EP0451151A1 - Distributor fuel-injection pump for internal combustion engines. - Google Patents

Distributor fuel-injection pump for internal combustion engines.

Info

Publication number
EP0451151A1
EP0451151A1 EP19890910820 EP89910820A EP0451151A1 EP 0451151 A1 EP0451151 A1 EP 0451151A1 EP 19890910820 EP19890910820 EP 19890910820 EP 89910820 A EP89910820 A EP 89910820A EP 0451151 A1 EP0451151 A1 EP 0451151A1
Authority
EP
European Patent Office
Prior art keywords
lever
fuel injection
injection pump
spring
idle
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
EP19890910820
Other languages
German (de)
French (fr)
Other versions
EP0451151B1 (en
Inventor
Klaus Krieger
Karl Konrath
Carlos Alvarez-Avila
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 EP0451151A1 publication Critical patent/EP0451151A1/en
Application granted granted Critical
Publication of EP0451151B1 publication Critical patent/EP0451151B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/04—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors
    • F02D1/045—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors characterised by arrangement of springs or weights
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • 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
    • F02D1/025—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 engine working temperature
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/125—Variably-timed valves controlling fuel passages
    • F02M41/126—Variably-timed valves controlling fuel passages valves being mechanically or electrically adjustable sleeves slidably mounted on rotary piston

Definitions

  • the invention is based on a fuel injection pump for internal combustion engines according to the preamble of the main claim.
  • a fuel injection pump for internal combustion engines according to the preamble of the main claim.
  • the requirement for the performance of injection equipment has risen accordingly.
  • the exhaust gas values of the engine to be improved, but the combustion noises are to be reduced and more favorable driving behavior is required, for example a largely uniform idling speed under changed driving conditions which occur when an air conditioning system is switched on or the engine is still running is cold.
  • Such an idle load can, for example, with a cold engine without additional devices cause the engine to stall if the injected idle fuel quantity is too low.
  • the injection quantity required for an additional idle load to maintain a sufficient idling speed when the engine is cold can be greater than the injection quantity required when the engine is warm and under full load.
  • the degree of non-uniformity during idling with the relatively low engine speeds is high, so that differences in engine parameters influencing idling have a comparatively strong effect.
  • tolerances in the force of the idle spring or also pump friction have a considerable effect on the control quality of the idle, so that an adjustment of the idle spring would be necessary.
  • the idle spring is therefore with its the speed controller. Regulator lever lever side fixedly suspended on the pump housing, the respective spring preload being adjustable via an adjusting lever.
  • the main result of this is that the idling can be set separately and very finely independently of the other controller sizes.
  • the idle spring can be made very soft for its spring travel, which results in a smaller degree of non-uniformity and, above all, it can be achieved that in push operation, when the vehicle is pushing the engine and the accelerator pedal is in the zero position, a small amount is always inserted. is injected, so the idle injection quantity is also not regulated to zero.
  • a temperature sensor the control variable of which is the cooling water temperature of the internal combustion engine, intervenes in the fuel injection pump control by regulating the idling speed so that it also increases ⁇ decreasing temperature.
  • the pretension of the idle spring is changed in that a stop that is decisive for the spring pretension is changed by the temperature sensor. Since in this regulator the idle spring and the actual regulating spring are connected in series, with the idle spring correspondingly limiting the travel, either the starting position of a pivoting lever which acts on the tensioning lever via a start lever and serves to shut it down can be changed or the suspension point of the regulating spring or the starting position of the adjusting lever which prestresses the control spring.
  • the adjusting lever increases this with increasing temperature.
  • the idle spring is relieved more with increasing temperature in the zero position.
  • the cut-off speed at idle is set to a lower speed or causes a reduction in the amount of fuel to be injected.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that, while maintaining the advantages which occur in the known fuel injection pump of the generic type, the increase in fuel required for a uniform idling speed can also be achieved without problems when additional units are switched on or when the internal combustion engine is cold. This adjustment of the idling quantity to the required operating parameters takes place without any other disadvantageous interventions in the speed controller.
  • the adjusting lever of the idle spring is arranged on the one end face of a rotating shaft mounted in the pump housing, at the other end of which an external idling lever is fastened outside the pump housing and which can be pivoted by an adjusting element which works in dependence on the engine parameters.
  • the pivoting range of the adjusting lever can also be determined by stops of the idle lever, which can be adjusted outside the pump housing.
  • a magnet serves as the adjusting element.
  • the adjustment lever becomes one with a magnet Stop position pivoted into the other, so that there are always only two preload situations of the idle spring.
  • a magnet can also be easily controlled by releasing its power supply depending on any motor parameters. This can take place, for example, when an air conditioner is switched on or via a temperature-dependent expansion switch.
  • the advantage also lies in the fact that other required switches operating in accordance with the operating parameters can be arranged in parallel in such a circuit.
  • the idle lever only by a certain distance, which corresponds to the respective additional idle load, such as the respective engine temperature. This can be done, for example, by limiting the pivoting range as a function of temperature, that is to say changing one stop.
  • a pressure cell can be used as the adjusting element, which can be actuated by a control air having an operating pressure, this control air, for example, having a negative pressure from the brake circuit of the vehicle.
  • a solenoid valve is arranged in the supply line for the control air and is arranged depending on motor parameters. is controllable. As with the control of a magnet, the advantages of the electrical circuit come into play here.
  • a Bowden cable serves as the transmission medium between the magnet or the pressure cell and the idle lever.
  • FIG. 1 shows a distributor fuel injection pump in longitudinal section
  • FIGS. 2 and 3 the first variant with idle lever actuation by a magnet
  • FIGS. 4 and 5 the second variant with idle lever actuation via a pressure cell.
  • a pump piston 1 which also serves as a distributor, is reciprocated by a drive shaft 2 and with the aid of a cam drive 3 moving and rotating movement offset. With each pressure stroke of the pump piston 1, fuel is turned from a pump work space 4 via a distributor longitudinal groove 5 to one of several pressure channels
  • the pump work room 4 is via a suction channel
  • suction channel 7 from one . in the pump housing 8 of the injection pump and fuel-filled suction chamber 9 is supplied with fuel by the suction channel 7 being opened during the suction stroke of the pump piston 1 by longitudinal control grooves 11 provided in the pump piston 1.
  • the number of longitudinal control grooves 11 corresponds to the number of pressure channels 6 and thus to the number of pressure strokes carried out per revolution of the pump piston 1.
  • In the suction channel 7 is a solenoid valve
  • the amount to be injected per stroke into each of the pressure channels 6 is determined by the axial position of a control slide arranged around the pump piston 1
  • This axial position is determined by a speed controller 14 and an arbitrarily actuated adjusting lever 15, evaluating the engine characteristics. large, speed and load.
  • the suction chamber 9 is supplied with fuel by a feed pump 16 which is driven by the drive shaft 2.
  • a pressure control valve 17 controls the outlet pressure of the feed pump 16 and thus the pressure in the suction chamber 9 so that this pressure increases with increasing speed.
  • the speed controller 12 is driven by a gear wheel 18 which is connected to the drive shaft 2 and a speed sensor 19 with flyweights
  • control lever system 25 loaded by a control spring 24 engages, which links the control slide 13 for its stroke position.
  • the control lever system 25 is pivotally mounted on an axis 26 for this purpose.
  • the pretension of the control spring 24 can be changed by the adjusting lever 15 in such a way that, when the adjusting lever 15 is adjusted in the direction of increasing load, the pretension of the control spring 24 also increases, so that the control slide 13 is pushed further up becomes, which, owing to the subsequent opening of a relief channel 27 of the pump work chamber 4 during the pressure stroke of the pump piston 1, results in an increase in the injection quantity.
  • the control of the fuel quantity still present in the pump work space 4 is always given when during the pressure stroke of the pump piston 1, the orifices of the relief channel 27 emerge from the control slide 13 and the further fuel delivery of the pump piston 1 into the suction chamber 9 takes place.
  • control lever system 25 two control levers are mounted on the axis 26, namely the tensioning lever 28, on which the control spring 24 and an idling spring 31 engage and a starting lever 29.
  • a starting spring 32 is provided which pushes the two levers apart and which at stationary engine shifts the control slide 13 as far as possible, which corresponds to a maximum fuel delivery quantity, a so-called additional starting quantity.
  • the governor sleeve 22 is pushed against the starter lever 29 by the flyweights 21 and pivots it against the force of the starter spring 32 in the position shown, in which the starter lever 29 and tensioning lever 28 lie against one another.
  • the start spring 32 is thus switched off.
  • the control slide 13 no longer reaches the extreme position previously assumed for additional starting quantity.
  • the idle spring 31 is not effective at starting speeds - it is too relaxed and only becomes effective when the idling speed is reached before the control spring 24 is effective for the actual curtailment after the two levers have been in contact with one another becomes.
  • the desired speed is then regulated by the regulating spring 24 in the all-speed governor, whereas the idling speed governor effects the curtailment in the manner known for such mechanical speed regulators.
  • the idle spring 31 is suspended on the side facing away from the start lever 29 on an adjusting lever 33, which can be pivoted via an torsion shaft 34 mounted in the pump housing 8 through an idle lever 35 which is accessible outside the pump housing 8 and is attached to the torsion shaft 34 (the idle lever 35 is only shown in dash-dot lines in FIG. 1, since it is arranged in the space before the cut, namely as shown in FIG. 2 ' ).
  • Fig. 2 is a detail of the external view of the pump according to Fig. 1, with particularly 'of the idle lever 35 is highlighted.
  • the pivoting range of the idle lever 35 and thus of course also the adjusting lever 33 is limited by stops 36 and 37 which can be adjusted by means of adjusting screws 38.
  • At the Idle lever 35 engages a leg spring 40 in the direction of lower injection quantity.
  • the idle lever 35 is shown in the swivel position for normal idle speed, that is to say a lower injection quantity, while the position in which an increased quantity of fuel is delivered in idle is indicated by dashed lines.
  • a Bowden cable 39 acts on the idle lever 35, which leads to an electromagnet 41 as an adjusting member and which is fastened to a plate 42 of the pump housing 8. As soon as the electromagnet 41 is energized, the idle lever 35 is pivoted into the position shown in dashed lines, that is to say a position for a larger injection quantity at idle or a higher idle speed.
  • FIG. 3 shows the electrical circuit diagram 43 for the electromagnet 41 belonging to this variant of the exemplary embodiment, in which two electrical switches 44 and 45 are arranged in parallel in the power line 46 of the electromagnet 41.
  • the switch 44 is actuated by a magnet 47 which is switched by additional units such as an air conditioning system.
  • the switch 45 is operated by a temperature-dependent actuator 48, which is controlled by the cooling water temperature of the engine. In this way, the electric switch 44 is closed by the magnet 47 when an additional unit is started up, whereupon the electromagnet 41 is then energized and pivots the idle lever 35 against the stop 37, with the result that the idle injection quantity is increased additively.
  • the switch 45 is closed when the internal combustion engine is cold and opens via the actuator 48 as soon as the internal combustion engine is warmed up. However, as long as the switch 45 is closed, that is to say in the case of a cold internal combustion engine, the electromagnet 41 is excited and the injection quantity in the idling range is increased via the idling lever 35 and the corresponding increase in the preload of the idling spring 31.
  • the idle lever 35 is pivoted from the stop 36 to the stop 37 by the Bowden cable 39 when this is actuated by a pressure cell 49 when a corresponding negative pressure is reached.
  • This pressure cell has a control membrane 50 and a return spring 51, as well as a connecting piece 52, from which a feed line 53 leads to a negative pressure area of the internal combustion engine, for example in the brake area.
  • a feed line 53 leads to a negative pressure area of the internal combustion engine, for example in the brake area.
  • FIG. 5 shows a circuit diagram for this variant. provides a solenoid valve in the supply line 53

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

Pompe à injection de carburant à distributeur, présentant un régulateur de vitesse mécanique, pour lequel un levier de tension (28) et un levier de démarrage (29) formant un ensemble de leviers de réglage, coopèrent de telle façon qu'ils fonctionnent, au-delà d'un régime de ralenti, en système compound, dans lequel l'organe de commande du débit (13) est relié au levier de démarrage, cependant qu'il est prévu en outre un ressort de ralenti (31) associé à ce levier de démarrage, ledit ressort présentant, conformément à l'invention, une précontrainte capable d'être modifiée en fonction des caractéristiques de fonctionnement, de manière à obtenir une variation correspondante de la quantité débitée en régime de ralenti, par exemple, en cas de surcharge en ralenti (mise en circuit d'un groupe d'appareils, moteur encore froid).Distributor fuel injection pump, having a mechanical speed regulator, for which a tension lever (28) and a starting lever (29) forming a set of adjustment levers, cooperate in such a way that they operate, at the same time. -beyond an idle speed, in a compound system, in which the flow control member (13) is connected to the starting lever, while there is also provided an idling spring (31) associated with this starting lever, said spring having, in accordance with the invention, a preload capable of being modified as a function of the operating characteristics, so as to obtain a corresponding variation in the quantity delivered at idle speed, for example, in the event of overload in idling (switching on a group of devices, engine still cold).

Description

Verteilerkraftstoffeinspritzpumpe für Brennkraftma- schinenDistributor fuel injection pump for internal combustion engines
Stand der TechnikState of the art
Die Erfindung geht aus von einer Kraf stoffeinspritz¬ pumpe für Brennkraftmaschinen nach der Gattung des Hauptanspruchs. Mit dem zunehmendem Einsatz des Diesel¬ motors insbesondere in Fahrzeugen ist auch die Anforde¬ rung an die Leistungsfähigkeit einer Einspritzausrüstung entsprechend gestiegen. Es sollen nicht nur die Abgas¬ werte des Motors verbessert werden, sondern die Ver¬ brennungsgeräusche sollen verringert werden und ein günstigeres Fahrverhalten wird verlangt, beispielsweise eine weitgehend gleichmäßige Leerlaufdrehzahl bei geänderten Fahrbedingungen, die dann eintreten, wenn eine Klimaanlage zugeschaltet wird oder der Motor noch kalt ist. Eine solche Leerlauflast kann beispiels¬ weise bei kaltem Motor ohne zusätzliche Einrichtungen zum Abwürgen des Motors führen, wenn die eingespritzte Leerlauf raf stoffmenge zu gering ist. So kann die bei Zusatzleerlauflast erforderliche Einspritzmenge zur Erhaltung einer ausreichenden Leerlaufdrehzahl bei kaltem Motor größer sein als die erforderliche Einspritzmenge bei warmem Motor und voller Belastung. Andererseits ist der Ungleichförmigkeitsgrad beim Leerlauf mit den verhältnismäßig niederen Drehzahlen hoch, so daß sich Unterschiede von auf den Leerlauf Einfluß nehmenden Motorkenngrößen verhältnismäßig stark auswirken. Hierbei wirken sich auch Toleranzen in der Kraft der Leerlauffeder oder auch Pumpenreibungen erheblich auf die Regelungsqualität des Leerlaufs aus, so daß eine Justierung der Leerlauffeder erforder¬ lich wäre.The invention is based on a fuel injection pump for internal combustion engines according to the preamble of the main claim. With the increasing use of the diesel engine, in particular in vehicles, the requirement for the performance of injection equipment has risen accordingly. Not only are the exhaust gas values of the engine to be improved, but the combustion noises are to be reduced and more favorable driving behavior is required, for example a largely uniform idling speed under changed driving conditions which occur when an air conditioning system is switched on or the engine is still running is cold. Such an idle load can, for example, with a cold engine without additional devices cause the engine to stall if the injected idle fuel quantity is too low. The injection quantity required for an additional idle load to maintain a sufficient idling speed when the engine is cold can be greater than the injection quantity required when the engine is warm and under full load. On the other hand, the degree of non-uniformity during idling with the relatively low engine speeds is high, so that differences in engine parameters influencing idling have a comparatively strong effect. In this case, tolerances in the force of the idle spring or also pump friction have a considerable effect on the control quality of the idle, so that an adjustment of the idle spring would be necessary.
Bei einer bekannten Kraftstoffeinspritzpumpe der gat¬ tungsgemäßen Art (De-OS 35 00 341) wird deshalb beim Drehzahlregler die Leerlauffeder mit ihrer den. Regler¬ hebeln abgewandten Seite am Pumpengehäuse ortsfest aufgehängt, wobei die jeweilige Federvorspannung über einen Einstellhebel justierbar ist. Hierdurch wird vor allem erreicht, daß der Leerlauf unabhängig von den anderen Reglergrößen separat und sehr fein einstell¬ bar ist. Die Leerlauffeder kann für ihren Federweg sehr weich ausgebildet werden, was einen kleineren Ungleichförmigkeitsgrad zur Folge hat und es kann vor allem erreicht werden, daß im Schiebebetrieb, wenn das Fahrzeug den Motor schiebt und das Gaspedal auf Nullstellung steht, stets eine geringe Menge einge- spritzt wird, also die Leerlaufeinspritzmenge nicht ebenfalls auf Null geregelt wird. Dies hat vor allem den Vorteil, daß beim Wiedergasgeben kein "Loch" in der Kraftstofführung entsteht, welches sich besonders beim Dieselmotor unangenehm auswirkt, da aufgrund der hohen Verdichtung des Dieselmotors auch eine ent¬ sprechend hohe Bremswirkung beim Nichtzuführen von Kraftstoff des Motors aufs Fahrzeug entsteht. Durch diese Anordnung der Leerlauffeder ist allerdings nicht das Problem behoben, die Einspritzmenge bei kaltem Leerlauf zu erhöhen.In a known fuel injection pump of the generic type (DE-OS 35 00 341), the idle spring is therefore with its the speed controller. Regulator lever lever side fixedly suspended on the pump housing, the respective spring preload being adjustable via an adjusting lever. The main result of this is that the idling can be set separately and very finely independently of the other controller sizes. The idle spring can be made very soft for its spring travel, which results in a smaller degree of non-uniformity and, above all, it can be achieved that in push operation, when the vehicle is pushing the engine and the accelerator pedal is in the zero position, a small amount is always inserted. is injected, so the idle injection quantity is also not regulated to zero. This has the particular advantage that there is no "hole" in the fuel guide when the fuel is being given, which has an unpleasant effect particularly on the diesel engine, since the high compression of the diesel engine also results in a correspondingly high braking effect when the engine is not supplied with fuel on the vehicle . This arrangement of the idle spring does not solve the problem of increasing the injection quantity when the idle is cold.
Bei einer anderen bekannten Kraftstoffeinspritzpumpe ähnlicher Gattung (DE-OS 28 44 910) wird über einen Temperaturgeber, als dessen Steuergröße die Kühlwasser¬ temperatur der Brennkraf maschine dient, in die Kraft¬ stoffeinspritzpumpenregelung eingegriffen, indem die Leerlaufdrehzahl so geregelt wird, daß sie mit zu¬ nehmender Temperatur abnimmt. Hierfür wird die Vor¬ spannung der Leerlauffeder dadurch geändert, daß ein für die Federvorspannung maßgebender Anschlag durch den Temperaturgeber geändert wird. Da bei diesem Regler die Leerlauffeder und die eigentliche Regelfeder in Reihe geschaltet sind, mit entsprechender Wegbegrenzung der Leerlauffeder, kann über den Temperaturgeber ent¬ weder die Ausgangslage eines über einen Starthebel am Spannhebel angreifenden, der Abstellung dienenden Schwenkhebels verändert werden oder der Aufhängepunkt der Regelfeder bzw. die Ausgangslage des die Regelfeder vorspannenden Verstellhebels. Während beim Abstellhebel der mögliche Hebelweg mit zunehmender Temperatur ver¬ kleinert wird, wird beim Verstellhebel dieser mit zunehmender Temperatur vergrößert. Durch letzteres wird dadurch in der Nullage die Leerlauffeder mit zunehmender Temperatur mehr entlastet. Infolge der stärkeren Entlastung stellt sich die Abregeldrehzahl im Leerlauf auf eine niedrigere Drehzahl ein bzw. bewirkt eine Verringerung der einzuspritzenden Kraft¬ stoffmenge.In another known fuel injection pump of a similar type (DE-OS 28 44 910), a temperature sensor, the control variable of which is the cooling water temperature of the internal combustion engine, intervenes in the fuel injection pump control by regulating the idling speed so that it also increases ¬ decreasing temperature. For this purpose, the pretension of the idle spring is changed in that a stop that is decisive for the spring pretension is changed by the temperature sensor. Since in this regulator the idle spring and the actual regulating spring are connected in series, with the idle spring correspondingly limiting the travel, either the starting position of a pivoting lever which acts on the tensioning lever via a start lever and serves to shut it down can be changed or the suspension point of the regulating spring or the starting position of the adjusting lever which prestresses the control spring. While the parking lever the possible lever travel is reduced with increasing temperature, the adjusting lever increases this with increasing temperature. As a result of the latter, the idle spring is relieved more with increasing temperature in the zero position. As a result of the greater relief, the cut-off speed at idle is set to a lower speed or causes a reduction in the amount of fuel to be injected.
Diese letztere bekannte Regelung hat jedoch den eingangs genannten Nachteil eines hohen Proportionalitätsfaktors bei einer verhältnismäßig harten Feder (sehr kurzer Federweg) und bei im Schiebebetrieb unterbrochener Kraftstofförderung.However, this latter known regulation has the disadvantage mentioned at the outset of a high proportionality factor with a relatively hard spring (very short spring travel) and with fuel delivery interrupted during push operation.
Vorteile der ErfindungAdvantages of the invention
Die erfindungsgemäße Kraftstoffeinspritzpumpe mit den kennzeichnenden Merkmalen des Hauptanspruchs hat demgegenüber den Vorteil, daß unter Beibehaltung der bei der gattungsgemäßen bekannten Kraftstoffeinspritz¬ pumpe auftretenden Vorteile zusätzlich die für eine gleichmäßige Leerlaufdrehzahl erforderliche Kraft¬ stofferhöhung bei Zuschaltung von Zusatzaggregaten oder bei kalter Brennkraftmaschine problemlos erzielbar ist. Diese Anpassung der Leerlaufmenge an die erforder¬ lichen Betriebskenngrößen erfolgt ohne sonstige nach¬ teilige Eingriffe in den Drehzahlregler. Nach einer vorteilhaften Ausgestaltung der Erfindung ist der Einstellhebel der Leerlauffeder auf der einen Stirnseite einer im Pumpengehäuse gelagerten Verdreh¬ welle angeordnet, an deren anderen Ende außerhalb des Pumpengehäuses ein äußerer Leerlaufhebel befestigt ist, der durch ein motorkenngrößenabhängig arbeitendes Verstellorgan schwenkbar ist. Zwar ist es grundsätzlich bekannt, derartige Verdrehwellen für innerhalb und außerhalb des Pumpengehäuses vorhandene Hebel vorzusehen (siehe obengenannten Stand der Technik), nur handelt es sich bei den bekannten Reglern um erforderliche Eingriffe zur Lasteingabe, wie beispielsweise die Änderung der Vorspannung der Regelfeder über den vom Fahrer betätigten Verstellhebel, oder zur beispielsweise ladedruckabhängigen Änderung eines Mengenanschlags der Reglerhebel, nicht jedoch zur Änderung der Vor¬ spannung der Leerlauffeder, weil durch letzteres bei der - wie oben ausgeführt - für die LeerlaufQualität äußerst heiklen Einrichtung die einmal vorgenommene GrundJustierung nicht mehr geändert werden sollte.The fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that, while maintaining the advantages which occur in the known fuel injection pump of the generic type, the increase in fuel required for a uniform idling speed can also be achieved without problems when additional units are switched on or when the internal combustion engine is cold. This adjustment of the idling quantity to the required operating parameters takes place without any other disadvantageous interventions in the speed controller. According to an advantageous embodiment of the invention, the adjusting lever of the idle spring is arranged on the one end face of a rotating shaft mounted in the pump housing, at the other end of which an external idling lever is fastened outside the pump housing and which can be pivoted by an adjusting element which works in dependence on the engine parameters. Although it is fundamentally known to provide such torsion shafts for levers inside and outside the pump housing (see prior art mentioned above), only the known regulators are required interventions for load input, such as changing the pretension of the control spring via that of Driver operated adjusting lever, or for example changing the quantity of the regulator lever depending on the boost pressure, but not for changing the pretension of the idle spring, because the latter, in the - as explained above - extremely delicate device for the idle quality, should no longer change the basic adjustment .
Nach einer weiteren vorteilhaften Ausgestaltung der Erfindung ist der Schwenkbereich des Einstellhebels auch durch Anschläge des Leerlaufhebeis bestimmbar, welche außerhalb des Pumpengehäuses justierbar sind.According to a further advantageous embodiment of the invention, the pivoting range of the adjusting lever can also be determined by stops of the idle lever, which can be adjusted outside the pump housing.
Nach einer weiteren vorteilhaften Ausgestaltung der Erfindung dient als Verstellorgan ein Magnet. Durch einen Magneten wird der Verstellhebel aus der einen Anschlagslage in die andere geschwenkt, so daß stets nur zwei VorspannungsSituationen der Leerlauffeder gegeben sind. Ein Magnet kann zudem leicht gesteuert werden, indem seine Stromzufuhr in Abhängigkeit von irgendwelchen Motorkenngrößen freigegeben wird. Dies kann beispielsweise mit dem Einschalten eines Klima¬ gerätes erfolgen oder über einen temperaturabhängig betätigten DehnstoffSchalter. Der Vorteil besteht auch darin, daß weitere erforderliche betriebskenn- größenabhängig arbeitende Schalter parallel in einem solchen Schaltkreis angeordnet sein können.According to a further advantageous embodiment of the invention, a magnet serves as the adjusting element. The adjustment lever becomes one with a magnet Stop position pivoted into the other, so that there are always only two preload situations of the idle spring. A magnet can also be easily controlled by releasing its power supply depending on any motor parameters. This can take place, for example, when an air conditioner is switched on or via a temperature-dependent expansion switch. The advantage also lies in the fact that other required switches operating in accordance with the operating parameters can be arranged in parallel in such a circuit.
Erfindungsgemäß ist jedoch auch möglich, den Leerlauf- hebel nur um einen bestimmten Weg zu verstellen, der der jeweiligen Leerlaufzusatzlast entspricht, wie beispielsweise der jeweiligen Motortemperatur. Dies kann beispielsweise dirch temperaturabhängiges Begrenzen des Schwenkbereiches, also Verändern des einen An¬ schlags, erfolgen.According to the invention, however, it is also possible to adjust the idle lever only by a certain distance, which corresponds to the respective additional idle load, such as the respective engine temperature. This can be done, for example, by limiting the pivoting range as a function of temperature, that is to say changing one stop.
Nach einer vorteilhaften Ausgestaltung der Erfindung kann als Verstellorgan eine Druckdose dienen, die durch eine einen Betriebsdruck aufweisende Steuerluft betätigt wird, wobei beispielsweise diese Steuerluft einen Unterdruck aufweist aus dem Bremskreis des Fahr¬ zeugs.According to an advantageous embodiment of the invention, a pressure cell can be used as the adjusting element, which can be actuated by a control air having an operating pressure, this control air, for example, having a negative pressure from the brake circuit of the vehicle.
Nach einer weiteren vorteilhaften Ausgestaltung ist in der Zuleitung der Steuerluft ein Magnetventil ange¬ ordnet, das in Abhängigkeit von Motorkenngrößen an- steuerbar ist. Wie bei der Ansteuerung eines Magneten kommen hier die Vorteile der elektrischen Schaltung zum Tragen.According to a further advantageous embodiment, a solenoid valve is arranged in the supply line for the control air and is arranged depending on motor parameters. is controllable. As with the control of a magnet, the advantages of the electrical circuit come into play here.
Nach einer weiteren vorteilhaften Ausgestaltung der Erfindung dient als Übertragungsmittel zwischen Magnet oder Druckdose und Leerlaufhebel ein Bowdenzug.According to a further advantageous embodiment of the invention, a Bowden cable serves as the transmission medium between the magnet or the pressure cell and the idle lever.
Weitere Vorteile und vorteilhafte Ausgestaltungen der Erfindung sind der nachfolgenden Beschreibung, der Zeichnung und den Ansprüchen entnehmbar.Further advantages and advantageous embodiments of the invention can be found in the following description, the drawing and the claims.
Zeichnungdrawing
Ein Ausfuhrungsbeispiel des Gegenstandes der Erfindung ist in zwei Varianten in der Zeichnung dargestellt und im folgenden näher beschrieben. Es zeigen Fig. 1 eine Verteilerkraftstoffeinspritzpumpe im Längsschnitt, Fig. 2 und 3 die erste Variante mit Leerlaufhebelbetäti- gung durch einen Magneten und Fig. 4 und 5 die zweite Variante mit Leerlaufhebelbetätigung über eine Druck¬ dose.An exemplary embodiment of the object of the invention is shown in two variants in the drawing and described in more detail below. 1 shows a distributor fuel injection pump in longitudinal section, FIGS. 2 and 3 the first variant with idle lever actuation by a magnet, and FIGS. 4 and 5 the second variant with idle lever actuation via a pressure cell.
Beschreibung des AusführungsbeispielsDescription of the embodiment
Bei der in Fig. 1 im Längsschnitt dargestellten Ver- teilereinspritzpumpe wird ein auch als Verteiler dienen¬ der Pumpenkolben 1 durch eine Antriebswelle 2 und mit Hilfe eines Nockentriebes 3 in eine hin und her gehende und gleichzeitig rotierende Bewegung versetzt. Bei jedem Druckhub des Pumpenkolbens 1 wird dabei aus einem Pumpenarbeitsräum 4 über eine Verteilerlängs¬ nut 5 Kraftstoff zu einem von mehreren DruckkanälenIn the distributor injection pump shown in longitudinal section in FIG. 1, a pump piston 1, which also serves as a distributor, is reciprocated by a drive shaft 2 and with the aid of a cam drive 3 moving and rotating movement offset. With each pressure stroke of the pump piston 1, fuel is turned from a pump work space 4 via a distributor longitudinal groove 5 to one of several pressure channels
6 gefördert, die um den Pumpenkolben 1 herum in gleich¬ mäßigen Drehwinkelabständen angeordnet sind und jeweils zu einem nicht dargestellten Brennraum einer Brennkraft¬ maschine führen.6 promoted, which are arranged around the pump piston 1 at even intervals of rotation and each lead to a combustion chamber, not shown, of an internal combustion engine.
Der Pumpenarbeitsräum 4 wird über einen SaugkanalThe pump work room 4 is via a suction channel
7 aus einem . im Pumpengehäuse 8 der Einspritzpumpe vorhandenen und mit Kraftstoff gefüllten Saugraum 9 mit Kraftstoff versorgt, indem während des Saughubs des Pumpenkolbens 1 der Saugkanal 7 durch im Pumpen¬ kolben 1 vorgesehene Steuerlängsnuten 11 aufgesteuert wird. Die Anzahl der Steuerlängsnuten 11 entspricht der Anzahl der Druckkanäle 6 und damit der Anzahl der pro Umdrehung des Pumpenkolbens 1 ausgeführten Druckhübe. In dem Saugkanal 7 ist ein Magnetventil7 from one . in the pump housing 8 of the injection pump and fuel-filled suction chamber 9 is supplied with fuel by the suction channel 7 being opened during the suction stroke of the pump piston 1 by longitudinal control grooves 11 provided in the pump piston 1. The number of longitudinal control grooves 11 corresponds to the number of pressure channels 6 and thus to the number of pressure strokes carried out per revolution of the pump piston 1. In the suction channel 7 is a solenoid valve
12 angeordnet, das zur Beendigung der Einspritzung den Saugkanal 7 sperrt, so daß während des Saughubs des Pumpenkolbens 1 kein Kraftstoff aus dem Saugraum 9 in den Pumpenarbeitsraum 4 gelangen kann.12 arranged, which closes the suction channel 7 at the end of the injection, so that no fuel can get from the suction chamber 9 into the pump working chamber 4 during the suction stroke of the pump piston 1.
Die pro Hub in je einen der Druckkanäle 6 geförderte einzuspritzende Menge wird durch die axiale Lage eines um den Pumpenkolben 1 angeordneten RegelschiebersThe amount to be injected per stroke into each of the pressure channels 6 is determined by the axial position of a control slide arranged around the pump piston 1
13 bestimmt. Diese axiale Lage wird durch einen Dreh¬ zahlregler 14 und einen willkürlich betätigbaren Ver¬ stellhebel 15 bestimmt unter Auswertung der Motorkenn- großen, Drehzahl und Last.13 determined. This axial position is determined by a speed controller 14 and an arbitrarily actuated adjusting lever 15, evaluating the engine characteristics. large, speed and load.
Der Saugraum 9 wird von einer Förderpumpe 16 her mit Kraftstoff versorgt, die durch die Antriebswelle 2 angetrieben wird. Durch ein Drucksteuerventil 17 wird der Ausgangsdruck der Förderpumpe 16 und damit der Druck im Saugraum 9 so gesteuert, daß dieser Druck mit zunehmender Drehzahl steigt.The suction chamber 9 is supplied with fuel by a feed pump 16 which is driven by the drive shaft 2. A pressure control valve 17 controls the outlet pressure of the feed pump 16 and thus the pressure in the suction chamber 9 so that this pressure increases with increasing speed.
Der Antrieb des Drehzahlreglers 12 erfolgt über ein Zahnrad 18, das mit der Antriebswelle 2 verbunden ist und einen Drehzahlgeber 19 mit FliehgewichtenThe speed controller 12 is driven by a gear wheel 18 which is connected to the drive shaft 2 and a speed sensor 19 with flyweights
21 antreibt, welche an der einen Seite einer Reglermuffe21 drives which on one side of a regulator sleeve
22 angreifen, die axial verschiebbar auf einer Achse22 attack that is axially displaceable on an axis
23 gelagert ist und an deren anderer Seite das durch eine Regelfeder 24 belastete Regelhebelsystem 25 an¬ greift, welches den Regelschieber 13 für dessen Hublage anlenkt. Das Regelhebelsystem 25 ist auf einer Achse 26 hierfür schwenkbar gelagert. Die Vorspannung der Regelfeder 24 ist durch den Verstellhebel 15 änderbar und zwar in der Art, daß bei Verstellung des Verstell¬ hebels 15 in Richtung zunehmender Last auch die Vor¬ spannung der Regelfeder 24 zunimmt, so daß der Regel¬ schieber 13 weiter nach oben geschoben wird, was auf¬ grund eines dadurch gegebenen späteren Aufsteuerns eines Entlastungskanals 27 des Pumpenarbeitsraums 4 während des Druckhubs des Pumpenkolbens 1 eine Zunahme der Einspritzmenge zur Folge hat. Die Absteuerung der noch im Pumpenarbeitsraum 4 befindlichen Kraftstoff¬ menge ist immer dann gegeben, wenn während des Druckhubs des Pumpenkolbens 1 die Mündungen des Entlastungskanals 27 aus dem Regelschieber 13 austauchen und so die weitere Kraftstofförderung des Pumpenkolbens 1 in den Saugraum 9 erfolgt.23 is mounted and on the other side of which the control lever system 25 loaded by a control spring 24 engages, which links the control slide 13 for its stroke position. The control lever system 25 is pivotally mounted on an axis 26 for this purpose. The pretension of the control spring 24 can be changed by the adjusting lever 15 in such a way that, when the adjusting lever 15 is adjusted in the direction of increasing load, the pretension of the control spring 24 also increases, so that the control slide 13 is pushed further up becomes, which, owing to the subsequent opening of a relief channel 27 of the pump work chamber 4 during the pressure stroke of the pump piston 1, results in an increase in the injection quantity. The control of the fuel quantity still present in the pump work space 4 is always given when during the pressure stroke of the pump piston 1, the orifices of the relief channel 27 emerge from the control slide 13 and the further fuel delivery of the pump piston 1 into the suction chamber 9 takes place.
Beim Regelhebelsystem 25 sind auf der Achse 26 zwei Reglerhebel gelagert, nämlich der Spannhebel 28, an dem die Regelfeder 24 sowie eine Leerlauffeder 31 angreifen und ein Starthebel 29. Zwischen den beiden Hebeln ist eine Startfeder 32 vorgesehen, die die beiden Hebel auseinanderdrückt und die bei stehendem Motor den Regelschieber 13 weitest möglich nach oben verschiebt, was einer maximalen Kraftstoffördermenge, einer sogenannten Startmehrmenge entspricht. Sobald dann die Brennkraftmaschine gestartet ist, wird durch die Fliehgewichte 21 die Reglermuffe 22 gegen den Starthebel 29 geschoben und verschwenkt diesen, entgegen der Kraft der Startfeder 32 in die dargestellte Lage, in der Starthebel 29 und Spannhebel 28 aneinander liegen. Die Startfeder 32 ist damit ausgeschaltet. Vom Regelschieber 13 wird bei dem danach stattfindenden Verschieben in Abhängigkeit von Drehzahl und Last nicht mehr die vorher eingenommene Extremstellung für Startmehrmenge erreicht.In the control lever system 25, two control levers are mounted on the axis 26, namely the tensioning lever 28, on which the control spring 24 and an idling spring 31 engage and a starting lever 29. Between the two levers, a starting spring 32 is provided which pushes the two levers apart and which at stationary engine shifts the control slide 13 as far as possible, which corresponds to a maximum fuel delivery quantity, a so-called additional starting quantity. As soon as the internal combustion engine is started, the governor sleeve 22 is pushed against the starter lever 29 by the flyweights 21 and pivots it against the force of the starter spring 32 in the position shown, in which the starter lever 29 and tensioning lever 28 lie against one another. The start spring 32 is thus switched off. During the subsequent shift depending on the speed and load, the control slide 13 no longer reaches the extreme position previously assumed for additional starting quantity.
Die Leerlauffeder 31 ist bei Startdrehzahlen nicht wirksam - sie ist zu sehr entspannt und wird erst bei Erreichen der Leerlaufdrehzahl wirksam, bevor dann nach Anliegen der beiden Hebel aneinander für die eigentliche Abregelung die Regelfeder 24 wirksam wird. Durch die Regelfeder 24 wird beim Alldrehzahl¬ regler dann die gewünschte Drehzahl geregelt, hingegen beim Leerlaufdrehzahlregier die Abregelung bewirkt, in der für solche mechanischen Drehzahlregler bekannten Art und Weise.The idle spring 31 is not effective at starting speeds - it is too relaxed and only becomes effective when the idling speed is reached before the control spring 24 is effective for the actual curtailment after the two levers have been in contact with one another becomes. The desired speed is then regulated by the regulating spring 24 in the all-speed governor, whereas the idling speed governor effects the curtailment in the manner known for such mechanical speed regulators.
Die Leerlauffeder 31 ist auf der dem Starthebel 29 abgewandten Seite an einem Einstellhebel 33 aufgehängt, der über eine im Pumpengehäuse 8 gelagerte Verdrehwelle 34 durch einen außerhalb des Pumpengehäuses 8 zugäng¬ lichen und an der Verdrehwelle 34 befestigten Leerlauf- hebel 35 verschwenkbar ist (der Leerlaufhebel 35 ist in Fig. 1 nur strichpunktiert dargestellt, da er im Raum vor dem Schnitt angeordnet ist, nämlich so wie in Fig. 2 ' dargestellt). Durch das Verschwenken des Einstellhebels 33 wird die Vorspannung der Leerlauffeder 31 geändert, was im Leerlaufdrehzahlbereich bei einer bestimmten Leerlaufdrehzahl zu einer Verschwenkung des Starthebels 29 und damit des Regelschiebers 13 führt, in der Art, daß bei Erhöhung der Federspannung der Regelschieber 13 nach links in eine Stellung für größere Einspritzmenge geschoben wird und umgekehrt bei abnehmender Federspannung in eine Stellung für geringere Fördermenge.The idle spring 31 is suspended on the side facing away from the start lever 29 on an adjusting lever 33, which can be pivoted via an torsion shaft 34 mounted in the pump housing 8 through an idle lever 35 which is accessible outside the pump housing 8 and is attached to the torsion shaft 34 (the idle lever 35 is only shown in dash-dot lines in FIG. 1, since it is arranged in the space before the cut, namely as shown in FIG. 2 ' ). By pivoting the adjusting lever 33, the bias of the idle spring 31 is changed, which in the idle speed range at a certain idle speed leads to a pivoting of the start lever 29 and thus the control slide 13, in such a way that when the spring tension increases, the control slide 13 to the left in one Position for larger injection quantity is pushed and vice versa with decreasing spring tension in a position for lower delivery rate.
In Fig. 2 ist ein Detail der Außenansicht der Pumpe nach Fig. 1 dargestellt, wobei besonders' der Leerlauf- hebel 35 hervorgehoben ist. Der Schwenkbereich des Leerlaufhebels 35 und damit natürlich auch des Einstell¬ hebels 33 ist durch Anschläge 36 und 37 begrenzt, die durch Stellschrauben 38 justierbar sind. Am Leerlaufhebel 35 greift in Richtung geringerer Einspritzmenge eine Schenkelfeder 40 an. Der Leer¬ laufhebel 35 ist in der Schwenklage für normale Leer¬ laufdrehzahl, also geringere Einspritzmenge, dargestellt, während gestrichelt die Stellung angedeutet ist, in der eine erhöhte Kraftstoffmenge im Leerlauf gefördert wird.In Fig. 2 is a detail of the external view of the pump according to Fig. 1, with particularly 'of the idle lever 35 is highlighted. The pivoting range of the idle lever 35 and thus of course also the adjusting lever 33 is limited by stops 36 and 37 which can be adjusted by means of adjusting screws 38. At the Idle lever 35 engages a leg spring 40 in the direction of lower injection quantity. The idle lever 35 is shown in the swivel position for normal idle speed, that is to say a lower injection quantity, while the position in which an increased quantity of fuel is delivered in idle is indicated by dashed lines.
Am Leerlaufhebel 35 greift ein Bowdenzug 39 an, der zu einem Elektromagneten 41 als Verstellorgan führt und der an einer Platte 42 des Pumpengehäuses 8 be¬ festigt ist. Sobald- der Elektromagnet 41 erregt wird, erfolgt eine Verschwenkung des Leerlaufhebeis 35 in die gestrichelt dargestellte Stellung, also eine Stel¬ lung für größere Einspritzmenge im Leerlauf bzw. höhere Leerlaufdrehzahl.A Bowden cable 39 acts on the idle lever 35, which leads to an electromagnet 41 as an adjusting member and which is fastened to a plate 42 of the pump housing 8. As soon as the electromagnet 41 is energized, the idle lever 35 is pivoted into the position shown in dashed lines, that is to say a position for a larger injection quantity at idle or a higher idle speed.
In Fig. 3 ist der zu dieser Variante des Ausführungs- beispiels gehörende elektrische Schaltplan 43 für den Elektromagneten 41 gezeigt, in dem zwei Elektro- schalter 44 und 45 parallel in der Stromleitung 46 des Elektromagneten 41 angeordnet sind. Der Schalter 44 wird durch einen Magneten 47 betätigt, welcher durch Zusatzaggregate wie beispielsweise eine Klima¬ anlage geschaltet wird. Der Schalter 45 hingegen wird durch ein temperaturabhängig arbeitendes Stellglied 48 betätigt,' welches durch die Kühlwassertemperatur des Motors gesteuert ist. Auf diese Weise wird der Elektroschalter 44 durch den Magneten 47 dann geschlos¬ sen, wenn ein Zusatzaggregat in Betrieb genommen wird, woraufhin dann der Elektromagnet 41 erregt wird und den Leerlaufhebel 35 an den Anschlag 37 schwenkt, mit der Folge, daß die Leerlaufeinspritzmenge additiv erhöht wird. Der Schalter 45 hingegen ist bei kalter Brennkraftmaschine geschlossen und öffnet über das Stellglied 48, sobald die Brennkraf maschine erwärmt ist. Solange jedoch der Schalter 45 geschlossen ist, also bei kalter Brennkraftmaschine, ist der Elektro¬ magnet 41 erregt und es wird über den Leerlaufhebel 35 und die entsprechende Erhöhung der Vorspannung der Leerlauffeder 31 ein Anheben der Einspritzmenge im Leerlaufbereich erzielt.3 shows the electrical circuit diagram 43 for the electromagnet 41 belonging to this variant of the exemplary embodiment, in which two electrical switches 44 and 45 are arranged in parallel in the power line 46 of the electromagnet 41. The switch 44 is actuated by a magnet 47 which is switched by additional units such as an air conditioning system. The switch 45, however, is operated by a temperature-dependent actuator 48, which is controlled by the cooling water temperature of the engine. In this way, the electric switch 44 is closed by the magnet 47 when an additional unit is started up, whereupon the electromagnet 41 is then energized and pivots the idle lever 35 against the stop 37, with the result that the idle injection quantity is increased additively. The switch 45, however, is closed when the internal combustion engine is cold and opens via the actuator 48 as soon as the internal combustion engine is warmed up. However, as long as the switch 45 is closed, that is to say in the case of a cold internal combustion engine, the electromagnet 41 is excited and the injection quantity in the idling range is increased via the idling lever 35 and the corresponding increase in the preload of the idling spring 31.
Bei der in Fig. 4 dargestellten Variante des Ausfüh- rungsbeispiels wird der Leerlaufhebel 35 vom Anschlag 36 zum Anschlag 37 durch den Bowdenzug 39 geschwenkt, wenn dieser bei Erreichen eines entsprechenden Unter¬ drucks durch eine Druckdose 49 betätigt wird. Diese Druckdose weist eine Steuermembran 50 und eine Rück¬ stellfeder 51 auf, sowie einen Anschlußstutzen 52, von dem aus eine Zuleitung 53 zu einem Unterdruckbereich der Brennkraftmaschine beispielsweise im Brembsbereich führt. Sobald ein ausreichender Unterdruck über die Zuleitung 53 in der Druckdose 49 eingestellt ist, wird die Membran 50 entgegen der Rückstellfeder 51 nach links verschoben, wobei sie über den Bowdenzug 39 den Leerlaufhebel 35 in die gestrichelte Stellung für größere Einspritzmenge verschwenkt.In the variant of the exemplary embodiment shown in FIG. 4, the idle lever 35 is pivoted from the stop 36 to the stop 37 by the Bowden cable 39 when this is actuated by a pressure cell 49 when a corresponding negative pressure is reached. This pressure cell has a control membrane 50 and a return spring 51, as well as a connecting piece 52, from which a feed line 53 leads to a negative pressure area of the internal combustion engine, for example in the brake area. As soon as a sufficient negative pressure is set via the supply line 53 in the pressure cell 49, the diaphragm 50 is shifted to the left against the return spring 51, whereby the idling lever 35 is pivoted into the dashed position for a larger injection quantity via the Bowden cable 39.
In Fig. 5 ist ein Schaltplan für diese Variante darge- stellt, bei der in der Zuleitung 53 ein Magnetventil5 shows a circuit diagram for this variant. provides a solenoid valve in the supply line 53
54 angeordnet ist, welches über einen elektrischen Schaltkreis 43 ansteuerbar ist. Dieser elektrische Schaltkreis arbeitet in gleicher Weise wie der in Fig. 3 dargestellte Schaltkreis, wobei statt dem dort angesteuerten Elektromagneten 41 hier der Stellmagnet54 is arranged, which can be controlled via an electrical circuit 43. This electrical circuit works in the same way as the circuit shown in FIG. 3, the control magnet being used here instead of the electromagnet 41 driven there
55 des Magnetventils 54 elektrisch angesteuert wird.55 of the solenoid valve 54 is electrically controlled.
Alle in der Beschreibung, den nachfolgenden Ansprüchen und der Zeichnung dargestellten Merkmalen können sowohl einzeln als auch in beliebiger Kombination miteinander erfindungswesentlich sein. All of the features shown in the description, the following claims and the drawing can be essential to the invention both individually and in any combination with one another.

Claims

Patentansprüche Claims
1. Verteilerkraftstoffeinspritzpumpe für Brennkraft¬ maschinen mit einem durch einen Nockentrieb in eine hin und her gehende und gleichzeitig rotierende Bewegung angetriebenen Pumpenkolben1. Distributor fuel injection pump for internal combustion engines with a pump piston driven by a cam drive in a reciprocating and simultaneously rotating movement
- mit einem auf dem Pumpenkolben zur Steuerung der Einspritzmenge axial verschiebbar angeordneten ringförmigen Steuerschieber- With an axially displaceably arranged on the pump piston for controlling the injection quantity annular control slide
- und mit einem zur last- und drehzahlabhängigen Verschiebung des Steuerschiebers vorhandenen Regelhebelsystem, das einen um eine Achse schwenk¬ baren und durch ein mittels einen Verstellhebels in der Vorspannung änderbaren Abregelfeder be¬ lasteten Spannhebel aufweist und eine um die gleiche Achse schwenkbaren mit dem Spannhebel eine Startfeder einschließenden und mit dem Spannhebel oberhalb der Leerlaufdrehzahl einen Hebelverbund bildenden Starthebel aufweist, der durch ein Mitnahmeglied mit dem Steuerschieber gekoppelt ist und an dem eine Leerlauffeder angreift, welche andererseits an einem Einstell¬ hebel angreift, der an einem zur Änderung der FedervorSpannung einstellbaren Anschlag anliegt, dadurch gekennzeichnet, daß der Einstellhebel (33) in Abhängigkeit von Betriebskenngrößen (47, 48) schwenkbar ist und daß die nach Motorkenngrößen* abhängiger Schwenkung eingenommene Schwenkendläge durch einen zweiten ebenfalls einstellbaren (38) Anschlag (37) begrenzbar ist.- And with an existing for the load and speed-dependent displacement of the control slide control lever system, which has a pivotable about an axis and loaded by a adjusting lever in the pretensioning by means of a regulating spring, and a pivoting lever that can be pivoted about the same axis with the clamping lever a starting spring including a starting lever and with the tension lever above the idle speed forming a lever assembly, which is coupled by a driving link to the control slide and on which engages an idling spring which, on the other hand, engages an adjusting lever which is adjustable at a stop adjustable for changing the spring preload is present, characterized in that the adjusting lever (33) can be swiveled as a function of operating parameters (47, 48) and that the swiveling end positions assumed according to motor parameters * dependent swiveling can be limited by a second likewise adjustable (38) stop (37).
2. Verteilerkraftstoffeinspritzpumpe nach Anspruch 1, dadurch gekennzeichnet, daß der Einstellhebel (33) auf der einen Stirnseite einer im Pumpengehäuse (8) gelagerten Verdrehwelle (34) angeordnet ist, an deren anderer Seite außerhalb des Pumpengehäuses (8) ein äußerer Leerlaufhebel (35) angreift, der durch ein betriebskenngroßenabhangig arbeitendes Stellorgan (41, 49) verschwenkbar ist.2. Distributor fuel injection pump according to claim 1, characterized in that the adjusting lever (33) is arranged on one end face of a rotating shaft (34) mounted in the pump housing (8), on the other side outside the pump housing (8) an outer idling lever (35) attacks which can be pivoted by an actuator (41, 49) which depends on the operating parameters.
3. Verteilerkraftstoffeinspritzpumpe nach Anspruch 2, dadurch gekennzeichnet, daß der Schwenkbereich des Einstellhebels (33) durch Anschläge (36, 37, 38) des Leerlaufhebeis (35) bestimmbar ist, welche außerhalb des Pumpengehäuses (8) justierbar sind. 3. Distributor fuel injection pump according to claim 2, characterized in that the pivoting range of the adjusting lever (33) by stops (36, 37, 38) of the idle lever (35) can be determined, which are adjustable outside of the pump housing (8).
4. Verteilerkraftstoffeinspritzpumpe nach Anspruch 2 oder 3, dadurch gekennzeichnet, daß als Verstell- übertragungsglied zwischen Verstellorgan (41, 49) und Leerlaufhebel (35) ein Bowdenzug (39) dient und daß am Leerlaufhebel (35) in Richtung geringerer Einspritzmenge eine Schenkelfeder (40) angreift.4. Distributor fuel injection pump according to claim 2 or 3, characterized in that a Bowden cable (39) serves as an adjusting transmission member between the adjusting member (41, 49) and idle lever (35) and that on the idle lever (35) in the direction of lower injection quantity a leg spring (40 ) attacks.
5. Verteilerkraftstoffeinspritzpumpe nach Anspruch 2-4, dadurch gekennzeichnet, daß als Verstellorgan ein Elektromagnet (41) dient.5. Distributor fuel injection pump according to claims 2-4, characterized in that an electromagnet (41) serves as the adjusting member.
6. Verteilerkraftstoffeinspritzpumpe nach Anspruch 2-4, dadurch gekennzeichnet, daß als Verstellorgan eine Druckdose (49), die durch unter einem bestimm¬ ten Betriebsdruck stehende Steuerluft betätigbar ist.6. Distributor fuel injection pump according to claims 2-4, characterized in that a pressure cell (49), which can be actuated by control air under a certain operating pressure, can be actuated as the adjusting element.
7. Verteilerkraftstoffeinspritzpumpe nach Anspruch 6, dadurch gekennzeichnet, daß als Betriebsdruck ein Unterdr ck vorhanden ist.7. Distributor fuel injection pump according to claim 6, characterized in that a negative pressure is present as the operating pressure.
8. Verteilerkraftstoffeinspritzpumpe nach Anspruch 6 oder 7, dadurch gekennzeichnet, daß in der Zu¬ leitung (53) der Steuerluft ein Magnetventil (54) angeordnet ist.8. Distributor fuel injection pump according to claim 6 or 7, characterized in that a solenoid valve (54) is arranged in the supply line (53) to the control air.
9. Verteilerkraftstoffeinspritzpumpe nach einem der Ansprüche 5-8, dadurch gekennzeichnet, daß zur Steuerung des Erregerstroms für Magnet (41) oder Magnetventil (54) des Verstellorgans (41, 49) ein Stromkreis dient, in dem mindestens zwei pa¬ rallel angeordnete und durch Betriebskenngrößen (47, 48) betätigte Schalter (44, 45) vorhanden sind.9. Distributor fuel injection pump according to one of claims 5-8, characterized in that for controlling the excitation current for the magnet (41) or Solenoid valve (54) of the adjusting member (41, 49) serves a circuit in which there are at least two switches (44, 45) arranged in parallel and operated by operating parameters (47, 48).
10. Verteilerkraftstoffeinspritzpumpe nach Anspruch 9, dadurch gekennzeichnet, daß einer der Schalter (45) in Abhängigkeit der Kühlwassertemperatur des Motors bei kaltem Motor geschlossen und bei warmem Motor geöffnet ist.10. Distributor fuel injection pump according to claim 9, characterized in that one of the switches (45) is closed as a function of the cooling water temperature of the engine when the engine is cold and open when the engine is warm.
11. Verteilerkraftstoffeinspritzpumpe nach Anspruch 9, dadurch gekennzeichnet, daß ein Schalter (44) bei Inbetriebnahme eines Zusatzaggregates (Klima¬ anlage) schließbar ist. 11. Distributor fuel injection pump according to claim 9, characterized in that a switch (44) can be closed when starting up an additional unit (air conditioning system).
EP89910820A 1988-12-31 1989-09-30 Distributor fuel-injection pump for internal combustion engines Expired - Lifetime EP0451151B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3844452A DE3844452A1 (en) 1988-12-31 1988-12-31 DISTRIBUTION FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3844452 1988-12-31

Publications (2)

Publication Number Publication Date
EP0451151A1 true EP0451151A1 (en) 1991-10-16
EP0451151B1 EP0451151B1 (en) 1992-09-16

Family

ID=6370614

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89910820A Expired - Lifetime EP0451151B1 (en) 1988-12-31 1989-09-30 Distributor fuel-injection pump for internal combustion engines

Country Status (6)

Country Link
US (1) US5138998A (en)
EP (1) EP0451151B1 (en)
JP (1) JP2974706B2 (en)
KR (1) KR910700406A (en)
DE (2) DE3844452A1 (en)
WO (1) WO1990007643A1 (en)

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EP0624720A1 (en) * 1993-05-14 1994-11-17 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
WO1996018027A1 (en) * 1994-12-03 1996-06-13 Robert Bosch Gmbh Fuel injection pump for internal combustion engines

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EP0624720A1 (en) * 1993-05-14 1994-11-17 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
WO1996018027A1 (en) * 1994-12-03 1996-06-13 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
CN1073202C (en) * 1994-12-03 2001-10-17 罗伯特·博施有限公司 Fuel injection pump for internal combustion engines

Also Published As

Publication number Publication date
DE58902309D1 (en) 1992-10-22
JPH04502657A (en) 1992-05-14
US5138998A (en) 1992-08-18
JP2974706B2 (en) 1999-11-10
WO1990007643A1 (en) 1990-07-12
KR910700406A (en) 1991-03-15
EP0451151B1 (en) 1992-09-16
DE3844452A1 (en) 1990-07-05

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