EP0297288B1 - 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
EP0297288B1
EP0297288B1 EP19880108554 EP88108554A EP0297288B1 EP 0297288 B1 EP0297288 B1 EP 0297288B1 EP 19880108554 EP19880108554 EP 19880108554 EP 88108554 A EP88108554 A EP 88108554A EP 0297288 B1 EP0297288 B1 EP 0297288B1
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EP
European Patent Office
Prior art keywords
full
adjusting lever
lever
load
adjusting
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.)
Expired - Lifetime
Application number
EP19880108554
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German (de)
French (fr)
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EP0297288A2 (en
EP0297288A3 (en
Inventor
Rainer Buck
Wilhelm Dr. Polach
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Robert Bosch GmbH
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Robert Bosch GmbH
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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 is based on a fuel injection pump for supplying the combustion chambers of internal combustion engines provided for vehicle drives in accordance with the preamble of the main claim.
  • a fuel injection pump for supplying the combustion chambers of internal combustion engines provided for vehicle drives in accordance with the preamble of the main claim.
  • One such is known from GB-A-21 61 216, in which the longitudinal vibrations occurring on a vehicle driven by an internal combustion engine during operation, which can be detected as speed fluctuations or relative movements of the internal combustion engine relative to the vehicle, are compensated for by a fuel quantity correction.
  • An adjusting element which is controlled by a control device that registers the longitudinal vibrations and converts it into a control signal for damping, acts directly on the fuel delivery quantity adjusting element via a control lever, the position of which in turn is determined by the current operating parameters of the internal combustion engine.
  • the adjustment is carried out via an electric control magnet, which takes two end positions and switches back and forth between them.
  • the further embodiment of the fuel injection pump according to the characterizing features of claim 1 has the advantage that the anti-jerk signal can be obtained in a simple manner on the one hand and the fuel delivery quantity adjusting element can be adjusted on the other hand.
  • the fuel delivery quantity adjusting element can be adjusted on the other hand.
  • the stepper motor works on the 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 adjustment of the fuel delivery quantity caused by the adjusting lever can be corrected over the entire control range by pivoting the adjusting lever.
  • the stepper motor acts simultaneously on the full-load stop and on the adjusting lever with the same size 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 delivery rate adjustment 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 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 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 speed 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.
  • the 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 displaced in the case of so-called supercharging engines depending on the speed range and boost pressure.
  • the axis 30 of the adjusting lever 29 is seated on 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 generates an anti-bucking signal using an algorithm and feeds 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 in the direction of multiple or.
  • the reduced quantity of the fuel delivery quantity delivered during the delivery stroke of the pump piston 11 is adjusted 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 the 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 specific 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 device 144 is generally designed as a microprocessor, only different algorithms need to be implemented for the two actuating processes in order to obtain the different manipulated variables for the stepper motor 140 in the microprocessor.
  • rocker arm 143 can be omitted. Only the rocker arm 142 is actuated by the stepper motor 140 for damping the bucking.
  • the activation of the rocker arm 142 for the purpose of bucking damping can be dispensed with.
  • 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 part-load range are lower than in the full-load range, the jerky vibrations in the full-load range remain noticeable - albeit significantly reduced.
  • a sensor can be arranged on the full-load stop 36, possibly on the fixed one, 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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)

Description

Die Erfindung geht von einer Kraftstoffeinspritzpumpe zur Versorgung der Brennräume von für Fahrzeugantriebe vorgesehene Brennkraftmaschinen gemäß der Gattung des Hauptanspruchs aus. Eine solche ist aus der GB-A-21 61 216 bekannt, bei der die an einem von einer Brennkraftmaschine angetriebenen Fahrzeug während des Betriebs auftretenden Längsschwingungen, die als Drehzahlschwankungen oder Relativbewegungen der Brennkraftmaschine zum Fahrzeug erfaßbar sind, durch eine Kraftstoffmengenkorrektur kompensiert werden. Dabei wirkt ein Verstellglied, das von einem die Längsschwingungen registrierenden und in ein Stellsignal zur Dämpfung umwandelndes Steuergerät angesteuert wird, direkt über einen Reglerhebel auf das Kraftstoffördermengenverstellglied, dessen Lage seinerseits gerade durch die momentanen Betriebsparameter der Brennkraftmaschine bestimmt wird. Die Verstellung wird über einen elektrischen Stellmagneten realisiert, der zwei Endstellungen einnimmt und zwischen diesen hin- und herschaltet.The invention is based on a fuel injection pump for supplying the combustion chambers of internal combustion engines provided for vehicle drives in accordance with the preamble of the main claim. One such is known from GB-A-21 61 216, in which the longitudinal vibrations occurring on a vehicle driven by an internal combustion engine during operation, which can be detected as speed fluctuations or relative movements of the internal combustion engine relative to the vehicle, are compensated for by a fuel quantity correction. An adjusting element, which is controlled by a control device that registers the longitudinal vibrations and converts it into a control signal for damping, acts directly on the fuel delivery quantity adjusting element via a control lever, the position of which in turn is determined by the current operating parameters of the internal combustion engine. The adjustment is carried out via an electric control magnet, which takes two end positions and switches back and forth between them.

Vorteile der ErfindungAdvantages of the invention

Die weitere Ausgestaltung der Kraftstoffeinspritzpumpe gemäß den kennzeichnenden Merkmalen des Anspruchs 1 hat den Vorteil, daß in einfacher Weise einerseits das Antiruckelsignal gewonnen und andererseits das Kraftstoffördermengenverstellorgan verstellt werden kann. Durch eine in der EP-A-216 111 beschriebenen Vorrichtung ist es unter anderem bekannt, anhand von Drehzahlschwankungen ein Ruckeln zu erfassen und dieses Signal zur Steuerung des Kraftstoffmengenverstellorgans zu verwenden.The further embodiment of the fuel injection pump according to the characterizing features of claim 1 has the advantage that the anti-jerk signal can be obtained in a simple manner on the one hand and the fuel delivery quantity adjusting element can be adjusted on the other hand. By means of a device described in EP-A-216 111 it is known, among other things, to detect jerking on the basis of speed fluctuations and to use this signal to control the fuel quantity adjusting element.

Durch die Ausgestaltung der Erfindung bei einer Einspritzpumpe mit den kennzeichnenden Merkmalen des Patentanspruchs 1 wird eine sehr feinfühlig reagierende Anpassung der Kraftstoffeinspritzmenge für alle Betriebsbereiche der Brennkraftmaschine zur Vermeidung von Ruckelerscheinungen erzielt.The configuration of the invention in an injection pump with the characterizing features of patent claim 1 enables a very sensitive reaction to the adjustment of the fuel injection quantity for all operating areas of the internal combustion engine to avoid jerky phenomena.

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. Die Gewinnung des Antiruckelsignals läßt sich dabei in dem als Mikroprozessor ausgebildeten Steuergerät durch Implementierung eines entsprechenden einfachen Algorithmus mit geringstem Aufwand realisieren. Zur Dämpfung der Ruckelschwingungen im Teillastbereich arbeitet der Schrittmotor gemäß der Erfindung auf den drehbar gelagerten Einstellhebel auf dessen einem Hebelarm der Verstellhebel für das Fördermengenverstellglied gelagert ist. In diesem Fall kann jede vom Verstellhebel bewirkte Einstellung der Kraftstoffördermenge über den gesamten Regelbereich durch Verschwenken des Einstellhebels korrigiert werden. Zur Vermeidung von Ruckelschwingungen im Vollastbereich, die dort mit größerer Amplitude auftreten, wirkt der Schrittmotor gleichzeitig auf den Vollastanschlag und auf den Einstellhebel mit gleichgroßen Verstellraten. Im Teillastbereich, wenn der Verstellhebel nicht am Vollastanschlag anliegt, werden die Ruckelschwingungen durch eine konstante an den Teillastbereich angepaßte Korrektur der Fördermengeneinstellung 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. Durch die im Anspruch 2 aufgeführten Maßnahmen ist eine vorteilhafte Weiterbildung und Verbesserung der im Patentanspruch 1 angegebenen Kraftstoffeinspritzpumpe möglich.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 reduces 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 limits itself to the full-load range in which the bucking vibrations occur most conspicuously. The anti-jerk signal can be obtained in the control unit designed as a microprocessor by implementing a corresponding simple algorithm with minimal effort. To dampen the jerky vibrations in the partial load range, the stepper motor according to the invention works on the 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 adjustment of the fuel delivery quantity caused by the adjusting lever can be corrected over the entire control range by pivoting the adjusting lever. To avoid jerky vibrations in the full-load range, which occur there with a greater amplitude, the stepper motor acts simultaneously on the full-load stop and on the adjusting lever with the same size 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 delivery rate adjustment 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. The measures listed in claim 2 allow an advantageous further development and improvement of the fuel injection pump specified in claim 1.

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 Stand der Technik 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. Die 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 prior art, 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 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 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 Fliehkraftdrehzahgeber 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. Die 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 speed 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. The 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 quantity, 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 displaced in the case of so-called supercharging engines depending on the speed range and boost pressure.

Wie bereits im Stand der Technik 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 prior art, the axis 30 of the adjusting lever 29 is seated on 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 generates an anti-bucking signal using an algorithm and feeds 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 in the direction of multiple or. The reduced quantity of the fuel delivery quantity delivered during the delivery stroke of the pump piston 11 is adjusted 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. Mit 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 the 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 specific 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 device 144 is generally designed as a microprocessor, only different algorithms need to be implemented for the two actuating processes in order to obtain the different manipulated variables for the stepper motor 140 in the microprocessor.

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 exclusively 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, in a simplified embodiment, the activation of the rocker arm 142 for the purpose of bucking damping can be dispensed with. 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 part-load range are lower than in the full-load range, the jerky vibrations in the full-load range remain noticeable - albeit 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 full-load stop 36, possibly on the fixed one, 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 (2)

  1. Fuel injection pump for feeding the combustion chambers of automotive internal combustion engines, having a fuel flow adjusting element (19), which can be adjusted by an adjusting lever (29) of a fuel flow control or regulating device (20) in accordance with operating parameters of the internal combustion engine and, in addition, by an actuating unit (140), which is in turn electrically controlled by an anti-judder signal formed as a function of the occurrence of rapid changes in rotational speed or motions of the internal combustion engine relative to the vehicle, referred to as judder, and acting against judder by changing the fuel flow, characterised in that the actuating unit (140) is an electrical stepper motor, by means of which a lever (142), on which is formed a full-load stop (36) for limiting the adjusting motion of the adjusting lever (29) in the direction of full-load, can be adjusted, and in that the adjusting lever (29) is supported on one arm of a two-arm setting lever (38) whose other arm is adjusted by the actuating unit (140) in addition to the full-load stop.
  2. Fuel injection pump according to Claim 1, characterised in that a sensor is located on a full-load stop (36), which is either fixed or controlled as a function of boost pressure and is located in the pivoting path of an adjusting lever (29) of the fuel flow control device (20), which sensor senses contact between the adjusting lever (29) and the full-load stop (36) and supplies an electrical sensor signal to the control unit (144), and in that the control unit (144) is designed in such a way that it changes the anti-judder signal in order to increase the number of steps of the stepper motor (140) on the occurrence of the sensor signal.
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
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
DE3721300 1987-06-27

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

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EP19880108554 Expired - Lifetime EP0297288B1 (en) 1987-06-27 1988-05-28 Fuel injection pump for feeding the combustion chamber of an automotive engine

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EP (1) EP0297288B1 (en)
JP (1) JPS6429629A (en)
DE (1) DE3867149D1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3901722C1 (en) * 1989-01-21 1989-11-30 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De Mechanical speed controller, provided with an electronically controlled adjustment device, for a series injection pump of internal combustion engines with air compression and autoignition
DE4116644A1 (en) * 1991-05-22 1992-11-26 Kloeckner Humboldt Deutz Ag FUEL INJECTION DEVICE FOR DIESEL INTERNAL COMBUSTION ENGINES
DE4117267A1 (en) * 1991-05-27 1992-12-03 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES

Citations (1)

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Publication number Priority date Publication date Assignee Title
EP0216111A2 (en) * 1985-08-27 1987-04-01 Hitachi, Ltd. Fuel injection system and control method therefor

Family Cites Families (5)

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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
DE3243349A1 (en) * 1982-11-24 1984-05-24 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION PUMP
DE3425105A1 (en) * 1984-07-07 1986-01-16 Daimler-Benz Ag, 7000 Stuttgart METHOD AND DEVICE FOR DAMPING LONG-TERM VIBRATIONS ON A MOTOR VEHICLE
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
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 (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0216111A2 (en) * 1985-08-27 1987-04-01 Hitachi, Ltd. Fuel injection system and control method therefor

Also Published As

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EP0297288A2 (en) 1989-01-04
JPS6429629A (en) 1989-01-31
EP0297288A3 (en) 1989-08-09
DE3867149D1 (en) 1992-02-06

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