EP0168613A1 - Régulateur de vitesse pour pompe à injection de combustible - Google Patents

Régulateur de vitesse pour pompe à injection de combustible Download PDF

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Publication number
EP0168613A1
EP0168613A1 EP85106901A EP85106901A EP0168613A1 EP 0168613 A1 EP0168613 A1 EP 0168613A1 EP 85106901 A EP85106901 A EP 85106901A EP 85106901 A EP85106901 A EP 85106901A EP 0168613 A1 EP0168613 A1 EP 0168613A1
Authority
EP
European Patent Office
Prior art keywords
spring
idle
lever
speed
speed controller
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.)
Granted
Application number
EP85106901A
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German (de)
English (en)
Other versions
EP0168613B1 (fr
Inventor
Günter Bofinger
Claus Maier
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 EP0168613A1 publication Critical patent/EP0168613A1/fr
Application granted granted Critical
Publication of EP0168613B1 publication Critical patent/EP0168613B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • 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

Definitions

  • the invention relates to a speed controller for fuel injection pumps according to the preamble of the main claim.
  • a known speed controller of this type (used in Bosch distributor injection pumps type VE)
  • the idle spring is arranged between the two levers and connected in parallel to a starting spring, which is also arranged between the levers and parallel to the idle spring.
  • the idle spring designed as a helical compression spring only begins to intervene when the start lever is pivoted against the force of the starter spring from a position corresponding to a large number of starts into the idle position in order to regulate the idle speed in largely load-free operation. For this you have a certain hub available before, for example, when the load is picked up by adjusting or tensioning the main control spring or when the load or driving resistance decreases and the speed increases, the two levers collide positively so that the idle spring is switched off for these areas.
  • the degree of non-uniformity (P-degree) of the change in the injection quantity is high over the speed, so that the differences in parameters that influence the idling speed have a comparatively strong effect.
  • Such parameters can already be found in the quality of combustion of the engine or its willingness to ignite, but also in frictional forces or tolerances in the pump itself
  • the idle spring is designed relatively hard in these known regulators in order to obtain a small hysteresis despite the large P-degree, which counteracts primarily the bucking caused by the different fuel processing of the engine cylinders.
  • the speed controller according to the invention for fuel injection pumps with the characterizing features of the main claim has the advantage that the idle is on the one hand separately and on the other hand very finely adjustable.
  • a residual quantity curve in a transition speed range in which an intermediate spring reduces the degree of non-uniformity in order to achieve better running behavior can be set very finely with the aid of this intermediate spring, regardless of the control springs which perform the load control particularly at higher speeds.
  • the idle spring engaging on one of the regulator levers independently of these other regulator springs, only the centrifugal signal generator acts as counterforce on the idle spring in its actual speed range.
  • the idle spring can therefore be made very soft, which leads to a smaller degree of non-uniformity and, above all, better controls the quadratic force function of the speed signal transmitter.
  • this idle spring which is arranged on the pump housing on the one hand, can also ensure that a push operation (load-free operation in which the vehicle pushes the engine) is always carried out a small amount is injected, so that there is no "hole” in the fuel supply when switching to load operation, ie when accelerating.
  • This "hole” has a particularly unpleasant effect on the diesel engine, since the high compression also results in a correspondingly high braking effect when the engine does not supply the fuel to the vehicle.
  • control spring can act either on the first or on the second lever, whereby it can only be effective with the second lever, which is also the starting multi-quantity lever, until the lever swivels into the starting multi-quantity position, in which only the starting spring is then to be effective .
  • An advantageous development of the invention consists in the embodiment according to claim 4, with which a disturbing non-uniformity of the injection quantity curve can be corrected at a particularly low speed in the idling range. Also because of the non-linear course of the working capacity of the speed signal generator at low speed, especially if a centrifugal speed sensor is used, without the measure according to the invention there is a degree of non-uniformity which is unfavorable for the running behavior in the idling range, which promotes the tendency that the quantity control thereby becomes too rapid the area of the control curve of the starting quantity and there the internal combustion engine comes into so-called "sawing" because of the steepness of this control curve.
  • Such non-uniformities and also those of other origin in this area can be compensated for with the correction spring and the regulation curve with one favorable application point can be linearized without measures to improve the working capacity of the controller are necessary.
  • FIG. 1 shows the first exemplary embodiment in a schematic illustration
  • 2 shows a speed path function diagram of the inventive controller
  • FIG. 3 shows the second exemplary embodiment
  • FIG. 4 shows the third exemplary embodiment using a correction spring
  • FIG. 5 shows a schematic illustration of the quantity-speed diagram according to a real characteristic diagram for the exemplary embodiment according to FIGS. 3 and 6 is a quantity-speed diagram according to a real map for the embodiment of FIG. 4.
  • a pump piston 1 of a fuel injection pump which is preferably used for the fuel supply of a self-igniting internal combustion engine for motor vehicles, is set into a reciprocating and simultaneously rotating movement by means not shown.
  • a T-shaped relief channel 2 running in the pump piston 1 leads to the surface of the pump piston 1 and is controlled there by a ring slide 3.
  • this relief sooner or later channel 2 is opened, whereby the injection is interrupted.
  • the axial position of the ring slide 3 thus corresponds to the amount injected.
  • the ring slide 3 is displaced by a start lever 4, which can be pivoted about an axis 5 and engages with a pin 6 in a groove 7 of the ring slide to actuate it.
  • a speed signal generator 8 which is driven with a motor speed-synchronous speed, engages, which displaces an adjusting sleeve 10 via centrifugal weights 9, which acts directly on the start lever 4.
  • the position shown takes the start lever 4 before starting the engine, a starting spring 11 pushing the sleeve 10 into the starting position shown. In this position, the control slide 3 assumes a position for an additional starting quantity.
  • the flyweights 9 are pushed apart and pivot the start lever 4 about the axis 5 until after it has traveled the distance a it hits a stop 12 of a tensioning lever 13, after which the excess for starting is limited.
  • the clamping lever 13 is also pivotally mounted on the axis 5 and is loaded by a control spring 15.
  • a control spring 15 By means of an adjusting lever 16, the setting or the pretensioning force can be changed, which has to be overcome when the speed signal transmitter is reduced.
  • the position of the adjusting lever 16 corresponds to the respective load entered, for example, by the accelerator pedal of the vehicle or the torque request of the driver of the internal combustion engine.
  • a matching spring 17 and an intermediate spring 18 are connected in series with this control spring 15, relatively narrow tolerance range. It is precisely in this area that the idle spring runs out in known regulators, ie it does not effect quantity regulation, so that the "holes" described above arise in the transition from push operation to load operation.
  • the characteristic curve L N characterizes an injection pump setting for a lower idling speed and the characteristic curve L H shown in dashed lines next to it represents the setting for an increased idling speed with a correspondingly changed position of the adjusting lever 26.
  • the idle spring 25 ′ acts on the start lever 4 ′ with the advantage of having an immediate effect on the control slide 3 ′ (the reference numbers correspond to those from FIG. 1, only with an index line Mistake). It is important that the control spring 25 'no longer acts in the start mode, so that only the start spring 11' pushes the speed signal generator 8 'into the starting position shown and after the start the excess quantity is reduced sufficiently early only in dependence on the start spring 11' to prevent engine runaway.
  • FIG. 4 A particularly advantageous development of the exemplary embodiments according to FIGS. 1 and 3 is the introduction of a correction spring 33 according to FIG. 4.
  • the bolt protrudes through a recess 31 'at the end of the start lever 4 "and has at its other end a head which is now designed as a spring plate 34.
  • the correction spring 33 is clamped between this and the start lever, this spring being designed as a compression spring and in the same
  • the idle spring acts in the same way as the tension spring 25.
  • a correction spring can also be arranged in a corresponding manner between the adjusting part 26 and the associated end of the idle spring.
  • FIG. 5 shows a schematic illustration of the quantity-speed diagram according to a real characteristic diagram for an exemplary embodiment according to FIG. 3. It is constructed similarly to the diagram in FIG. 2, where the path of the ring slide 3 is recorded over the speed.
  • the realms d, e, u and f can also be seen in this real diagram.
  • Deviating from FIG. 2 is the course of the characteristic curves L H and L E. It can be seen that at the end of the starting speed during the curtailment against the starting spring 11, the characteristic curve is very steep and runs almost vertically. When the full-load characteristic VL is reached, the effect of the idle spring begins, namely earlier with increased idle L H than with lower idle L N.
  • the characteristic curve loses slope and, from a kink point at K, changes again into a steeper branch, which ultimately changes into the characteristic curve L 1 already known from FIG. 2 at the lower kink point in accordance with the flatter course of the intermediate points spring characteristics in the range d.
  • the course is similarly only shifted to lower points Q.
  • Such a course of the characteristic curve, the idling point being in the area of the steeper branch of the characteristic curves L or L N has the disadvantage that an unstable state of the internal combustion engine very quickly arises when the idling mode is loaded.
  • Loads in the idle range can e.g. B. the use of a power steering or start work of an air conditioning system of an air conditioning system in a motor vehicle.
  • the speed would collapse very quickly as a result of the flatter characteristic curve according to K, but then the internal combustion engine would reach the area of the regulating characteristic of the starting spring 11 and there, due to the steepness in this curve, get into what is known as "sawing".
  • the non-linearity of the branches L N and L is e.g. B. attributable to a non-linear working of a centrifugal speed controller used here, which also has too little work capacity at the very low idle speeds.
  • hysteresis influences are noticeable in this area.
  • other tolerances and frictional influences can also be the cause of such a curve.
  • a different adjustment characteristic of the controller in idle mode has a disadvantageous effect if, over a certain load range, the injection rate is to be reduced by the fact that in the bypass for injection over part of the pump piston delivery stroke, part of the delivered fuel quantity flows out, so that for If the same injection quantity that is required for the respective operating point is reached, a relatively larger displacement of the ring slide in the direction of additional quantity is necessary.
  • the adjustment characteristic of the ring slide 3 is thus different in idle operation than in part-load and full-load operation.
  • the curve shape L N and L H according to FIG. 6 can now be changed with the aid of the correction spring.
  • the amount of fuel delivered by the fuel injection pump is plotted in adaptation of a real map over the speed.
  • the influence of the correction spring 33 which begins to regulate earlier than the idling spring 25, can be seen here.
  • the working path of the correction spring 33 is used up.
  • the start of the correction spring is very early and overlaps with the original cut-off curve of the start spring, so that the resulting cut-off curve S between the starting quantity and reaching the full-load curve VL is flatter compared to FIG. 5 after an application point E.
  • this curve S is uniform in the characteristic curve L H , the idle spring 25 '.
  • a corresponding curve S H which begins somewhat later at E N , results for the low idling. The pass uniformly into the characteristic curve L N. In this way you get a good transition behavior and a stable idle with very low idle speed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
EP85106901A 1984-07-13 1985-06-04 Régulateur de vitesse pour pompe à injection de combustible Expired - Lifetime EP0168613B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE8421006 1984-07-13
DE8421006U 1984-07-13
DE19853500341 DE3500341A1 (de) 1984-07-13 1985-01-08 Drehzahlregler fuer kraftstoffeinspritzpumpen
DE3500341 1985-01-08

Publications (2)

Publication Number Publication Date
EP0168613A1 true EP0168613A1 (fr) 1986-01-22
EP0168613B1 EP0168613B1 (fr) 1990-01-10

Family

ID=25828390

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85106901A Expired - Lifetime EP0168613B1 (fr) 1984-07-13 1985-06-04 Régulateur de vitesse pour pompe à injection de combustible

Country Status (4)

Country Link
US (1) US4615317A (fr)
EP (1) EP0168613B1 (fr)
JP (1) JPH0730718B2 (fr)
DE (2) DE3500341A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0320617A2 (fr) * 1987-12-18 1989-06-21 Robert Bosch Gmbh Régulateur pour pompes à injection de combustible
GB2282673A (en) * 1993-10-04 1995-04-12 Bosch Gmbh Robert Centrifugal governor for a fuel injection pump of an internal combustion engine

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR900009522Y1 (ko) * 1985-09-12 1990-10-13 지이제루 기기 가부시기가이샤 내연기관의 급가속 제한장치
DE3632538A1 (de) * 1986-09-25 1988-03-31 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3720466A1 (de) * 1987-06-20 1988-12-29 Bosch Gmbh Robert Einrichtung zur verbesserung des dynamischen verhaltens des reglers einer verteilereinspritzpumpe
DE3844452A1 (de) * 1988-12-31 1990-07-05 Bosch Gmbh Robert Verteilerkraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3943297A1 (de) * 1989-12-29 1991-07-04 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE4117267A1 (de) * 1991-05-27 1992-12-03 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE4443114A1 (de) * 1994-12-03 1996-06-05 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE102017009074B4 (de) * 2017-09-28 2020-11-19 Deutz Ag Drehzahlregler einer Brennkraftmaschine

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2317022A (en) * 1942-05-15 1943-04-20 Pierce Governor Company Wide range centrifugal governor
FR2438747A1 (fr) * 1978-10-14 1980-05-09 Bosch Gmbh Robert Regulateur fonction du nombre de tours pour pompes d'injection de carburant
GB2119962A (en) * 1982-05-01 1983-11-23 Lucas Ind Plc Governor mechanism for a fuel pumping apparatus

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2612940C2 (de) * 1976-03-26 1986-12-18 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler für die Kraftstoffeinspritzpumpe einer Brennkraftmaschine
DE2336194C2 (de) * 1973-07-17 1983-12-22 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler einer Kraftstoffeinspritzpumpe
DE2349692C2 (de) * 1973-10-03 1985-04-04 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler einer Kraftstoffeinspritzpumpe
GB1582506A (en) * 1977-07-15 1981-01-07 Bosch Gmbh Robert A speed governor for fuel injection pumps
JPS54152711A (en) * 1978-05-23 1979-12-01 Diesel Kiki Co Ltd Distribution type fuel injection pump
JPS5659939U (fr) * 1979-10-17 1981-05-22
DE3137520A1 (de) * 1981-09-22 1983-04-07 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler einer kraftstoffeinspritzpumpe
DE3147701A1 (de) * 1981-12-02 1983-06-16 Robert Bosch Gmbh, 7000 Stuttgart Stelleinrichtung fuer ein kraftstoffoerdermengenverstellglied einer kraftstoffeinspritzpumpe
DE3242108A1 (de) * 1982-11-13 1984-05-17 Robert Bosch Gmbh, 7000 Stuttgart Verteilereinspritzpumpe fuer brennkraftmaschinen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2317022A (en) * 1942-05-15 1943-04-20 Pierce Governor Company Wide range centrifugal governor
FR2438747A1 (fr) * 1978-10-14 1980-05-09 Bosch Gmbh Robert Regulateur fonction du nombre de tours pour pompes d'injection de carburant
GB2119962A (en) * 1982-05-01 1983-11-23 Lucas Ind Plc Governor mechanism for a fuel pumping apparatus

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENTS ABSTRACTS OF JAPAN, Band 6, Nr. 253 (M-178)[1131], 11. Dezember 1982; & JP - A - 57 148 032 (DIESEL KIKI K.K.) 13.09.1982 *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0320617A2 (fr) * 1987-12-18 1989-06-21 Robert Bosch Gmbh Régulateur pour pompes à injection de combustible
EP0320617A3 (fr) * 1987-12-18 1990-05-09 Robert Bosch Gmbh Régulateur pour pompes à injection de combustible
GB2282673A (en) * 1993-10-04 1995-04-12 Bosch Gmbh Robert Centrifugal governor for a fuel injection pump of an internal combustion engine
GB2282673B (en) * 1993-10-04 1997-01-08 Bosch Gmbh Robert Centrifugal governor for a fuel injection pump of an internal combustion engine

Also Published As

Publication number Publication date
JPH0730718B2 (ja) 1995-04-10
JPS6134323A (ja) 1986-02-18
DE3500341A1 (de) 1986-01-16
EP0168613B1 (fr) 1990-01-10
DE3575329D1 (de) 1990-02-15
US4615317A (en) 1986-10-07

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