EP0137316B1 - Kraftstoffeinspritzpumpe für Brennkraftmaschinen - Google Patents

Kraftstoffeinspritzpumpe für Brennkraftmaschinen Download PDF

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Publication number
EP0137316B1
EP0137316B1 EP84110660A EP84110660A EP0137316B1 EP 0137316 B1 EP0137316 B1 EP 0137316B1 EP 84110660 A EP84110660 A EP 84110660A EP 84110660 A EP84110660 A EP 84110660A EP 0137316 B1 EP0137316 B1 EP 0137316B1
Authority
EP
European Patent Office
Prior art keywords
shaft
sleeve
fuel injection
cam
injection pump
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
EP84110660A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0137316A1 (de
Inventor
Karl Konrath
Otmar Weiss
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0137316A1 publication Critical patent/EP0137316A1/de
Application granted granted Critical
Publication of EP0137316B1 publication Critical patent/EP0137316B1/de
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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/128—Varying injection timing by angular adjustment of the face-cam or the rollers support

Definitions

  • the invention is based on a fuel injection pump according to the preamble of the main claim.
  • a fuel injection pump of this type known from DE-A 2729807
  • the start of injection is adjusted to early for the area when the internal combustion engine is cold and the internal combustion engine is warming up with the aid of a thermostat which acts against the force of a return spring on the adjusting lever.
  • the driver part acts in a recess of a roller ring, on which rollers are evenly distributed and over which a driven cam disc runs, which is connected between the drive and the pump piston.
  • the shaft to which the driver part is connected is supported in a plain bearing in the known fuel injection pump.
  • the lever arm In the working position, the lever arm is between the driver part and the axis, with which the driver part is adjusted approximately perpendicular to the direction of adjustment of the roller ring, so that a high torque is required for the adjustment.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that the frictional forces and the restoring moments that act on the adjusting lever are significantly reduced compared to the known solution. These restoring torques are reduced in particular by the choice of the adjustment range of the driver part, which only has a very small lever arm which is effective in the restoring direction and which becomes smaller the closer it approaches its top dead center position. Furthermore, the rotation of the driver part up to its top dead center position with respect to the direction of adjustment of the other part of the cam drive (e.g. cam ring) has the advantage that in this position the lowest holding forces are sufficient to maintain this adjustment position.
  • the other part of the cam drive e.g. cam ring
  • Tolerance compensation or adjustability is possible in a simple manner by the rotatability of the bushing guiding the shaft and the eccentric mounting of the shaft to the axis of the bushing.
  • the setting position is simple and precisely adjustable with this bushing in cooperation with the limit stop.
  • FIG. 1 shows a diagram of the degree of adjustment plotted against the speed
  • FIG. 2 shows a partial section through the part of a reciprocating distributor injection pump essential to the invention
  • FIG. 3 shows a top view of the adjusting lever
  • FIG. 4 shows a top view of the roller ring shown in FIG. 2 with an interface between the driver part and wave.
  • the start of fuel injection in the diesel engine and the further course of the injection determine the pressure increase in the combustion chamber pressure in the area of top dead center.
  • the fuel should be supplied in such a way that the mixture can burn out relatively uniformly, in such a way that there are no pressure peaks before top dead center.
  • the control of the injection time must take into account the ignition delay or the time that the fuel needs to ignite and burn.
  • the ignition delay is known to include depending on the temperature of the fuel itself and the temperature conditions of the environment in which the fuel is introduced. Since these times are essentially constant, the injection timing must be shifted early with increasing engine speed.
  • the characteristic curve according to FIG. 1 takes these relationships into account.
  • the spray adjustment angle a is plotted against the speed with a characteristic curve S which increases linearly with increasing speed n 1 to n 2 .
  • characteristic curve S 1 is shown, at which the spray adjustment angle a1 remains constant over the speed up to the point of intersection with the curve S, from which the spray adjustment angle a is adjusted to early with increasing speed.
  • the curve S corresponds to the spray adjustment when the internal combustion engine is at operating temperature
  • the curve S 1 corresponds to an early adjustment of the injection timing which is set independently of the rotational speed and which can be set with the solution according to the invention.
  • FIG. 2 The device with which the above curves can be realized is shown in FIG. 2 with a partial section through a distributor fuel injection pump in the area essential to the invention.
  • a cam drive 1 with a spray adjuster is shown.
  • the cam drive only one roller ring 4, which is guided radially and axially in the housing 3, is shown, on the end face of which rollers 7 are located in a known manner and are mounted on axles 6 inserted in the roller ring 4.
  • an adjusting bolt 5 is also connected, which is radial protrudes from the roller ring 4 and engages in a recess 8 of a spray adjuster piston 9 of the injection adjuster 2.
  • the spray adjuster piston 9 is slidably mounted in a bore 13 which is closed on both sides by the covers 14 and 15.
  • the injection adjuster piston includes a working chamber 16 which is connected to the recess 8 via a throttle 12 in the injection adjuster piston and via this to the pump suction chamber 17, which is filled in a known manner with fuel, the pressure of which is preferably dependent on the speed. but can also be set depending on other parameters.
  • a return spring 10 is provided between the cover 15 and the end face of the pump piston, against the restoring force of which the hydraulic pressure in the working space 16 works. With increasing speed, the injection adjuster piston 9 is thus adjusted to the left and the roller ring is rotated counter to the direction arrow to the left.
  • the directional arrow in the drawing represents the direction of rotation of a cam disc running on the rollers 7, which is connected in a known manner to the pump piston and is driven by the drive of the fuel injection pump in synchronism with the speed of the internal combustion engine.
  • a recess 19 is provided in the roller ring, which is also shown in FIG. 4 in a top view. This is a rectangular recess which is worked in from the end face of the outer ring 20 of the roller ring 4.
  • a driver part 22 protrudes into the recess in the form of a spherical head which is connected to a disk 23 which forms the end of a shaft 24.
  • the disk 23 is larger than the diameter of the shaft and the driver part 22 sits with an eccentricity e next to the axis 25 of the shaft on the disk 23 such that the distance e forms a crank arm.
  • the shaft 25 is mounted directly on the needles of a needle bearing 26 and virtually forms the inner ring of the needle bearing.
  • the needle bearing 26 is also fitted into a bore 27 of a bushing 28 which has a flange 29 with two diametrically opposed elongated holes 30 through which fastening screws 31 are guided, which are screwed into the housing 3 of the fuel injection pump.
  • the bushing 28 has a cylindrical partial section 32 which is fitted into a cylindrical recess 33 in the pump housing and which lies with its axis parallel to the axis of the bore 27 with a predetermined eccentricity.
  • an adjusting lever 35 is attached to the shaft 24, which axially secures the shaft 24 together with the disk 23 with the interposition of a protective disk 36 between the disk 23 and the needle bearing 26.
  • a disc-shaped part 38 is also placed with two diametrically opposite bores through which the screws 31 are guided. The disk-shaped part 38 is secured in its rotational position by these screws. It has two vertically upstanding tabs as a limiting cold start stop (39) and rest position stop (40), against which the adjusting lever 35 can be brought into contact.
  • the device described works as follows: The injection timing is adjusted by means of the spray adjuster 2 as a function of the speed according to curve S in FIG. 1. However, if the internal combustion engine is still cold, the lever 35 is turned to the left by a manual operation and as in FIG 3 shown brought to the stop 39. The driver part 22 is also adjusted and moved into the position shown in broken lines in FIG. 4. In this position, the point of contact 41 of the driver part 22 on one boundary edge 42 lying in the circumferential direction of the roller ring 4 is aligned with the axis 25 of the shaft 24 in the circumferential direction or direction of rotation of the roller ring 4.
  • this position now determines an earlier injection time a1 according to the characteristic curve S 1 in FIG. 1 until the speed of the internal combustion engine has risen to such an extent that the injection adjuster piston 9 now takes over the injection adjustment at the intersection of the curves S 1 and S at the speed n 2 - From here on the injection start is adjusted in the usual known manner.
  • the adjusting lever 35 is turned back again and the driver part 22 is pivoted back. Then smaller spray adjustment angles a are also possible when the internal combustion engine starts up, corresponding to the characteristic curve S.
  • the dead center position of the 22 is provided as the end position, an adjustment of the entire shaft 24 is necessary, which is possible due to its eccentric position relative to the cylindrical part 32.
  • the bushing 28 is adjusted for adjustment along the elongated holes 30 after loosening the screws 31 and fixed in the desired end position by the screws 31.
  • the adjusting lever 35 is attached to the shaft end via a toothing 43 and is held there by a nut 44.
  • the assignment of the adjustment lever 35 to the cold start stop 39 can be set by the toothing. This ensures an exact setting.
  • the actuation of the adjustment lever can take place via a cable pull, with no holding device at the operating point of the adjustment lever being necessary for the reasons mentioned above.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
EP84110660A 1983-10-11 1984-09-07 Kraftstoffeinspritzpumpe für Brennkraftmaschinen Expired EP0137316B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19833336870 DE3336870A1 (de) 1983-10-11 1983-10-11 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3336870 1983-10-11

Publications (2)

Publication Number Publication Date
EP0137316A1 EP0137316A1 (de) 1985-04-17
EP0137316B1 true EP0137316B1 (de) 1988-05-11

Family

ID=6211490

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84110660A Expired EP0137316B1 (de) 1983-10-11 1984-09-07 Kraftstoffeinspritzpumpe für Brennkraftmaschinen

Country Status (5)

Country Link
US (1) US4563996A (enrdf_load_stackoverflow)
EP (1) EP0137316B1 (enrdf_load_stackoverflow)
JP (1) JPS6098131A (enrdf_load_stackoverflow)
DE (2) DE3336870A1 (enrdf_load_stackoverflow)
SU (1) SU1414324A3 (enrdf_load_stackoverflow)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62117241U (enrdf_load_stackoverflow) * 1986-01-20 1987-07-25
JPH03188427A (ja) * 1989-12-19 1991-08-16 Zexel Corp 分配型燃料噴射ポンプの噴射時期制御装置
US6367456B1 (en) * 1994-07-29 2002-04-09 Caterpillar Inc. Method of determining the fuel injection timing for an internal combustion engine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4050437A (en) * 1975-04-01 1977-09-27 Cav Limited Liquid fuel injection pumping apparatus
US4098249A (en) * 1975-12-03 1978-07-04 Cav Limited Fuel injection pumping apparatus
DE2641445C2 (de) * 1976-09-15 1985-06-05 Robert Bosch Gmbh, 7000 Stuttgart Verstelleinrichtung für den Spritzbeginn bei einer Kraftstoffeinspritzpumpe für eine Brennkraftmaschine
US4271806A (en) * 1977-06-30 1981-06-09 Diesel Kiki Co., Ltd. Distribution type fuel injection pump
DE2729807C2 (de) * 1977-07-01 1985-11-14 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe mit Mitteln zur Spritzbeginnverstellung für Brennkraftmaschinen
JPS6131157Y2 (enrdf_load_stackoverflow) * 1981-03-12 1986-09-10

Also Published As

Publication number Publication date
DE3336870A1 (de) 1985-04-25
DE3471129D1 (en) 1988-06-16
JPH0511210B2 (enrdf_load_stackoverflow) 1993-02-12
JPS6098131A (ja) 1985-06-01
US4563996A (en) 1986-01-14
EP0137316A1 (de) 1985-04-17
SU1414324A3 (ru) 1988-07-30

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