EP0166931B1 - Drehzahlregler für Kraftstoffeinspritzpumpen - Google Patents

Drehzahlregler für Kraftstoffeinspritzpumpen Download PDF

Info

Publication number
EP0166931B1
EP0166931B1 EP85105970A EP85105970A EP0166931B1 EP 0166931 B1 EP0166931 B1 EP 0166931B1 EP 85105970 A EP85105970 A EP 85105970A EP 85105970 A EP85105970 A EP 85105970A EP 0166931 B1 EP0166931 B1 EP 0166931B1
Authority
EP
European Patent Office
Prior art keywords
spring
lever
speed
speed governor
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.)
Expired
Application number
EP85105970A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0166931A3 (en
EP0166931A2 (de
Inventor
Gerald Höfer
Manfred Schwarz
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 EP0166931A2 publication Critical patent/EP0166931A2/de
Publication of EP0166931A3 publication Critical patent/EP0166931A3/de
Application granted granted Critical
Publication of EP0166931B1 publication Critical patent/EP0166931B1/de
Expired legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/04—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors
    • F02D1/045—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors characterised by arrangement of springs or weights
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • 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
    • F02M41/125—Variably-timed valves controlling fuel passages
    • F02M41/126—Variably-timed valves controlling fuel passages valves being mechanically or electrically adjustable sleeves slidably mounted on rotary piston

Definitions

  • the invention relates to a fuel injection pump according to the preamble of the main claim.
  • a known speed controller of this type (used in the Bosch distributor injection pump type VE) has only one leaf spring as an intermediate spring in one version, which has the function of a so-called starting spring that generates a starting quantity, and in another version a combination of this starting spring with a coil spring, which regulates the idle speed.
  • the starting spring is as soft as possible and only has the task of pushing the second lever and thus the injection quantity control element into a position for additional starting quantity which is above the maximum full load injection quantity in the starting position
  • the idling spring has the task in the idling position of the controller the second lever and thus keeping the injection quantity control member in a position corresponding to the balance of the forces (spring, speed signal generator) as counterforce to the speed signal generator which develops only small forces at idling speeds.
  • the idle spring Only when the idle speed is exceeded is the idle spring pushed together, so that in the upper idle speed range the two levers are frictionally engaged. However, the idle spring is pushed together at idle speeds and sufficient load via the first lever as far as a stop determining the initial position of the first lever allows this.
  • a single helical spring or leaf spring serving as a starting and idling spring can also serve as an intermediate spring, in which it is assigned a first area which serves to generate a starting additional quantity and then a somewhat harder area serving to regulate the idling speed.
  • the actual consumption per engine cylinder is known to differ in contrast to the injection quantity metered by the injection pump per engine cylinder, which is the same for all engine cylinders when the speed controller is in a certain position.
  • the spread of the amount that can be consumed by the engine cylinder can be 30% of the average injection amount when idling and is therefore particularly disadvantageous there. If, for example, the average idling quantity is 5 mm 3 , the scatter may well be 2 mm 3 .
  • the scattering of the braking and shocks that occur during combustion in the engine result in corresponding power surges from the speed signal transmitter to the second lever, which can be absorbed by a stiff spring in such a way that jerking or engine shaking during idling is prevented.
  • a rigid idle spring has a high P-degree, which can be 40% when idle. At idle speeds of 600 rpm. this is already 240 rpm. This high P degree leads to an unstable running of the motors, the so-called sawing. This sawing can in turn be counteracted by a soft spring with a correspondingly low P-degree, namely a spring in which large distances (control paths) are covered even with relatively small changes in force of the speed signal transmitter. Due to the low P-grade of soft springs, adding or subtracting the small quantity changes caused by the scattering is largely absorbed as an influence on the speed, so that a low P-grade is achieved (low sawing, largely constant speed) but jerky or shaking the motor can take place. In the known speed controllers, a relatively high P-grade is therefore taken in order to avoid the unpleasant jerking, especially in the case of passenger car diesel engines.
  • a fuel injection pump in which an arbitrarily operated adjusting lever is provided which changes the regulating spring tension and which is used for Input of the speed or torque request via a drag link consisting of two mutually opposite springs, with which the fuel quantity adjusting element of the fuel injection pump is coupled.
  • the volume adjustment element can be operated via a control lever, on which a speed-dependent force counter to the force of the control spring set by the adjustment lever and, if applicable, the adjustment spring used in series, as well as the idle spring which is fixed in parallel to the control spring, regardless of the position of the adjustment lever in the Regulating case can be adjusted.
  • the adjustment of the fuel quantity adjusting member caused by the adjusting lever via the drag member in the event of non-regulation is delayed by an attenuator connected between the latter and the regulator lever.
  • An intermediate lever can be provided between the control spring and the adjustment spring.
  • This device is very complex and, since the idle spring abuts stationary on the one hand and the towing element lies in series with a pre-tensioned control spring and the damping element is provided parallel to both, there is no possibility of selecting the spring stiffness in different operating situations in the sense of the relationships discussed above.
  • the speed controller for fuel injection pumps according to the invention with the characterizing features of the main claim has the advantage that a controller with resilient feedback is created, in which the short shocks caused by the scattering of the engine cylinder combustion are absorbed by a stiff spring, which the desired high P- Degree corresponds and that a delayed action of a soft spring for a constant speed as possible a lower P-degree can be achieved.
  • the driving member works with two mutually counteracting damping springs, between which the point of attack of the second lever is clamped in a floating manner.
  • Both damping springs are designed to be relatively stiff, at least stiffer than the intermediate spring.
  • fuel is fed from a fuel tank 10 via a prefeed pump 11 and a fuel filter 12 to a distributor injection pump 13.
  • the pump housing of this pump is broken open so far that the elements of the speed controller are visible.
  • the load input which takes place arbitrarily in the motor vehicle, for example, is carried out via an adjusting lever 14, the pivoting movement of which is transmitted via an adjusting shaft 15 guided in the pump housing to a driving lever 16, on which a control spring 17 engages on the one hand, which on the other hand is connected to a regulator lever arrangement 18.
  • an adjusting sleeve 19 of a speed signal transmitter also acts on the control lever arrangement 18, which is articulated by flyweights 20 which are driven at a motor-synchronous speed.
  • the force acting on the control lever arrangement 18 from the sleeve 19 thus changes the speed according to a quadratic function.
  • the regulator lever arrangement 18 displaces a control slide 21 determining the injection quantity on a pump and distributor piston 22.
  • the fuel is fed from the injection pump via a distributor groove 23 to injection nozzles 24, the pump piston 22 executing as many pressure and suction strokes per revolution as injection nozzles 24 or engine cylinders are available.
  • injection nozzles 24 or engine cylinders are available.
  • all engine cylinders receive the same injection quantity.
  • the controller reduces the injection quantity per engine cylinder with the same load specification as soon as the speed drops.
  • a regulator lever arrangement 18 is shown with which this bucking can be largely avoided.
  • This regulator lever arrangement 18 has an adjusting lever 28 which is pivotally mounted in the housing at 29 and carries an axis 30. Swiveling around point 29 causes the axis 30 to be correspondingly displaced.
  • This adjusting lever 28 is set to adjust the position of the axis 30 and has no influence on the speed control.
  • the control spring 17 shown in FIG. 2 only by an arrow indicating the direction of force acts on a tensioning lever 31 which is pivotably mounted on the axis 30. Also on the axis 30, a start lever 32 is pivotally mounted, on which a head 33 is provided for articulating the control slide 21 and on which the speed signal transmitter 19 engages in the direction of force represented by the arrow.
  • An intermediate spring assembly 35 is arranged between the tensioning lever 31 (1st lever) and the starting lever 32 (2nd lever), by means of which the relative pivot position of the two levers relative to one another as a function of the forces 17 and 19 and thereby the fuel injection quantity are determined in a certain speed range becomes.
  • This intermediate spring assembly 35 consists of three springs of a first softer spring 36 and two harder stiffer springs 37.
  • the intermediate spring 36 is arranged in a cylinder 38 which is closed on one side and is supported on the one hand on the closing end wall and on the other hand on a piston 39 which is axially displaceable in the cylinder 38 .
  • the interior of the cylinder 36 is connected to the outside by a throttle bore 40 provided in the end wall.
  • a pin 41 is provided on the piston 39, on which the two stiffer intermediate springs 37 are guided, one of which is supported on the piston 39 and the other on a locking ring 42 which is arranged on the pin 41.
  • the end 43 of the start lever 32 is provided in a floating manner by the springs 37.
  • the stiff springs 37 absorbs these forces, the stiff spring causing a high P-degree.
  • the driving element consisting of cylinder 38, piston 39 with pin 41 acts like a rigid system, or spring 36 acts as an infinitely stiff spring, since the volume enclosed in the cylinder acts inelastic due to the throttling action of throttle 40 and only with a throttle cross section according to the time available, the spring 36 can come into effect.
  • the entire spring assembly 35 acts like a flexible return.
  • the spring 37 acts in the short-term behavior
  • the spring 36 acts in the long-term behavior.
  • the injection quantity Q is plotted on the ordinate and the rotational speed n on the abscissa in an injection quantity / speed diagram.
  • the characteristic curve indicates the full load, with b being the starting additional quantity.
  • c is the regulation process when the maximum speed is reached.
  • This diagram also shows the transition from idle volume to larger quantities when the load is taken up. It is significant that the controller has a very flat idling characteristic d, since the actual idling spring 36 is relatively soft and causes a low P-degree. This avoids sawing the engine, ie the engine runs at a largely constant idling speed. As soon as a load change is made, the relatively stiff retaining springs 37 cause a rapid increase in the injection quantity with a slight change in speed, in accordance with the characteristic curves e.
  • the problem with idling speed control namely motor jerking and sawing
  • the invention can accordingly be transferred to speed controllers for pumps of stationary motors or to corresponding problems in intermediate speed ranges. It is important that the speed controller according to the invention cause short-term changes in the force of parameters such as load or speed to cause a high P-degree, whereas longer-term parameter changes cause a low P-degree of the controller.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
EP85105970A 1984-06-30 1985-05-15 Drehzahlregler für Kraftstoffeinspritzpumpen Expired EP0166931B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3424268 1984-06-30
DE19843424268 DE3424268A1 (de) 1984-06-30 1984-06-30 Drehzahlregler fuer kraftstoffeinspritzpumpen

Publications (3)

Publication Number Publication Date
EP0166931A2 EP0166931A2 (de) 1986-01-08
EP0166931A3 EP0166931A3 (en) 1987-02-25
EP0166931B1 true EP0166931B1 (de) 1988-08-31

Family

ID=6239614

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85105970A Expired EP0166931B1 (de) 1984-06-30 1985-05-15 Drehzahlregler für Kraftstoffeinspritzpumpen

Country Status (4)

Country Link
US (1) US4649879A (zh)
EP (1) EP0166931B1 (zh)
JP (1) JPS6119942A (zh)
DE (2) DE3424268A1 (zh)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3720466A1 (de) * 1987-06-20 1988-12-29 Bosch Gmbh Robert Einrichtung zur verbesserung des dynamischen verhaltens des reglers einer verteilereinspritzpumpe
DE4300015A1 (de) * 1993-01-02 1994-07-07 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE9408125U1 (de) * 1994-05-17 1994-07-21 Kloeckner Humboldt Deutz Ag Einspritzvorrichtung für eine Brennkraftmaschine
JP4303536B2 (ja) * 2003-08-19 2009-07-29 ヤンマー株式会社 ガバナ装置
US7900739B2 (en) * 2006-12-12 2011-03-08 Cnh America Llc Control system for a vehicle system with a continously variable transmission
DE102009046387A1 (de) * 2009-11-04 2011-05-05 Robert Bosch Gmbh Pedalweggeber und Pedaleinheit
CN106968813A (zh) * 2017-02-28 2017-07-21 南京威孚金宁有限公司 一种ve分配泵调速系统及其调速方法

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1815595C3 (de) * 1965-02-05 1975-09-25 Kloeckner-Humboldt-Deutz Ag, 5000 Koeln Direkt wirkender FKehgewichtsdrehzahlregler für Kraftmaschinen
GB1231010A (zh) * 1967-04-12 1971-05-05
DE2349692C2 (de) * 1973-10-03 1985-04-04 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler einer Kraftstoffeinspritzpumpe
DE2349663A1 (de) * 1973-10-03 1975-04-10 Bosch Gmbh Robert Drehzahlregler einer kraftstoffeinspritzpumpe
DE2402374C2 (de) * 1974-01-18 1983-05-26 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler für Kraftstoffeinspritzpumpen von Brennkraftmaschinen
JPS544450B2 (zh) * 1974-04-23 1979-03-07
GB2090430B (en) * 1980-12-31 1984-06-13 Lucas Industries Ltd Governor system
JPS57168026A (en) * 1981-04-09 1982-10-16 Nissan Motor Co Ltd Control device of vibration in diesel engine

Also Published As

Publication number Publication date
EP0166931A3 (en) 1987-02-25
DE3564724D1 (en) 1988-10-06
JPH0577859B2 (zh) 1993-10-27
US4649879A (en) 1987-03-17
EP0166931A2 (de) 1986-01-08
JPS6119942A (ja) 1986-01-28
DE3424268A1 (de) 1986-01-09

Similar Documents

Publication Publication Date Title
DE2349692C2 (de) Drehzahlregler einer Kraftstoffeinspritzpumpe
DE2900198A1 (de) Fliehkraftdrehzahlregler fuer einspritzbrennkraftmaschinen, insbesondere leerlauf-enddrehzahlregler fuer fahrzeug-dieselmotoren
EP0166931B1 (de) Drehzahlregler für Kraftstoffeinspritzpumpen
DE2656261C2 (de) Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen
DE2629620A1 (de) Fliesskraftdrehzahlregler fuer einspritzbrennkraftmaschinen
EP0168613B1 (de) Drehzahlregler für Kraftstoffeinspritzpumpen
DE3145233A1 (de) Reglersystem
EP0319707A2 (de) Kraftstoffeinspritzpumpe für Brennkraftmaschinen, insbesondere Dieselbrennkraftmaschinen
DE3630871C2 (zh)
DE4129837C2 (de) Drehzahlregler für Kraftstoffeinspritzpumpen von Brennkraftmaschinen
DE2855889A1 (de) Fliehkraftdrehzahlregler fuer einspritzbrennkraftmaschinen, insbesondere leerlauf-enddrehzahlregler fuer fahrzeugdieselmotoren
DE3831788C2 (zh)
EP0158846B1 (de) Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen
EP0162287A2 (de) Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE2838919A1 (de) Fliehkraftdrehzahlregler fuer einspritzbrennkraftmaschinen
EP0515816B1 (de) Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE3632539C2 (de) Kraftstoffeinspritzpumpe für Kraftfahrzeug-Brennkraftmaschinen
DE864782C (de) Regler fuer Einspritzbrennkraftmaschinen
DE3632538A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3418174A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
EP0624720B1 (de) Kraftstoffeinspritzpumpe für Brennkraftmaschinen
EP0296358B1 (de) Einrichtung zur Verbesserung des dynamischen Verhaltens des Reglers einer Verteilereinspritzpumpe
EP0766782B1 (de) Kraftstoffeinspritzpumpe für brennkraftmaschinen
EP0208898B1 (de) Drehzahlregler für Kraftstoffeinspritzpumpen
EP0522359B1 (de) Kraftstoffeinspritzpumpe für Brennkraftmaschinen

Legal Events

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

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19850515

AK Designated contracting states

Designated state(s): DE FR GB

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): DE FR GB

17Q First examination report despatched

Effective date: 19870824

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
REF Corresponds to:

Ref document number: 3564724

Country of ref document: DE

Date of ref document: 19881006

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
REG Reference to a national code

Ref country code: GB

Ref legal event code: IF02

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20020425

Year of fee payment: 18

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20020625

Year of fee payment: 18

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20020823

Year of fee payment: 18

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20030515

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20031202

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20030515

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040130

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST