EP0150286A1 - Kraftstoffeinspritzpumpe - Google Patents

Kraftstoffeinspritzpumpe Download PDF

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Publication number
EP0150286A1
EP0150286A1 EP84113601A EP84113601A EP0150286A1 EP 0150286 A1 EP0150286 A1 EP 0150286A1 EP 84113601 A EP84113601 A EP 84113601A EP 84113601 A EP84113601 A EP 84113601A EP 0150286 A1 EP0150286 A1 EP 0150286A1
Authority
EP
European Patent Office
Prior art keywords
spring
fuel injection
springs
injection pump
piston
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP84113601A
Other languages
German (de)
English (en)
French (fr)
Inventor
Helmut Laufer
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 EP0150286A1 publication Critical patent/EP0150286A1/de
Withdrawn legal-status Critical Current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
    • 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
    • F02D1/16—Adjustment of injection timing
    • F02D1/18—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
    • F02D1/183—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse hydraulic

Definitions

  • the invention relates to a fuel injection pump according to the preamble of the main claim.
  • Adjusting the start of injection in fuel injection devices serves to compensate for the time delays occurring during the injection process by changing the start of delivery of the pump piston to the respective rotational position of the pump drive.
  • the time delays exist between the pressure increase at the pump and the start of injection and between the start of injection and the start of combustion.
  • the pressure transfer from the pump to the nozzle is influenced by the compressibility of the fuel, the duration of the pressure wave, the pressure rise time until the opening pressure of the nozzle is reached and the delivery time, which is necessary to compensate for the relief volume.
  • the so-called ignition delay elapses.
  • the ignition delay measured in degrees crankshaft increases with the speed and changes at the same time as the start of injection.
  • the spray adjustment takes place as a function of the speed.
  • the majority of the spray adjuster's work capacity is used to compensate for the time delays.
  • the rest of the work capacity is used to improve fuel consumption, performance, gear hardness and / or exhaust gases, depending on the requirements of the parameters of the internal combustion engine.
  • the second spring which is normally much weaker than the first continuous spring, must cooperate with a driving device which engages from a medium speed range.
  • a sleeve is provided which is axially displaceable on a bolt fixed to the housing and clamps this second spring between itself and the housing. From a certain speed and displacement of the injection adjusting piston, this sleeve is then taken along by the adjusting piston, so that the spring is pushed together.
  • Such relatively complex constructions also harbor the risk of greater susceptibility to faults.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has that compared to the advantage that, apart from avoiding the above-mentioned disadvantages of the known devices, the second spring is engaged when the characteristic curve design is particularly critical. Especially at low speeds and at idle, the timing of the spray must correspond as closely as possible to the engine requirements. By using the second spring in this speed range, a spring with a stiffness matched to the first spring can achieve a characteristic curve which is independent of that at higher speeds in its characteristics.
  • Another major advantage is that for the effective engagement of both springs and the switching off of the second spring can be realized with very simple constructive means from the certain speed.
  • the housing-side support of the second spring which is switched off at higher speeds, can be changed from outside. This makes it possible to adapt the spray adjuster very precisely to the engine requirements in the lower speed range.
  • one of the two springs engages on one of the end faces of the adjusting piston.
  • the two springs act against each other in the simplest way in the lower speed range, one of the springs, namely the weaker second spring, being arranged in the space into which the hydraulic fluid is also pumped.
  • both springs are to engage on one side of the adjusting piston, the two springs are connected to form a spring assembly according to a further embodiment of the invention.
  • a spring assembly can be used as a unit, i.e. H. can be assembled without falling apart.
  • FIG. 1 shows the simplified illustration of a distributor fuel injection pump with hydraulic injection adjuster in longitudinal section
  • 2 shows a diagram in which the path of the adjusting piston is plotted on the ordinate and the rotational speed is plotted on the abscissa
  • FIG. 3 shows a detail from FIG. 1 on an enlarged scale as the first exemplary embodiment of the spray adjuster
  • 4 shows a functional diagram of the springs of the injection adjuster, in which the spring force is plotted on the ordinate and the adjustment path is plotted on the abscissa
  • FIG. 5 shows a detail from FIG. 1 corresponding to FIG. 1 as an alternative second exemplary embodiment.
  • a distributor fuel injection pump is shown in a simplified manner for functional explanation.
  • a pump piston 3 works in a cylinder bore 2, which is set back and forth and at the same time rotating against the force of a return spring, not shown.
  • the pump working chamber 4 of this pump is supplied with fuel via longitudinal grooves 5 arranged in the outer surface of the pump piston 3 and a channel 6 running in the housing 1 from a suction chamber 7 under pressure, as long as the pump piston executes a downward suction stroke or assumes its bottom dead center position .
  • the fuel located in the pump working chamber 4 is conveyed into a longitudinal channel 8 running in the pump piston.
  • the fuel is then fed from this longitudinal channel 8 via a branching radial bore 9 and a longitudinal distributor groove 10 (shown in broken lines) arranged in the surface of the pump piston to one of several pressure lines 11, only one of which is shown.
  • the actual number of pressure lines 11 corresponds to the number of engine cylinders to be supplied.
  • the inlets of the pressure lines 11 are distributed around the cylinder bore 2 and a check valve 12 opening in the conveying direction is provided in each of them.
  • the suction chamber 7 is supplied with fuel from a fuel tank 14 via a feed pump 13.
  • the pump 13 is driven at a speed proportional to the engine speed and is designed as a volumetric pump, so that the quantity conveyed by the pump depends proportionally on the rotational speed, ie the conveying quantity also increases correspondingly with increasing rotational speed.
  • a control slide 16 (ring slide) is arranged axially displaceably around the pump piston 3, through which a radial bore 17 connected to the longitudinal channel 8 can be opened during the pressure stroke course of the pump piston 3, after which the delivery into one of the pressure lines 11 is interrupted because the fuel is out the pump work space 4 can flow back into the suction space 7.
  • a radial bore 17 connected to the longitudinal channel 8 can be opened during the pressure stroke course of the pump piston 3, after which the delivery into one of the pressure lines 11 is interrupted because the fuel is out the pump work space 4 can flow back into the suction space 7.
  • the control slide 16 is actuated via an intermediate lever 18, which in turn can be pivoted about an axis 19 firmly inserted into the housing and which at its other end engages with a head 20 in a recess 21 of the control slide 16.
  • a centrifugal force controller acts as a speed signal transmitter, and, as is not shown here in greater detail, a spring acting arbitrarily in the bias against the centrifugal force.
  • the fuel injection quantity determined by the axial position of the control slide 16 is thus depending on the speed and the arbitrarily entered spring preload (load).
  • the pumping and distributing piston 3 is rotated to transmit the rotary movement by a driving pin 23 which engages in a corresponding bore in a cam disk 24, on the underside of which end cams 25 are arranged are.
  • the cam disk 24 is in turn rotationally connected to a drive shaft 26 which is driven at an engine speed-synchronous speed.
  • the cams 25 cooperate with rollers 27 of a roller ring 28 in such a way that the pumping and distributing piston executes the above-mentioned reciprocating movement when the cam disk rotates and the end cams 25 roll on the rollers 27.
  • the number of cams 25 or rollers 27 is selected so that the pump and distributor member performs as many working cycles in one revolution as the internal combustion engine to be supplied by the injection pump has cylinders.
  • the roller ring 28 is rotatably mounted in the housing 1 and connected via an arm 29 to an injection adjusting piston 3o in such a way that a displacement of the injection adjusting piston 3o causes the roller ring 28 to rotate.
  • the position of the rollers 27 with respect to the cams 25 is changed, so that the start of delivery or the start of the pressure stroke of the pump piston 3 is changed with respect to the rotational position of the drive shaft 26. This change is also the same as the start of spraying.
  • the injection adjustment piston 3o is acted upon by the excess pressure prevailing in the suction space 7, which is transmitted via a channel 31 into the space 32 located in front of the end face of the piston 3o. Depending on the level of this overpressure, the piston 3o is displaced more or less against the force of at least one first return spring 33, which leads to a corresponding change in the start of injection. According to the invention, as described below for the exemplary embodiments, there is a second reset spring engaged.
  • the space 34 accommodating the springs is connected to the fuel tank 14 or to the suction line 36 of the feed pump 13 through a relief channel 35.
  • the overpressure in the pump suction chamber 7 is controlled by means of a pressure control valve 38.
  • This pressure control valve 38 works with a piston 39 which can be displaced against a return spring 4o by the fuel delivered by the feed pump 13 and thereby more or less opens a discharge opening 41.
  • a return channel 42 leads from the discharge opening 41 to the suction line 36 of the feed pump 13.
  • the feed pump 13 in turn has a pressure line 43 which opens into the suction chamber 7 and from which a control line 44 branches off to the pressure control valve 38.
  • FIG. 2 shows a diagram which shows the desired course of the injection adjuster as a characteristic curve from the injection adjuster path to the speed.
  • the adjustment path s of the injection adjuster piston 3o is shown on the ordinate of this diagram and the speed of the drive shaft 26 or the feed pump 13 is shown on the abscissa.
  • the overpressure p prevailing in the pump suction chamber 7 and in front of the injection adjusting piston 3o is proportional to the speed, as is correspondingly entered in brackets on the abscissa.
  • the characteristic K of the inventive injection timing to a certain speed of rotation n l which is above the idling speed, and after covering the Verstellkolbenweges s - have a corresponding bend upward, in order to avoid high gear hardness while maintaining favorable exhaust gas values.
  • the spray adjuster should experience a relatively greater displacement of the adjusting piston 3o from this kink point A with increasing speed than was the case before the kink point A.
  • an approximately twice long adjustment path s 2 should already be achieved with an increase in speed to n 2 , which is far below twice the speed of n 1 .
  • FIG. 3 shows a first exemplary embodiment of the invention on an enlarged scale and in longitudinal section.
  • the bolt 29 of the roller ring 28 (see FIG. 1) is coupled to the injection adjustment piston 3o 'via a rotary bearing 47.
  • the injection adjustment piston 30 'mounted in the housing 1 has recesses 48 from the two end faces, in which a first return spring 33 and a second return spring 49 are arranged.
  • the springs are each supported on the housing 1 on the side facing away from the injection adjustment piston 30 '. They therefore work against each other.
  • the fuel under pressure passes from the pump suction chamber 7 along the bolt 29 and a bore 31 'arranged in the injection adjustment piston 30' into the space 32 'which receives the second return spring 49.
  • the injection adjustment piston 3o ' is displaced against the force of the first spring 33. This shifting process is supported by the second spring 49. As soon as the path s 1 shown in FIG. 2 is reached, the spring 49 is relaxed, so that the further path of the piston is only determined by the suction chamber pressure. On the injection piston 30 ' now only engages the first spring 33, so that the travel speed characteristic from FIG. 2 runs flatter from this point A.
  • the second spring 49 is supported on the side facing away from the injection adjustment piston 3o 'on a spring plate 5o, the starting position of which can be changed by means of an adjusting screw 51.
  • the set screw 51 is covered by a screw cap 52, which also serves to lock the screw 51.
  • FIG. 4 shows a spring characteristic diagram, on the basis of which the function of the exemplary embodiment is explained in more detail.
  • the spring force F (ordinate) is plotted against the path s (abscissa).
  • the characteristic curve of the first spring 33 is denoted by C 1 , that of the second spring 49 by C 2 .
  • the preload F of the first spring increases from F 1 to F 2 over the path from O to S 2
  • the preload of the second spring 49 gradually decreases from a preloaded value F 3 until the spring completely relaxes after the slide travel s 1 has been covered is.
  • the addition of the spring forces then gives the characteristic curve C 3 , namely as the difference between C 1 minus C 2 .
  • the preload F 4 which prevails in the starting position of the control slide 3o 'before the injection adjusting piston 3o' begins its movement at the pressure which is then sufficient, can be influenced by the adjusting screw 51, in which the output preload F 3 of the second spring 49 is turned by turning the same is changeable and thus also the difference result C 1 minus C 2 in the starting position.
  • FIG. 5 shows the second exemplary embodiment in longitudinal section, in which the first spring 33 'and the second spring 49' are combined to form a spring assembly 53.
  • This spring assembly 53 engages on one side of the adjusting piston 30 ".
  • This has the advantage that only one side has to be opened when the springs are dismantled, namely the space 34" that accommodates the springs.
  • the injection adjusting piston 30 "and the power transmission to the roller ring 28 are constructed similarly to the first exemplary embodiment.
  • the fuel pressure is transmitted via a bore 31" also arranged in the adjusting piston 30 "into the space 32", which in this example is equipped without a spring.
  • the first spring 33 ′ is also supported here on the one hand on the injection adjuster piston 30 ′′ with the interposition of a spring plate 54 and on the other hand on a cover 55 fixed to the housing with the interposition of a cup-shaped part 56.
  • the bottom 57 of this cup-shaped part 56 in turn serves as a support for the second spring 49 ', which on the other hand is supported on a bolt head 58, which is anchored to the spring plate 54 via a bolt 59.
  • the hydraulic actuating force is supported by the second spring 49', which thus counteracts the first spring 33 '.
  • the second spring 49 ' is relieved and lifts off as a block from at least one of the supports 57 or 58. From this path, only the first spring 33' now counteracts the hydraulic actuating force, so that the desired profile of the characteristic curve K arises.

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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)
  • High-Pressure Fuel Injection Pump Control (AREA)
EP84113601A 1983-12-14 1984-11-10 Kraftstoffeinspritzpumpe Withdrawn EP0150286A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19833345155 DE3345155A1 (de) 1983-12-14 1983-12-14 Kraftstoffeinspritzpumpe
DE3345155 1983-12-14

Publications (1)

Publication Number Publication Date
EP0150286A1 true EP0150286A1 (de) 1985-08-07

Family

ID=6216873

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84113601A Withdrawn EP0150286A1 (de) 1983-12-14 1984-11-10 Kraftstoffeinspritzpumpe

Country Status (4)

Country Link
US (1) US4594989A (ja)
EP (1) EP0150286A1 (ja)
JP (1) JPS60150442A (ja)
DE (1) DE3345155A1 (ja)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2183370A (en) * 1985-11-23 1987-06-03 Lucas Ind Plc Fuel injection pumping apparatus
WO2001051803A1 (de) * 2000-01-12 2001-07-19 Robert Bosch Gmbh Kraftstoff-einspritzpumpe

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5263457A (en) * 1989-12-06 1993-11-23 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US5462033A (en) * 1992-04-09 1995-10-31 Lucas Industries Public Limited Company Fuel pumping apparatus
US6367456B1 (en) * 1994-07-29 2002-04-09 Caterpillar Inc. Method of determining the fuel injection timing for an internal combustion engine
GB9905339D0 (en) * 1999-03-10 1999-04-28 Lucas Ind Plc Fuel injector pump advance arrangement

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2271456A2 (en) * 1972-11-15 1975-12-12 Pincemin Pierre Double acting emergency aircraft landing shock absorber - has two springs acting on piston in opposite senses
GB1475296A (en) * 1974-06-27 1977-06-01 Cav Ltd Fuel injection pumping apparatus
DE2655052A1 (de) * 1975-12-06 1977-06-08 Lucas Industries Ltd Kraftstoffpumpe fuer die kraftstoff- foerderung eines verbrennungsmotors
FR2337282A1 (fr) * 1976-01-05 1977-07-29 Brunswick Corp Support absorbant de l'energie
DE2648991A1 (de) * 1976-10-28 1978-05-03 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE2756040A1 (de) * 1976-12-17 1978-06-29 Lucas Industries Ltd Einspritzpumpe
US4098249A (en) * 1975-12-03 1978-07-04 Cav Limited Fuel injection pumping apparatus
DE2716307A1 (de) * 1977-04-13 1978-10-19 Volkswagenwerk Ag Kraftstoff-einspritzpumpe fuer eine selbstzuendende brennkraftmaschine
DE3006925A1 (de) * 1979-02-28 1980-09-11 Cav Roto Diesel Kraftstoff-einspritzpumpe
GB2099611A (en) * 1981-05-27 1982-12-08 Bosch Gmbh Robert Fuel injection pump for internal combustion engines

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2299514A1 (fr) * 1975-01-31 1976-08-27 Roto Diesel Sa Po
US4079719A (en) * 1976-03-26 1978-03-21 Stanadyne, Inc. Timing control for fuel pump
JPS551418A (en) * 1978-06-16 1980-01-08 Diesel Kiki Co Ltd Injection timing device for distribution-type fuel injection pump
GB2064821B (en) * 1979-11-02 1983-02-02 Lucas Industries Ltd Fuel injection pump timing apparatus
GB2068590B (en) * 1980-01-22 1983-06-22 Lucas Industries Ltd Fuel pumping apparatus
US4359995A (en) * 1980-01-29 1982-11-23 Lucas Industries Limited Fuel injection pumping apparatus
JPS6018599Y2 (ja) * 1981-05-15 1985-06-05 株式会社デンソー 分配型燃料噴射ポンプの噴射時期調整装置

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2271456A2 (en) * 1972-11-15 1975-12-12 Pincemin Pierre Double acting emergency aircraft landing shock absorber - has two springs acting on piston in opposite senses
GB1475296A (en) * 1974-06-27 1977-06-01 Cav Ltd Fuel injection pumping apparatus
US4098249A (en) * 1975-12-03 1978-07-04 Cav Limited Fuel injection pumping apparatus
DE2655052A1 (de) * 1975-12-06 1977-06-08 Lucas Industries Ltd Kraftstoffpumpe fuer die kraftstoff- foerderung eines verbrennungsmotors
FR2337282A1 (fr) * 1976-01-05 1977-07-29 Brunswick Corp Support absorbant de l'energie
DE2648991A1 (de) * 1976-10-28 1978-05-03 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE2756040A1 (de) * 1976-12-17 1978-06-29 Lucas Industries Ltd Einspritzpumpe
DE2716307A1 (de) * 1977-04-13 1978-10-19 Volkswagenwerk Ag Kraftstoff-einspritzpumpe fuer eine selbstzuendende brennkraftmaschine
DE3006925A1 (de) * 1979-02-28 1980-09-11 Cav Roto Diesel Kraftstoff-einspritzpumpe
GB2099611A (en) * 1981-05-27 1982-12-08 Bosch Gmbh Robert Fuel injection pump for internal combustion engines

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2183370A (en) * 1985-11-23 1987-06-03 Lucas Ind Plc Fuel injection pumping apparatus
WO2001051803A1 (de) * 2000-01-12 2001-07-19 Robert Bosch Gmbh Kraftstoff-einspritzpumpe

Also Published As

Publication number Publication date
JPS60150442A (ja) 1985-08-08
US4594989A (en) 1986-06-17
DE3345155A1 (de) 1985-11-07

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

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Inventor name: LAUFER, HELMUT