EP0256254A1 - Dispositif de commande pour la modification du début d'injection et/ou de la quantité de combustible fournie, pour une pompe à injection de combustible - Google Patents

Dispositif de commande pour la modification du début d'injection et/ou de la quantité de combustible fournie, pour une pompe à injection de combustible Download PDF

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Publication number
EP0256254A1
EP0256254A1 EP87109014A EP87109014A EP0256254A1 EP 0256254 A1 EP0256254 A1 EP 0256254A1 EP 87109014 A EP87109014 A EP 87109014A EP 87109014 A EP87109014 A EP 87109014A EP 0256254 A1 EP0256254 A1 EP 0256254A1
Authority
EP
European Patent Office
Prior art keywords
housing
injection pump
spring
control device
fuel injection
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
EP87109014A
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German (de)
English (en)
Other versions
EP0256254B1 (fr
Inventor
Hubert Thudt
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.)
MAN Truck and Bus SE
Original Assignee
MAN Nutzfahrzeuge AG
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 MAN Nutzfahrzeuge AG filed Critical MAN Nutzfahrzeuge AG
Priority to AT87109014T priority Critical patent/ATE39162T1/de
Publication of EP0256254A1 publication Critical patent/EP0256254A1/fr
Application granted granted Critical
Publication of EP0256254B1 publication Critical patent/EP0256254B1/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
    • 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

Definitions

  • the invention relates to a control device for adjusting the injection timing and / or the delivery rate of a fuel injection pump for internal combustion engines with features of the type specified in the preamble of claims 1 and 2.
  • a control device of the type mentioned is known from EP 00 69 III B1.
  • the spring energy store provided there serves the following purpose: If an actuating step is triggered by the microprocessor that coincides with a delivery process of the injection pump, the adjustment of the control rod is initially blocked, but the energy accumulator temporarily takes one or more steps of the electric servomotor as a buffer and gives these temporarily stored steps when the Blocking of the control rod continues to this, so that then all setting steps specified by the stepper motor can be implemented in a corresponding setting of the control rod.
  • a return spring connected to a hydraulic control device is provided as a safety device, with which the control rod can be quickly returned to the zero filling position from any desired setting if required.
  • the known control device proves in every respect, not only in terms of the component and space requirements, not only what the last-mentioned safety device, but also the entire mechanical actuating step transmission device, as too expensive.
  • reference signals and control signals are required to master the switching commands which the stepper motor has to carry out for a corresponding adjustment of the control rod.
  • the reference signals which can be supplied to the microprocessor as a reference variable, are generally supplied by known devices, for example speed sensors, which are arranged on the crankshaft or a camshaft of the internal combustion engine.
  • speed sensors which are arranged on the crankshaft or a camshaft of the internal combustion engine.
  • a control device similar to that mentioned at the beginning is already known from DE-OS 24 l7 77l.
  • a stepper motor motion transmission elements between this and the control rod, a return spring, a stepper and a speed sensor are provided, all of which are arranged within a closed housing which is flanged to the injection pump.
  • the components in question are also precisely matched to the type of injection pump to which they are assigned.
  • the rotor of the stepper motor there can practically only carry out a relatively small rotational movement of a maximum of 90 ° with its drive shaft, because of the movement transmission device disclosed there, in order to adjust the control rod along its entire stroke. This only allows a relatively rough setting.
  • the encapsulation of the components in said housing is disadvantageous in that the components enclosed therein, e.g. in the event of a defect, they cannot be removed from the housing without extensive and cumbersome disassembly and can be replaced by other components. Because the parts of the assembly are exactly adapted to one injection pump type, this assembly can practically not be used with other injection pumps and types.
  • the arrangement according to the invention of the individual components of the control device results in a very compact overall arrangement which can be fastened to the injection pump either completely or largely pre-assembled.
  • different parts can therefore already be attached to the injection pump, there to its shaft or the control rod, which injection pump parts are prepared as appropriate for this attachment.
  • the components can be adapted to different types of injection pumps with minimal effort.
  • the existing one can be removed from the housing and and another can be flanged to the latter.
  • a different pacemaker is required, the existing one is removed from the housing and replaced by another.
  • control device also permits retrofitting of centrifugal governor-operated injection pumps at any time on electronically-mechanically controlled injection pumps, with the possibilities mentioned above giving universal adaptability to the characteristics of the respective injection pump.
  • the control device according to the invention also proves to be very advantageous from a logistics perspective, particularly in the storage and service area, because a number of different components are combined in a single control block.
  • the control device described in detail below serves to adjust the injection timing and / or the delivery rate of a fuel injection pump for internal combustion engines.
  • the fuel injection pump is shown with its housing only in the connection area for the control device according to the invention and is designated by (l). Within the fuel injection pump (l), the delivery elements that are not put through are adjusted directly or indirectly via a control rod (2).
  • Control commands issued by a microprocessor (not shown), which is usually combined with the electronic motor control, can be transmitted to this control rod (2) by an electric stepper motor (3) via a plurality of motion transmission elements with an intermediate spring energy store (4).
  • the spring force accumulator (4) can temporarily take up one or more steps of the electric stepper motor (3), which is particularly the case when an actuating step is triggered by the microprocessor, which coincides with a delivery process of the fuel injection pump and thereby the adjustment of the control rod (2 ) counteracts an increased force. After this relatively short-term control rod blockage has been removed, the adjustment steps that are force-absorbed by the spring force accumulator (4) are passed on to the control rod (2) under its relaxation, so that it can assume its correct setting position, even if it is offset in time from the control pulse.
  • control rod (2) is assigned a return spring (5) which serves and is dimensioned in terms of force with respect to the parts of the control device connected to the control rod (2) in such a way that the control rod (2) is in any setting position in the zero filling position is traceable.
  • a special gear-reduction gear (6) is provided as the stepper motor-side motion transmission element, which is switched on between the stepper motor (3) and the spring force accumulator (4).
  • a force transmission rod (7) is used as the control rod-side movement transmission element, which establishes the connection between the spring force accumulator (4) and the control rod (2).
  • the control device generally further comprises a mechanical speed sensor (8), which detects the speed of the injection pump shaft (9) and delivers corresponding signals to the microprocessor.
  • a mechanical speed sensor (8) which detects the speed of the injection pump shaft (9) and delivers corresponding signals to the microprocessor.
  • an electromechanical stepper (10) is provided, which can be driven by the stepper motor (3), detects the steps it has carried out and returns corresponding signals to the microprocessor.
  • the supporting element for at least a large part of the above-mentioned components of the control device according to the invention is a base plate (II) which can be attached to the outside of the fuel injection pump (I).
  • control device The details of the control device according to the invention are discussed below.
  • the spring force accumulator (4) consists of two spring plates (l3, l4) which are movable relative to each other and between them a prestressed compression spring (l2), the maximum distance between which is limited by stops (l5, l6) in a housing (l7) spanning them.
  • the housing (l7) is hollow cylindrical; in the area of one end the stop (l5) is formed by a stop ring (l9) which is countered to the outside by a locking ring (l8).
  • the other stop (l6) is realized by a different end collar (20) formed in the housing (l7).
  • This spring force accumulator (4) designed in this way is penetrated lengthwise at least beyond its two spring plates (l3, l4) by the force transmission rod (7) when it is mounted, and is then received between two stops (2l, 22) arranged on the latter .
  • these stops (2l, 22), which hold the two spring plates (l3, l4) of the spring force accumulator (4) between them, are two circlips inserted in the ring grooves of the force transmission rod (7) .
  • FIGS. 1 to 7 and 9 these stops (2l, 22), which hold the two spring plates (l3, l4) of the spring force accumulator (4) between them, are two circlips inserted in the ring grooves of the force transmission rod (7) .
  • the stop (22) on the right in the drawing is by a larger-diameter collar on the power transmission rod (7) and only the stop (2l) shown on the left in the drawing is in an annular groove (2l / l) the power transmission rod (7) insertable locking ring is formed.
  • the stepper motor (3) On this housing (24) on one side of the stepper motor (3) and on the other side of the stepper (10) is arranged.
  • the stepper motor (3) is flanged with its housing (25) on the outside to one side wall (26) of the housing (24), there fixed indirectly and releasably fastened by means of screws (27).
  • a cylindrical recess (28) is formed in the side wall (26) of the housing (24), into which a centering collar (29) which projects beyond the connecting surface on the stepper motor housing (25) is formed.
  • a receiving space (30) for the reduction gear (6) and a receiving bore (3l) for the spring force accumulator (4) In the housing (24) there is a receiving space (30) for the reduction gear (6) and a receiving bore (3l) for the spring force accumulator (4).
  • the receiving space (30) is open to the pacemaker (l0) when it is mounted on the housing (24), but covered by the bottom (32) of the housing (33).
  • the step encoder (10) is flanged to the other side wall (34) of the housing (24), which is opposite the side wall (26) and is indirectly fixed in position and releasably fastened by means of screws (35).
  • a projecting centering collar (36) is provided on the latter on the side wall (34) and engages in a correspondingly adapted centering recess (37) in the base (32) of the pacemaker housing (33).
  • a transverse pin (38) is also provided which penetrates receiving bores which are aligned with one another in the housing side wall (34) and in the base (32) of the pacemaker housing (33).
  • the motor shaft of the stepping motor (3) designated by (39) is coupled in the exemplary embodiment shown via a tongue and groove connection (40) to the input shaft (4l) of the gear reduction gear (6).
  • the input shaft (4l) overlaps the motor shaft (39) with its one hollow cylindrical end and is mounted in this area in a bore (42) in the side wall (26) of the housing (24).
  • a sealing ring (43) prevents leakage oil from passing to the stepper motor (3).
  • the input shaft (4l) passes completely through the gearbox receiving space (30) for the gear reduction gearbox (6) in the direction parallel to the axis, extends into the stepper housing (25) and is in the bottom (32) thereof by means of a ball bearing (44) inserted there ) stored.
  • the input shaft (4l) carries on this side of the ball bearing (44), i.e. within the receiving space (30) a first gear (45) of the gear reduction gear (6) and on the other side of the ball bearing (44), i.e. within the pacer housing (33) generates a pulse Rotor (46) as part of the pacemaker (l0).
  • the gear reduction gear (6) consists, in addition to the gear (45), of a second gear (47) and a third gear (48).
  • the two gear wheels (47, 48) are spaced apart from one another on the output shaft (49) of the gear reduction gear (6).
  • the latter is in the area of its one end in the side wall (26) of the housing (24) in a ball bearing (50) used there and in the area of its other end in the bottom (32) of the pacemaker housing (33) in a ball bearing (5l ) stored.
  • the output shaft (49) is arranged axially parallel to the input shaft (4l).
  • the second gear (47) meshes with the first gear (45) and is larger in diameter.
  • the third gear (48) of the gear reduction gear (6) is in engagement with the linear toothing (23) arranged on the outside along the housing (l7) of the spring force accumulator (4).
  • the transmission ratio of the gear reduction gear (6) is determined by the diameter or the number of teeth of the three gear wheels (45, 47, 48). In the exemplary embodiments shown, the first gear (45) has ten teeth, the second gear (47) has twenty-five teeth and the third gear (48) has teeth.
  • the spring force accumulator (4) is axially displaceable in the receiving bore (3l) in a plane perpendicular to the shafts (4l, 49) of the gear reduction gear (6) when the third gear (48) rotates, between two settings.
  • One of these two settings corresponds to the maximum filling order for the control rod (2) and is limited by a stop, not shown, on or in the fuel injection pump (l).
  • the second end position which corresponds to the zero filling position, is limited in the receiving bore (3l) by a stop arranged there, which is formed by a locking ring (52) inserted into an annular groove.
  • the receiving bore (3l) for the spring force accumulator (4) is secured against leakage of leakage oil by means of a locking plug (54), which is countered by a further locking ring (53) and is surrounded by a sealing ring that can enter it from the fuel injection pump (l).
  • the receiving bore (3l) receiving the spring force accumulator (4) completely penetrates the housing (24) and cuts the receiving space (30) of the same in order to create a passage for the third gear (48) of the gear reduction gear (6).
  • the speed sensor (8) is also arranged on the base plate (II) in the manner described in more detail below.
  • the base plate (II) carries at least the housing (55) of the speed sensor, this housing (55) being fixed, welded, molded or screwed onto the base plate (II).
  • (56) denotes the housing cover of the speed sensor (8), which is held on the housing (55) by means of screws (57). These screws (57) also serve to fasten the base plate (ll) to the fuel injection pump (l), penetrating it
  • the housing (55) of the speed sensor (8) and holes in the base plate (II) completely in the axial direction and engage in the threaded holes in the mounting position on the fuel injection pump (l). Screws (58) are also provided for further fastening of the base plate (II) to the fuel injection pump (I).
  • the signal-generating organs of the pacemaker (l0) and the speed sensor (8) are basically made of the same components. These signal-generating organs are pulse-generating rotors, the rotor (46) of the pacemaker (10) being mentioned earlier and the pulse-generating rotor of the speed sensor (8) being designated (59).
  • Each of these pulse-generating rotors (46 or 59) consists of a hub (60) on (46) or (6l) on (59) on the respective shaft (4l or 9) providing the drive , round disk (62) at (60) or (63) at (6l), on the respective periphery of which project axially and extend along a coaxial circular path at equal intervals, equally designed pulse generating elements (64) on (62) or ( 65) are arranged on (63).
  • the individual pulse generating elements have a tubular segment segment shape.
  • Two magnetic fork barriers (66, 67) are assigned to the pulse generating elements (65) of the speed sensor (8), while only one magnetic fork barrier (68) is assigned to the pulse generating elements (64) of the pacemaker (10).
  • the magnetic fork barriers (66, 67) of the speed sensor (8) are, as can be seen from FIGS. 4, 5 and 8, each on a circuit board (69) or (70) arranges, which are attached to the inside of the housing cover (56) of the speed sensor housing (33) by two screws (7l) and (72).
  • Each of these boards (69, 70) is connected to a pulse pick-up cable (not shown) which leads to the microprocessor and which is led through an opening (73) and (74) in the housing cover (56).
  • the magnetic fork barrier (68) of the pacemaker (10) is also arranged on a circuit board (75) which is fastened to the inside of a housing cover (76) of the pacemaker housing (33) by means of screws (77).
  • the housing cover (76) is fixed in position in the pacemaker housing (33) by a centering collar (78) and by several screws (35) mentioned earlier, which are also used to fix the pacemaker housing (33) on the housing (24). serve, set.
  • the circuit board (75) is also connected to the latter via a pulse pick-up cable (not shown), which is passed through an opening (79) in the housing cover (76) and is connected to the other side of the microprocessor.
  • the magnetic fork barriers (66, 67) and (68) each extend on either side of the circular path, which the pulse generating elements (64, 65) of the speed sensor (8) or the step sensor (10) when the respective disk (62) or ( 63) describe and each form a magnetic field, so that when one of the pulse generating elements (64) or (65) passes through, a Hall pulse representative of the angle of rotation or step of rotation can be generated.
  • the shaft to which the pulse-generating rotor (46) of the stepper (10) is connected is the input shaft (4l) of the gear reduction gear (6), which is extended into the housing (33) of the latter.
  • the hub (60) is held at the outer free end of the input shaft (4l) via spacers (80, 8l) and a conical disc spring (82) at a distance from the ball bearing (44) and screwed onto a threaded pin (83) Nut (84) fastened with a washer (85).
  • the step encoder (10) can be completely preassembled as such and on the housing (24).
  • the pulse-generating rotor (59) of the speed sensor (8) is attached directly to the free end of the injection pump shaft (9) which is extended out of the fuel injection pump (1).
  • a receiving cone (86) is at the free end of the injection pump shaft (9) and a correspondingly adapted receiving cone bore (87) is provided in the hub (6l) of the rotor (59).
  • a tongue and groove connection (88) ensures that the hub (6l) is secured against rotation with respect to the injection pump shaft (9).
  • the pulse-generating rotor (59) is fastened to the injection pump shaft (9) by means of a nut (90) screwed onto a threaded pin (89) arranged at its free end with the interposition of a washer (9l).
  • the remaining parts of the speed sensor are attached to it Embodiment pre-assembled in or on the speed sensor housing (55).
  • a through hole (92) is provided in the base plate (II) so that the pulse-generating rotor (59) already attached to the end of the injection pump shaft (9) can dip into the speed sensor housing (55) when the base plate (II) is attached to the fuel injection pump whose diameter is larger than the outer diameter of the disc (63) of the rotor (59).
  • Said through bore (92) also serves as a centering bore for fixing the position of the base plate (II) on the fuel injection pump (l), a correspondingly projecting centering collar (93) being arranged on the outside thereof.
  • the through hole (92) and the centering collar (93) are also used in all other exemplary embodiments.
  • an arrangement for the pulse-generating rotor (59) of the speed sensor (8) is selected, which completely pre-assembles the same together with the other parts of the speed sensor (8) in its housing (55).
  • a blind hole (96) with a positive-locking cross-section is provided at the free end of the latter and a drive pin (97) is provided on the pulse-generating rotor (59) in continuation of the hub (6l), the outer free end (98 ) is adapted to the form-fitting cross section of the blind hole (96).
  • a compression spring (99) is also arranged on the drive pin (97).
  • the speed sensor (8) is completely pre-assembled.
  • an auxiliary element for example a cover cap, is to be inserted into the receiving bore (92), which prevents the rotor from falling out and which is removed beforehand when the control device is finally installed on the fuel injection pump.
  • the compression spring (99) is supported on one shoulder (l0l) of the hub (6l) and the other on the outer end face (l02) of the injection pump shaft ( 9) and then ensures that the pulse-generating rotor (59) remains pressed against the support plate (100) on the bearing journal (94) with slight pressure during operation of the speed sensor.
  • further position fixing means are provided which, when the base plate (ll) is attached, ensure that it is correctly positioned in relation to the fuel injection pump (l). and ensure their parts.
  • These further position-fixing means are arranged at a location remote from that of the aforementioned and are of a similar design. This can be seen from Figure 4; it is a further centering hole (l03) in the base plate (11), into which a centering pin (l04) on the fuel injection pump (l) engages. About these two centering or.
  • Position fixing points (92, 93) and (l03, l04) can be brought into positional assignment with the parts of the control device preassembled on the fuel injection pump when the base plate (II) is attached.
  • These components of the control device are, on the one hand, the speed sensor (8), which, depending on the configuration according to FIG. 5 or 8, is to be brought into operative connection with the injection pump shaft (9) and, furthermore, the connection of the spring force accumulator (4) via the force transmission rod (7) with the control rod (2).
  • the speed sensor (8) which, depending on the configuration according to FIG. 5 or 8 is to be brought into operative connection with the injection pump shaft (9) and, furthermore, the connection of the spring force accumulator (4) via the force transmission rod (7) with the control rod (2).
  • FIGS. 2, 6, 7 and 9 show a first embodiment for the connection of the spring force accumulator (4) via the force transmission rod (7) to the control rod (2).
  • This is a connection variant in connection with a control rod (2) which is L-shaped in cross section and which is extended to a certain extent beyond the outer contour of the fuel injection pump (l) and receives both the force transmission rod (7) and the return pressure spring (5) in the region of its outer free end.
  • the relevant assembly sequence is shown in Figure 9.
  • the return pressure spring (5) is first plugged onto the outer free end of the control rod (2) in the zero filling position, then preloaded and held in the tensioned state by means of an abutment. This abutment consists, as can be seen in detail in FIG.
  • the connecting block (l05) has two contact edges at right angles to each other, with which it comes into contact with the legs of the L-shaped control rod (2).
  • the connecting block (l05) is attached to the control rod (2) by means of a screw (l07), which is countered with its screw head (l08) on the outside of the vertical leg of the control rod (2), with a screw hole (l09) in a cross hole ( ll0) penetrates in the control rod (2) and engages in an aligned threaded hole (lll) in the connecting block (l05) and presses it into the mounting position on the inside of the vertical leg of the control rod (2).
  • the screw (l07) is secured against loosening by means of a locking plate (ll2), namely by means of a bent-up tab (ll3) which lies against an outer surface of the screw head (l08).
  • the return pressure spring (5) is in a prestressed form between a contact surface (ll4) on the fuel injection pump (l) and the pressure plate (l06) fixed.
  • the force transmission rod (7) is fastened to the control rod (2), namely by means of a connecting piece (II5) arranged at its end, which is adapted in cross-section to the L-shape of the control rod (2).
  • the force transmission rod (7) is fastened by means of a screw (ll6), which with its bearing shaft (ll7) penetrates a continuous bearing bore (ll8) in the vertical leg of the control rod (2) and with its end face on the Supported outside of the connecting piece (ll5) and screwed with its threaded shaft (ll9) into a threaded bore (l20) running through there and with its screw head (l2l) holds the control rod (2) with a certain axial play in the mounting position.
  • the screw (ll6) is also secured against loosening by a tab (l22) of the locking plate (ll2) which bears against the surface of the screw head (l2l).
  • the return pressure spring (5), its abutment (l05, l06) and the force transmission rod (2) thus form a subassembly to be mounted on the outer free end of the control rod (2) in this embodiment.
  • the remaining parts of the control device are further to be preassembled in or on the housing (24) and on the base plate (II), in the case of the speed sensor (8) either as shown in FIG. 5 or as shown in FIG. 8.
  • the base plate (ll) is attached to the fuel injection pump (l)
  • the power transmission rod (7) pre-assembled on the control rod (2) is immersed in the mounting hole (3l). and then completely penetrates the spring mechanism (4) lengthways.
  • the spring force accumulator (4) is finally fixed to the power transmission rod (7), bringing it into contact with its pressure plate (l4) at the stop (22) and then the outer stop in the form of the locking ring (2l) is inserted into its receiving groove (2l / l). Finally, the receiving hole (3l) is closed by the plug (54) and its position is determined by the locking ring (53) to be used.
  • a pressure plate (l23) On the power transmission rod (7) there is further spaced apart from the other stop (22) closer to the fuel injection pump a pressure plate (l23) forming an abutment for the return pressure spring (5) and in front of it the one part of a plug-in coupling.
  • the other part of this plug-in coupling is arranged at the free end of the control rod (2). That is part of the plug-in coupling formed by a plug-in sleeve (l24), which is arranged in the illustrated embodiment following the pressure plate (l23) at the outer end of the power transmission rod (7).
  • This push-in sleeve (l24) has a sleeve circumferential wall that is divided and made elastic by longitudinal slots (see FIG.
  • the individual lamellae (l26) are each provided with gripping jaws (l27) that are thickened inwards.
  • the other part of the plug-in coupling which in the present case is arranged at the outer free end of the control rod (2) which is designed accordingly or provided with a correspondingly designed and fastened extension piece, is formed by a plug-in head (128).
  • This plug head (l28) has a socket widening cone (l38 / l, l38 / 2) formed by a chamfer on the front and rear and is arranged on a clamping neck (l29), which is coaxial with a flat end face (l30) of a cylindrical section ( l3l) of the control rod (2).
  • the plug-in head (l28) is assigned a securing sleeve (l32) which can be displaced axially on the cylindrical section (l3l) of the control rod (2) against the force of a pressure spring (l34) which acts on the back and is supported on a counter surface (l33) and on the cylindrical one Section (l3l) is secured against falling out by a locking pin (l35).
  • the securing sleeve (l32) In the foremost position, which corresponds to the securing position, the securing sleeve (l32) covers the clamping neck (l29) and at least half of the plug head (l28) in the axial direction.
  • the outside diameter of the plug head (l28) is slightly smaller than the inside diameter of the plug socket (l24).
  • the wall thickness of the circumferential sleeve wall divided into individual lamellae (l26) and the thickened gripping jaws (l27) is adapted to the cross-sectional area between the end face (l30), clamping neck (l29), plug head (l28) and through hole (l37) of the securing sleeve (l32) so that practically no or only a slight axial play is possible in the coupled state.
  • the plug-in coupling described above permits two possible pre-assembly methods, one of which is shown in FIG. 10 and the other in FIG.
  • the return pressure spring (5) is first pushed onto the cylindrical section (13 l) on the control rod (2) that is already equipped with the compression spring (l34) and the securing sleeve (l32).
  • the power transmission rod (7) is then attached to the plug head (l28) with its plug sleeve (l24) on the front.
  • the push-in sleeve (l24) With axial pushing onto the plug head (l20), the push-in sleeve (l24) is first widened by the sleeving expansion cone (l38 / l), so that then with further axial displacement of the flared push-in sleeve (l24), the securing sleeve (l32) axially against the force of the Compression spring (l34) moved and at the same time the return pressure spring (5) is tensioned with the control rod (2) held in the zero filling position. This axial displacement occurs until the end of the push-in sleeve (l24) abuts the end face (l30) of the cylindrical section (l30) and the gripping jaws (l27) snap into the area of the clamping neck (l29).
  • the plug-in sleeve (l24) returns to its cylindrical state on the outside, so that the locking sleeve (l32) is released by the force of the relaxing compression spring (l34) is pushed back into its securing position, in which a widening of the push-in sleeve (l24) because overlapping all around, effectively prevented and at the same time the return pressure spring (5) is then clamped between the pressure plate (l23) and contact surface (ll4) on the fuel injection pump (l).
  • the compression spring (5) and this specially designed power transmission rod (7) thus form a preassembled subassembly of the control device.
  • the other components of the control device are preassembled in or on the housing (24) and on the base plate (II) and, together with the latter, form a subassembly which can also be preassembled. In the area of the speed sensor, this pre-assembly can also be carried out in this case as shown in FIG. 5 or as shown in FIG.
  • the base plate (II) equipped in this way is attached to the fuel injection pump (l)
  • the power transmission rod (7) preassembled on the control rod (2) is first immersed in the mounting hole (3l) of the housing (24) and then also penetrates the one already installed there Spring force accumulator (4) completely along its length.
  • the spring force accumulator (4) if not already done, is brought into contact with the stop (22) of the force transmission rod (7) and then by inserting the locking ring (2l) in the associated groove (2l / l) is operatively connected to the power transmission rod (7). Finally, in this case too, the receiving bore (3l) is still closed by the plug (54) and the latter is held in the closed position by the locking ring (53) to be inserted.
  • the control device according to the invention can be preassembled as a whole, ie all of its parts are installed in or on the housing (24) or on the base plate (II).
  • the speed sensor (8) as shown in FIG. 8, would have to be completely pre-assembled and its pulse-generating rotor (59) against falling out of the speed sensor housing (55) through a corresponding cover cap inserted into the through hole (92) of the base plate, to secure.
  • the force transmission rod (7) is already connected to the spring force accumulator (4).
  • the receiving bore (3l) of the housing (24) is already closed at one end by the plug (54), which is held in the closed position by the locking ring (53).
  • the sealing plug (54) forms the stop for the zero filling position of the power transmission rod (7) and thus also the control rod (2).
  • the return pressure spring (5) is already inserted in a relaxed form. So that it remains in the pre-assembled position, the receiving bore (l3l) is closed at the end by a later removable cap (l39).
  • the gripping jaws (l27) can snap into the area of the clamping neck.
  • the locking sleeve (l32) then advances back into its locking position, releasing the pressure spring (l34), in which an unwanted release of the coupling connection is then no longer possible.
  • the base plate (II) also lies completely against the fuel injection pump (I) and can then be finally attached to it.
  • a very compact control device is thus generally created, the parts of which can all be preassembled in one assembly or in two or three sub-assemblies. But even in the event that the pre-assembly is divided into two or three sub-assemblies, a particularly simple handling with quick assembly is guaranteed in any case.
  • the latter means that the final assembly of the control device to the force fuel injection pump can be done in just a few steps and with automatic correct positioning of the parts to be coupled.
  • all individual parts of the control device for example in the event of a defect, can also be replaced individually at any time in a few simple steps.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
EP87109014A 1986-07-25 1987-06-23 Dispositif de commande pour la modification du début d'injection et/ou de la quantité de combustible fournie, pour une pompe à injection de combustible Expired EP0256254B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87109014T ATE39162T1 (de) 1986-07-25 1987-06-23 Steuereinrichtung fuer die verstellung des einspritzzeitpunktes und/oder der foerdermenge einer kraftstoffeinspritzpumpe.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3625235 1986-07-25
DE3625235 1986-07-25
DE19873713288 DE3713288A1 (de) 1986-07-25 1987-04-18 Steuereinrichtung fuer die verstellung des einspritzzeitpunktes und/oder der foerdermenge einer kraftstoffeinspritzpumpe
DE3713288 1987-04-18

Publications (2)

Publication Number Publication Date
EP0256254A1 true EP0256254A1 (fr) 1988-02-24
EP0256254B1 EP0256254B1 (fr) 1988-12-07

Family

ID=25845934

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87109014A Expired EP0256254B1 (fr) 1986-07-25 1987-06-23 Dispositif de commande pour la modification du début d'injection et/ou de la quantité de combustible fournie, pour une pompe à injection de combustible

Country Status (3)

Country Link
US (1) US4745900A (fr)
EP (1) EP0256254B1 (fr)
DE (2) DE3713288A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3609838A1 (de) * 1986-03-22 1987-09-24 Bosch Gmbh Robert Stellzylinder
DE4122879A1 (de) * 1991-07-11 1993-01-14 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE4130125C2 (de) * 1991-09-11 1996-04-04 Licentia Gmbh Mechanische Handverstelleinrichtung für den Regelhub eines Stellgliedes
JP3906775B2 (ja) * 2001-12-18 2007-04-18 株式会社デンソー 分配型燃料噴射ポンプ
US7598683B1 (en) 2007-07-31 2009-10-06 Lsi Industries, Inc. Control of light intensity using pulses of a fixed duration and frequency
US8604709B2 (en) 2007-07-31 2013-12-10 Lsi Industries, Inc. Methods and systems for controlling electrical power to DC loads
US8903577B2 (en) 2009-10-30 2014-12-02 Lsi Industries, Inc. Traction system for electrically powered vehicles
EP2993341B1 (fr) * 2014-09-08 2017-03-29 Magneti Marelli S.p.A. Pompe a combustible pour systeme a injection directe

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2982278A (en) * 1960-04-14 1961-05-02 Borg Warner Fuel injection pressure compensating mechanism
CH496167A (de) * 1968-07-25 1970-09-15 Bosch Gmbh Robert Regeleinrichtung für Einspritz-Brennkraftmaschinen
US4212279A (en) * 1977-07-15 1980-07-15 Diesel Kiki Co., Ltd. Electronic-mechanical governor for diesel engines
EP0069111A1 (fr) * 1981-06-10 1983-01-05 Friedmann & Maier Aktiengesellschaft Dispositif de réglage pour commander l'instant d'injection et/ou le débit d'une pompe d'injection de combustible pour moteurs à combustion interne
WO1984003911A1 (fr) * 1983-04-04 1984-10-11 Mack Trucks Commande de moteur

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB718396A (en) * 1952-03-07 1954-11-10 Cav Ltd Hydraulic governors for controlling fuel injection pumps for internal combustion engines or other purposes
US3485228A (en) * 1968-03-14 1969-12-23 Caterpillar Tractor Co Governor override for engine starting
GB1462872A (en) * 1973-04-14 1977-01-26 Cav Ltd Actuator mechanism for a fuel injection pump control member
US4270502A (en) * 1978-06-10 1981-06-02 Lucas Industries Limited Fuel injection pumping apparatus
JPS57168033A (en) * 1981-04-10 1982-10-16 Nippon Denso Co Ltd Electric governor
JPS57183532A (en) * 1981-05-07 1982-11-11 Nippon Denso Co Ltd Electric speed governor
DE3225085C2 (de) * 1982-07-05 1985-03-21 Daimler-Benz Ag, 7000 Stuttgart Verfahren zum Steuern der Brennstoffzumessung für eine Brennkraftmaschine
GB8326354D0 (en) * 1983-10-01 1983-11-02 Lucas Ind Plc Fuel pumping apparatus
US4576130A (en) * 1984-11-24 1986-03-18 Robert Bosch Gmbh Fuel injection pump for internal combustion engines

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2982278A (en) * 1960-04-14 1961-05-02 Borg Warner Fuel injection pressure compensating mechanism
CH496167A (de) * 1968-07-25 1970-09-15 Bosch Gmbh Robert Regeleinrichtung für Einspritz-Brennkraftmaschinen
US4212279A (en) * 1977-07-15 1980-07-15 Diesel Kiki Co., Ltd. Electronic-mechanical governor for diesel engines
EP0069111A1 (fr) * 1981-06-10 1983-01-05 Friedmann & Maier Aktiengesellschaft Dispositif de réglage pour commander l'instant d'injection et/ou le débit d'une pompe d'injection de combustible pour moteurs à combustion interne
WO1984003911A1 (fr) * 1983-04-04 1984-10-11 Mack Trucks Commande de moteur

Also Published As

Publication number Publication date
DE3713288C2 (fr) 1988-08-25
EP0256254B1 (fr) 1988-12-07
DE3760019D1 (en) 1989-01-12
DE3713288A1 (de) 1988-02-04
US4745900A (en) 1988-05-24

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