EP0407706A1 - Fuel injection pump for supercharged internal combustion engines - Google Patents

Fuel injection pump for supercharged internal combustion engines Download PDF

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Publication number
EP0407706A1
EP0407706A1 EP19900109182 EP90109182A EP0407706A1 EP 0407706 A1 EP0407706 A1 EP 0407706A1 EP 19900109182 EP19900109182 EP 19900109182 EP 90109182 A EP90109182 A EP 90109182A EP 0407706 A1 EP0407706 A1 EP 0407706A1
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EP
European Patent Office
Prior art keywords
fuel injection
injection pump
lever
pump according
housing part
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
EP19900109182
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German (de)
French (fr)
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EP0407706B1 (en
Inventor
Peter Dipl.-Ing.(Fh) Knorreck
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
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Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP0407706A1 publication Critical patent/EP0407706A1/en
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Publication of EP0407706B1 publication Critical patent/EP0407706B1/en
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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
    • F02M59/447—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 means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • 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
    • F02D1/06—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 means dependent on pressure of engine working fluid
    • F02D1/065—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 means dependent on pressure of engine working fluid of intake of air
    • 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
    • F02D1/12—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic

Definitions

  • the invention relates to a fuel injection pump according to the preamble of claim 1.
  • Such a fuel injection pump is already known from DE-PS 28 47 572.
  • this fuel injection pump is provided with a full-load stop, which has a stop lever that is adjustable by an adjusting device.
  • the adjusting device has an adjusting piston which can be displaced against the force of a return spring and which is formed on its outer surface as a space cam which is scanned by a tracer pin which is non-positively coupled to the stop lever.
  • the actuating piston is acted upon by the speed-controlled pressure of the fuel located in the interior of the fuel injection pump.
  • a boost pressure actuator acts on the actuating piston via an eccentrically articulated linkage, which rotates the actuating piston depending on the charge air pressure.
  • the fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that the adjusting device requires only a small space and that the cam provided with the limit position of the fuel quantity adjustment element as a load limiting stop, preferably full load stop, can be produced in a simple manner, for example by punching, in the cam sector is.
  • a basic setting of the carrying lever is made possible by the development according to claim 2.
  • a support lever is characterized which receives the pivot lever in a space-saving manner.
  • the pivot lever characterized in claim 5 is particularly easy to manufacture.
  • a storage for the intermediate member is created in a simple manner.
  • An adjustment of the bias of the further return spring and thus the charge air pressure-dependent deflection of the movable wall is made possible by the embodiment according to claim 10.
  • Claim 12 enables the setting of a defined initial position of the actuating piston with respect to the cam disc. A good accessibility, especially for an automatic setting is given with claim 16.
  • FIG. 1 shows a part of a fuel injection pump as a longitudinal section
  • FIG. 2 shows the fuel injection pump as a cross section
  • FIG. 3 shows the fuel injection pump as a section along line III-III in FIG. 2.
  • the control lever 11 can also be referred to as a fuel quantity adjusting element.
  • the quantity adjustment element 14 is actuated via several cooperating control levers, as is shown in the prior art mentioned at the beginning.
  • the control lever 11 is under the action of the control spring 13 at full load on a cam 17 serving as a stop lever.
  • the pressure of the fuel in the interior 10 is controlled depending on the speed.
  • the interior 10 is over a force
  • Fuel pump 18 supplied with fuel, which sucks from a fuel tank 19 and the delivery side can be relieved via a pressure control valve 21.
  • a diaphragm 23 is clamped as a movable wall perpendicular to the longitudinal extension of the regulator lever 11, which is held by means of a cover 24 placed on the housing part 22.
  • the cover 24 can be connected to the housing part 22 by flanging, screwing or riveting.
  • the membrane 23 is reinforced on both sides by a plate 26 in its central region.
  • the membrane 23 lies on its side facing away from the interior 10 via the plate 26 against an adjustable stop 27, via which an adjustment of the position of the membrane 23 in the undeflected state is possible.
  • the membrane 23 divides a space enclosed between the cover 24 and the housing part 22 into an upper chamber 28 and a lower chamber 29 remote from the interior.
  • the upper chamber 28 is connected to a charger via a connecting line 32 placed on a connecting piece 31 of the cover 24 the fuel injection pump operated internal combustion engine or another component of the internal combustion engine acted upon by the charge air pressure.
  • the lower chamber 29 communicates with the atmosphere, but can also be supplied with a pressure which is kept constant regardless of the atmospheric pressure.
  • the membrane 23 acts via the lower plate 26 on a lifting rod 34 which extends axially displaceably in a bore 33 in the housing part 22 and projects into the interior 10.
  • the lifting rod 34 is advantageously a pin designed as a standard part.
  • the lower chamber 29 is sealed against the interior 10 by means of a sealing ring 36 clamped between the lifting rod 34 and the bore 33.
  • the lifting rod 34 transfers the charge-air pressure-dependent deflection of the diaphragm 23 to a lever 38 formed on an intermediate member 37 and extending approximately perpendicular to the lifting rod 34.
  • the intermediate member 37 is rotatably mounted on a shaft piece 39 extending perpendicularly to the lifting rod 34 in the housing part 22.
  • the shaft piece 39 is fixedly connected to the end of a leg 41 of a U-shaped support lever 42.
  • the support lever 42 is rotatably mounted on the shaft piece 39 and a further shaft piece 43 connected to its other leg 41 on both sides in a blind bore 44 in a hexagon socket screw 46 screwed into the housing part 22.
  • the carrying lever 42 is provided in its outer region with a stop lug 47, via which it comes to rest against an adjusting screw 48, which serves as an adjusting device and is screwed into the housing from the outside and which is fixed on the housing part 22 by means of a lock nut 49.
  • the support lever 42 receives between its legs 41 a bearing pin 50 on which a pivot lever 51 is rotatably mounted at one end 52.
  • the pivot lever 51 is formed by two supports 53 arranged parallel to one another.
  • the shaft piece 39 can also be designed as an axis which is loosely inserted through the carrying lever 42 and the pivoting lever 51, the pivoting lever 51 being free about the axis 39 in accordance with its pivoting path.
  • a protrusion formed by a bolt 56 protrudes, against which the pivot lever 51 comes to rest in the full load position.
  • a compression spring serving as a return spring 59 is articulated via a plate 58 and is supported on a support part 61 arranged in the housing part 22.
  • the return spring 59 acts via the intermediate member 37 and the lifting rod 34 on the membrane 23 against the charge air pressure.
  • the support part 61 is cylindrical, slidably arranged in a bore 62 in the housing part 22 and is supported on a threaded bolt 63 screwed onto the housing part 22 from the outside.
  • the two-armed cam 17 is rotatably mounted on a bearing pin 66 inserted in the two supports 53 at the other end 64 of the pivot lever 51.
  • the cam disc 17 is provided on its one arm, on which the control lever 11 comes to rest in the full load position, with a cam sector 67, and its other arm rests on a pin 68 projecting into the interior 10.
  • the pin 68 extends parallel to a longitudinal axis 69 of the fuel injection pump, which is defined by the position of the pump piston 16, and parallel to the threaded bolt 63 and the adjusting screw 48.
  • a sleeve 71 is inserted into the housing part 22 coaxially to the pin 68 and in a cylinder 72 an adjusting piston 73 is slidably guided.
  • the sleeve 71 is screwed into the housing part 22 from the outside and fixed to it by means of a lock nut 74.
  • the sleeve 71 is covered at its front end projecting into the interior 10 with a cover part 76, through which the pin 68 is inserted through a bore 77.
  • the working space 78 delimited by the actuating piston 73 in the cylinder 72 is connected to the interior 10 of the fuel injection pump via a throttle bore 79 in the cover part 76.
  • the pin 68 protrudes into the hollow actuating piston 73 and a spring plate 81 is axially fixed on the pin 68 in its end region lying within the actuating piston 73.
  • the pin 68 can advantageously be made in one piece with the actuating piston 73.
  • the actuating piston 73 rests on the spring plate 81 against a return spring 82 which is supported on a threaded bolt 83 which is screwed into the sleeve 71 from its outer end and serves as a support. It can also, in a two-stage spring arrangement, a second rear Actuator spring 84 are installed parallel to the first return spring 82, which is effective only after a certain stroke of the actuating piston 73 and which leads to a "kink" in the adjustment movement of the actuating piston 73 as a function of the pressure in the interior 10.
  • a bolt 86 serving as a stroke stop for the pin 68 is screwed into the threaded bolt 83.
  • the cam disc 17 is held in the system on the pin 68 by the control lever 11 which is eccentric to the bearing pin 66 on the cam sector 67. However, as indicated by dashed lines in FIG. 3, the cam disk 17 can also bear against the pin 68 by means of a return spring 87 arranged between the cam disk 17 and the pivot lever 51.
  • the curve sector 67 can be adapted in its course to a desired adjustment movement of the regulator lever 11 as a function of the pressure in the interior 10.
  • a basic setting of the fuel injection quantity at full load is possible via the adjusting screw 48.
  • the carrying lever 42 including the pivoting lever 51 and the cam disk 17 is rotated.
  • the pivot lever 51 with the cam disk 17 are held in a position which has the lowest fuel injection quantity corresponds to the internal combustion engine at full load in suction mode.
  • the diaphragm 23 With increasing charge air pressure, the diaphragm 23 is deflected and rotated via the lifting rod 34 and the lever 38, the intermediate member 37 so that the bolt 56 and the pivoting lever 51 bearing against it assume a position corresponding to a larger fuel injection quantity at full load.
  • the cam 17 remains in the system on the pin 68 and pivots about this system on the pin 68 when the pivoting lever 51 is rotated.
  • the pretension of the return spring 59 and thus the deflection of the diaphragm 23 as a function of the charge air pressure can be changed by adjusting the support part 61.
  • the actuating piston 73 moves from a pressure in the interior 10 dependent on the preload of the return spring 82 from its initial position, in which it is in contact with the cover part 76 of the sleeve 71, against the force of the return spring 82 in the cylinder 72 Actuating piston 73, the cam disc 17 is rotated within the pivot lever 51 and the full load stop for the regulator lever 11 is adjusted in accordance with the configuration of the cam sector 67.
  • the starting position of the actuating piston 73 with respect to the cam disk 17 is determined by the position of the sleeve 71 in the housing part 22, which is adjustable after loosening the lock nut 74.

Abstract

Fuel injection pump for supercharged internal combustion engines, the delivery adjustment element (11) of which has a travel limitation in the form of an adjustable carrier lever (42) in which a rocking lever (51) is rotatably mounted, which in turn receives a two-armed cam disc (17), on the cam segment (67) of which the delivery adjustment element (11) bears at full load. The deflection of a diaphragm (23) as a function of the charging air pressure is translated into a rotation of the intermediate element (37) by way of a lifting rod (34) acting on a lever (38) of a rotatably mounted intermediate element (37). Projecting from the intermediate element (37) eccentrically in relation to its axis of rotation (54) towards the rocking lever (51) is a bolt (56) on which the rocking lever (51) bears at full load. The rotary position of the cam disc (17) is determined by way of a pin (68) by a servo piston (73) displaceable against the force of a return spring (82) in a cylinder (72) formed inside a sleeve (71) and coaxial with the pin (68), which piston is acted upon by a pressure prevailing in the internal chamber (10) of the fuel injection pump and controlled as a function of the speed of rotation. An adjusting movement of the rocking lever (51) as a function of the charging air pressure and an adjusting movement of the cam disc (17) inside the rocking lever (51) as a function of the speed of rotation can be performed in succession or simultaneously. <IMAGE>

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einer Kraftstoffeinspritzpumpe nach der Gattung des Anspruchs 1.The invention relates to a fuel injection pump according to the preamble of claim 1.

Eine solche Kraftstoffeinspritzpumpe ist bereits durch die DE-PS 28 47 572 bekannt. Diese Kraftstoffeinspritzpumpe ist zur Be­grenzung der maximalen Vollastfördermenge mit einem Vollastanschlag versehen, der einen durch eine Verstelleinrichtung verstellbaren An­schlaghebel aufweist. Die Verstelleinrichtung weist in einem Zylin­der einen entgegen der Kraft einer Rückstellfeder verschiebbaren Stellkolben auf, der auf seiner Mantelfläche als ein Raumnocken aus­gebildet ist, der von einem mit dem Anschlaghebel kraftschlüssig ge­koppelten Abtaststift abgetastet wird. Der Stellkolben ist vom dreh­zahlabhängig gesteuerten Druck des im Innenraum der Kraftstoffein­spritzpumpe befindlichen Kraftstoffs beaufschlagt. Am Stellkolben greift über ein exzentrisch angelenktes Gestänge ein Ladedruckstell­glied an, das den Stellkolben in Abhängigkeit vom Ladeluftdruck ver­dreht. Die Herstellung des Raumnockens auf dem Stellkolben ist auf­wendig, und der Stellkolben muß wegen des Platzbedarfs des Raum­nockens lang und mit einem großen Durchmesser ausgeführt werden, so daß die Kraftstoffeinspritzpumpe einen großen Bauraum erfordert. Eine Einstellung der axialen Stellung des Stellkolbens in nichtbetä­tigtem Zustand ist nicht von außerhalb des Pumpengehäuses und somit auch nicht bei laufender Kraftstoffeinspritzpumpe möglich.Such a fuel injection pump is already known from DE-PS 28 47 572. To limit the maximum full-load delivery rate, this fuel injection pump is provided with a full-load stop, which has a stop lever that is adjustable by an adjusting device. In a cylinder, the adjusting device has an adjusting piston which can be displaced against the force of a return spring and which is formed on its outer surface as a space cam which is scanned by a tracer pin which is non-positively coupled to the stop lever. The actuating piston is acted upon by the speed-controlled pressure of the fuel located in the interior of the fuel injection pump. A boost pressure actuator acts on the actuating piston via an eccentrically articulated linkage, which rotates the actuating piston depending on the charge air pressure. The production of the space cam on the actuating piston is complex, and the actuating piston must be made long and with a large diameter because of the space requirement of the space cam that the fuel injection pump requires a large amount of space. Adjustment of the axial position of the actuating piston in the non-actuated state is not possible from outside the pump housing and therefore not possible when the fuel injection pump is running.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Kraftstoffeinspritzpumpe mit den kennzeichnen­den Merkmalen des Anspruchs 1 hat demgegenüber den Vorteil, daß die Verstelleinrichtung nur einen geringen Bauraum erfordert und die mit dem die Grenzstellung des Kraftstoffmengenverstellglieds als Last­begrenzungsanschlag, vorzugsweise Vollastanschlag, bestimmenden Kur­vensektor versehene Kurvenscheibe in einfacher Weise, beispielsweise durch Stanzen, herstellbar ist.The fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that the adjusting device requires only a small space and that the cam provided with the limit position of the fuel quantity adjustment element as a load limiting stop, preferably full load stop, can be produced in a simple manner, for example by punching, in the cam sector is.

In den Unteransprüchen sind vorteilhafte Ausgestaltungen und Weiter­bildungen der Erfindung gekennzeichnet. Durch die Weiterbildung nach Anspruch 2 ist eine Grundeinstellung des Traghebels ermöglicht. Im Anspruch 4 ist ein Traghebel gekennzeichnet, der in raumsparender Weise den Schwenkhebel aufnimmt. Der im Anspruch 5 gekennzeichnete Schwenkhebel ist besonders einfach herzustellen. Mit Anspruch 8 ist auf einfache Weise eine Lagerung für das Zwischenglied geschaffen. Eine Einstellbarkeit der Vorspannung der weiteren Rückstellfeder und damit der ladeluftdruckabhängigen Auslenkung der beweglichen Wand ist durch die Ausgestaltung nach Anspruch 10 ermöglicht. Mit An­spruch 12 ist die Einstellung einer definierten Ausgangsstellung des Stellkolbens in bezug auf die Kurvenscheibe ermöglicht. Eine gute Zugänglichkeit, insbesondere für eine automatische Einstellung ist mit Anspruch 16 gegeben.Advantageous refinements and developments of the invention are characterized in the subclaims. A basic setting of the carrying lever is made possible by the development according to claim 2. In claim 4, a support lever is characterized which receives the pivot lever in a space-saving manner. The pivot lever characterized in claim 5 is particularly easy to manufacture. With claim 8, a storage for the intermediate member is created in a simple manner. An adjustment of the bias of the further return spring and thus the charge air pressure-dependent deflection of the movable wall is made possible by the embodiment according to claim 10. Claim 12 enables the setting of a defined initial position of the actuating piston with respect to the cam disc. A good accessibility, especially for an automatic setting is given with claim 16.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in dar Zeichnung darge­stellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 einen Teil einer Kraftstoffeinspritzpumpe als Längs­schnitt, Figur 2 die Kraftstoffeinspritzpumpe als Querschnitt und Figur 3 die Kraftstoffeinspritzpumpe als Schnitt entlang Linie III - III in Figur 2.An embodiment of the invention is shown in the drawing and explained in more detail in the following description. FIG. 1 shows a part of a fuel injection pump as a longitudinal section, FIG. 2 shows the fuel injection pump as a cross section, and FIG. 3 shows the fuel injection pump as a section along line III-III in FIG. 2.

Beschreibung des AusführungsbeispielsDescription of the embodiment

Eine in Figur 1 teilweise dargestellte Kraftstoffeinspritzpumpe, die vorzugsweise eine Verteilerkraftstoffeinspritzpumpe ist, weist in bekannter Weise in einem unter drehzahlabhäng gesteuertem Druck stehenden, kraftstoffgefüllten Pumpeninnenraum 10 einen Reglerhebel 11 auf, der durch einen Drehzahlgeber 12 entgegen der Kraft einer Regelfeder 13 verstellbar ist und dabei ein Mengenverstellorgan 14 der Kraftstoffeinspritzpumpe betätigt, z. B. in Form eines ver­schiebbaren Ringschiebers auf einem in den Pumpeninnenraum 10 ragen­den Pumpenkolben 16, der hin- und hergehend und zugleich rotierend angetrieben wird und dort eine vom Ringschieber 14 steuerbare Aus­trittsöffnung eines den vom Pumpenkolben 16 begrenzten Pumpenar­beitsraum entlastenden Entlastungskanals 15 aufweist. In dieser Funktion kann der Reglerhebel 11 auch als Kraftstoffmengenverstell­glied bezeichnet werden. Es besteht auch die Möglichkeit, daß das Mengenverstellorgan 14 über mehrere zusammenwirkende Reglerhebel betätigt wird, wie dies beim eingangs genannten Stand der Technik gezeigt ist. Der Reglerhebel 11 liegt unter Einwirkung der Regel­feder 13 bei Vollaststellung an einer als Anschlaghebel dienenden Kurvenscheibe 17 an. Der Druck des Kraftstoffs im Innenraum 10 wird drehzahlabhängig gesteuert. Der Innenraum 10 wird über eine Kraft­ stoffpumpe 18 mit Kraftstoff versorgt, die aus einem Kraftstoffvor­ratsbehälter 19 ansaugt und deren Förderseite über ein Drucksteuer­ventil 21 entlastbar ist.A fuel injection pump partially shown in FIG. 1, which is preferably a distributor fuel injection pump, has, in a known manner, in a fuel-filled pump interior 10 that is under pressure-dependent pressure control, a regulator lever 11, which is adjustable by a speed sensor 12 against the force of a regulating spring 13 and thereby one Quantity adjustment member 14 of the fuel injection pump is actuated, e.g. B. in the form of a displaceable ring slide on a pump piston 16 projecting into the pump interior 10, which is driven back and forth and at the same time rotating and there has a controllable by the ring slide 14 outlet opening of a relief of the pump piston 16 delimiting relief channel 15. In this function, the control lever 11 can also be referred to as a fuel quantity adjusting element. There is also the possibility that the quantity adjustment element 14 is actuated via several cooperating control levers, as is shown in the prior art mentioned at the beginning. The control lever 11 is under the action of the control spring 13 at full load on a cam 17 serving as a stop lever. The pressure of the fuel in the interior 10 is controlled depending on the speed. The interior 10 is over a force Fuel pump 18 supplied with fuel, which sucks from a fuel tank 19 and the delivery side can be relieved via a pressure control valve 21.

In einem Gehäuseteil 22 des den Innenraum 10 umschließenden Gehäuses der Kraftstoffeinspritzpumpe ist als bewegliche Wand eine Membran 23 senkrecht zur Längserstreckung des Reglerhebels 11 eingespannt, die mittels eines auf das Gehäuseteil 22 aufgesetzten Deckels 24 gehal­ten wird. Der Deckel 24 kann durch Umbördeln, Verschrauben oder Nie­ten mit dem Gehäuseteil 22 verbunden werden. Die Membran 23 ist in ihrem mittleren Bereich beidseitig durch je eine Platte 26 ver­stärkt. Die Membran 23 liegt auf ihrer dem Innenraum 10 abgewandten Seite über die Platte 26 an einem verstellbaren Anschlag 27 an, über den eine Einstellung der Lage der Membran 23 in nicht ausgelenktem Zustand möglich ist. Die Membran 23 teilt einen zwischen dem Deckel 24 und dem Gehäuseteil 22 eingeschlossenen Raum in eine obere, in­nenraumferne Kammer 28 und eine untere Kammer 29. Die obere Kammer 28 ist über eine auf einen Stutzen 31 des Deckels 24 gestülpte Ver­bindungsleitung 32 mit einem Lader einer mit der Kraftstoffein­spritzpumpe betriebenen Brennkraftmaschine oder einem anderen vom Ladeluftdruck beaufschlagten Bauteil der Brennkraftmaschine verbun­den. Die untere Kammer 29 steht mit der Atmosphäre in Verbindung, kann jedoch auch mit einem unabhängig vom Atmosphärendruck konstant­gehaltenen Druck versorgt werden.In a housing part 22 of the housing of the fuel injection pump enclosing the interior 10, a diaphragm 23 is clamped as a movable wall perpendicular to the longitudinal extension of the regulator lever 11, which is held by means of a cover 24 placed on the housing part 22. The cover 24 can be connected to the housing part 22 by flanging, screwing or riveting. The membrane 23 is reinforced on both sides by a plate 26 in its central region. The membrane 23 lies on its side facing away from the interior 10 via the plate 26 against an adjustable stop 27, via which an adjustment of the position of the membrane 23 in the undeflected state is possible. The membrane 23 divides a space enclosed between the cover 24 and the housing part 22 into an upper chamber 28 and a lower chamber 29 remote from the interior. The upper chamber 28 is connected to a charger via a connecting line 32 placed on a connecting piece 31 of the cover 24 the fuel injection pump operated internal combustion engine or another component of the internal combustion engine acted upon by the charge air pressure. The lower chamber 29 communicates with the atmosphere, but can also be supplied with a pressure which is kept constant regardless of the atmospheric pressure.

Die Membran 23 wirkt über die untere Platte 26 auf eine senkrecht zur Membran 23 in einer Bohrung 33 im Gehäuseteil 22 axial ver­schiebbar geführte, in den Innenraum 10 ragende Hubstange 34. Als Hubstange 34 dient vorteilhafterweise ein als Normteil ausgeführter Stift. Die untere Kammer 29 ist gegen den Innenraum 10 mittels eines zwischen der Hubstange 34 und der Bohrung 33 eingespannten Dicht­rings 36 abgedichtet.The membrane 23 acts via the lower plate 26 on a lifting rod 34 which extends axially displaceably in a bore 33 in the housing part 22 and projects into the interior 10. The lifting rod 34 is advantageously a pin designed as a standard part. The lower chamber 29 is sealed against the interior 10 by means of a sealing ring 36 clamped between the lifting rod 34 and the bore 33.

Die Hubstange 34 überträgt die ladeluftdruckabhängige Auslenkung der Membran 23 auf einen an einem Zwischenglied 37 angeformten, sich etwa senkrecht zur Hubstange 34 erstreckenden Hebel 38. Das Zwi­schenglied 37 ist auf einem sich senkrecht zur Hubstange 34 im Ge­häuseteil 22 erstreckenden Wellenstück 39 drehbar gelagert. Das Wel­lenstück 39 ist mit dem Ende eines Schenkels 41 eines U-förmigen Traghebels 42 fest verbunden. Der Traghebel 42 ist über das Wellen­stück 39 sowie ein weiteres, mit seinem anderen Schenkel 41 verbun­denes Wellenstück 43 beiseitig in einer Sackbohrung 44 in je einer im Gehäuseteil 22 eingeschraubten Innensechskantschraube 46 drehbar gelagert. Der Traghebel 42 ist in seinem äußeren Bereich mit einer Anschlagnase 47 versehen, über die er an einer als Einstellvorrich­tung dienenden, von außen in das Gehäuse eingeschraubte, Einstell­schraube 48 zur Anlage kommt, die mittels einer Kontermutter 49 am Gehäuseteil 22 festgelegt ist. Der Traghebel 42 nimmt zwischen seinen Schenkeln 41 einen Lagerbolzen 50 auf, auf dem ein Schwenk­hebel 51 an seinem einen Ende 52 drehbar gelagert ist. Der Schwenk­hebel 51 ist von zwei parallel zueinander angeordneten Trägern 53 gebildet.The lifting rod 34 transfers the charge-air pressure-dependent deflection of the diaphragm 23 to a lever 38 formed on an intermediate member 37 and extending approximately perpendicular to the lifting rod 34. The intermediate member 37 is rotatably mounted on a shaft piece 39 extending perpendicularly to the lifting rod 34 in the housing part 22. The shaft piece 39 is fixedly connected to the end of a leg 41 of a U-shaped support lever 42. The support lever 42 is rotatably mounted on the shaft piece 39 and a further shaft piece 43 connected to its other leg 41 on both sides in a blind bore 44 in a hexagon socket screw 46 screwed into the housing part 22. The carrying lever 42 is provided in its outer region with a stop lug 47, via which it comes to rest against an adjusting screw 48, which serves as an adjusting device and is screwed into the housing from the outside and which is fixed on the housing part 22 by means of a lock nut 49. The support lever 42 receives between its legs 41 a bearing pin 50 on which a pivot lever 51 is rotatably mounted at one end 52. The pivot lever 51 is formed by two supports 53 arranged parallel to one another.

Das Wellenstück 39 kann auch als Achse ausgeführt werden, die lose durch den Traghebel 42 und den Schwenkhebel 51 durchgesteckt ist, wobei der Schwenkhebel 51 um die Achse 39 entsprechend seinem Schwenkweg freigespart ist.The shaft piece 39 can also be designed as an axis which is loosely inserted through the carrying lever 42 and the pivoting lever 51, the pivoting lever 51 being free about the axis 39 in accordance with its pivoting path.

Vom Zwischenglied 37 steht von dessen zum Schwenkhebel 51 weisender Stirnseite exzentrisch zu dessen durch das Wellenstück 39 bestimmter Drehachse 54 eine von einem Bolzen 56 gebildete Erhebung hervor, an der der Schwenkhebel 51 in der Vollaststellung zur Anlage kommt. An einem vom Zwischenglied 37 radial abstehenden Arm 57 ist über einen Teller 58 eine als Rückstellfeder 59 dienende Druckfeder angelenkt, die sich an einem im Gehäuseteil 22 angeordneten Stützteil 61 ab­stützt. Die Rückstellfeder 59 wirkt über das Zwischenglied 37 und die Hubstange 34 auf die Membran 23 dem Ladeluftdruck entgegen. Das Stützteil 61 ist zylinderförmig ausgebildet, in einer Bohrung 62 im Gehäuseteil 22 verschiebbar angeordnet und stützt sich an einem am Gehäuseteil 22 von außen eingeschraubten Gewindebolzen 63 ab.From the intermediate member 37, from its end facing the pivot lever 51 eccentrically to its axis of rotation 54 determined by the shaft piece 39, a protrusion formed by a bolt 56 protrudes, against which the pivot lever 51 comes to rest in the full load position. On an arm 57 projecting radially from the intermediate member 37, a compression spring serving as a return spring 59 is articulated via a plate 58 and is supported on a support part 61 arranged in the housing part 22. The return spring 59 acts via the intermediate member 37 and the lifting rod 34 on the membrane 23 against the charge air pressure. The support part 61 is cylindrical, slidably arranged in a bore 62 in the housing part 22 and is supported on a threaded bolt 63 screwed onto the housing part 22 from the outside.

Auf einem am anderen Ende 64 des Schwenkhebels 51 in beide Träger 53 eingesetzten Lagerbolzen 66 ist die zweiarmige Kurvenscheibe 17 drehbar gelagert. Die Kurvenscheibe 17 ist an ihrem einen Arm, an dem der Reglerhebel 11 in der Vollaststellung zur Anlage kommt, mit einem Kurvensektor 67 versehen und liegt mit ihrem anderen Arm an einem in den Innenraum 10 ragenden Stift 68 an. Der Stift 68 er­streckt sich parallel zur einer durch die Lage des Pumpenkolbens 16 festgelegten Längsachse 69 der Kraftstoffeinspritzpumpe und parallel zu dem Gewindebolzen 63 und der Einstellschraube 48. In das Gehäuse­teil 22 ist koaxial zum Stift 68 eine Hülse 71 eingesetzt, in der in einem Zylinder 72 ein Stellkolben 73 verschiebbar geführt ist. Die Hülse 71 ist in das Gehäuseteil 22 von außen her eingeschraubt und mittels einer Kontermutter 74 an diesem festgelegt. Die Hülse 71 ist an ihrem in den Innenraum 10 ragenden Stirnende mit einem Deckelteil 76 abgedeckt, durch den durch eine Bohrung 77 der Stift 68 gesteckt ist. Der vom Stellkolben 73 im Zylinder 72 begrenzte Arbeitsraum 78 ist über eine Drosselbohrung 79 im Deckelteil 76 mit dem Innenraum 10 der Kraftstoffeinspritzpumpe verbunden. Der Stift 68 ragt in den hohl ausgeführten Stellkolben 73 hinein und auf den Stift 68 ist in seinem innerhalb des Stellkolbens 73 liegenden Endbereich ein Feder­teller 81 axial festgelegt. Der Stift 68 kann vorteilhafterweise mit dem Stellkolben 73 einteilig ausgeführt sein. Der Stellkolben 73 liegt über den Federteller 81 an einer Rückstellfeder 82 an, die sich an einem in die Hülse 71 von deren äußeren Stirnende her einge­schraubten, als Abstützung dienenden Gewindebolzen 83 abstützt. Es kann auch, bei einer Zweistufenfederanordnung, eine zweite Rück­ stellfeder 84 parallel zur ersten Rückstellfeder 82 eingebaut wer­den, die erst nach einem bestimmten Hub des Stellkolbens 73 wirksam ist und die zu einem "Knick" in der Verstellbewegeung des Stellkol­bens 73 in Abhängigkeit vom Druck im Innenraum 10 führt. Im Gewinde­bolzen 83 ist ein als Hubanschlag für den Stift 68 dienender Bolzen 86 eingeschraubt.The two-armed cam 17 is rotatably mounted on a bearing pin 66 inserted in the two supports 53 at the other end 64 of the pivot lever 51. The cam disc 17 is provided on its one arm, on which the control lever 11 comes to rest in the full load position, with a cam sector 67, and its other arm rests on a pin 68 projecting into the interior 10. The pin 68 extends parallel to a longitudinal axis 69 of the fuel injection pump, which is defined by the position of the pump piston 16, and parallel to the threaded bolt 63 and the adjusting screw 48. A sleeve 71 is inserted into the housing part 22 coaxially to the pin 68 and in a cylinder 72 an adjusting piston 73 is slidably guided. The sleeve 71 is screwed into the housing part 22 from the outside and fixed to it by means of a lock nut 74. The sleeve 71 is covered at its front end projecting into the interior 10 with a cover part 76, through which the pin 68 is inserted through a bore 77. The working space 78 delimited by the actuating piston 73 in the cylinder 72 is connected to the interior 10 of the fuel injection pump via a throttle bore 79 in the cover part 76. The pin 68 protrudes into the hollow actuating piston 73 and a spring plate 81 is axially fixed on the pin 68 in its end region lying within the actuating piston 73. The pin 68 can advantageously be made in one piece with the actuating piston 73. The actuating piston 73 rests on the spring plate 81 against a return spring 82 which is supported on a threaded bolt 83 which is screwed into the sleeve 71 from its outer end and serves as a support. It can also, in a two-stage spring arrangement, a second rear Actuator spring 84 are installed parallel to the first return spring 82, which is effective only after a certain stroke of the actuating piston 73 and which leads to a "kink" in the adjustment movement of the actuating piston 73 as a function of the pressure in the interior 10. A bolt 86 serving as a stroke stop for the pin 68 is screwed into the threaded bolt 83.

Die Kurvenscheibe 17 wird durch den exzentrisch zum Lagerbolzen 66 am Kurvensektor 67 anliegenden Reglerhebel 11 in der Anlage am Stift 68 gehalten. Die Anlage der Kurvenscheibe 17 am Stift 68 kann je­doch, wie in Figur 3 gestrichelt angedeutet, auch durch eine zwi­schen der Kurvenscheibe 17 und dem Schwenkhebel 51 angeordnete Rück­drehfeder 87 bewirkt werden. Der Kurvensektor 67 kann in seinem Ver­lauf einer gewünschten Verstellbewegung des Reglerhebels 11 in Ab­hängigkeit vom Druck im Innenraum 10 angepaßt werden.The cam disc 17 is held in the system on the pin 68 by the control lever 11 which is eccentric to the bearing pin 66 on the cam sector 67. However, as indicated by dashed lines in FIG. 3, the cam disk 17 can also bear against the pin 68 by means of a return spring 87 arranged between the cam disk 17 and the pivot lever 51. The curve sector 67 can be adapted in its course to a desired adjustment movement of the regulator lever 11 as a function of the pressure in the interior 10.

Die Funktion der Verstelleinrichtung wird im folgenden erläutert. Eine Grundeinstellung der Kraftstoffeinspritzmenge bei Vollast ist über die Einstellschraube 48 möglich. Durch ein Hinein- bzw. Heraus­drehen der Einstellschraube 48 wird der Traghebel 42 einschließlich des Schwenkhebels 51 und der Kurvenscheibe 17 verdreht. Solange der in der oberen Kammer 28 herrschende Ladeluftdruck nicht ausreicht, um die Membran 23 gegen die Kraft der Rückstellfeder 59 auszulenken, wird das Zwischenglied 37 und damit über den Bolzen 56 der Schwenk­hebel 51 mit der Kurvenscheibe 17 in einer Stellung gehalten, die einer geringsten Kraftstoffeinspritzmenge bei Vollast im Saugbetrieb der Brennkraftmaschine entspricht. Mit zunehmenden Ladeluftdruck wird die Membran 23 ausgelenkt und verdreht über die Hubstange 34 und den Hebel 38 das Zwischenglied 37 so, daß der Bolzen 56 und der an diesem anliegende Schwenkhebel 51 mit der Kurvenscheibe 17 eine Stellung entsprechend einer größeren Kraftstoffeinspritzmenge bei Vollast einnehmen. Die Kurvenscheibe 17 bleibt dabei in der Anlage am Stift 68 und schwenkt bei einer Verdrehung des Schwenkhebels 51 um diese Anlage am Stift 68. Eine Änderung der Vorspannung der Rück­stellfeder 59 und damit der Auslenkung der Membran 23 in Abhängig­keit vom Ladeluftdruck ist durch eine Verstellung des Stützteils 61 möglich.The function of the adjustment device is explained below. A basic setting of the fuel injection quantity at full load is possible via the adjusting screw 48. By turning the adjusting screw 48 in or out, the carrying lever 42 including the pivoting lever 51 and the cam disk 17 is rotated. As long as the charge air pressure prevailing in the upper chamber 28 is not sufficient to deflect the diaphragm 23 against the force of the return spring 59, the intermediate member 37 and thus the pin 56, the pivot lever 51 with the cam disk 17 are held in a position which has the lowest fuel injection quantity corresponds to the internal combustion engine at full load in suction mode. With increasing charge air pressure, the diaphragm 23 is deflected and rotated via the lifting rod 34 and the lever 38, the intermediate member 37 so that the bolt 56 and the pivoting lever 51 bearing against it assume a position corresponding to a larger fuel injection quantity at full load. The cam 17 remains in the system on the pin 68 and pivots about this system on the pin 68 when the pivoting lever 51 is rotated. The pretension of the return spring 59 and thus the deflection of the diaphragm 23 as a function of the charge air pressure can be changed by adjusting the support part 61.

Der Stellkolben 73 bewegt sich ab einem von der Vorspannung der Rückstellfeder 82 abhängigen Druck im Innenraum 10 aus seiner Aus­gangsstellung, in der er sich in Anlage am Deckelteil 76 der Hülse 71 befindet, gegen die Kraft der Rückstellfeder 82 im Zylinder 72. Bei einer Verstellbewegung des Stellkolbens 73 wird die Kurven­scheibe 17 innerhalb des Schwenkhebels 51 verdreht und der Vollast­anschlag für den Reglerhebel 11 entsprechend der Ausgestaltung des Kurvensektors 67 verstellt. Die Ausgangsstellung des Stellkolbens 73 in bezug auf die Kurvenscheibe 17 ist durch die Position der Hülse 71 im Gehäuseteil 22 bestimmt, die nach Lösen der Kontermutter 74 verstellbar ist. Eine Einstellung der Vorspannung der Rückstellfeder 82 und damit der Verstellung des Stellkolbens 73 in Abhängigkeit vom Druck im Innenraum 10 ist über den Gewindebolzen 83 möglich. Die maximale Verstellung des Stellkolbens 73 ist durch den Bolzen 86 begrenzt, der innerhalb des Gewindebolzens 83 verstellbar ist. Die Verstellung des Schwenkhebels 51 zusammen mit der Kurvenscheibe 17 infolge Änderung des Ladeluftdrucks und die Verstellung der Kurven­scheibe 17 innerhalb des Schwenkhebels 51 infolge Änderung des Drucks im Innenraum 10 können unabhängig voneinander nacheinander oder gleichzeitig erfolgen. Alle Einstellvorgänge der Rückstell­federn 59, 82 sowie der Hülse 71 und der Einstellschraube 48 sind von außerhalb des Gehäuseteils 22 und bei laufender Kraftstoffein­spritzpumpe möglich, insbesondere durch einen Einstellautomaten mit parallel zueinander geführten Schraübern.The actuating piston 73 moves from a pressure in the interior 10 dependent on the preload of the return spring 82 from its initial position, in which it is in contact with the cover part 76 of the sleeve 71, against the force of the return spring 82 in the cylinder 72 Actuating piston 73, the cam disc 17 is rotated within the pivot lever 51 and the full load stop for the regulator lever 11 is adjusted in accordance with the configuration of the cam sector 67. The starting position of the actuating piston 73 with respect to the cam disk 17 is determined by the position of the sleeve 71 in the housing part 22, which is adjustable after loosening the lock nut 74. An adjustment of the bias of the return spring 82 and thus the adjustment of the actuating piston 73 depending on the pressure in the interior 10 is possible via the threaded bolt 83. The maximum adjustment of the actuating piston 73 is limited by the bolt 86, which is adjustable within the threaded bolt 83. The adjustment of the pivot lever 51 together with the cam plate 17 as a result of a change in the charge air pressure and the adjustment of the cam plate 17 within the pivot lever 51 as a result of a change in the pressure in the interior 10 can be carried out independently of one another in succession or simultaneously. All adjustment processes of the return springs 59, 82 as well as the sleeve 71 and the adjustment screw 48 are possible from outside the housing part 22 and with the fuel injection pump running, in particular by means of an automatic adjustment device with wipers running parallel to one another.

Claims (17)

1. Kraftstoffeinspritzpumpe für aufgeladene Brennkraftmaschinen mit einem Kraftstoffmengenverstellglied (11) und einer diesem zugeord­neten Verstelleinrichtung zur Veränderung des möglichen Weges des Kraftstoffmengenverstellglieds (11) in Abhängigkeit vom Ladeluft­druck sowie weiterer Betriebsparameter, die einen entgegen der Kraft einer Rückstellfeder (82) in einem Zylinder (72) verstellbaren Stellkolben (73) aufweist, der über einen Stift (68) auf einen schwenkbaren Anschlaghebel (17) wirkt und die weiterhin eine in einem einen Innenraum (10) begrenzenden Gehäuseteil (22) der Kraft­stoffeinspritzpumpe angeordnete, einen vom Ladeluftdruck beauf­schlagten Druckraum begrenzende, entgegen der Kraft einer Rückstell­feder (59) bewegliche Wand (23) aufweist, deren Auslenkung über eine Übertragungseinrichtung zumindest mittelbar auf den Anschlaghebel (17) übertragen wird, an dem als Lastbegrenzungsanschlag das Kraft­stoffmengenverstellglied (11) zur Anlage bringbar ist, dadurch gekennzeichnet, daß der Anschlaghebel als eine Kurvenscheibe (17) ausgeführt ist, die in einem Schwenkhebel (51) drehbar gelagert ist und deren Kurvensektor (67) als Lastbegrenzungsanschlag dient, wobei der Schwenkhebel (51) in einem drehbar im Gehäuseteil (22) gelager­ten Traghebel (42) drehbar gelagert ist und die Übertragungseinrich­tung eine durch die bewegliche Wand (23) verschiebbare Hubstange (34) aufweist, die gegen einen Hebel (38) eines drehbar im Gehäuse­teil (22) gelagerten Zwischenglieds (37) wirkt, das in Schwenkrich­tung des Schwenkhebels (51) mit diesem koppelbar ist.1.Fuel injection pump for supercharged internal combustion engines with a fuel quantity adjusting element (11) and an adjusting device associated therewith for changing the possible path of the fuel quantity adjusting element (11) as a function of the charge air pressure as well as further operating parameters which counteract the force of a return spring (82) in a cylinder (72 ) adjustable adjusting piston (73) which acts via a pin (68) on a pivotable stop lever (17) and which furthermore has a pressure chamber acted upon by a charge chamber pressure and arranged in a housing part (22) of the fuel injection pump delimiting an interior space (10), counter to the force of a return spring (59) has a movable wall (23), the deflection of which is at least indirectly transmitted via a transmission device to the stop lever (17), against which the fuel quantity adjusting member (11) can be brought into contact as a load limiting stop, thereby characterized Ichnet that the stop lever is designed as a cam (17) which is rotatably mounted in a pivot lever (51) and whose curve sector (67) serves as a load limiting stop, the pivot lever (51) in a pivotally mounted in the housing part (22) support lever (42) is rotatably mounted and the transmission device is a lifting rod which can be displaced by the movable wall (23) (34) which acts against a lever (38) of an intermediate member (37) which is rotatably mounted in the housing part (22) and which can be coupled to the pivoting lever (51) in the pivoting direction. 2. Kraftstoffeinspritzpumpe nach Anspruch 1, dadurch gekennzeichnet, daß vom Zwischenglied (37) exzentrisch zu dessen Drehachse (57) eine Erhebung (56) hervorsteht, über die der Schwenkhebel (51) mit dem Zwischenglied (37) koppelbar ist.2. Fuel injection pump according to claim 1, characterized in that from the intermediate member (37) eccentrically to its axis of rotation (57) protrudes an elevation (56) via which the pivot lever (51) can be coupled to the intermediate member (37). 3. Kraftstoffeinspritzpumpe nach Anspruch 1 oder 2, dadurch gekenn­zeichnet, daß sich der Traghebel (42) an einer Einstellvorrichtung (48) abstützt.3. Fuel injection pump according to claim 1 or 2, characterized in that the support lever (42) is supported on an adjusting device (48). 4. Kraftstoffeinspritzpumpe nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß der Schwenkhebel (51) an seinem einen Ende (52) im Traghebel (42) gelagert ist, während an seinem anderen Ende (64) die Kurvenscheibe (17) gelagert ist.4. Fuel injection pump according to one of claims 1 to 3, characterized in that the pivot lever (51) is mounted at one end (52) in the support lever (42), while at its other end (64) the cam disc (17) is mounted . 5. Kraftstoffeinspritzpumpe nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß der Traghebel (42) U-förmig ausgebildet ist und der Schwenkhebel (51) zwischen den Schenkeln (41) des Trag­hebels (42) gelagert ist.5. Fuel injection pump according to one of the preceding claims, characterized in that the support lever (42) is U-shaped and the pivot lever (51) is mounted between the legs (41) of the support lever (42). 6. Kraftstoffeinspritzpumpe nach Anspruch 5, dadurch kennzeichnet, daß der Schwenkhebel (51) von zwei parallel zueinander angeordneten Trägern (53) gebildet wird.6. Fuel injection pump according to claim 5, characterized in that the pivot lever (51) is formed by two parallel arranged supports (53). 7. Kraftstoffeinspritzpumpe nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß die Kurvenscheibe (17) zweiarmig ausge­bildet ist, daß auf einem der Arme der Kurvensektor (67) angeordnet ist und der andere Arm am Stift (68) zur Anlage kommt.7. Fuel injection pump according to one of the preceding claims, characterized in that the cam (17) is formed with two arms, that the cam sector (67) is arranged on one of the arms and the other arm on the pin (68) comes to rest. 8. Kraftstoffeinspritzpumpe nach einem der Ansprüche 5 bis 7, dadurch gekennzeichnet, daß der Traghebel (42) über mit den Enden seiner Schenkel (41) verbundene Wellenstücke (39, 43) im Gehäuseteil (22) gelagert ist oder daß der Traghebel (42) lose auf einer Achse (39) gelagert ist.8. Fuel injection pump according to one of claims 5 to 7, characterized in that the support lever (42) via the ends of its legs (41) connected shaft pieces (39, 43) is mounted in the housing part (22) or that the support lever (42) is loosely mounted on an axle (39). 9. Kraftstoffeinspritzpumpe nach Anspruch 8, dadurch gekennzeichnet, daß das Zwischenglied (37) auf einem der Wellenstücke (39) gelagert ist.9. Fuel injection pump according to claim 8, characterized in that the intermediate member (37) is mounted on one of the shaft pieces (39). 10. Kraftstoffeinspritzpumpe nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß das Zwischenglied (37) mit einem Arm (57) versehen ist, an dem die weitere Rückstellfeder (59) angreift, die sich mindestens mittelbar am Gehäuseteil (22) abstützt.10. Fuel injection pump according to one of the preceding claims, characterized in that the intermediate member (37) is provided with an arm (57) on which the further return spring (59) engages, which is supported at least indirectly on the housing part (22). 11. Kraftstoffeinspritzpumpe nach Anspruch 10, dadurch gekennzeich­net, daß sich die weitere Rückstellfeder (59) an einem Stützteil (61) abstützt, das in einer Bohrung (62) im Gehäuseteil (22) fest­gelegt und axial verstellbar ist.11. Fuel injection pump according to claim 10, characterized in that the further return spring (59) is supported on a support part (61) which is fixed in a bore (62) in the housing part (22) and is axially adjustable. 12. Kraftstoffeinspritzpumpe nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß die Rückstellfeder (82) und/oder die weitere Rückstellfeder (59) als Zweistufenfederanordnungen ausge­führt sind.12. Fuel injection pump according to one of the preceding claims, characterized in that the return spring (82) and / or the further return spring (59) are designed as two-stage spring arrangements. 13. Kraftstoffeinspritzpumpe nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß der Stellkolben (73) im von einer im Gehäuseteil (22) festgelegten, axial verstellbaren Hülse (71) gebil­deten Zylinder (72) geführt ist und die Hülse (71) mit ihrem Stirn­ende in den Innenraum (10) der Kraftstoffeinspritzpumpe ragt, der den Traghebel (42) und den Schwenkhebel (51) sowie die Kurvenscheibe (17) aufnimmt und mit unter in Abhängigkeit von Betriebsparametern gesteuertem Druck stehendem Kraftstoff gefüllt ist, wobei das Stirn­ende der Hülse (71) durch ein Deckelteil (76) abgedeckt ist, durch den durch eine Bohrung (77) der Stift (68) gesteckt ist.13. Fuel injection pump according to one of the preceding claims, characterized in that the actuating piston (73) in the housing part (22) fixed, axially adjustable sleeve (71) formed cylinder (72) and the sleeve (71) with its front end protrudes into the interior (10) of the fuel injection pump, the support lever (42) and the pivot lever (51) and the cam (17) takes up and is filled with fuel under pressure controlled depending on operating parameters, the front end of the sleeve (71) being covered by a cover part (76) through which the pin (68) is inserted through a bore (77) . 14. Kraftstoffeinspritzpumpe nach Anspruch 13, dadurch gekennzeich­net, daß sich die Rückstellfeder (82) an einer in der Hülse (71) festgelegten, axial verstellbaren Abstützung (83) abstützt.14. Fuel injection pump according to claim 13, characterized in that the return spring (82) is supported on an axially adjustable support (83) fixed in the sleeve (71). 15. Kraftstoffeinspritzpumpe nach Anspruch 13 oder 14, dadurch ge­kennzeichnet, daß der Stellkolben (73) oder der Stift (68) nach einem bestimmten Hub an einem in der Hülse (71) festgelegten, axial verstellbaren Hubanschlag (86) zur Anlage kommt.15. A fuel injection pump according to claim 13 or 14, characterized in that the actuating piston (73) or the pin (68) comes after a certain stroke to an axially adjustable stroke stop (86) fixed in the sleeve (71). 16. Kraftstoffeinspritzpumpe nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß die bewegliche Wand (23) eine im Gehäu­seteil (22) eingespannte Membran ist und der Hebel (38) zusammen mit dem Schwenkhebel (51) eine 90°-Umlenkung der Bewegung der Hubstange (34) ergeben.16. Fuel injection pump according to one of the preceding claims, characterized in that the movable wall (23) is a in the housing part (22) clamped membrane and the lever (38) together with the pivot lever (51) a 90 ° deflection of the movement of the lifting rod (34) result. 17. Kraftstoffeinspritzpumpe nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß sich der Zylinder (72), die Einstell­vorrichtung (48) sowie die Bohrung (62), in der das Stützteil (61) geführt ist, zueinander parallel, insbesondere parallel zur einer durch die Lage eines Pump- oder Verteilerkolbens (16) bestimmte Längsachse (69) der Kraftstoffeinspritzpumpe erstrecken.17. Fuel injection pump according to one of the preceding claims, characterized in that the cylinder (72), the adjusting device (48) and the bore (62) in which the support part (61) is guided parallel to one another, in particular parallel to one the position of a pump or distributor piston (16) extending the longitudinal axis (69) of the fuel injection pump.
EP90109182A 1989-06-23 1990-05-16 Fuel injection pump for supercharged internal combustion engines Expired - Lifetime EP0407706B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3920552A DE3920552A1 (en) 1989-06-23 1989-06-23 FUEL INJECTION PUMP FOR CHARGED COMBUSTION ENGINES
DE3920552 1989-06-23

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EP0407706A1 true EP0407706A1 (en) 1991-01-16
EP0407706B1 EP0407706B1 (en) 1993-09-22

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JP (1) JPH0333436A (en)
DE (2) DE3920552A1 (en)
ES (1) ES2044306T3 (en)

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KR20030084076A (en) * 2002-04-24 2003-11-01 오윤식 Automatic shoes washing machine

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US4656980A (en) * 1984-07-11 1987-04-14 Diesel Kiki Co., Ltd. Centrifugal governor for internal combustion engines
FR2617238A1 (en) * 1987-06-27 1988-12-30 Bosch Gmbh Robert ADJUSTING DEVICE FOR AN ELEMENT FOR ADJUSTING THE SUPPLIED FUEL QUANTITY OF A FUEL INJECTION PUMP

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FR2317506A1 (en) * 1975-07-05 1977-02-04 Lucas Industries Ltd FUEL PUMPING UNIT
DE2847572C2 (en) * 1978-11-02 1986-07-10 Robert Bosch Gmbh, 7000 Stuttgart Distributor fuel injection pump for supercharged diesel engines
GB2079364A (en) * 1980-05-06 1982-01-20 Nissan Motor Distribution fuel injection pump for use with a diesel engine
FR2508548A1 (en) * 1981-06-29 1982-12-31 Kubota Ltd DEVICE FOR LIMITING THE FUEL INJECTION FLOW IN A DIESEL ENGINE
US4656980A (en) * 1984-07-11 1987-04-14 Diesel Kiki Co., Ltd. Centrifugal governor for internal combustion engines
FR2617238A1 (en) * 1987-06-27 1988-12-30 Bosch Gmbh Robert ADJUSTING DEVICE FOR AN ELEMENT FOR ADJUSTING THE SUPPLIED FUEL QUANTITY OF A FUEL INJECTION PUMP

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DE59002810D1 (en) 1993-10-28
ES2044306T3 (en) 1994-01-01
JPH0333436A (en) 1991-02-13
EP0407706B1 (en) 1993-09-22
DE3920552A1 (en) 1991-01-03

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