EP0344480A2 - Pompe d'injection de combustible pour moteurs à combustion interne, en particulier pour moteurs diesel - Google Patents

Pompe d'injection de combustible pour moteurs à combustion interne, en particulier pour moteurs diesel Download PDF

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Publication number
EP0344480A2
EP0344480A2 EP19890108080 EP89108080A EP0344480A2 EP 0344480 A2 EP0344480 A2 EP 0344480A2 EP 19890108080 EP19890108080 EP 19890108080 EP 89108080 A EP89108080 A EP 89108080A EP 0344480 A2 EP0344480 A2 EP 0344480A2
Authority
EP
European Patent Office
Prior art keywords
fuel injection
intermediate lever
injection pump
spring
pump according
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
EP19890108080
Other languages
German (de)
English (en)
Other versions
EP0344480A3 (en
EP0344480B1 (fr
Inventor
Karl Konrath
Claus Köster
Klaus Dipl.-Ing. Krieger
Manfred Schwarz
Ulrich Dipl.-Ing. Stratemeier
Helmut Dr. Dipl.-Ing. Tschoeke
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 EP0344480A2 publication Critical patent/EP0344480A2/fr
Publication of EP0344480A3 publication Critical patent/EP0344480A3/de
Application granted granted Critical
Publication of EP0344480B1 publication Critical patent/EP0344480B1/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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/10—Transmission of control impulse to pump control, e.g. with power drive or power assistance mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/04—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors
    • F02D1/045—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors characterised by arrangement of springs or weights
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention is based on a fuel injection pump for internal combustion engines, in particular diesel internal combustion engines according to the preamble of the main claim.
  • a major disadvantage of motor vehicles equipped with diesel internal combustion engines is the vehicle jerking at the start of acceleration processes.
  • fuel injection pumps are supplemented with damping devices which, when the accelerator is accelerated quickly, only have a delayed effect on the change in the fuel injection quantity by the fuel injection pump.
  • the damping device is adjustable so that, except at higher speeds, at which the vehicle jerk is no longer relevant due to the high kinetic energy of the inertial masses, the fuel metering over the speed in individually definable rates.
  • the actuation of the damping device via the adjustment of the adjustment lever in the previously limited area is directly with an adjustment of the linked fuel quantity linked. This fact affects a smooth vehicle behavior, especially when the vehicle changes between pushing and running.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that the start of acceleration processes causes the fuel injection pump to react with a predetermined fuel injection quantity change, which is followed by a period in which the fuel increase is interrupted.
  • the internal combustion engine which tilts laterally about its longitudinal axis as a result of the acceleration process and the resulting change in the required torque, is able to lay down gently in its suspension by means of flexible buffers.
  • the system-related drive play that occurs between pushing operation and load operation can be run through without the use of fuel quantity and torque increase, in order to then smoothly convert the now changing injection quantity into acceleration.
  • the measures listed in the subclaims permit advantageous developments and improvements of the fuel injection pump specified in the main claim.
  • the springs of the lever arrangement via which the quantity assignment shown is effected, are coordinated so that when the lever arrangement is adjusted in the fuel quantity map over the adjustment path of the adjusting lever, the fuel quantity is linear in some sections and the characteristic curve does not slip.
  • FIG. 1 shows schematically the top view of an adjusting lever arrangement of a first exemplary embodiment
  • FIG. 2 shows a diagram of the fuel quantity Q over the adjusting path s of the adjusting lever
  • FIG. 3 shows a second exemplary embodiment.
  • FIG. 1 shows an adjusting lever arrangement for actuating a fuel injection quantity adjusting element 1 of a fuel injection pump of the distributor type which is known and not shown per se.
  • the adjusting lever arrangement is articulated in the direction of arrow 10 by a Bowden cable 5 which passes on the adjustment request of the motor vehicle driver.
  • the Bowden cable 5 is connected to the end of a one-armed adjusting lever 11 which can be pivoted about a pin 12.
  • the adjusting lever 11 has an opening 13 in the central area, the extension of which is directed tangentially to the pivoting movement of the adjusting lever 11 around the pin 12 and is penetrated by a spacer stop 14, the free end of which has a shoulder 15 which is perpendicular to the opening 13 Plane has a greater extent than the cross section of the opening 13.
  • the end of the spacer stop 14 facing away from paragraph 15 is fastened to a one-armed intermediate lever 16 which is fixed on the pin 12 and can be rotated with it.
  • This pin 12 is connected to a regulator of the fuel injection pump, preferably to an adjusting device of the support point 2 of a regulating spring 3 of the regulator, via which the fuel quantity adjusting element 1 is controlled.
  • the fuel quantity adjustment element is adjustable by a two-armed control lever 4, on one arm 6 of which the control spring 3 acts against the force of a speed sensor 7.
  • a pretensioned first coupling spring 21 which is supported on the other side against the lower part of the adjusting lever 11 which has a proximity stop 36 pointing towards the intermediate lever 16.
  • the intermediate lever 16 carries, in addition to the distance stop 14, a further distance stop 22 which points in the opposite direction to the distance stop 14.
  • the spacer stop 22 penetrates with its shaft 23 an opening 24 in one arm 27 of a two-armed rocker arm 25.
  • the shaft 23 has at its end facing away from the intermediate lever 16 a shoulder 26, the extension of which in the plane perpendicular to the shaft 23 is greater than that Cross section of the opening 24.
  • the rocker arm 25 is pivotable about the pin 12 passing through in its upper part.
  • a pretensioned second coupling spring 31 is arranged between one arm of the rocker arm 25 and the intermediate lever 16; it is guided on the shaft 23.
  • the rocker arm 25 carries in one arm 27 an adjustable proximity stop 32 directed against the intermediate lever 16.
  • a return spring 33 engages on the other arm 28 of the rocker arm 25, which brings the rocker arm 25 to a fixed, adjustable idle stop 34.
  • an adjustable full-load stop 35 is fixed so that it can come into contact with the intermediate lever 16.
  • the device described above works as follows: If, starting from the idling operating state, torque is demanded of the internal combustion engine and the Bowden cable 5 is adjusted in the direction of arrow 10 to increase the amount of fuel, this is followed by the Bowden cable 5 connected adjustment lever 11 of this movement by pivoting about the pin 12.
  • the rocker arm 25, which is held in contact with the idle stop 34 by the return spring 33, which is biased more strongly than the first coupling spring 21 initially there in its starting position.
  • the increase in fuel injection quantity up to the end of the first movement section is only large enough to incline the internal combustion engine sideways to such an extent as a result of the resulting acceleration process and the resulting change in the required torque that it can gently come to rest in the flexible buffers of its suspension.
  • the time for the system is made available to the internal combustion engine during the second movement section, during which the intermediate lever 16 does not follow the movement of the adjusting lever 11 and no additional fuel quantity reaches the internal combustion engine.
  • the internal combustion engine is able to increase the amount of fuel that you have during the third movement section is passed on smoothly to the subsequent gear stage and thus bypasses the drive play that occurs between pushing operation and load operation.
  • FIG. 2 shows the sequence of effects in a diagram of the fuel quantity Q over the adjustment path s of the adjustment lever 11.
  • the third movement section of the route s2 to s3 provides the increase in the amount of fuel from Q2 to Q VL , where Q VL means the amount of fuel at full load.
  • the decisive factor is that the fuel quantity curve in the fuel quantity Q diagram over the travel path s of the adjusting lever 11 has sections without or at least greatly reduced quantity changes, which enable the internal combustion engine to lay down gently in its suspension, to bypass the drive play and to implement fuel quantity changes smoothly.
  • the arrangement with levers described in the above embodiment can also be realized with drag links.
  • the parts corresponding to the parts in FIG. 1 were supplemented with a hundred number of the item number.
  • An intermediate lever 116 is also provided here, which can be actuated by the pin 112 to adjust the fuel injection quantity.
  • a spring capsule 38 designed as a drag link is now inserted.
  • the rocker arm 25 is also realized as a spring capsule 39.
  • the rocker arm 25 corresponds to a spring plate 125 of a coupling spring 131 which corresponds to the coupling spring 31 from FIG. 1 and which is clamped between the spring plate 125 and the housing 126 of the spring capsule 36.
  • the housing offers the proximity stop 132 and the distance stop 127 with its end faces.
  • the spring plate 125 is connected via a connecting rod 140 to a spring plate 141, between which and an adjustable housing 142 a return spring 133 is clamped.
  • This arrangement can also be designed as a spring capsule 39, the housing being adjustable as an adjustable idling stop 134, optionally via an intermediate lever 45 and an actuator 46.
  • the pivoting movement of the intermediate lever 116 is again limited here by a full-load stop 135.
  • the coupling spring 131 When the Bowden cable 105 is actuated, the coupling spring 131 is first compressed with appropriately matched springs, since the preload the return spring 133 and the coupling spring 121 are larger. If the coupling spring 131 goes into block or if the spring plate comes to a corresponding stop, the second coupling spring 121 is subsequently compressed, the intermediate lever 116 remaining in the previously reached position in this second movement section. Only when the spring plate 111 has brought the coupling spring 121 to a block or has reached a stop can the intermediate lever 116 be moved further, in which the return spring 133 is compressed, until the intermediate lever 116 comes to rest against the full-load stop 135.
  • the return spring 133 accommodated here in the spring capsule 39 can also be connected to the spring plate 125 in another arrangement, for example as a tension spring with an adjustable stop additionally attached to the rod 140.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Fuel-Injection Apparatus (AREA)
EP89108080A 1988-06-01 1989-05-05 Pompe d'injection de combustible pour moteurs à combustion interne, en particulier pour moteurs diesel Expired - Lifetime EP0344480B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3818574A DE3818574A1 (de) 1988-06-01 1988-06-01 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen, insbesondere dieselbrennkraftmaschinen
DE3818574 1988-06-01

Publications (3)

Publication Number Publication Date
EP0344480A2 true EP0344480A2 (fr) 1989-12-06
EP0344480A3 EP0344480A3 (en) 1990-09-05
EP0344480B1 EP0344480B1 (fr) 1993-08-04

Family

ID=6355566

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89108080A Expired - Lifetime EP0344480B1 (fr) 1988-06-01 1989-05-05 Pompe d'injection de combustible pour moteurs à combustion interne, en particulier pour moteurs diesel

Country Status (5)

Country Link
US (1) US4913115A (fr)
EP (1) EP0344480B1 (fr)
JP (1) JPH0219616A (fr)
KR (1) KR0141376B1 (fr)
DE (2) DE3818574A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4443114A1 (de) * 1994-12-03 1996-06-05 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen
CN100582458C (zh) * 2003-08-19 2010-01-20 洋马株式会社 调速器
US7287494B2 (en) * 2004-11-10 2007-10-30 Buck Supply Co., Inc. Multicylinder internal combustion engine with individual cylinder assemblies and modular cylinder carrier
US7287493B2 (en) * 2004-11-10 2007-10-30 Buck Supply Co., Inc. Internal combustion engine with hybrid cooling system
US7543558B2 (en) 2004-11-10 2009-06-09 Buck Diesel Engines, Inc. Multicylinder internal combustion engine with individual cylinder assemblies
US8316814B2 (en) 2009-06-29 2012-11-27 Buck Kenneth M Toploading internal combustion engine

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3427224A1 (de) * 1984-07-24 1986-01-30 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zum verbessern des laufverhaltens eines mit einer brennkraftmaschine angetriebenen kraftfahrzeugs und kraftfahrzeug mit brennkraftmaschine
GB2180371A (en) * 1985-06-25 1987-03-25 Diesel Kiki Co Fuel injection system for internal combustion engines
US4721281A (en) * 1986-07-25 1988-01-26 Robert Bosch Gmbh Actuating device for throttle valve

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3659570A (en) * 1970-08-03 1972-05-02 Diesel Kiki Co Centrifugal governor for injection internal combustion engines
DE2048635C3 (de) * 1970-10-03 1978-06-29 Robert Bosch Gmbh, 7000 Stuttgart Fliehkraftdrehzahlregler für Brennkraftmaschinen
JPS5236215B2 (fr) * 1973-06-01 1977-09-14
US4095574A (en) * 1975-12-15 1978-06-20 Diesel Kiki Co., Ltd. Mechanical governor for internal combustion engine
DE2838919C2 (de) * 1978-09-07 1986-02-20 Robert Bosch Gmbh, 7000 Stuttgart Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen
DE2900198A1 (de) * 1979-01-04 1980-07-17 Bosch Gmbh Robert Fliehkraftdrehzahlregler fuer einspritzbrennkraftmaschinen, insbesondere leerlauf-enddrehzahlregler fuer fahrzeug-dieselmotoren
JPS5659157A (en) * 1980-10-09 1981-05-22 Toshiba Corp Room heater
US4567870A (en) * 1980-12-31 1986-02-04 Lucas Industries Limited Governor system
DE3147701A1 (de) * 1981-12-02 1983-06-16 Robert Bosch Gmbh, 7000 Stuttgart Stelleinrichtung fuer ein kraftstoffoerdermengenverstellglied einer kraftstoffeinspritzpumpe
DE3313632C2 (de) * 1983-04-15 1986-01-30 Daimler-Benz Ag, 7000 Stuttgart Leerlauf-Enddrehzahlregler für Einspritzpumpen an Brennkraftmaschinen
KR900009522Y1 (ko) * 1985-09-12 1990-10-13 지이제루 기기 가부시기가이샤 내연기관의 급가속 제한장치
JPS639640A (ja) * 1986-06-30 1988-01-16 Diesel Kiki Co Ltd 燃料噴射ポンプ用メカニカルガバナにおける制御レバ−の反力軽減機構

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3427224A1 (de) * 1984-07-24 1986-01-30 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zum verbessern des laufverhaltens eines mit einer brennkraftmaschine angetriebenen kraftfahrzeugs und kraftfahrzeug mit brennkraftmaschine
GB2180371A (en) * 1985-06-25 1987-03-25 Diesel Kiki Co Fuel injection system for internal combustion engines
US4721281A (en) * 1986-07-25 1988-01-26 Robert Bosch Gmbh Actuating device for throttle valve

Also Published As

Publication number Publication date
DE3818574A1 (de) 1989-12-07
US4913115A (en) 1990-04-03
EP0344480A3 (en) 1990-09-05
KR0141376B1 (ko) 1998-07-01
EP0344480B1 (fr) 1993-08-04
JPH0219616A (ja) 1990-01-23
KR900000576A (ko) 1990-01-30
DE58905107D1 (de) 1993-09-09

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