EP0313865A1 - Pompe d'injection de combustible pour moteurs à combustion interne - Google Patents

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

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Publication number
EP0313865A1
EP0313865A1 EP88116271A EP88116271A EP0313865A1 EP 0313865 A1 EP0313865 A1 EP 0313865A1 EP 88116271 A EP88116271 A EP 88116271A EP 88116271 A EP88116271 A EP 88116271A EP 0313865 A1 EP0313865 A1 EP 0313865A1
Authority
EP
European Patent Office
Prior art keywords
fuel injection
injection pump
pump
driving arm
control slide
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
EP88116271A
Other languages
German (de)
English (en)
Other versions
EP0313865B1 (fr
Inventor
Manfred Dipl.-Ing. Krämer
Thomas Dipl.-Ing. Kulder
Johann Ing. Warga (Grad.)
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 EP0313865A1 publication Critical patent/EP0313865A1/fr
Application granted granted Critical
Publication of EP0313865B1 publication Critical patent/EP0313865B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • F02M59/243—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movement of cylinders relative to their pistons
    • F02M59/246—Mechanisms therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2307/00—Preventing the rotation of tappets

Definitions

  • the invention relates to a fuel injection pump according to the preamble of the main claim.
  • the driving pin is fastened to a clamping clamp encompassing the rotating shaft, so that after loosening the clamping clip, the driving pin and thus the stroke position of the control slide can be changed relative to the rotational position of the rotating shaft.
  • this adjusted position between the driving arm and the rotating shaft is subject to automatic changes under heavy load and the constant vibrations of a fuel injection pump, the effort for the adjustment is also relatively large, since a direct comparison of the adjustment between the individual pump elements is necessary and the setting of the clamps on the torsion shaft are exerted on these turning forces, which in turn can lead to adjustment errors.
  • the driving arm is arranged eccentrically on a spindle which penetrates the torsion shaft radially and is clamped to it by a clamping nut.
  • this spindle can be rotated via a screwdriver slot and screwdriver after loosening the clamping nut, this is adjusted according to the eccentricity of the driving arm in relation to the stroke position of the control slide.
  • this known device too, there is the disadvantage of the automatic loosening of the setting being made all the more, since the friction surfaces present when the spindle is firmly tightened are relatively small.
  • this adjustment can only be carried out when the rotating shaft is in the installed state, the suction chamber under pressure also having to be opened here.
  • a fork-shaped device with a gripping insert is used as the driving part, which is either connected in the manner of a pipe clamp to the then round torsion shaft or is arranged on the end face of this fork lever facing the torsion shaft Bolt is connected to the then prismatic rotating shaft.
  • adjustment is relatively simple by turning the "pipe clamp” on the rotating shaft.
  • the clamp tension will only loosen slightly and thus can lead to an adjustment of the spool assignment, which can also lead to increasing fuel quantity and thus cranking of the engine.
  • the other solution is extremely unfavorable with regard to the power transmission, since the contact surface acting in the longitudinal direction of the lever between the lever part and the rotating shaft is relatively narrow and, as stated above, the desired adjustment option does not exist.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that a very precise setting is achieved by a permanent deformation that undergoes no changes during operation due to vibrations or loads and that is extremely inexpensive to manufacture.
  • This deformation is carried out in the disassembled state of the torsion shaft after the stroke deviations have been measured in the installed state of the torsion shaft.
  • the forces required for the plastic deformation are far higher than those for the actuation of the control slide, so that material deformation during operation is excluded.
  • the fastening part can have a connection that cannot be detached from the rotating shaft.
  • a bolt penetrating the torsion shaft and riveted to the torsion shaft serves as the fastening part or can be screwed.
  • the driving arm can advantageously be rigidly connected to the torsion shaft, for example by riveting.
  • the connection could also be made by brazing or welding, but this would have the disadvantage of additional heat treatment.
  • a flattening or recess is provided on the torsion shaft in the region of the bolt, with at least one elevation which delimits the flattening or recess on at least one side, with a design on the bolt which corresponds to this elevation to prevent the bolt from rotating is available.
  • the flattening can be obtained by lifting material transversely to the axis of the torsion shaft, the segment surface formed between the surface obtained and the remaining cylinder surface serving as a stop against rotation, for which purpose, however, the fastening part on which the driving arm is arranged is, has a correspondingly profiled, for example square, training.
  • the profile surfaces can serve as a flattening, with the corresponding design, for example longitudinal recesses and profiled configurations of the fastening part interacting with them, making it possible to prevent rotation.
  • the driving arm is tapered towards the free end Det, preferably the longitudinal cross section is parabolic in order to achieve a uniform bending stress on the arm length during the deformation of the driving arm.
  • a third-order paraboloid causes the force to be applied to the apex during cold forming, with a uniform deformation taking place in the entire bending area, ie on the bendable length of the driving arm. This primarily ensures that there is no cracking and therefore permanent damage to the driving arm (Dubbel paperback for mechanical engineering, volume I 1955, page 131 and page 346).
  • the driving arm can also be designed as a cone in the region of the bendable arm length, which is particularly feasible because the driving arm merges into a reinforced, cylindrical pin at its free end.
  • a sleeve enclosing the torsion shaft is used as the fastening part, with a thinner deformable section arranged between two reinforced frets located at the ends, one collar being secured against rotation on the torsion shaft and the other collar being merely supported on the shaft and carries the arm.
  • This version is of course only possible with a round torsion shaft in order to enable the second collar to be rotated accordingly.
  • slots or bores can be present in the deformable section.
  • FIG. 1 shows a vertical cross section through a fuel injection pump according to the invention
  • FIG. 2 shows the first embodiment in two variants in a perspective view
  • FIG. 3 shows a section along line II in FIG. 2
  • FIG. 4 shows a corresponding section through a third variant of the first Embodiment and Fig. 5, the second embodiment in a perspective view.
  • cylinder liners 2 are embedded in series in a housing 1, only one of which is visible due to the cut position.
  • a pump piston 3 with the interposition of a roller tappet 4, which has a roller 5, is driven by a camshaft 6 against the pump delivery pressure and the force of a spring 7 for its axial movement forming the working stroke.
  • a suction space 8 is created for the pump elements formed from the cylinder liners 2 and pump pistons 3.
  • a control slide 9 is arranged axially displaceably in the recesses of the cylinder liners 2.
  • the suction chamber 8 is closed at the longitudinal ends by end shields 11, one of which is shown in plan view and in which a rotating shaft 12 arranged in the suction chamber 8 is mounted.
  • a transverse groove 13 into which a driving pin 14 of a driving arm 15 of the rotating shaft 12 engages, which is connected to the rotating shaft 12 by a fastening part 16.
  • a pressure line (not shown) which ends at an injection nozzle on the engine.
  • In the pump piston 3 is one on the end face Blind bore 22, which ends and opens into the pump working chamber 18, and a transverse bore 23, which opens into oblique grooves 24, one of which is assigned to mutually facing sides in the lateral surface of the pump piston 3.
  • These oblique grooves 24 end at the bottom in counterbores 21 and interact with radial bores 25 of the control slide 9.
  • control slide 9 So that the control slide 9 is secured against rotation during its axial displacement on the pump piston 3 and an exact assignment of the oblique grooves 24 to the radial bores 25 is ensured, the control slide 9 has a nose 26 with which it engages in a longitudinal groove 27 of the cylinder liner 2 .
  • the pump piston 3 has flats 28 on its lower section, on which a sleeve 31 known to be rotatable by a control rod 29 engages, so that an axial displacement of the control rod 29 causes the pump piston 3 to rotate and thus a change in the assignment of the oblique grooves 24 to the radial bores 25 causes.
  • the fuel supply to the suction chamber 8 takes place via the longitudinal groove 27 from an inflow channel 33 which runs in a tube 34 arranged in the housing 1, which has branch openings 35 towards the longitudinal grooves 27.
  • This fuel injection pump works as follows: Towards the end of the suction stroke or in its UT position of the pump piston 3, fuel flows into the pump work chamber 18 via the oblique grooves 24, the transverse bore 23 and the blind bore 22 and also via the suction bore 32 and fills it up. As soon as, after the camshaft 6 has been rotated further, the roller tappet 4 is pushed upwards over the roller 5, the pump piston 3 displaces fuel from the pump work chamber 18. The delivery takes place until the oblique grooves 24 with the countersunk holes 21 are completely immersed in the control slide 9 from the pump work chamber 18 via the path described back to the suction chamber 8, with a certain amount initially being displaced back via the suction bore 32.
  • this actual injection stroke has a different length, since the rotational position corresponds to this the oblique grooves 24 only overlap with the radial bores 25 after a certain stroke.
  • the start of injection is determined by the axial position of the control slide 9, which in turn is effected by the rotating shaft 12 or its driving arm 15 with driving pin 14. The higher the control spool is moved, the later the start of spraying (immersing the oblique grooves 24 in the control spool 9) and the later the injection accordingly stops, so that the quantity determined by the rotational position of the pump piston 3 remains unaffected.
  • This start of injection or the end of injection must correspond for the pump elements consisting of a row.
  • FIGS. 2-4 this change takes place by bending the driving arm 15.
  • a piece of the torsion shaft 12 is shown with two built-in driving arms 15, which are attached via a fastening part 16 arranged in sections in the rotating shaft 12 the rotating shaft 12 are attached.
  • the fastening part 16 has a flange 36 which rests on a flat 37 of the torsion shaft 12.
  • the fastening itself can be designed as a rigid or detachable fastening, for example as a screw connection, rivet connection or solder connection.
  • the flange 36 can have a profile cross section in order to be supported on at least one of the segment surfaces 38 of the flattened area 37 and to prevent twisting.
  • a rotation of the entraining arm 15 would have the consequence that the targeted bending undertaken possibly has an effect in the opposite stroke direction than desired.
  • a driver is provided for the transmission of the twisting movement from the driving arm 15 to the control slide 9.
  • a collar which is formed on the driving pin 14 is annular and has a spherical segment-shaped collar on the outside and is secured against falling out.
  • the driver 41 is designed as a sliding shoe and against axial displacement and thus falling out as well secured with a certain amount of backlash by a split pin 42 on the end of the driving arm 15 designed as a driving pin.
  • the rotating shaft 112 is designed as a profile rod with a rectangular cross section, in which a longitudinal groove 43 is present.
  • This longitudinal groove has a base surface 44 and side surfaces 45.
  • the fastening part 116 is designed as a rivet with a flange 136 which has a square cross section, so that the side surfaces of this flange 136 cooperate with the side surfaces 45 of the longitudinal groove 43 in such a way that the driving arm 115 is prevented from rotating.
  • the driving arm 115 itself is conical - ideally parabolic with a cross section tapering away from the rotating shaft.
  • the result is that constant bending stresses prevail over the entire bendable arm length when forces are applied to the bending at the free end of the driving arm 115, thereby avoiding tearing or overstressing of the driving arm 115.
  • the slide shoe 41 is here again configured as in the second variant in FIG. 2, although a flange 46 is provided on the driving arm 115 which, in conjunction with the split pin 42, determines the axial position of the sliding block 41.
  • FIG. 5 shows the second exemplary embodiment in which the driving arm 215 is fastened to a ring 47 which is connected to a second ring 49 via a sleeve 48.
  • the rings and the sleeve preferably consist of one part, the rings 47 and 49 being designed as frets of this sleeve 48.
  • the slide shoe 41 is fastened to the driving arm 215 here.
  • the rings 47, 49 with the sleeve 48 are threaded onto the rotating shaft 212, which here again has a circular cross section, the ring 49 being clamped by at least one screw 51.
  • bores 52 are provided in the sleeve in order to obtain a targeted weakening of the sleeve 48.
  • the ring 47 is rotated relative to the ring 49, so that the sleeve section 48 is rotated slightly helically and the driving arm 215 experiences the desired change in position with respect to the rotational position of the rotating shaft 212.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP19880116271 1987-10-24 1988-10-01 Pompe d'injection de combustible pour moteurs à combustion interne Expired - Lifetime EP0313865B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3736091 1987-10-24
DE19873736091 DE3736091A1 (de) 1987-10-24 1987-10-24 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP0313865A1 true EP0313865A1 (fr) 1989-05-03
EP0313865B1 EP0313865B1 (fr) 1991-06-26

Family

ID=6339032

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19880116271 Expired - Lifetime EP0313865B1 (fr) 1987-10-24 1988-10-01 Pompe d'injection de combustible pour moteurs à combustion interne

Country Status (6)

Country Link
US (1) US4913633A (fr)
EP (1) EP0313865B1 (fr)
JP (1) JPH01147157A (fr)
KR (1) KR960013109B1 (fr)
BR (1) BR8805470A (fr)
DE (2) DE3736091A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0603447A1 (fr) * 1992-12-21 1994-06-29 New Sulzer Diesel AG Pompe à injection de combustible pour un moteur à combustion interne

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4132505A1 (de) * 1991-09-30 1993-04-01 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE4217939A1 (de) * 1992-05-30 1993-12-02 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE102008017821A1 (de) 2008-04-08 2009-10-22 Continental Automotive Gmbh Befestigungselement und Abgasturbolader mit variabler Turbinengeometrie
DE102014202795A1 (de) * 2014-02-17 2015-08-20 Robert Bosch Gmbh Kolben-Kraftstoffpumpe für eine Brennkraftmaschine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3385221A (en) * 1967-03-07 1968-05-28 Caterpillar Tractor Co Multi-plunger engine fuel oil pump
DE3017730A1 (de) * 1980-05-09 1981-11-12 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3540052A1 (de) * 1984-11-16 1986-05-28 Diesel Kiki Co. Ltd., Tokio/Tokyo Treibstoffeinspritzpumpe fuer verbrennungsmotoren
WO1987005969A1 (fr) * 1986-03-24 1987-10-08 Robert Bosch Gmbh Pompe d'injection de carburant pour moteurs a combustion interne

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2167814B (en) * 1984-05-08 1988-10-19 Mitsubishi Motors Corp Fuel injection pump
JPS6114743U (ja) * 1984-06-29 1986-01-28 株式会社ボッシュオートモーティブ システム 燃料噴射装置
DE3435987A1 (de) * 1984-10-01 1986-04-10 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3522451A1 (de) * 1985-06-22 1987-01-02 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3385221A (en) * 1967-03-07 1968-05-28 Caterpillar Tractor Co Multi-plunger engine fuel oil pump
DE3017730A1 (de) * 1980-05-09 1981-11-12 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3540052A1 (de) * 1984-11-16 1986-05-28 Diesel Kiki Co. Ltd., Tokio/Tokyo Treibstoffeinspritzpumpe fuer verbrennungsmotoren
WO1987005969A1 (fr) * 1986-03-24 1987-10-08 Robert Bosch Gmbh Pompe d'injection de carburant pour moteurs a combustion interne

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0603447A1 (fr) * 1992-12-21 1994-06-29 New Sulzer Diesel AG Pompe à injection de combustible pour un moteur à combustion interne

Also Published As

Publication number Publication date
US4913633A (en) 1990-04-03
JPH01147157A (ja) 1989-06-08
DE3736091A1 (de) 1989-05-03
EP0313865B1 (fr) 1991-06-26
KR960013109B1 (ko) 1996-09-30
DE3863417D1 (de) 1991-08-01
BR8805470A (pt) 1989-07-04
KR890006971A (ko) 1989-06-17

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