearing of the stop 52. When the stopper 52 is moved to the right and the adjustment member 44 is moved to the left in this manner, the stopper 42 loses contact with the adjustment lever 31, and a gap 49 extending in the axial direction of the adjustment member 44 is formed.
ばね５１の力により調節レバー３１は他方のレバーアー
ム４３でストッパ４２に当接するのではなく、スト７バ
５２に当接ずるようになるこれによって内燃機関の回転
数に関連した偏心体ｌｏｔの回転（原理的にはあらゆる
他の力ムも考えられる）が調節レバー３１の位置に作用
するので、マイナスアングライヒが行われるこの場合に
は回転数の上昇Ｉこより調節レバー３１の他方のレバー
アーム４３が左へかつ調節レバー３１の一方のレバーア
ーム２９が、連結されたリングスライダ２７と一緒に燃
料調量量の増加に相応して右へ移動させられる。燃料調
量量の増加は第２図の特性フィールドにおいて太い線で
表わした負荷曲線６６の区分６７に相当する。同時にギ
ャップ４９も減少する。このギャップ４９は最高回転数
に達した場合に調節部材４４が調整器ばね３８のバイア
スを克服しかつ減少制御しながら右へ調整器レバー３６
と一緒に調節されると完全に閉じられる。しかしこの調
節α置においては調節部材４４は連続ではない特徴を有
する調整器ばね３８との力平衡状態を克服する必要があ
り、第２図において特性曲線６６は破線で示された経過
をとるのではなく、前減少制御がなくなって、直接に実
線で示した線に相応して最終減少制御の急勾配に下降す
る範囲に移行している。Due to the force of the spring 51, the adjusting lever 31 does not rest against the stop 42 with the other lever arm 43, but instead rests against the stop 7 bar 52. This causes the rotation of the eccentric body lot in relation to the rotational speed of the internal combustion engine. (in principle, any other force arm is conceivable) acts on the position of the adjusting lever 31 so that a negative Angleich takes place. is moved to the left and one lever arm 29 of the adjusting lever 31 together with the connected ring slide 27 is moved to the right in response to an increase in the fuel metering amount. The increase in fuel metering corresponds to the segment 67 of the load curve 66, which is represented by a thick line in the characteristic field of FIG. At the same time, the gap 49 also decreases. This gap 49 allows the adjustment member 44 to overcome the bias of the regulator spring 38 and to control the regulator lever 36 to the right when the maximum speed is reached.
When adjusted together, it closes completely. However, in this adjustment position α, the adjustment member 44 has to overcome a force equilibrium with the regulator spring 38, which has a non-continuous character, so that the characteristic curve 66 takes the course shown in dashed lines in FIG. Rather, the pre-decrease control is eliminated and a transition is made directly to the steeply descending range of the final decrease control, corresponding to the solid line.
これによって全負荷運転状態における合目的的な前減少
制御の遮断によって不都合な出力損失が回避される。In this way, undesirable power losses are avoided in full-load operating conditions by selectively interrupting the pre-reduction control.
超比例的な燃料調量量を有するマイナスアングライヒの
合目的的な遮断はストッパ５２と調節レバー３１との間
の伝力結合が除かれることにより行われる。これは原理
的にばばね５６がバイアスのかけられた出発位置に戻り
、調節レバー５４と軸５０との間の結合が剛性的に伝達
可能になったあとで、調節レバー３１が全負荷ストッパ
６１に当接するまで左へ移動させられることで行われる
。ストッパ５２と調節レハ３１との間の伝力接続解除の
場合の調節レバー５４の正確な位置は種々異なり、その
瞬間の、回転数に関連した調節部材４４の位置に関連す
る。該調節部材４４はストソパ５２の代わりに再び調節
レバー３１の位置決めを引受ける。Purposeful switching off of the minus Angleich with highly proportional fuel metering is achieved by eliminating the power-transmitting connection between stop 52 and adjusting lever 31. In principle, this occurs after the spring 56 has returned to its biased starting position and the connection between the adjusting lever 54 and the shaft 50 has become rigidly transmissible. This is done by moving the object to the left until it touches the object. The exact position of the adjusting lever 54 in the case of disconnection of the power transmission between the stop 52 and the adjusting register 31 varies and is dependent on the position of the adjusting element 44 in relation to the rotational speed at that moment. The adjusting member 44 again takes over the positioning of the adjusting lever 31 instead of the lever 52.
前述の配置では燃料関係は調節レバー３１の４
位置だけで制御される。この調節レバー３１は常時、わ
ずかなバイアスを有するばね５１だけで負荷されている
．！ｋ．終減少制御範囲は除いたとしても全負荷運転状
態では調節部材の対応支承部はストソバ５２によって形
戊されている。In the arrangement described, the fuel relationship is controlled by only four positions of the adjustment lever 31. This adjusting lever 31 is always loaded only by a spring 51 with a slight bias. ! k. In full-load operating conditions, even with the exception of the end-decrease control range, the corresponding bearing of the adjusting member is shaped by the strain relief bar 52.
これによって全負荷運転状態では調整器ばね３８の大き
なバイアスカが調節レバー３１から遮断され、燃料調量
は細かくかつ正確に行うことができるようになる。As a result, in full-load operating conditions, the large bias force of the regulator spring 38 is isolated from the regulating lever 31, and fuel metering can be carried out finely and accurately.
図面は本発明のｌ実施例を示すものであって、第１図は
燃料噴射ボンブの吐出量調節部材の制御装置の概略図、
第２図は燃料噴射ポンプの回転数ｎにプロットした燃料
調量量Ｑを種々の負荷状態で示した特性フィールドであ
る。
１１・・・ケーシング、ｌ２・・・シリンダ孔、１３・
・・ポンプピストン．１４・・・ポンプ作業室、ｌ８・
・・ポング吸込室、２１・・・フィードボング、２７・
・リングスライダ、３１・・・調節レバー ３６・・・
調整器レバー ４２・・・ストッパ、４４・・・調節部
材、
４
８・・・ス
ト
ツ ノ）、
５
２・・・ス
ト
ツ ノへ 、
５
４ ・・・
調節レバー
ＦＩ０．１
Ｊ，−１９The drawings show an embodiment of the present invention, and FIG. 1 is a schematic diagram of a control device for a discharge amount adjusting member of a fuel injection bomb;
FIG. 2 is a characteristic field showing the fuel metering amount Q plotted against the rotational speed n of the fuel injection pump under various load conditions. 11...Casing, l2...Cylinder hole, 13.
...Pump piston. 14... Pump work room, l8.
... Pong suction chamber, 21 ... Feed bong, 27.
・Ring slider, 31...adjustment lever 36...
Adjuster lever 42...Stopper, 44...Adjustment member, 48...Stock tip), 52...To stop tip, 5 4...Adjustment lever FI0.1 J, -19
Claims (1)
材と、該吐出量調節部材と連結されかつ運転パラメータ
に関連して調節可能なストッパ（５２）によりばね（５
１）の力に抗して調節可能な調節レバーと、内燃機関の
回転数に関連して調節レバー（３１）を調節可能である
調節部材（４４）とを有し、ストッパ（５２）が調節レ
バー（５４）の位置に相応して付加的に調節可能であつ
て、該調節レバー（５４）により、調整器レバー（３６
）と連結されたバイアスのかけられた調整器ばねの位置
が調節部材（４４）の調節方向に変化可能であり、調節
部材（４４）が調整器レバー（３６）を介して調整器ば
ね（３８）と連結可能である形式のものにおいて、調節
部材（４４）が調節レバー（５４）の位置に関連して可
変である距離のあとで調整器レバー（３６）を介して調
整器ばね（３８）と連結可能であつて、前記距離に亙つ
て、調節レバー（３１）が調整器レバー（３６）と一緒
に調整器ばね（３８）とばね（５１）との力に抗して調
節可能である前に、該調節レバー（３１）がばね（５１
）の力に抗して調節可能であることを特徴とする、内燃
機関の燃料噴射ポンプ。 ２、調節レバー（５４）が始動位置ストッパ（５９）と
全負荷位置ストッパ（６１）との間で調節可能であり、
ストッパ（５２）の始動位置が始動過剰量方向に調節可
能で、全負荷位置で、調節部材（４４）が調節レバー（
３１）に接する前に調整器レバー（３６）に接触するよ
うに調節可能であり、吐出量調節部材の位置が調節レバ
ー（３１）によつて伝達されたストッパ（５２）の位置
により決められる、請求項１記載の燃料噴射ポンプ。 ３、調節部材（４４）が軸方向で相前後して位置する２
つのストッパ（４２、４８）を有し、該ストッパの一方
が調節レバー（３１）の当接に役立ち、他方が調整器レ
バー（３６）の当接に役立ち、該ストッパの間の間隔が
、全負荷位置にある場合の調整器レバー（３６）と調節
レバー（３１）との間の調節部材（４４）の調節方向の
間隔よりも小さい、請求項１又は２記載の燃料噴射ポン
プ。 ４、ストッパ（５２）が回転数に関連した力により負荷
された調節機構（６８）により調節可能である、請求項
１から３までのいずれか１項記載の燃料噴射ポンプ。 ５、ストッパ（５２）が引張部材として役立つばねカプ
セル（１０９）と該ばねカプセル（１０９）と結合され
た軸（５３）とを介して調節レバー（５４）と連結され
ており、ばねカプセル（１０９）が調節レバー（５４）
の調節時に全負荷位置の方向に橋絡可能である、請求項
４記載の燃料噴射ポンプ。 ６、調整器レバー（３６）と調節レバー（３１）とが共
通の軸（３２）の上に支承されている、請求項１から５
までのいずれか１項記載の燃料噴射ポンプ。[Scope of Claims] 1. A fuel injection pump for an internal combustion engine, which includes a discharge rate adjusting member and a stopper (52) connected to the discharge rate adjusting member and adjustable in relation to operating parameters.
1) has an adjustment lever that can be adjusted against the force and an adjustment element (44) that allows the adjustment lever (31) to be adjusted in relation to the rotational speed of the internal combustion engine, the stop (52) being adjustable. The adjustment lever (54) is additionally adjustable depending on the position of the lever (54), by means of which the regulator lever (36) can be adjusted.
) is changeable in the direction of adjustment of the adjustment member (44), and the adjustment member (44) is connected to the adjustment member (38) via the adjustment lever (36) ), the adjustment member (44) connects the adjustment spring (38) via the adjustment lever (36) after a distance that is variable in relation to the position of the adjustment lever (54). and over said distance, the adjusting lever (31) is adjustable together with the adjusting lever (36) against the force of the adjusting spring (38) and the spring (51). In the front, the adjustment lever (31) has a spring (51
Fuel injection pump for an internal combustion engine, characterized in that it is adjustable against the force of 2. The adjustment lever (54) is adjustable between the starting position stopper (59) and the full load position stopper (61);
The starting position of the stopper (52) can be adjusted in the direction of the excessive starting amount, and at the full load position, the adjusting member (44) is activated by the adjusting lever (
31) so as to contact the regulator lever (36), the position of the discharge rate regulating member being determined by the position of the stopper (52) transmitted by the regulating lever (31); The fuel injection pump according to claim 1. 3. The adjustment members (44) are located one after the other in the axial direction; 2.
It has two stops (42, 48), one of which serves for the abutment of the adjustment lever (31) and the other for the abutment of the regulator lever (36), the distance between the stops being 3. The fuel injection pump according to claim 1, wherein the distance in the adjustment direction of the adjustment member (44) between the regulator lever (36) and the adjustment lever (31) is smaller than that in the loaded position. 4. Fuel injection pump according to claim 1, wherein the stop (52) is adjustable by means of an adjustment mechanism (68) loaded with a rotational speed-related force. 5. A stop (52) is connected to the adjusting lever (54) via a spring capsule (109) serving as a tension member and a shaft (53) connected to the spring capsule (109); ) is the adjustment lever (54)
5. The fuel injection pump according to claim 4, wherein the fuel injection pump is bridgeable in the direction of the full load position upon adjustment of the fuel injection pump. 6. Claims 1 to 5, wherein the regulator lever (36) and the adjustment lever (31) are mounted on a common shaft (32).
The fuel injection pump according to any one of the preceding items.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19893923520 DE3923520A1 (en) | 1989-07-15 | 1989-07-15 | FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES |
| DE3923520.3 | 1989-07-15 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0354329A true JPH0354329A (en) | 1991-03-08 |
Family
ID=6385169
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP18545390A Pending JPH0354329A (en) | 1989-07-15 | 1990-07-16 | Fuel injection pump of internal-combustion engine |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0408914A1 (en) |
| JP (1) | JPH0354329A (en) |
| DE (1) | DE3923520A1 (en) |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3147701A1 (en) * | 1981-12-02 | 1983-06-16 | Robert Bosch Gmbh, 7000 Stuttgart | CONTROL DEVICE FOR A FUEL FLOW ADJUSTMENT MEMBER OF A FUEL INJECTION PUMP |
| DE3503034A1 (en) * | 1985-01-30 | 1986-07-31 | Robert Bosch Gmbh, 7000 Stuttgart | Control device for fuel injection pumps of internal combustion engines |
-
1989
- 1989-07-15 DE DE19893923520 patent/DE3923520A1/en not_active Withdrawn
-
1990
- 1990-06-21 EP EP19900111722 patent/EP0408914A1/en not_active Withdrawn
- 1990-07-16 JP JP18545390A patent/JPH0354329A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| DE3923520A1 (en) | 1991-01-24 |
| EP0408914A1 (en) | 1991-01-23 |
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