EP0172370B1 - Pompe d'injection de combustible pour un moteur à combustion interne - Google Patents

Pompe d'injection de combustible pour un moteur à combustion interne Download PDF

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Publication number
EP0172370B1
EP0172370B1 EP85108177A EP85108177A EP0172370B1 EP 0172370 B1 EP0172370 B1 EP 0172370B1 EP 85108177 A EP85108177 A EP 85108177A EP 85108177 A EP85108177 A EP 85108177A EP 0172370 B1 EP0172370 B1 EP 0172370B1
Authority
EP
European Patent Office
Prior art keywords
fuel injection
injection pump
drive shaft
pump according
ring
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
EP85108177A
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German (de)
English (en)
Other versions
EP0172370A1 (fr
Inventor
Jean Leblanc
François Quarret
André Brunel
Gérard Duplat
Max Dr. Straubel
Wolfgang Fehlmann
Werner Dipl.-Ing. Pape
Anton Dipl.-Ing. Karle
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 EP0172370A1 publication Critical patent/EP0172370A1/fr
Application granted granted Critical
Publication of EP0172370B1 publication Critical patent/EP0172370B1/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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/02—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor being spaced from pumping elements
    • F02M41/06—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor being spaced from pumping elements the distributor rotating
    • F02M41/063—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor being spaced from pumping elements the distributor rotating the distributor and rotary valve controlling fuel passages to pumping elements being combined
    • F02M41/066—Arrangements for adjusting the rotary valve-distributor

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-3 010 839
  • the coupling piece engages through two diametrically opposite slots in the wall of the axial bore in the drive shaft in axially parallel guide grooves of the driving ring which can be displaced on the outer surface of the drive shaft.
  • This has an outer collar on which a roller located at the end of an actuating lever engages.
  • the adjusting lever is actuated by an adjusting magnet and determines the axial position of the driving ring which can be adjusted against the force of a return spring which is supported on the drive shaft.
  • This embodiment has the disadvantage that the distributor is driven via the drive ring, which is coupled to the drive shaft only by a pin on the outer casing of the drive shaft.
  • the pin engages in an oblique groove in the lateral surface of the axial bore of the driving ring.
  • two further longitudinal grooves are provided for the coupling, in which the ends of the coupling piece connected to the distributor engage.
  • the driving ring must therefore be made relatively thick because of the grooves and the drive shaft must have relatively wide longitudinal slots for the passage of the coupling piece.
  • the passages must be wide enough to ensure the relative adjustability of the rotational position of the coupling piece and thus of the distributor relative to the drive shaft.
  • the drive shaft is considerably weakened by this measure, whereby it should be noted that for exact, synchronous driving of the cam track connected to the end of the drive shaft, by which the radially arranged pump pistons are actuated in a known manner, twists and torsional vibrations of the drive shaft should be avoided. Such torsional vibrations can easily occur in the circumferential direction when the cam track is periodically impacted, which is why the drive shaft must be designed to be very torsionally rigid.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that the effective cross section of the drive shaft is weakened to a much lesser extent, and only by a narrow guide groove.
  • the drive shaft is still cheaper to manufacture because of the pin on the outside diameter that is not necessary here.
  • the coupling is compactly housed essentially within the axial bore in the drive shaft, the lever arms of the connection between the coupling piece and the driving ring now located inside being kept much shorter. This makes the system much more torsionally rigid.
  • a particularly advantageous embodiment consists in the subject matter of claim 9 in conjunction with claims 10 and 11.
  • the adjusting ring as a plunger anchor, which is secured against rotation, an exact and low hysteresis adjustability of the axial position of the adjusting ring or the relative rotational position of the distributor to the drive shaft is achieved.
  • the collar or plunger anchor guided on the drive shaft is in constant sliding frictional contact with the drive shaft during operation of the fuel injection pump and is also lubricated by liquid since the pump interior is filled with fuel.
  • static friction responsible for the adjustment hysteresis can no longer occur.
  • a ring-shaped electrical actuating magnet can be provided without any significant additional space in the radial direction.
  • the basic setting of the adjusting ring with respect to the excitation current strength of the electromagnet can be determined precisely and simply with the fuel injection pump running, by adjusting the bias of the return spring. It is not necessary to open the injection pump for this, since an adjusting tool can be inserted through the axial stepped bore.
  • FIG. 1 shows a first embodiment of the fuel injection pump according to the invention with the parts essential to the invention in a simplified representation
  • FIG. 2 shows a first section along line 11-11 through the embodiment according to FIG. 1
  • FIG. 3 shows a second section along section line 111-111 of the embodiment according to FIG Figure 1
  • Figure 4 5 shows a second exemplary embodiment as a section through a fuel injection pump
  • FIG. 6 shows a modified embodiment of the anti-rotation lock of the plunger in the exemplary embodiment according to FIG. 5.
  • a distributor 3 is mounted in a bore 2, which is brought into a rotating movement by a drive shaft 6 via a coupling 4.
  • the distributor has an annular groove 7 on its outer surface, which is in constant communication with a plurality of pump piston guide bores 8 radially extending from the bore 2, in which pump pistons 10 are arranged, each of which includes a working space 11 with its end face toward the side of the annular groove 7.
  • roller tappets 14 Coaxial to the pump piston are guided in an adjacent bore 12 with a larger diameter than that of the guide bores 8 roller tappets 14, which can be brought via rollers 15 into contact with a cam track 16 radially surrounding the housing part 1 at this point.
  • the cam track is connected to the drive shaft 6 or part thereof and thus rotates synchronously to the drive shaft or to the distributor 3.
  • the pump pistons 10 are brought into a reciprocating movement via the rollers 15 and the roller tappets 14, whereby they alternate between a pump stroke and a suction stroke.
  • the rollers 17 can be kept in constant contact with the cam track by springs 17 between the housing part 1 and the roller tappet 14.
  • a first control groove 20 and a second control groove 21 branch off from the annular groove 7, which are incorporated into the surface of the distributor and initially move away from one another in the manner of a V, starting from the annular groove.
  • the second control groove 21 is longer and merges into an axially parallel part 22, which finally opens into a rectangular control surface 23.
  • injection lines 25 are distributed around the circumference of the distributor from the bore 2 within a radial plane to the axis of the distributor, the injection lines being arranged according to the number and distribution of the combustion chambers to be supplied of the associated internal combustion engine. According to this number, the pump pistons also perform 10 pump and suction strokes per revolution.
  • a plurality of control openings 26 are provided in the outer surface of the bore 2 in a radial plane, which are connected via lines 27 to a fuel storage space 28. This is supplied in a known manner by a fuel feed pump, not shown here, with fuel which is kept at a relatively low pressure level.
  • the control openings 26 are also distributed around the circumference in accordance with the number of fuel injection lines to be supplied and have an approximately trapezoidal cross-section such that the side flanks of the openings open up or down over the entire width through the first control groove 20 or second control groove 21, each running at the same angle can be controlled.
  • filling channels 30 also open on the lateral surface of the bore 2, in the same number and distribution as the control openings 26 in such a way that the inlet cross section of the filling channels at the same time as the control opening 26 closes after the second Control groove that has happened is closed.
  • the fill channels are also connected to the fuel reservoir 28.
  • the end of the distributor 3 protruding from the bore 2 is acted upon by a device 32 for adjusting the axial position of the distributor.
  • This device is represented in FIG. 1 by the schematic representation of an actuating magnet 32.
  • the armature 33 of this actuating magnet adjusts the distributor 3 against the force of a return spring 35 acting on the other end of the distributor.
  • This rests in an axial bore 36, a blind bore in the drive shaft 6, into which the end protruding from the bore 2 on the drive shaft side 37 of the distributor protrudes.
  • This end is connected via a pin 39 to a coupling piece 40 which is essentially ring-shaped and has two guide prisms 41 on its outer circumferential surface which have axially parallel surfaces.
  • the guide prisms engage in corresponding guide slots 42 of a driving ring 44 which is mounted in the axial bore 36 in such a way that it can carry out a rotary movement and which engages around the end 37 of the distributor 3 and the coupling piece 40.
  • the driving ring and also the coupling piece 40 thus have driving surfaces 45 which extend in the axial direction or are parallel to the axis.
  • the driving ring 44 has an axial opening 46, through which the return spring 35 is supported on the bottom of the axial bore 36 without interfering with the function of the driving ring.
  • an opening 48 which is designed as an oblique guide and has, for example, the shape of an elongated hole which extends obliquely to the axis.
  • an adjusting ring 50 is arranged between the and a radially widening part 51 of the drive shaft leading to the cam ring 16, a compression spring 52 is arranged.
  • the axial adjustability of the adjusting ring 50 is limited by the axial extent of the oblique guide 48, in that a driving part 53 which extends through the oblique guide 48 is inserted radially into the adjusting ring.
  • This driving part is designed in the form of a pin which engages in the driving ring 44.
  • the pin can be designed to be removable by being connected to a resilient clamp 54 which surrounds the adjusting ring on the outside and holds the pin 53 in its position inserted into the adjusting ring and the driving ring.
  • One end 54 of the bracket can be used be angled and engage radially in a recess of the adjusting ring 50.
  • the adjusting ring coupled to the drive shaft 6 due to the driving part 53 has an annular groove 55 on its circumference, into which the end of an adjusting lever 57 engages. With its side flanks, the annular groove has an annular surface pointing in the axial direction, to which the end of the actuating lever 57 engages against the force of the compression spring 52.
  • the end 58 of the control lever is spherical and can also have a sliding roller. An equivalent design would be if the end of the adjusting lever is fork-shaped and comprises a collar of the adjusting ring.
  • the actuating lever can be pivoted about an axis 59 and it engages at its other end 60 the armature 61 of an actuating magnet 62, which serves as an adjusting device for adjusting the axial position of the catch ring.
  • the actuating magnet 62 like the actuating magnet 32, is controlled by an electronic control device 63 as a function of operating parameters.
  • the armature 62 is movable between two adjustable stops 64 and 65, which also determine the pivoting angle of the actuating lever 57. The starting position and the end position of the adjusting ring 50 can thus be set.
  • the fuel injection pump described is designed with respect to the configuration of the control grooves 20 and 21 and the injection quantity control that can be carried out with the displacement of the distributor in the same way as the injection pump described in EP-A-0 150 471 and DE-A-3 010 839.
  • the trailing first control groove 20 opens the control opening 26 which relieves the pump work space sooner or later after the leading second control groove 21 has passed one of the control openings 26.
  • the filling channels 30 are provided here, which are opened by the axially parallel part 22 of the second control groove 21 before the second control groove 21 comes into connection with one of the control openings 26.
  • the filling also takes place via the first control groove 20 and the control opening 26 which is covered with this.
  • This enables the pump work spaces to be filled particularly quickly.
  • the injection takes place through the pump pistons which are now moved inwards by the cam ring.
  • the fuel displaced by these passes through the annular groove 7, the second control groove 21 and the rectangular control surface 23 into one of the injection lines 25, which is opened by the control surface 23 at this time.
  • FIG. 4 shows one of the cam elevations of the cam track 16 over the angle of rotation a, the left flank being the flank which effects the delivery stroke or pump stroke of the pump piston.
  • A symbolizes the injection quantity when the distributor 3 is displaced far towards the drive shaft 6
  • the start and end times of the injection also lie in accordance with the symmetrical inclination of the first control groove 20 to the second control groove 21 for the two cases A and A 'symmetrical to each other.
  • the relative rotational position of the distributor to the drive shaft can now also be changed.
  • the adjusting ring 50 maintains a certain axial position, there is no relative rotation of the distributor 3 to the drive shaft 6 when the distributor 3 is displaced by the actuating magnet 32. Regardless of the position of the distributor 3, however, the adjusting ring can now be axially displaced via the adjusting lever 57.
  • the driving part 53 follows the course of the inclined guide 48 and rotates the driving ring 44 relative to the drive shaft 6.
  • the driving ring 44 also takes the coupling piece 40 with it along its axially parallel driving surfaces 45 and rotates the distributor 3 to the same extent. This adjustment shifts the position of the injection with respect to the cam elevation, as is also shown in FIG. 4.
  • the injection region A Depending on the axial position of the adjusting ring 50, the injection region A 'lies in the upper or in the lower, dashed position or somewhere between them.
  • the control device 63 With the help of the control device 63, a specific start of injection can now be set independently of the injection quantity, the injection pressure, the speed, the fuel temperature and viscosity, or different slopes of the cam rising edge can be used for the injection in order to obtain different injection rates. The tax expense is very low, while the intervention can be designed universally.
  • the adjustable stops 64 and 65 the area controlled by the controller can be limited and the starting position can also be determined with the help of the adjustable stop 64. The setting is very precise, since in the selected coupling with the aid of the coupling piece 40, the distributor can be tracked to a high degree without play, without the drive shaft being weakened.
  • the embodiment of Figure 5 is constructed essentially the same as the embodiment of Figure 1, as far as the design of the distributor and the pump piston drive. With regard to this part, reference is made to the explanations relating to FIG. 1.
  • the drive shaft 6 has an axial bore 36 into which it can be carried ring 66 is fitted. This engages in the same way the coupling piece 40, which is displaceable with its guide prisms 41 in axially parallel guide slots 42 of the cup-shaped driving ring 66.
  • the driving ring 66 is now closed at the bottom and a return spring 68 is supported on this bottom, which on the other hand rests on a spring plate 69. This sits at the end of a pin 71, which is press-fitted into a bore 70 which coaxially adjoins the axial bore 36 as a stepped bore with a smaller diameter.
  • a mounting hole 72 also leads coaxially from this hole to the outer side 73 of the drive shaft 6 '.
  • the guide slots 42 in the driving ring merge into a groove 74 which has a spherical groove base 75.
  • a pin 77 is inserted, which has the function of the driving part 53 in the subject of Figure 1.
  • the pin protrudes into two diametrically opposed openings 78, which are designed as corresponding oblique guides and have the shape of obliquely extending oblique holes with the same inclination to the drive shaft axis.
  • the ends 79 of the pin 77 projecting outward from these openings 78 are graduated in such a way that a sliding ring engages in this gradation 76 and thereby takes over the axial securing of the pin 77 by the sliding ring 80 being suitably pushed onto the outside diameter of the drive shaft.
  • the slide ring and the gradation 76 are located on the side of the pin 77 facing away from the return spring 68.
  • the slide ring works together with an adjusting ring 81 which is displaceable in the region of the axial bore 36 on the outside diameter of a cylindrical part 82 of the drive shaft 6 '.
  • the adjusting ring 81 represents a plunger anchor which has an inner part 83 sliding on the cylindrical part 82 and a cylindrical outer part 84, which are connected to one another via an annular web 85.
  • the plunger armature or the adjusting ring 81 is part of an electromagnet which has an annular coil 96 which is carried by a core 87.
  • the core has an outer cylinder 88 which surrounds the coil on its outer circumference and a yoke 89 which covers the coil on one end face, is magnetically connected to the outer cylinder and has a central bore 90 with which it together with the cylindrical part 82 of the drive shaft 6 'forms an annular air gap. At this point, the magnetic flux generated by the coil when it is excited is transferred to the shaft.
  • the latter is open and projects beyond the body of the coil 86 in the axial direction in such a way that the plunger armature 81, which serves as the adjusting ring, can be immersed in this area.
  • the coil 86 is seated in a carrier body 91, which is designed in such a way that it leaves a gap 92 between itself and the drive shaft 6 ′, in which the sliding ring 80 and the pin 77 can move freely with its ends 79 and in the same when the magnet is excited, a part of the cylindrical inner part 83 of the plunger armature 81 is immersed to adjust the pin 77.
  • the carrier body 91 is held in position within the core by a cover ring 94, in which it is fastened with screws 95 in the pump housing 1 at ends protruding from the outer cylinder of the core.
  • the cover ring 94 allows the cylindrical inner part 83 of the plunger armature 81 to pass through and has at least one guide pin 96 which extends axially parallel to the open end of the outer cylinder 88 and engages there in corresponding guide bores 97 in the ring web 85 of the plunger armature 81, so that the latter Twisting is prevented if the drive shaft 6 'is also brought into a rotational movement.
  • the coil 86 is connected to connections and lines (not shown in FIG. 5) with a control device 63 which, in the same way as in the exemplary embodiment according to FIG adjusted against the restoring force of the return spring 68 and thereby displacing the driving ring 66.
  • the crowning of the groove base 75 has the effect that no edging forces reach the adjusting ring or the driving ring, so that the sliding bearing behavior of the adjusting ring 81 is retained.
  • the armature 81 dips deeper into the interior of the outer cylinder 88 of the core.
  • the magnetic flux runs through the outer cylinder 88, the yoke 89, the cylindrical part 82 of the drive shaft 6 'and closes via the armature 81.
  • the wall thickness of the outer cylinder 88 can be in the possible overlap area with the cylindrical outer part 84 of the armature 81 can be varied so that different magnetic flux densities can be generated here or different adjustment rates with a constant excitation current increase rate.
  • This embodiment has the advantage that the armature is fixed in the rotational position and is therefore only subjected to sliding friction, so that no transition from static friction to sliding friction which generates a hysteresis can occur when an actuating movement is used.
  • fuel flows around the armature, so that there is sufficient lubricant available to reduce the friction.
  • the preload of the return spring 68 can furthermore advantageously be changed by a tool 98 inserted through the mounting bore 72 in such a way that a specific association of the magnetic flux excitation current and the axial position of the armature 81 or of the driving part 66 is achieved.
  • the pin 71 can be moved axially in one direction or the other.
  • the armature can also be secured against rotation according to FIG. 6 in that the outer cylinder 88 'has longitudinal slots 99 which extend from its open side and which extend axially parallel. This is shown in FIG an end view is shown. In relation to these longitudinal slots, longitudinal grooves 100 are machined into the cylindrical outer part 84 of the plunger armature 81 ', which have the same width as the longitudinal slits 99. When excited, this configuration has the effect that the plunger armature always remains in the overlap shown with the longitudinal slots 99 of the outer cylinder 88' .
  • This solution has the advantage that the friction occurring on pin 96, which opposes the displacement of plunger anchor 81, is also avoided. Longitudinal slots 99 and longitudinal grooves 100 need only be provided in a partial area of the outer cylinder 88 'or the plunger anchor 81'.

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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)

Claims (19)

1. Pompe à injection de carburant pour moteur à combustion interne comportant un distributeur (3) placé dans un alésage (2) du carter de la pompe à injection qui comprend des rampes de commande (21, 22) s'étendant à la surface de son enveloppe extérieure de façon oblique par rapport à la direction de l'axe et une ouverture de distribution (23), avéc un dispositif (32) de réglage de la position axiale du distributeur, ce par quoi on peut déterminer la quantité de carburant qui est envoyée individuellement de l'alésage (2) aux conduites (25) d'injection de carburant, assurant le transport aux points d'injection dans le moteur à combustion interne, avec un accouplement (4) pour la liaison du distributeur (3) à un arbre d'entraînement en rotation (6), qui comporte un guide oblique (48) auquel est couplée une bague d'entraînement (44) qui tourne avec l'arbre d'entraînement, et coopère avec une pièce d'accouplement (40) reliée au distributeur (3) et est introduite dans un alésage axial (36) dans l'arbre d'entraînement (6), où pour la transmission de l'énergie de rotation est prévu au moins une surface d'entraînement (45) sur une bague d'entraînement ou une pièce d'accouplement s'étendant en direction axiale et permettant un déplacement relatif dans cette direction et, en outre, avec un dispositif de réglage (62, 57, 50, 53) pour le réglage de la position axiale de la bague d'entraînement (44), caractérisé en ce que la bague d'entraînement (44) est introduite dans l'alésage axial (36) et peut se déplacer à l'aide d'un élément d'entraînement radial pénétrant à travers au moins une traversée (48), servant de guide oblique dans la paroi de l'alésage axial, cet élément d'entraînement étant lié à une bague de réglage (50) amenée sur la surface extérieure cylindrique (49) de l'arbre d'entraînement (6) pouvant être actionnée par le dispositif de réglage (62, 57).
2. Pompe à injection de carburant selon la revendication 1, caractérisée en ce que l'élément d'entraînement est une goupille (53).
3. Pompe à injection de carburant selon la revendication 1, caractérisée en ce que la bague de réglage
(50) présente une surface annulaire dirigée axialement, sur laquelle s'engage un levier de réglage (57).
4. Pompe à injection selon la revendication 3, caractérisée en ce que le levier de réglage (57) est actionné par un électro-aimant (62) qui est commandé à partir d'un dispositif de commande pour la détermination du moment de l'injection.
5. Pompe à injection de carburant selon la revendication 2, caractérisée en ce que la goupille (53) fait saillie par deux traversées (48) se trouvant diamétralement opposées dans la paroi de l'alésage axial (36).
6. Pompe à injection de carburant selon la revendication 5, caractérisée en ce que la goupille (53) est supportée dans une cavité (74) de la bague d'entraînement (66), permettant un pivotement autour d'un axe perpendiculairement à l'axe du distributeur et que la face de contact entre la goupille et la bague d'entraînement, dans la direction de pivotement, est réalisée de façon sphérique.
7. Pompe à injection de carburant selon l'une des revendications 5 ou 6, caractérisée en ce que la goupille (77) comporte aux extrémités extérieures (79) des surfaces de forme (76) pour la liaison avec la bague de butée (81 ) et la fixation axiale de la goupille.
8. Pompe à injection de carburant selon la revendication 7, caractérisée en ce que la goupille comporte à ses extrémités (79) un méplat (76) sur lequel s'engage un anneau coulissant (80) guidés sur l'arbre d'entraînement et qui repose entre la goupille et la surface frontale de la bague de réglage (81) prémunie contre la rotation.
9. Pompe à injection de carburant selon l'une des revendications 5 à 8, caractérisée en ce que la bague de réglage (81) est sous forme d'un induit d'électro-aimant (86, 88, 89).
10. Pompe à injection de carburant comportant un électro-aimant servant à l'actionnement des éléments de positionnement selon la revendication 9, caractérisée en ce que l'électro-aimant comporte un enroulement (86) à poste fixe qui entoure de façon annulaire l'arbre d'entraînement en rotation (6'), la bague de réglage étant sous forme d'induit plongeur.
11. Pompe à injection de carburant selon la revendication 10, caractérisée en ce que l'induit est prémuni contre la rotation.
12. Pompe à injection de carburant selon la revendication 10 ou la revendication 11, caractérisée en ce que le noyau de l'électro-aimant, portant l'enroulement (86), comporte un cylindre extérieur (88) qui fait saillie axialement de l'enroulement et forme, entre son diamètre intérieur et le diamètre extérieur de l'induit plongeur (81), un entrefer de travail.
13. Pompe à injection de carburant selon la revendication 12, caractérisée en ce que le cylindre extérieur (88) dans la partie dans laquelle se situe la zone de travail de l'induit plongeur (81 ) est profilé sur son côté extérieur pour la mise en forme d'une section de conduite du flux magnétique variable.
14. Pompe à injection de carburant selon l'une des revendications 12 ou 13, caractérisée en ce que l'enroulement (86) sur l'un des côtés duquel est prévu une culasse (89) reliée en liaison magnétique, au cylindre extérieur (88) et limitée à la zone de coulissement sur l'arbre d'entraînement (6'), culasse qui est susceptible de produire un flux magnétique sur l'arbre d'entraînement (6'), et d'un autre côté, est maintenue par une bague de recouvrement (94) qui forme un entrefer annulaire (92) avec l'arbre d'entraînement (6') pour la traversée d'une partie intérieure cylindrique (83) et de l'induit plongeur.
15. Pompe à injection de carburant selon l'une des revendications précédentes 12 à 14, caractérisée en ce qu'on prévoit au moins une broche de guidage (96) axiale à poste fixe qui fait saillie au travers d'un alésage de guidage (97) dans l'induit plongeur (81 ) pour la prémunir contre une rotation.
16. Pompe à injection de carburant selon la revendication 15, caractérisée en ce que la partie intérieure cylindrique (83) de l'induit plongeur (81) est reliée à la partie extérieure cylindrique (84) de l'induit plongeur (81) par une entrepoise (85) comportant l'alésage de guidage (97).
17. Pompe à injection de carburant selon l'une des revendications 12 à 14, caractérisée en ce que, comme garantie contre la rotation des parties voisines l'une de l'autre de l'induit plongeur (81) et du cylindre extérieur (88) du noyau de l'électro-aimant des cavités, se trouvant au moins partiellement opposées les unes aux autres, présentent une largeur égale dans le sens circonférentiel.
18. Pompe à injection de carburant selon l'une des revendications précédentes 6 à 16, caractérisée en ce que le ressort de rappel (68) se développe d'un côté comme un ressort de pression appuyant sur la bague d'entraînement (66) et en ce que l'alésage axial est formé dans l'arbre d'entraînement comme un alésage à gradin (36, 70) allant en diminuant en diamètre vers le côté entraînement, dans lequel est introduit une goupille (71) portant une coupelle de ressort (69) pour la mise en place du ressort de rappel de l'autre côté, dont la profondeur d'insertion peut être modifiée pour le réglage de la mise en tension du ressort de pression à l'aide d'un outil introduit depuis le côté entraînement à travers l'alésage à gradin.
EP85108177A 1984-08-07 1985-07-02 Pompe d'injection de combustible pour un moteur à combustion interne Expired EP0172370B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19843429027 DE3429027A1 (de) 1984-08-07 1984-08-07 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3429027 1984-08-07

Publications (2)

Publication Number Publication Date
EP0172370A1 EP0172370A1 (fr) 1986-02-26
EP0172370B1 true EP0172370B1 (fr) 1988-03-30

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Application Number Title Priority Date Filing Date
EP85108177A Expired EP0172370B1 (fr) 1984-08-07 1985-07-02 Pompe d'injection de combustible pour un moteur à combustion interne

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EP (1) EP0172370B1 (fr)
JP (1) JPH0658099B2 (fr)
DE (2) DE3429027A1 (fr)
SU (1) SU1364246A3 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE598734C (de) * 1932-12-07 1934-06-16 Robert Bosch Akt Ges Einspritzpumpenanlage
DE621091C (de) * 1933-08-03 1935-11-01 Frichs Fa As Anordnung an Reglern fuer Verbrennungskraftmaschinen
US2198574A (en) * 1937-12-30 1940-04-23 Timken Roller Bearing Co Shaft coupling
FR981997A (fr) * 1943-05-26 1951-06-01 G Ab Perfectionnements aux dispositifs de décalage angulaire entre deux organes mobiles en rotation
DE3010839A1 (de) * 1980-03-21 1981-10-01 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe

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DE3562033D1 (en) 1988-05-05
JPH0658099B2 (ja) 1994-08-03
SU1364246A3 (ru) 1987-12-30
JPS6143265A (ja) 1986-03-01
DE3429027A1 (de) 1986-02-20
EP0172370A1 (fr) 1986-02-26

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