EP0356751A2 - Fuel injection pump for internal-combustion engines - Google Patents

Fuel injection pump for internal-combustion engines Download PDF

Info

Publication number
EP0356751A2
EP0356751A2 EP19890114408 EP89114408A EP0356751A2 EP 0356751 A2 EP0356751 A2 EP 0356751A2 EP 19890114408 EP19890114408 EP 19890114408 EP 89114408 A EP89114408 A EP 89114408A EP 0356751 A2 EP0356751 A2 EP 0356751A2
Authority
EP
European Patent Office
Prior art keywords
fuel injection
axis
injection pump
adjusting lever
lever
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.)
Withdrawn
Application number
EP19890114408
Other languages
German (de)
French (fr)
Other versions
EP0356751A3 (en
Inventor
Günter Dipl.-Ing. Bofinger
Claus Dipl.-Ing. Maier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0356751A2 publication Critical patent/EP0356751A2/en
Publication of EP0356751A3 publication Critical patent/EP0356751A3/en
Withdrawn legal-status Critical Current

Links

Images

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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • 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
    • 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
    • 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

Definitions

  • the invention relates to a fuel injection pump according to the preamble of the main claim.
  • a fuel injection pump of this type known from DE-OS-34 18 174
  • an arbitrary accelerator pedal adjustment leads to a changed setting of a speed controller, wherein there is a non-linear relationship between arbitrary adjustment and the degree of intervention on the speed controller to keep a vehicle free of jerks to accelerate or decelerate.
  • a coupling device is located between the arbitrary adjustment and its intervention on the speed controller, for example on a control spring.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that Different length tolerances of all elements of the transmission path between the arbitrary adjustment and the intervention on the speed controller with regard to the setting of the idle or the remaining amount can be eliminated. This elimination does not affect the progressive change in quantity per lever angle and thus the specified driving behavior when accelerating. In this way, a maximum of uniformity in driving behavior with regard to part-load and acceleration jerks is achieved. An application is possible with different speed controller types, the characteristic control map of which remains unchanged.
  • the measures listed in the subclaims permit advantageous developments and improvements of the fuel injection pump specified in the main claim.
  • FIG. 1 shows an adjusting lever arrangement for actuating a fuel injection quantity adjusting member of a fuel injection pump 10 of the distributor type known per se and not shown in detail in an internal combustion engine.
  • An accelerator pedal not shown, is connected via a Bowden cable 12 to an adjusting lever 14 which is mounted on an adjusting lever axis 16.
  • the adjusting lever axis 16 is guided by a first eccentric bushing 18 which surrounds it and is supported in a housing 11 of the fuel injection pump.
  • the adjusting lever axis 16 carries a lever arm 20 which is rigidly coupled to it and which, at its end facing away from the adjusting lever axis 16, projects transversely to the pivot axis of the lever arm 20 Has slide 22.
  • the elements lever arm 20, slider 22, slide rail 24 form a coupling device.
  • the second end 23 of the slide rail 24 is connected to an actuator 28 of the speed controller of the fuel injection pump 10, which is only shown in part.
  • the actuator 28 in the form of a control spring is fastened to the second end 23 of the slide rail 24 via a first base point 40 and is connected to a holding bolt 30 at its end facing away from the slide rail 24, a second base point 42.
  • the retaining bolt 30, consisting of a circular truncated cone 34, which has a collar 32, centers over the circular truncated cone 34, an intermediate spring 36 which is supported at one end on the collar 32 and presses at its other end against a control lever 38.
  • the control lever 38 is connected in a known manner to a fuel injection quantity meter, not shown.
  • Figure 3 shows the adjusting lever axis 16 within the eccentric bushing 18 guiding it in two different positions.
  • the center of the adjusting lever axis 16 assumes position A, in another position, however, position B.
  • the horizontal Component of the distance between A and B is marked with X.
  • the connection from the center of the adjusting lever axis 16 to the tensioning lever 38 is shown schematically with the control spring shown as an actuator 28, whose first foot point 40 facing the adjusting lever axis 16 assumes a position 1 in the starting position and a position 2 in the other position Holding bolt 30 adjacent end of the actuator 28, the second base 42, holds the clamping lever 38 in the starting position in position 1, in the other position in position 2; their horizontal distance is marked with X.
  • FIG. 4 A design variant of the solution shown in Figure 2 is shown in Figure 4.
  • the design has changed the adjusting lever axis 16, which is now mounted directly in the housing 11 of the fuel injection pump, and the axis 26, which is enclosed and guided by a second eccentric bushing 44, which is supported in the housing 11 of the fuel injection pump.
  • the adjusting lever 14 connected to the Bowden cable 12 follows this movement by moving it around the center of the adjusting lever axis 16 pivots.
  • the adjusting lever axis 16, rigidly coupled to the adjusting lever 14, takes part in the pivoting and in turn moves the lever arm 20 which is stuck on it.
  • the sliding piece 22 attached to the lever arm 20 transmits the pivoting movement to the sliding rail 24 by sliding along its outer contour 25.
  • the slide rail 24 thereby takes over the movement in that it in turn pivots about the axis 26 against the force of the actuator 28 and the intermediate spring 36 or against the actuating force mediated by the control lever 38 of the known and not further detailed speed controller.
  • the above kinematics shows an adjustment lever arrangement in such a way that, with the same total adjustment path of the adjustment lever 14, the fuel injection quantity is divided such that the fuel injection quantity change is small in the first part of the adjustment lever path from the lower idling in the direction of higher speed, whereas the fuel injection quantity change is larger in the second part of the adjustment lever path is, with this progressive lever adjustment the driving behavior of the motor vehicle is influenced favorably.
  • the control lever 38 assumes position 1 in the starting position and position 2 in the other position.
  • the two positions 1 and 2 are transferred to the actuator 28, which is only shown schematically, by means of the intermediate spring 36 and retaining bolt 30, which are no longer shown.
  • This also forms positions 1 and 2 with the first base point 40, which faces the adjusting lever axis 16.
  • Angle ⁇ i1 and on the other hand an angle ⁇ i2 .
  • the angle ⁇ i1 is smaller than the angle ⁇ i2 .
  • the shift from position 2 to position 1 as a result of the rotation of the first eccentric bushing 18 also causes a shift on the control lever 38, the horizontal component of which is described with dimension X, the tolerance dimension to be compensated.
  • This dimension X also occurs on the adjusting lever axis 16, specifically as a horizontally directed component of the distance between the two solders erected in positions A and B.
  • the axis 26 can be guided in a second eccentric bushing 44, the first eccentric bushing 18 supporting the adjusting lever axis 16 being optionally omitted.

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)

Abstract

In the production of fuel injection pumps (10), component tolerances of elements of the speed governor arising in production lead in the idling position to different fuel meterings in this operating state. <??>By means of setting which can be performed from outside the casing (11) of the fuel injection pump (10), it is possible to eliminate these component tolerances by adjustments to the speed governor, without distorting the internal relationships in said governor. <IMAGE>

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einer Kraftstoffeinspritzpumpe nach der Gattung des Hauptanspruchs. Bei einer durch die DE-OS-34 18 174 be­kannten Kraftstoffeinspritzpumpe dieser Art führt eine willkürliche Gaspedalverstellung zu einer veränderten Einstellung eines Drehzahl­reglers, wobei zwischen willkürlicher Verstellung und dem Grad des Eingriffs auf den Drehzahlregler ein nicht linearer Zusammenhang be­steht, um ein Fahrzeug frei von Ruckeln beschleunigen oder verzögern zu können. Zwischen der willkürlichen Verstellung und deren Eingriff auf den Drehzahlregler, beispielsweise an einer Regelfeder, befindet sich eine Koppelvorrichtung.The invention relates to a fuel injection pump according to the preamble of the main claim. In a fuel injection pump of this type known from DE-OS-34 18 174, an arbitrary accelerator pedal adjustment leads to a changed setting of a speed controller, wherein there is a non-linear relationship between arbitrary adjustment and the degree of intervention on the speed controller to keep a vehicle free of jerks to accelerate or decelerate. A coupling device is located between the arbitrary adjustment and its intervention on the speed controller, for example on a control spring.

Unterschiedliche Längentoleranzen der auf diesem Übertragungsweg be­teiligten Elemente führen bei der Einstellung des Leerlaufs bzw. der Restmenge bei der Kraftstoffeinspritzpumpe zu Verlagerung der Leer­laufposition und damit zu "guten" oder "schlechten" Reglern der Kraftstoffeinspritzpumpe.Different length tolerances of the elements involved in this transmission path lead to a shift in the idle position and thus to "good" or "bad" controls of the fuel injection pump when setting the idling or the remaining quantity in the fuel injection pump.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Kraftstoffeinspritzpumpe mit den kennzeichnen­den Merkmalen des Hauptanspruchs hat demgegenüber den Vorteil, daß unterschiedliche Längentoleranzen aller Elemente des Übertragungswe­ges zwischen der willkürlichen Verstellung und dem Eingriff auf den Drehzahlregler im Hinblick auf die Einstellung des Leerlaufs bzw. der Restmenge eliminierbar sind. Diese Eliminierung beeinflußt nicht die progressive Mengenänderung pro Verstellhebelwinkel und damit das vorgegebene Fahrverhalten beim Beschleunigen. Es wird so ein Maximum an Gleichheit im Fahrverhalten bezüglich Teillast- und Beschleuni­gungsruckeln erzielt. Eine Anwendung ist bei unterschiedlichen Dreh­zahlreglertypen möglich, deren charakteristisches Regelkennfeld un­verändert bleibt. Durch die in den Unteransprüchen aufgeführten Maß­nahmen sind vorteilhafte Weiterbildungen und Verbesserungen der im Hauptanspruch angegebenen Kraftstoffeinspritzpumpe möglich.The fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that Different length tolerances of all elements of the transmission path between the arbitrary adjustment and the intervention on the speed controller with regard to the setting of the idle or the remaining amount can be eliminated. This elimination does not affect the progressive change in quantity per lever angle and thus the specified driving behavior when accelerating. In this way, a maximum of uniformity in driving behavior with regard to part-load and acceleration jerks is achieved. An application is possible with different speed controller types, the characteristic control map of which remains unchanged. The measures listed in the subclaims permit advantageous developments and improvements of the fuel injection pump specified in the main claim.

Zeichnungdrawing

Zwei Ausführungsbeispiele der Erfindung sind in der Zeichnung darge­stellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen

  • Figur 1 einen partiellen Längsschnitt durch eine Kraftstoff­einspritzpumpe,
  • Figur 2 eine detaillierte Darstellung des ersten Ausführungsbeispiels,
  • Figur 3 eine schematische Darstellung des ersten Ausführungsbeispiels mit Hervorhebung der geometrischen Ab­läufe bei der erfindungsgemäßen Verstellung der Verstellhebelachse und
  • Figur 4 das zweite Ausführungsbeispiel mit der erfindungsgemäßen Verstellung der Achse.
Two embodiments of the invention are shown in the drawing and explained in more detail in the following description. Show it
  • FIG. 1 shows a partial longitudinal section through a fuel injection pump,
  • FIG. 2 shows a detailed illustration of the first exemplary embodiment,
  • Figure 3 is a schematic representation of the first embodiment with emphasis on the geometric processes in the inventive adjustment of the lever axis and
  • Figure 4 shows the second embodiment with the adjustment of the axis according to the invention.

Beschreibung der AusführungsbeispieleDescription of the embodiments

In Figur 1 ist eine Verstellhebelanordnung zur Betätigung eines Kraftstoffeinspritzmengenverstellorgans einer an sich bekannten und nicht detailliert dargestellten Kraftstoffeinspritzpumpe 10 der Ver­teilerbauart in einer Brennkraftmaschine gezeigt. Ein nicht darge­stelltes Fahrpedal ist über einen Bowdenzug 12 verbunden mit einem Verstellhebel 14, der auf einer Verstellhebelachse 16 gelagert ist.FIG. 1 shows an adjusting lever arrangement for actuating a fuel injection quantity adjusting member of a fuel injection pump 10 of the distributor type known per se and not shown in detail in an internal combustion engine. An accelerator pedal, not shown, is connected via a Bowden cable 12 to an adjusting lever 14 which is mounted on an adjusting lever axis 16.

Die Verstellhebelachse 16 ist geführt durch eine sie umschließende, in einem Gehäuse 11 der Kraftstoffeinspritzpumpe sich abstützende erste Exzenterbuchse 18. Die Verstellhebelachse 16 trägt einen starr mit ihr gekoppelten Hebelarm 20, der an seinem der Verstellhebelach­se 16 abgewandten Ende ein quer zur Schwenkachse des Hebelarms 20 abstehendes Gleitstück 22 aufweist. Das Gleitstück 22, hier in der Form eines runden Bolzens gezeigt, liegt an der Außenkontur 25 einer Gleitschiene 24 an. Die Elemente Hebelarm 20, Gleitstück 22, Gleit­schiene 24 bilden eine Koppelvorrichtung. Die Gleitschiene 24, hier in Form eines langgestreckten Hebels mit im funktionellen Teil gerade verlaufender Außenkontur 25, die auch als Kurvenbahn ausge­bildet sein kann, ist an einen ersten Ende 21 auf einer Achse 26 drehbar gelagert, die in einer sie zentrisch umschließenden Buchse 27 geführt ist.The adjusting lever axis 16 is guided by a first eccentric bushing 18 which surrounds it and is supported in a housing 11 of the fuel injection pump. The adjusting lever axis 16 carries a lever arm 20 which is rigidly coupled to it and which, at its end facing away from the adjusting lever axis 16, projects transversely to the pivot axis of the lever arm 20 Has slide 22. The slider 22, shown here in the form of a round bolt, lies against the outer contour 25 of a slide rail 24. The elements lever arm 20, slider 22, slide rail 24 form a coupling device. The slide rail 24, here in the form of an elongated lever with an outer contour 25 running straight in the functional part, which can also be designed as a curved path, is rotatably supported at a first end 21 on an axis 26 which is guided in a bushing 27 which surrounds it centrally .

Das zweite Ende 23 der Gleitschiene 24 ist, wie in Figur 2 darge­stellt, verbunden mit einem Stellglied 28 des nur ansatzweise ge­zeigten Drehzahlreglers der Kraftstoffeinspritzpumpe 10. Das Stell­glied 28 in Form einer Regelfeder ist über einen ersten Fußpunkt 40 befestigt am zweiten Ende 23 der Gleitschiene 24 und ist an ihrem der Gleitschiene 24 abgewandten Ende, einem zweiten Fußpunkt 42, mit einen Haltebolzen 30 verbunden. Der Haltebolzen 30, bestehend aus einem Kreiskegelstumpf 34, der einen Bund 32 aufweist, zentriert uber den Kreiskegelstumpf 34 eine Zwischenfeder 36, die sich mit ihrem einen Ende an dem Bund 32 abstützt und mit ihrem anderen Ende gegen einen Regelhebel 38 drückt. Der Regelhebel 38 steht in bekann­ter Weise mit einem nicht dargestellten Kraftstoffeinspritzmengenzu­meßorgan in Verbindung.As shown in FIG. 2, the second end 23 of the slide rail 24 is connected to an actuator 28 of the speed controller of the fuel injection pump 10, which is only shown in part. The actuator 28 in the form of a control spring is fastened to the second end 23 of the slide rail 24 via a first base point 40 and is connected to a holding bolt 30 at its end facing away from the slide rail 24, a second base point 42. The retaining bolt 30, consisting of a circular truncated cone 34, which has a collar 32, centers over the circular truncated cone 34, an intermediate spring 36 which is supported at one end on the collar 32 and presses at its other end against a control lever 38. The control lever 38 is connected in a known manner to a fuel injection quantity meter, not shown.

Figur 3 zeigt die Verstellhebelachse 16 innerhalb der sie führenden Exzenterbuchse 18 in zwei unterschiedlichen Lagen. In einer Aus­gangslage nimmt das Zentrum der Verstellhebelachse 16 die Position A ein, in einer anderen Lage dagegen die Position B. Die horizontale Komponente des Abstandes zwischen A und B ist mit X gekennzeichnet. Die Verbindung vom Zentrum der Verstellhebelachse 16 zum Spannhebel 38 ist schematisiert wiedergegeben mit der ansatzweise dargestellten Regelfeder als Stellglied 28. Deren einer der Verstellhebelachse 16 zugewandter erster Fußpunkt 40 nimmt in der Ausgangslage eine Posi­tion 1 ein, in der anderen Lage eine Position 2. Das dem Haltebolzen 30 benachbarte Ende des Stellgliedes 28, der zweite Fußpunkt 42, hält den Spannhebel 38 in der Ausgangslage in Position 1, in der anderen Lage in Position 2; deren horizontaler Abstand ist mit X ge­kennzeichnet.Figure 3 shows the adjusting lever axis 16 within the eccentric bushing 18 guiding it in two different positions. In an initial position, the center of the adjusting lever axis 16 assumes position A, in another position, however, position B. The horizontal Component of the distance between A and B is marked with X. The connection from the center of the adjusting lever axis 16 to the tensioning lever 38 is shown schematically with the control spring shown as an actuator 28, whose first foot point 40 facing the adjusting lever axis 16 assumes a position 1 in the starting position and a position 2 in the other position Holding bolt 30 adjacent end of the actuator 28, the second base 42, holds the clamping lever 38 in the starting position in position 1, in the other position in position 2; their horizontal distance is marked with X.

Eine Konstruktionsvariante zu der in Figur 2 dargestellten Lösung ist in Figur 4 gezeigt. In der Ausführung geändert ist die Verstell­hebelachse 16, die nun direkt im Gehäuse 11 der Kraftstoffeinspritz­pumpe gelagert ist und die Achse 26, die von einer zweiten Exzenter­buchse 44, die sich im Gehäuse 11 der Kraftstoffeinspritzpumpe ab­stützt, umschlossen und geführt wird.A design variant of the solution shown in Figure 2 is shown in Figure 4. The design has changed the adjusting lever axis 16, which is now mounted directly in the housing 11 of the fuel injection pump, and the axis 26, which is enclosed and guided by a second eccentric bushing 44, which is supported in the housing 11 of the fuel injection pump.

Die vorstehend beschriebene Einrichtung ergibt folgenden Funktions­ablauf: Wird, ausgehend von dem Betriebszustand Leerlauf, der Brenn­kraftmaschine Drehmoment abverlangt und der Bowdenzug 12 in Richtung des Pfeiles 13 zur Kraftstoffmehrmenge verstellt, so folgt der mit dem Bowdenzug 12 verbundene Verstellhebel 14 dieser Bewegung, in dem er um das Zentrum der Verstellhebelachse 16 schwenkt. Die Verstell­hebelachse 16, starr gekoppelt mit dem Verstellhebel 14, nimmt an der Schwenkung teil und bewegt seinerseits den auf ihr festsitzenden Hebelarm 20. Das am Hebelarm 20 angebrachte Gleitstück 22 überträgt die Schwenkbewegung auf die Gleitschiene 24, indem es an dessen Außenkontur 25 entlanggleitet. Die Gleitschiene 24 übernimmt dadurch die Bewegung, in dem sie ihrerseits gegen die Kraft des Stellgliedes 28 und der Zwischenfeder 36 bzw. gegen die über den Regelhebel 38 vermittelte Stellkraft des vorbekannten und nicht weiter detaillier­ten Drehzahlreglers um die Achse 26 schwenkt. Dies führt über das Stellglied 28, den Haltebolzen 30 und die Zwischenfeder 36 zu einer Lageänderung des Regelhebels 38 und in bekannter Weise zu einer Ver­stellung des Kraftstoffeinspritzmengenzumeßorgans oder zu einer Än­derung der steuernden Spannung der Regelfeder 28 oder Zwischenfeder 36.The device described above results in the following functional sequence: If, starting from the idling operating state, torque is demanded of the internal combustion engine and the Bowden cable 12 is adjusted in the direction of arrow 13 to increase the amount of fuel, the adjusting lever 14 connected to the Bowden cable 12 follows this movement by moving it around the center of the adjusting lever axis 16 pivots. The adjusting lever axis 16, rigidly coupled to the adjusting lever 14, takes part in the pivoting and in turn moves the lever arm 20 which is stuck on it. The sliding piece 22 attached to the lever arm 20 transmits the pivoting movement to the sliding rail 24 by sliding along its outer contour 25. The slide rail 24 thereby takes over the movement in that it in turn pivots about the axis 26 against the force of the actuator 28 and the intermediate spring 36 or against the actuating force mediated by the control lever 38 of the known and not further detailed speed controller. This leads to that Actuator 28, the retaining bolt 30 and the intermediate spring 36 for a change in position of the control lever 38 and in a known manner for an adjustment of the fuel injection quantity meter or for a change in the control voltage of the control spring 28 or intermediate spring 36.

Die vorstehende Kinematik zeigt eine Verstellhebelanordnung derart, daß bei gleichem Gesamtverstellweg des Verstellhebels 14 sich eine Aufteilung der Kraftstoffeinspritzmenge so ergibt, daß im ersten Teil des Verstellhebelwegs vom unteren Leerlauf in Richtung höherer Drehzahl die Kraftstoffeinspritzmengenänderung gering ist, im zwei­ten Teil des Verstellhebelwegs dagegen die Kraftstoffeinspritzmen­genänderung größer wird, wodurch mit dieser progressiven Verstell­hebelanlenkung das Fahrverhalten des Kraftfahrzeugs günstig beeinflußt wird.The above kinematics shows an adjustment lever arrangement in such a way that, with the same total adjustment path of the adjustment lever 14, the fuel injection quantity is divided such that the fuel injection quantity change is small in the first part of the adjustment lever path from the lower idling in the direction of higher speed, whereas the fuel injection quantity change is larger in the second part of the adjustment lever path is, with this progressive lever adjustment the driving behavior of the motor vehicle is influenced favorably.

Der beschriebene Funktionsablauf ergibt folgenden Wirkungsablauf: Fertigungsbedingte Teiletoleranzen der die beschriebene Kinematik bildenden Elemente ergeben für die, die Leerlaufposition der Kraft­stoffeinspritzpumpe 10 repräsentierenden Stellung des Regelhebels 38 unterschiedliche Lagen und damit unterschiedliche Kraftstoffzumes­sungen für diesen Betriebszustand. Der nachfolgende Beschreibungs­teil geht von den Toleranzendlagen und von den Positionen, die der Regelhebel 38 hier einnimmt, hier aus.The functional sequence described results in the following sequence of effects: Manufacturing-related part tolerances of the elements forming the kinematics described result in different positions for the position of the control lever 38 representing the idle position of the fuel injection pump 10, and thus different fuel metering for this operating state. The following part of the description is based on the tolerance end positions and the positions which the control lever 38 occupies here.

Wie in Figur 3 gezeigt, nimmt der Regelhebel 38 in der Ausgangslage die Position 1 und in der anderen Lage die Position 2 ein. Die bei­den Positionen 1 und 2 werde mittels der nicht mehr gezeichneten Elemente Zwischenfeder 36 und Haltebolzen 30 auf das nur schematisch dargestellte Stellglied 28 übertragen. Dieses bildet mit dem ersten Fußpunkt 40, welcher der Verstellhebelachse 16 zugewandt ist, eben­falls die Positionen 1 und 2. Die Verbindung zwischen dieser Posi­tion 1 einerseits und dieser Position 2 andererseits mit dem Zentrum der Verstellhebelachse 16, das in der Ausgangslage eine Position A einnimmt, schließt mit dem in A errichteten Lot einerseits einen Winkel αi1 und andererseits einen Winkel αi2 ein. Dabei ist der Winkel αi1 kleiner als der Winkel αi2. Eine Drehung der die Verstellhebelachse 16 außermittig umschließende erste Exzenter­buchse 18 verlagert die Verstellhebelachse 16. Erfolgt die Drehung der ersten Exzenterbuchse 18 dabei entgegengesetzt dem Uhrzeigersinn und erreicht das Zentrum der Verstellhebelachse 16 den Punkt B, so zeigt er in gleicher Weise wie der Winkel αi1 gebildete Winkel αi1, dieselbe Größe wie der Winkel αi2. Gleiche Winkel αi1, = αi2 bedeuten die Verlagerung des Fußpunktes 40 von der Position 2 in die Position 1, ohne das Übertragungsverhalten der das Stell­glied 28 darstellenden Regelfeder bei Auslenkung des Verstellhebels 14 durch den Bowdenzug 13 zu verändern. Die Verlagerung von Position 2 nach Position 1 infolge der Drehung der ersten Exzenterbuchse 18 bewirkt desweiteren eine Verschiebung am Regelhebel 38, deren hori­zontale Komponente mit dem Maß X , dem auszugleichenden Toleranzmaß, beschrieben ist. Dieses Maß X tritt gleichfalls an der Verstell­hebelachse 16 auf, und zwar als horizontal gerichtete Komponente des Abstandes zwischen den beiden in der Position A und B errichteten Loten. Gleiche horizontale Verlagerungen zu beiden Seiten des Stell­gliedes 28, zum einen am Regelhebel 38, zum anderen an der Verstell­hebelachse 16, eine Verschiebung des Stellgliedes 28 von der anderen Lage 2 in die Ausgangslage 1 in dem Sinne, daß dabei die Grundspan­nung des Stellgliedes 28 gleich bleibt und die progressive Verstell­hebelanordnung in ihrem Wirkungsverhalten nicht verändert wird.As shown in FIG. 3, the control lever 38 assumes position 1 in the starting position and position 2 in the other position. The two positions 1 and 2 are transferred to the actuator 28, which is only shown schematically, by means of the intermediate spring 36 and retaining bolt 30, which are no longer shown. This also forms positions 1 and 2 with the first base point 40, which faces the adjusting lever axis 16. The connection between this position 1 on the one hand and this position 2 on the other hand with the center of the adjusting lever axis 16, which in the starting position assumes a position A, closes one with the solder erected in A. Angle α i1 and on the other hand an angle α i2 . The angle α i1 is smaller than the angle α i2 . A rotation of the first eccentric bushing 18, which surrounds the adjusting lever axis 16 off-center, shifts the adjusting lever axis 16. If the first eccentric bushing 18 rotates counterclockwise and reaches the center of the adjusting lever axis 16 at point B, it shows in the same way as the angle α i1 formed Angle α i1 , the same size as the angle α i2 . The same angles α i1 , = α i2 mean the displacement of the base point 40 from the position 2 to the position 1 without changing the transmission behavior of the control spring representing the actuator 28 when the adjusting lever 14 is deflected by the Bowden cable 13. The shift from position 2 to position 1 as a result of the rotation of the first eccentric bushing 18 also causes a shift on the control lever 38, the horizontal component of which is described with dimension X, the tolerance dimension to be compensated. This dimension X also occurs on the adjusting lever axis 16, specifically as a horizontally directed component of the distance between the two solders erected in positions A and B. Same horizontal displacements on both sides of the actuator 28, on the one hand on the control lever 38, on the other hand on the adjusting lever axis 16, a displacement of the actuator 28 from the other position 2 to the starting position 1 in the sense that the basic voltage of the actuator 28 remains the same and the progressive adjustment lever arrangement is not changed in its behavior.

Zusammengefaßt ist durch die Drehung der Exzenterbuchse 18 eine außerhalb des Gehäuses 11 der Kraftstoffeinspritzpumpe 10 vornehmba­re Einstellung, die durch nicht dargestellte Mittel fixierbar ist, möglich, die die Elimination von fertigungsbedingten Teiletoleranzen bei Teilen des Drehzahlreglers der Kraftstoffeinspritzpumpe 10, die auf die im Betriebszustand Leerlauf zugemessene Kraftstoffmenge Ein­fluß haben, bewirkt, ohne dabei das Regelverhalten des Drehzahlre­glers selbst zu verändern.In summary, by the rotation of the eccentric bushing 18, a setting which can be made outside the housing 11 of the fuel injection pump 10 and which can be fixed by means not shown, is possible, which eliminates manufacturing-related part tolerances in parts of the speed controller of the fuel injection pump 10, which are assigned to the idle speed in the operating state Influence the amount of fuel, without changing the control behavior of the speed controller itself.

Alternativ kann, wie in Figur 4 gezeigt, die Achse 26 in einer zwei­ten Exzenterbuchse 44 geführt sein, wobei die die Verstellhebelachse 16 lagernde erste Exzenterbuchse 18 wahlweise entfallen kann.As an alternative, as shown in FIG. 4, the axis 26 can be guided in a second eccentric bushing 44, the first eccentric bushing 18 supporting the adjusting lever axis 16 being optionally omitted.

Claims (3)

1. Kraftstoffeinspritzpumpe (10) für Brennkraftmaschinen, mit einem Kraftstoffeinspritzmengenregler und einem zur Eingabe von einer Sollgröße willkürlich betätigten,um eine Verstellhebelachse (16) schwenkbaren Verstellhebel (14), der über einen Hebelarm (20) an einer Kurvenbahn anliegt, die auf einer um eine Achse (26) schwenk­baren, mit einem Stellglied (28) des Kraftstoffeinspritzmengenre­glers verbundenen Koppeleinrichtung liegt, dadurch gekennzeichnet, daß die Achse (26) und/oder die Verstellhebelachse (16) ver­stell- und fixierbar ist.1.Fuel injection pump (10) for internal combustion engines, with a fuel injection quantity regulator and an arbitrarily actuated for inputting a target variable, about an adjusting lever axis (16) pivotable adjusting lever (14), which rests via a lever arm (20) on a cam track which is on a there is an axis (26) pivotable coupling device connected to an actuator (28) of the fuel injection quantity regulator, characterized in that the axis (26) and / or the adjusting lever axis (16) can be adjusted and fixed. 2. Kraftstoffeinspritzpumpe nach Anspruch 1, dadurch gekennzeichnet, daß die Achse (26) und/oder die Verstellhebelachse (16) verstellbar im Gehäuse (11) der Kraftstoffeinspritzpumpe (10) gelagert ist.2. Fuel injection pump according to claim 1, characterized in that the axis (26) and / or the adjusting lever axis (16) is adjustably mounted in the housing (11) of the fuel injection pump (10). 3. Kraftstoffeinspritzpumpe nach Anspruch 1 und 2, dadurch gekenn­zeichnet, daß die Achse (26) und/oder die Verstellhebelachse (16) in einer verstellbaren Exzenterbuchse (18, 44) gelagert ist.3. Fuel injection pump according to claim 1 and 2, characterized in that the axis (26) and / or the adjusting lever axis (16) is mounted in an adjustable eccentric bushing (18, 44).
EP19890114408 1988-09-02 1989-08-04 Fuel injection pump for internal-combustion engines Withdrawn EP0356751A3 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3829798A DE3829798A1 (en) 1988-09-02 1988-09-02 FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3829798 1988-09-02

Publications (2)

Publication Number Publication Date
EP0356751A2 true EP0356751A2 (en) 1990-03-07
EP0356751A3 EP0356751A3 (en) 1990-09-05

Family

ID=6362125

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19890114408 Withdrawn EP0356751A3 (en) 1988-09-02 1989-08-04 Fuel injection pump for internal-combustion engines

Country Status (5)

Country Link
US (1) US5027767A (en)
EP (1) EP0356751A3 (en)
JP (1) JPH02104922A (en)
KR (1) KR900005059A (en)
DE (1) DE3829798A1 (en)

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1233203B (en) * 1962-02-10 1967-01-26 Fichtel & Sachs Ag Regulator for the fuel supply of internal combustion engines
DE2048635C3 (en) * 1970-10-03 1978-06-29 Robert Bosch Gmbh, 7000 Stuttgart Centrifugal governor for internal combustion engines
DE2145036C3 (en) * 1971-09-09 1980-08-28 Robert Bosch Gmbh, 7000 Stuttgart Control device for injection pumps of internal combustion engines
US4444683A (en) * 1982-11-17 1984-04-24 University Of Utah Glycosylated insulin derivatives
JPS59185826A (en) * 1983-04-06 1984-10-22 Yanmar Diesel Engine Co Ltd Speed variation variable device of internal-combustion engine governor
DE3418174A1 (en) * 1984-05-16 1985-11-21 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3439277A1 (en) * 1984-10-26 1986-04-30 Robert Bosch Gmbh, 7000 Stuttgart SPEED REGULATOR FOR FUEL INJECTION PUMPS
JPS61132730A (en) * 1984-11-30 1986-06-20 Yanmar Diesel Engine Co Ltd Governor of fuel injection pump
DE3522434A1 (en) * 1985-06-22 1987-01-02 Bosch Gmbh Robert SPEED REGULATOR FOR FUEL INJECTION PUMPS
KR900009522Y1 (en) * 1985-09-12 1990-10-13 지이제루 기기 가부시기가이샤 Rapid acceleration limiting device of internal combustion engine
DE3741638C1 (en) * 1987-12-09 1988-12-01 Bosch Gmbh Robert Fuel injection pump for internal combustion engines, in particular diesel internal combustion engines

Also Published As

Publication number Publication date
DE3829798A1 (en) 1990-03-08
EP0356751A3 (en) 1990-09-05
KR900005059A (en) 1990-04-13
US5027767A (en) 1991-07-02
JPH02104922A (en) 1990-04-17

Similar Documents

Publication Publication Date Title
EP0740740B1 (en) Throttle, in particular for internal combustion engines, and process for producing such throttles
DE3400313C2 (en) Device for regulating the recirculation of the exhaust gases of a diesel engine
DE3901627C3 (en) Carburetor with a device for idle adjustment
DE2544791C2 (en)
EP1328743B1 (en) Throttle-valve assembly
EP0273225B1 (en) Fuel injection pump for internal-combustion engines
EP0055245B1 (en) Device for adjusting and coordinating a plurality of injection devices
EP0168613B1 (en) Speed governor for a fuel injection pump
EP0435976A1 (en) Process for metering fuel in internal combustion engines.
DE3101266C2 (en) Control device for a distributor fuel injection pump of an internal combustion engine
WO2002059470A1 (en) Device for repositioning a rotating element
EP0356751A2 (en) Fuel injection pump for internal-combustion engines
EP0344480B1 (en) Fuel injection pump for internal-combustion engines, especially for diesel engines
DE2938200A1 (en) CENTRIFUGAL SPEED REGULATOR FOR INJECTION ENGINE
DE2932133A1 (en) MULTI-CYLINDER COMBUSTION ENGINE, ESPECIALLY FOR MOTOR VEHICLES
DE2526662C3 (en)
DE2506835A1 (en) FUEL INJECTION DEVICE FOR A COMBUSTION ENGINE
EP0320617A2 (en) Governor for fuel injection pumps
DE4007239C2 (en)
EP0374354A2 (en) Positioning device for an admission device of an internal-combustion engine
DE3804958A1 (en) CONTROL DEVICE FOR INJECTION PUMPS OF DIESEL INTERNAL COMBUSTION ENGINES, WHICH ADAPTS THE INJECTION AMOUNT TO CHARGE PRESSURE
DE4122773A1 (en) Mechanically adjusted fuel pump esp. for diesel engine - is controlled by linear motor performing selective operation of priming and starting levers of injection pump
EP0020320B1 (en) Control device for fuel injection internal combustion engines
DE2911489A1 (en) THROTTLE DEVICE FOR A FUEL INJECTION SYSTEM OF A COMBUSTION ENGINE
AT390650B (en) CENTRIFUGAL SPEED CONTROLLER FOR INTERNAL COMBUSTION ENGINES WITH AUTOMATIC CONTROL ROD STOP

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): DE FR GB IT

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): DE FR GB IT

17P Request for examination filed

Effective date: 19901215

RAP3 Party data changed (applicant data changed or rights of an application transferred)

Owner name: ROBERT BOSCH GMBH

17Q First examination report despatched

Effective date: 19920325

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 19930301