EP0027442B1 - Pompe d'injection pour moteurs à combustion interne à injection du combustible, en particulier pour moteurs diesel et dispositif de réglage pour celle-ci - Google Patents

Pompe d'injection pour moteurs à combustion interne à injection du combustible, en particulier pour moteurs diesel et dispositif de réglage pour celle-ci Download PDF

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Publication number
EP0027442B1
EP0027442B1 EP19800890120 EP80890120A EP0027442B1 EP 0027442 B1 EP0027442 B1 EP 0027442B1 EP 19800890120 EP19800890120 EP 19800890120 EP 80890120 A EP80890120 A EP 80890120A EP 0027442 B1 EP0027442 B1 EP 0027442B1
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EP
European Patent Office
Prior art keywords
stop
piston
fuel
pump
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.)
Expired
Application number
EP19800890120
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German (de)
English (en)
Other versions
EP0027442A1 (fr
Inventor
Anton Dipl.-Ing. Dr. Pischinger
Theodor Dipl.-Ing. Stipek
Robert Sachsenhofer
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.)
Friedmann and Maier AG
Original Assignee
Friedmann and Maier AG
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
Priority claimed from AT671779A external-priority patent/AT379661B/de
Application filed by Friedmann and Maier AG filed Critical Friedmann and Maier AG
Publication of EP0027442A1 publication Critical patent/EP0027442A1/fr
Application granted granted Critical
Publication of EP0027442B1 publication Critical patent/EP0027442B1/fr
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/22—Varying quantity or timing by adjusting cylinder-head space
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • F02M59/26—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
    • 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 relates to an injection pump for injection internal combustion engines, in particular diesel engines, in particular of the type in which the injection pump and injection nozzle are combined to form a unit assigned to an engine cylinder, with a pump piston which can be rotated about its axis during operation and which initially moves during its delivery stroke with one edge closes a hole through which the fuel is sucked from the suction chamber into the working area of the pump piston, and after a further stroke, opens the connection to the suction chamber through which the non-injected fuel flows out of the working area of the pump piston with a second edge , wherein one of the edges lies obliquely to the cylinder-generating ends of the piston and in a with the working space of the pump piston, to which the line leading to the nozzle is connected, a secondary piston bore, which is in constant communication, an auxiliary piston is slidably guided is pressed by a spring in the direction of the working area of the pump piston and against the force of the spring, which is greater than the force generated by the admission pressure with the alternative piston and less than
  • the start of injection is adjusted in a known manner in such a way that either the driving camshaft is adjusted relative to the crankshaft of the internal combustion engine during operation is, or that when driven by a rocker arm, this rocker arm is mounted on an eccentric and this is rotated during operation.
  • Such devices require a high level of power and thus also strong controller forces and a large working capacity of the controller.
  • the invention now aims to provide an injection pump of the type mentioned in the introduction, in which the adjustment of the start of injection can be carried out in a particularly simple manner and with little effort.
  • the invention consists essentially in the fact that the suction bore, through which the fuel is sucked from the suction chamber of the injection pump into the working chamber of the piston, is arranged such that it at the latest at a stroke of the pump piston, which corresponds to the largest possible pre-injection , it is concluded that the stop is controlled by at least one operating variable of the internal combustion engine, that the stop is displaceable transversely to the axis of the evasive piston and has a stop surface which is formed in the direction of displacement according to a control curve, and that the stop is opposite to that in the working space of the injection pump piston occurring fuel pressure is supported against a bearing surface equipped with friction-increasing agents.
  • the evasive piston As a result of the evasive piston, after the suction bore of the pump work space has been closed, the amount of fuel displaced by the pump piston is first conveyed not into the injection line but into the cylinder bore, which is released by the evasive piston. Only when the evasive piston touches its stop does the pump start to the injection nozzle. In this way, the respective stroke volume of the evasive piston determines the size of the path of the pump piston, which the piston has to cover after the suction bore has been closed until the start of injection. If the stop of the evasive piston is set so that it cannot cover any evasive path at all, the injection begins as soon as the suction bore is completed.
  • the evasive piston should only respond when the injection pump piston executes its pressure stroke. It is therefore dimensioned the spring loading the evasive piston so that its force, reduced to the piston area of the evasive piston, is greater than the admission pressure of the pump and less than the injection pressure, reduced to the piston area of the evasive piston.
  • the control takes place as a function of at least one operating variable of the internal combustion engine.
  • the stop can be controlled by a mechanical, hydraulic or electrical force which is dependent on the speed and / or on other operating variables.
  • the backing pump pressure at which the fuel is fed to the working space of the pump piston is dependent on the speed of the internal combustion engine, and the stop can therefore also be controlled by this backing pump pressure.
  • the stop is displaceable transversely to the axis of the evasive piston and has a stop surface which is designed according to a control curve in the direction of displacement.
  • the control curve at the stop must be made relatively steep. If the stop curve is so steep that it does not have a self-locking effect, the force of the evasive piston can act in the sense of adjusting the stop curve. To prevent this, the stop against the fuel pressure occurring in the working space of the injection pump piston is supported against a contact surface equipped with friction-increasing means.
  • this contact surface can have, for example, a wedge-shaped cross section, the wedge friction counteracting the displacement under the action of the evasive piston.
  • a stop can be lifted off the contact surface, for example by a spring, in that phase in which it is not loaded by the injection pressure occurring in the working space of the injection pump piston.
  • the force used to control the stop can act on the stop with the interposition of springs.
  • the stop above the escape piston is loaded by the pressure occurring in the working area of the pump piston.
  • the stop is not loaded before and after the pressure stroke of the pump piston. Because the force used to control the stop acts with the interposition of springs on the stop, the adjusting force is stored during the loaded period of the stop and can perform the adjustment of the stop during the unloaded period of the stop, so that the required adjusting force is reduced .
  • the arrangement can be such that the stop surface of the stop guided against rotation has a straight line transversely to the direction of displacement of the stop, that the escape piston is secured against rotation and that the end face of the escape piston cooperating with the stop surface is straight line generator has, which are parallel to the transverse to the displacement direction of the stop generators of the same.
  • at least one line contact is reached between the end face of the evasive piston and the stop surface, so that the stop surface is protected and inaccuracies are largely reduced by wear.
  • the end face of the evasive piston cooperating with the stop face can be a cylindrical face.
  • the stop surface can be shaped in the direction of displacement according to any curve which determines the desired law of the course of the start of injection depending on the engine speed and / or engine load.
  • the stop surface of the displaceable stop can also be formed by a plane which encloses an acute angle with the direction of displacement of the stop, the end face of the escape piston interacting with the stop surface being formed by a plane lying parallel to the stop surface. In this way, a surface contact between the end face of the evasive piston and the stop surface is made possible.
  • the flat stop surface now only allows compliance with a linear law.
  • the displaceable stop can be controlled by a cam, which determines or co-determines the desired law of the course of the start of injection with the speed and / or load of the engine.
  • the stop surface can also be shaped in the direction of displacement of the stop according to a curve, in which case the desired law is jointly determined by this curve and by the shape of the cam.
  • the escape piston can be prevented from rotating in various ways.
  • the alternate piston can have flats, by means of which it is guided against rotation on a lamella on which the spring loading the alternate piston is supported.
  • the construction is simple.
  • the arrangement can also be made in accordance with the invention in such a way that the evasive piston has at least one slot, preferably two opposing slots, which runs perpendicular to the axis of the evasive piston and in which engages at least one leaf spring which lies approximately in a perpendicular to the axis of the evasive piston Level lies and which simultaneously causes the anti-rotation and the resetting of the piston.
  • This has the advantage that a single element is required for the return spring and anti-rotation device and that the anti-rotation device is frictionless.
  • the stop surface can be inclined so that the component of the pressing force of the evasive piston directed in the direction of displacement is directed towards the end of the stop on which the drive engages.
  • This has the advantage that the force exerted by the evasive piston on the stop favors an abutment of the stop on the drive formed, for example, by a cam.
  • the angle of inclination between the stop surface and the direction of displacement of the stop can exceed the self-locking angle, so that an additional suspension, by means of which the stop is held in contact with the cam, can be omitted.
  • the arrangement can also be such that the control cam is a straight line and the stop surface is a flat surface and that the axis of the evasive piston is perpendicular to the stop surface, the end face of the evasive piston interacting with the stop surface being flat and is perpendicular to the axis of the evasive piston.
  • the correct contact of the end face of the evasive piston with the stop face of the stop is ensured in all rotational positions of the evasive piston, and it is unnecessary to prevent the evasive piston from rotating.
  • the design effort for such an anti-rotation device is therefore eliminated and the elimination of an anti-rotation device ensures that the evasive piston moves freely.
  • a surface contact of the end face of the evasive piston with the stop surface is achieved, which has the advantage over point contact or line contact that wear on the end face of the evasive piston and the resulting inaccuracies are practically avoided.
  • the delivery quantity of the injection pump can be changed in an undesired manner, even if only slightly, by the evasive piston.
  • the delivery rate control member of the injection pump which is preferably formed by a control rod, can be coupled to the stop in such a way that it is adjusted in the sense of an increase in the injection quantity when the stroke of the escape piston is increased, the intake volume being absorbed by the working space of the escape piston Fuel volume is at least partially compensated for by the setting of the delivery rate control element to larger delivery rates, so that the actual injected fuel volume remains approximately the same with the different settings of the injection time.
  • the stop in a control linkage arrangement in which the quantity selection member acts on a pivoting lever which can be pivoted about a pivot axis and which engages on the control rod, the stop is preferably displaceably mounted parallel to the control rod and the pivot axis is connected to the stop.
  • the pivot axis of the pivot lever is not fixed, but is shifted with the stop, the control rod travel changes depending on the adjustment of the stop and it is made possible that the branched fuel volume in the working space of the evasive piston by adjusting the control rod in In the sense of additional funding.
  • the arrangement can be made according to the invention so that one end of the pivot lever is mounted on the pivot axis, the other end of the same acts on the quantity selection member and the pivot lever engages the control rod in its central region and that when the stop is displaced in the sense of an enlargement the stroke of the evasive piston, the control rod is moved in the sense of an increase in the delivery rate.
  • the arrangement can also be made according to the invention so that one end of the pivot lever is mounted on the pivot axis, the other end thereof engages the control rod and the quantity selector acts on the central region of the pivot lever and that in the sense of a displacement of the stop an increase in the stroke of the evasive piston, the control rod is moved in the sense of an increase in the flow rate.
  • the stop can be displaceable by a cam which can be rotated as a function of at least one operating variable. As a result, the displacement of the stop can be controlled in a simple manner.
  • 1 represents the pump piston, 2 the pump piston sleeve and 3 a stilt or a plunger which drives the pump piston with the interposition of a plate 4 against the force of a return spring 5.
  • the delivery rate of the pump is regulated by rotating the pump piston by means of a control rod 6 which engages a crank 7 which is firmly connected to the piston.
  • 9 is a bore through which the fuel passes from the suction chamber 29 of the injection pump into the working chamber 10 of the pump piston 1.
  • the working space 10 of the injection pump piston is continuously connected to an annular space 12 via a slot or a bore 11.
  • This space 12 opens a bore 13 in which an evasive piston 14 is guided, which is supported against a spring 15.
  • the escape piston 14 is limited in its stroke to the outside by a cylindrical pin 16 which bears against a stop piece 17.
  • the stop piece 17 is designed as a cylindrical body, in which a part is formed by a conical or by another curved generatrix, which forms the control curve. By moving the stop piece 17 along its longitudinal axis, the path of the escape piston 14 can be changed before the start of injection. After completion of the injection, the pump chamber is reconnected to the suction chamber 29. The spring 15 then presses the evasive piston 14 back into its starting position.
  • the movement of the stop piece 17 can, as not shown further, be carried out by a mechanical controller, but also hydraulically, as shown in FIG. 2.
  • a speed-dependent delivery rate of a control oil is introduced on one side of the stop piece 17 in the space 21.
  • FIG. 3 shows elastic engagement points on the stop piece 22.
  • a piston 23 is arranged on each side of the stop piece 22 and is pressed by a spring 24 against a stroke limitation 25, which in this case is designed as a snap ring.
  • the regulator of the regulator engages in both ends 26 of the stop piece 22, the elastic mounting 23, 24. This has the purpose that the initiated regulation process does not come to a standstill even if the stop piece 22 is held under the high pump injection pressure when the evasive piston 14 abuts .
  • the movement is initially taken up by one of the springs 24, and when the stop piece 22 becomes free again after the injection has been completed, the compressed spring 24 moves the stop piece further.
  • stop surface 32 is inclined so that its inclination to the vertical of the escape piston 14 is greater than the angle of friction, it can happen that during the injection there is a brief reaction to the control linkage in such a way that the stop piece 27 is shifted a little. This would cause the stop piece 27 to vibrate.
  • the stop piece 27 is designed such that it rests in its guide 28 with wedge-shaped surfaces 31. Depending on the inclination of the wedge angle, the static friction of the stop piece 27 can be increased so that a reaction by the force of the evasive piston 14 no longer takes place.
  • a small leaf spring 30 is provided behind the stop piece 27, which, if the stop piece is jammed in the groove formed by the wedge surfaces 31, lifts it off if the wedge angle is too small.
  • the embodiment according to FIG. 6 differs from the embodiment according to FIG. 1 essentially in that the working space of the escape piston 14 is directly connected to the working space 10 of the pump piston 1 via a bore 33.
  • the pump piston 101 runs in the piston sleeve 102.
  • the pressure valve 103 is then located, from which the fuel, as not shown, is fed to the nozzle.
  • the escape piston 104 is connected to a space 105 which is connected to the pump space 106 via a groove 107 in the piston.
  • the evasive piston 104 carries flats 108. Through these flats 108, the evasive piston is guided against rotation in a lamella 109 consisting of two blades and clamped in the housing.
  • the end face 110 of the evasive piston 104 cooperating with the stop is designed as a cylindrical surface, the generatrix of which is perpendicular to the direction of displacement of the stop 112 indicated by an arrow 111.
  • This stop is designed, for example, as a control rod.
  • the stop 112 has a stop surface 113, which is designed as a control curve in the displacement direction 111 of the stop 112 and has rectilinear generatrices perpendicular to the displacement direction 111. These rectilinear generatrices of the stop surface 113 are therefore parallel to the rectilinear generatrices of the cylinder surface forming the end surface 110 of the evasive piston 104, so that the end face 110 contacts the stop surface 113 along a line.
  • the evasive piston 104 is loaded by the pressure occurring in the space 105 and against this pressure by a spring 114 which is supported against the lamella 109.
  • the evasive piston 104 has a leak oil groove 115, which is connected via a bore 116 to the suction chamber 117 of the pump.
  • the embodiment according to FIGS. 9 and 10 differs from the embodiment according to FIGS. 7 and 8 in that the stop surface 118 of the displaceable stop 120 is flat and the end face 119 of the evasive piston 104 cooperating with the stop surface 118 is also formed from one plane , which is parallel to the stop surface 118. In this way, surface contact is achieved. Since the stop surface 118 is flat, this stop surface can only achieve a linear relationship between the displacement of the stop 120 and the stroke of the evasive piston 104.
  • the stop 120 which can be designed as a control rod, is controlled here by a rotatable cam 121, which interacts with a roller tappet 122. Any law can be achieved through the shape of the cam.
  • the stop 120 can be pressed against the cam 121 by a spring, not shown.
  • the stop surface 118 is inclined so that the component a of the force b of the evasive piston 104 acting in the direction of displacement of the stop 120 acts in the direction of the cam 121, so that this force favors the abutment of the roller 122 on the cam 121. If the inclination of the stop surface 118 to the direction of movement (arrow 111) of the stop is so large that the angle of friction is exceeded, such a spring may also be omitted.
  • FIGS. 11, 12 and 13 differs from the embodiment according to FIGS. 9 and 10 in that the connection securing of the piston is achieved by two leaf springs 123 which engage in two opposite slots 124 of the alternative piston 104. These leaf springs 123 simultaneously form the return spring for the evasive piston 104. In FIG. 13 these leaf springs are shown in the bent position 123 '.
  • 201 is the housing of the injection pump.
  • 202 is the pump piston liner and 203 is the pump piston, which can be rotated in the usual way and is designed with an inclined edge control for changing the injection quantity.
  • a bore 205 opens into the working chamber 204 of the pump piston 203, in which a backup piston 206 is axially displaceably guided.
  • the spring piston 206 is pressed in the direction of the working space 204 by a spring 207 which is supported against a ring 208.
  • the spring 207 is supported against a collar 209 of the evasive piston 206, which at the same time limits the movement thereof in the direction of the working space 204.
  • the 210 is a stop which is displaceable in a guide 211 fixed on the injection pump body 201 in the direction of the arrow 212.
  • the stop 210 has a stop surface 213, which cooperates with the end face 214 of the evasive piston 206 facing away from the working space 204 and limits the evasive movement of the evasive piston 206.
  • the stop surface 213 is a flat surface and the control curve given by the stop surface 213 is therefore straight.
  • the end face 214 is also a flat surface, which is perpendicular to the axis of the evasive piston 206.
  • the stop conditions are thus the same in all rotational positions of the evasive piston 206 and therefore there is no anti-rotation device for the evasive piston 206.
  • the axis of the bore 205 intersects the axis of the pump piston 203, so that the bore 205 is directed exactly radially, which makes machining easier.
  • FIGS. 16 and 17 show designs of the control linkage of injection pumps according to FIGS. 1 to 15.
  • 301 represents a so-called pump-nozzle element, in which the injection pump is combined with the nozzle to form a unit.
  • a pump nozzle element is assigned to each cylinder.
  • these pump nozzle elements are in a row and can be controlled by a common control rod.
  • 302 is a control rod with which the injection quantity is regulated.
  • 303 is the stop which determines the stroke of the evasive piston and has the control curve for limiting the stroke of the evasive piston.
  • This stop 303 is formed by a rod, which can be passed through a number of pump-nozzle elements arranged in series.
  • the control rod 302 can also be passed through a number of pump-nozzle elements 301 arranged in series.
  • the stop 303 and the control rod 302 are slidably mounted parallel to each other.
  • the movement of the control rod 302 is indicated by a double arrow 304, the symbol “-” (minus) indicating the direction of displacement when the delivery quantity is reduced and the symbol “+ (plus) indicating the direction of displacement in the sense of an increase in the delivery quantity.
  • the movement of the stop 303 is indicated by a double arrow 305, "A” indicating the direction in which the stop 303 has to be moved in order to reduce the stroke of the evasive piston and therefore to achieve an early injection.
  • "B” indicates the direction in which the stop 303 must be moved in order to increase the stroke of the evasive piston and thus to achieve a late injection.
  • a centrifugal force measuring device 306 which can be designed as an idling final speed controller measuring device or as an all-speed controller measuring device, acts via a drag spring 307 on an end 310 of a double-armed lever 308, which can be pivoted about a rotatable eccentric axis 309 by the quantity selector lever 319.
  • the other end 311 is coupled via a coupling rod 312 to the end 313 of a pivot lever 314.
  • the other end 315 is articulated to a pivot axis 316 which is connected to the stop 303 and is therefore displaced in the direction of the double arrow 305 by this stop 303.
  • the pivot lever 314 acts on the control rod 302 at the point of attack 318.
  • the stop 303 is pressed against a spray adjuster cam 321 by a compression spring 320.
  • the cam 321 is rotated as a function of at least one operating variable of the internal combustion engine, preferably as a function of the rotational speed and the load on the internal combustion engine, and thus shifts the stop 303. If the stop 303 in the diagram according to FIG. is shifted to the right), the control rod 302 is shifted in the direction »+ to the right with unchanged position of the double-armed lever 308.
  • the stop 303 is shifted in the direction “B”, the stroke of the evasive piston is increased, a larger amount of fuel being absorbed by the working space of the evasive piston. The amount of fuel diverted in this way is now compensated for by also adjusting the control rod in the »+ direction.
  • 322 is a quantity stop cam for limiting the maximum injection quantity.
  • the arrangement according to FIG. 17 differs from the arrangement according to FIG. 16 in that here the coupling rod 312 acts in the middle region of the pivoting lever 323 at the point of attack 324 on the latter.
  • One end 325 of the pivot lever 323 engages the control rod 302.
  • the other end 326 of the pivot lever 323 is mounted on a pivot pin 327 which is connected to the stop 303 and is displaced with this.
  • the double arrow 328 again indicates the displacement of the stop 303.
  • the direction “B" corresponds to a shift to the left and the direction "A" corresponds to a shift to the right.
  • the control rod 302 is displaced in the direction "+" so that the distance from the working area of the The amount of fuel consumed by the alternative piston is compensated.
  • the embodiment according to FIG. 17 also differs from the embodiment according to FIG. 16 in that in the embodiment according to FIG. 17 the slope of the stop curve has to be opposite to the slope of the stop curve in the embodiment according to FIG. 16.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (14)

1. Pompe d'injection pour moteurs à combustion interne à injection, notamment pour moteurs Diesel, en particulier du genre dans lequel la pompe d'injection et l'injecteur sont réunis en un ensemble adjoint à un cylindre de moteur, avec un piston de pompe (1) qui peut tourner autour de son axe en cours de fonctionnement et qui, lors de sa course de refoulement, obture tout d'abord par une arête (34) une forure (9) par laquelle le carburant est aspiré dans la chambre de travail (10) du piston de pompe à partir de la chambre d'aspiration (29) et, après avoir parcouru une autre partie de sa course, ouvre par une seconde arête (35) la communication (9) avec la chambre d'aspiration, par laquelle le carburant non injecté sort de la chambre de travail du piston de pompe (1), l'une des arêtes étant oblique par rapport à la génératrice du piston et un piston de détournement (14, 104, 206) étant guidé à glissement dans une forure cylindrique juxtaposée (13, 205) qui est en communication permanente avec la chambre de travail (10) du piston de pompe (1) à laquelle est raccordée la conduite aboutissant à l'injecteur, piston de détournement qui est pressé par un ressort (15, 114, 123, 207) en direction de la chambre de travail (10) du piston de pompe et qui peut parcourir un trajet limité par une butée (17, 22, 27, 112, 210) réglable en cours de fonctionnement, contre la force antagoniste du ressort qui est plus grande que la force produite par la précompression avec le piston de détournement et plus petite que celle qui est produite par la pression d'injection avec le piston de détournement, caractérisée en ce que la forure d'aspiration (9), par laquelle le carburant est aspiré dans la chambre de travail (10) du piston (1) à partir de la chambre d'aspiration (29) de la pompe d'injection, est disposée de telle manière qu'elle soit fermée au plus tard lors d'une course du piston de pompe (1) qui correspond à la plus grande préinjection possible, en ce que la butée (17, 22, 27, 112, 210) est commandée par au moins une grandeur de fonctionnement du moteur à combustion interne, en ce que la butée (17, 22, 27, 112, 210) est mobile transversalement par rapport à l'axe du piston de détournement (14, 104, 206) et comporte une surface d'arrêt (32) qui est réalisée suivant un profil de came de commande dans la direction de son déplacement, et en ce que la butée (27) prend appui, contre la pression de carburant qui se produit dans la chambre de travail du piston de la pompe d'injection, sur une surface d'appui (31) équipée de moyens qui augmentent le frottement.
2. Pompe d'injection selon la revendication 1, caractérisée en ce que la surface d'appui (31) présente une section transversale en forme de coin.
3. Pompe d'injection selon la revendication 1 ou 2, caractérisée en ce que la force utilisée pour la commande de la butée (17,22) agit sur la butée par l'intermédiaire de ressorts (20, 24).
4. Pompe d'injection selon l'une quelconque des revendications 1 à 3, caractérisée en ce que dans la phase dans laquelle la butée (27) n'est pas chargée par la pression d'injection qui se produit dans la chambre de travail du piston de la pompe d'injection, elle est écartée de la surface d'appui (31) par un ressort (30) (fig. 4,5).
5. Pompe d'injection selon l'une quelconque des revendications 1 à 4, caractérisée en ce que la surface d'arrêt (113, 118) de la butée (112, 120) guidée sans possibilité de rotation présente, transversalement par rapport à la direction de déplacement (111) de la butée, des génératrices rectilignes, en ce que le piston de détournement (104) est assujetti à la rotation et en ce que la surface frontale (110, 119) du piston de détournement (104), qui coopère avec la surface d'arrêt (113, 118), présente des génératrices rectilignes qui sont parallèles aux génératrices de la butée, s'étendant transversalement par rapport à la direction de déplacement (111) de celle-ci (fig. 7,8, 9, 10).
6. Pompe d'injection selon la revendication 5, caractérisée en ce que la butée mobile (120) est commandée par une came (121) qui fixe ou co- détermine le déroulement du début de l'injection en fonction du nombre de tours et/ou de la charge du moteur (fig. 10,12).
7. Pompe d'injection selon la revendication 5 ou 6, caractérisée en ce que le piston de détournement (104) présente des méplats (108) au moyen desquels il est guidé sans possibilité de rotation sur une lamelle (109), qur laquelle prend appui le ressort (114) qui sollicite le piston de détournement (fig. 7, 10).
8. Pompe d'injection selon la revendication 5 ou 6, caractérisée en ce que le piston de détournement (104) présente au moins une fente (124), de préférence deux fentes opposées, qui s'étendent perpendiculairement à l'axe du piston de détournement et dans lesquelles s'engage au moins un ressort en lame (123) qui est situé approximativement dans un plan perpendiculaire à l'axe du piston de détournement et qui assure en même temps l'assujettissement à la rotation et le retour du piston (fig. 11, 12, 13).
9. Pompe d'injection selon l'une quelconque des revendications 1 à 8, caractérisée en ce que l'organe régulateur de débit de refoulement de la pompe d'injection, formé par une tige de réglage (302), est couplé avec la butée (303) de telle manière qu'en cas d'allongement de la course du piston de détournement (104), il soit déplacé dans le sens d'une augmentation du débit d'injection, le volume de carburant augmenté qui est reçu par la chambre de travail du piston de détournement étant compensé au moins partiellement par le réglage de l'organe régulateur de débit de refoulement sur des débits de refoulement plus grands.
10. Pompe d'injection selon la revendication 9, caractérisée en ce qu'avec une tringlerie de réglage dans laquelle l'organe de sélection de débit (319) agit sur un levier pivotant (314, 323) tournant autour d'un pivot (316, 327) et attaquant la tige de réglage (302), la butée (303) est montée mobile parallèlement à la tige de réglage (302) et le pivot (316, 327) du levier pivotant (314, 323) est raccordé à la butée (303) (fig. 16,17).
11. Pompe d'injection selon la revendication 9 ou 10, caractérisée en ce qu'une extrémité (315) du levier pivotant (314) est montée sur le pivot (316), l'organe de sélection de débit (319) agit sur son autre extrémité (313) et le levier pivotant (314) attaque, dans sa région moyenne, la tige de réglage (302), et en ce qu'en cas de déplacement de la butée (303) dans le sens d'une augmentation de la course du piston de détournement (104), la tige de réglage (302) est déplacée dans le sens d'une augmentation du débit de refoulement (fig. 16).
12. Pompe d'injection selon la revendication 9 ou 10, caractérisée en ce que l'une des extrémités (326) du levier pivotant (323) est montée sur le pivot (327), son autre extrémité (325) attaque la tige de réglage (302) et l'organe de sélection de débit (319) agit sur la partie moyenne (324) du levier pivotant (323), et en ce qu'en cas de déplacement de la butée (303) dans le sens d'une augmentation de la course du piston de détournement (104), la tige de réglage (302) est déplacée dans le sens d'une augmentation du débit de refoulement (fig. 17).
13. Pompe d'injection selon l'une quelconque des revendications 9 à 12, caractérisée en ce que la butée (303) peut être déplacée par une came (321) qui tourne en fonction d'au moins une grandeur de fonctionnement (fig. 16).
14. Pompe d'injection selon la revendication 13, caractérisée en ce que la butée (303) est pressée par un ressort (320) contre la came (321) (fig. 16).
EP19800890120 1979-10-15 1980-10-14 Pompe d'injection pour moteurs à combustion interne à injection du combustible, en particulier pour moteurs diesel et dispositif de réglage pour celle-ci Expired EP0027442B1 (fr)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
AT671779A AT379661B (de) 1979-10-15 1979-10-15 Einspritzpumpe fuer einspritz-brennkraftmaschinen
AT6717/79 1979-10-15
AT770979 1979-12-05
AT7709/79 1979-12-05
AT227280 1980-04-28
AT2272/80 1980-04-28
AT3079/80 1980-06-11
AT307980 1980-06-11

Publications (2)

Publication Number Publication Date
EP0027442A1 EP0027442A1 (fr) 1981-04-22
EP0027442B1 true EP0027442B1 (fr) 1984-09-19

Family

ID=27421739

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19800890120 Expired EP0027442B1 (fr) 1979-10-15 1980-10-14 Pompe d'injection pour moteurs à combustion interne à injection du combustible, en particulier pour moteurs diesel et dispositif de réglage pour celle-ci

Country Status (5)

Country Link
EP (1) EP0027442B1 (fr)
DE (1) DE3069226D1 (fr)
ES (1) ES8202620A1 (fr)
PL (1) PL227310A1 (fr)
YU (1) YU263480A (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0059179A1 (fr) * 1981-02-18 1982-09-01 Friedmann & Maier Aktiengesellschaft Pompe d'injection pour moteurs à combustion interne à injection, notamment moteurs Diesel
EP0069115A1 (fr) * 1981-06-24 1983-01-05 Friedmann & Maier Aktiengesellschaft Pompe d'injection
EP1069307A1 (fr) * 1999-07-10 2001-01-17 L Orange GmbH Pompe à injection de combustible à injection pilote

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT139726B (de) * 1933-12-06 1934-12-10 Henschel & Sohn Ag Einrichtung zur Leistungsregelung von Fahrzeug-Brennkraftmaschinen, insbesondere Dieselmaschinen.
DE915163C (de) * 1952-04-11 1954-07-15 Maybach Motorenbau G M B H Einspritzgeraet fuer Brennkraftmaschinen, insbesondere in Kraftfahrzeugen
US3492947A (en) * 1969-02-10 1970-02-03 Nasa Fuel injection pump for internal combustion engines
DE2032704A1 (de) * 1970-07-02 1972-01-13 Motorenfabrik Hatz GmbH 8399 Ruhs torf Einspritzpumpe
DE2244642A1 (de) * 1972-09-12 1974-03-21 Vysoke Utschnei Technicke Korrektions- und antikorrektionsvorrichtung fuer die foerdercharakteristik der einspritzpumpe einer durch einen verstellregler geregelten dieselmotor-einspritzpumpe
DE2325115A1 (de) * 1973-05-17 1974-12-05 Erich Baentsch Pumpenduese fuer hoechste spritzdruecke bei konstantem hub und einspritzende mit direktem antrieb vom nocken auf den plunger

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0059179A1 (fr) * 1981-02-18 1982-09-01 Friedmann & Maier Aktiengesellschaft Pompe d'injection pour moteurs à combustion interne à injection, notamment moteurs Diesel
EP0069115A1 (fr) * 1981-06-24 1983-01-05 Friedmann & Maier Aktiengesellschaft Pompe d'injection
EP1069307A1 (fr) * 1999-07-10 2001-01-17 L Orange GmbH Pompe à injection de combustible à injection pilote

Also Published As

Publication number Publication date
DE3069226D1 (en) 1984-10-25
ES495918A0 (es) 1982-02-01
ES8202620A1 (es) 1982-02-01
EP0027442A1 (fr) 1981-04-22
PL227310A1 (fr) 1981-08-07
YU263480A (en) 1983-09-30

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