EP0454803B1 - Pompe a injection de carburant pour moteurs a combustion interne - Google Patents

Pompe a injection de carburant pour moteurs a combustion interne Download PDF

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Publication number
EP0454803B1
EP0454803B1 EP90915747A EP90915747A EP0454803B1 EP 0454803 B1 EP0454803 B1 EP 0454803B1 EP 90915747 A EP90915747 A EP 90915747A EP 90915747 A EP90915747 A EP 90915747A EP 0454803 B1 EP0454803 B1 EP 0454803B1
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EP
European Patent Office
Prior art keywords
fuel
throttle
fuel injection
injection pump
pump
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.)
Expired - Lifetime
Application number
EP90915747A
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German (de)
English (en)
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EP0454803A1 (fr
Inventor
Max Straubel
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of EP0454803A1 publication Critical patent/EP0454803A1/fr
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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
    • 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
    • F02M41/124—Throttling of fuel passages to or from the pumping chamber
    • 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
    • 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
    • F02M59/38—Pumps characterised by adaptations to special uses or conditions

Definitions

  • the invention is based on a fuel injection pump for internal combustion engines according to the preamble of claim 1.
  • a fuel injection pump known from DE-PS 30 13 368
  • a series injection pump is provided with an electronic controller, to which the desired load is added via an accelerator pedal.
  • This throttle pedal is used to adjust a throttle that controls the intake bore to this cylinder on each cylinder of the injection pump.
  • This throttle With the help of this throttle, maintenance of the operation of the internal combustion engine is to be ensured in the event of a controller failure, and a permissible maximum speed is surely avoided.
  • This device has the disadvantage that the upstream throttle causes a loss of filling in the pump work spaces, which must be compensated for by the controller for normal operation. This requires a higher design effort such that the fuel injection pump must be designed for a higher output than it actually delivers.
  • GB-A-21 09 058 also discloses a fuel injection pump which controls the fuel injection quantity with the aid of a solenoid valve as a function of operating parameters. If the electrical control or the solenoid valve fails, an auxiliary device is also provided, which consists of a four-way valve, which controls the flow of fuel from a fuel storage chamber to the pump work chamber at one point and the flow of fuel from the cylinder at another point Pump workspace controls the solenoid valve.
  • the valve member of this four-way valve is hydraulically controlled in such a way that it is decoupled from a pressure source by a spring in a position in normal, undisturbed operation of the fuel injection pump, in a position in which the two control points mentioned are open and acted upon by a speed-dependent pressure in the event of disturbed operation is and is adjusted by this against the force of a spring such that the connection between the pump work space and the solenoid valve is interrupted and the connection between the fuel storage space and the pump work space is controlled in the form of a suction valve as a function of the speed-dependent pressure.
  • a load-dependent component can be applied to these control criteria by differently biasing the return spring.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that the function of the fuel injection quantity control is in no way disturbed when the controller is intact, and that on the other hand, if the controller fails, the adjustable throttle with the minimum constant flow cross section provided is an idle mode and also a load mode enabled as an emergency operation.
  • Advantageous developments of the solution according to the invention presented in claim 1 are given by the subclaims.
  • control of the throttle element of the throttle is realized, with which a speed-dependent and load-dependent mechanical control of the fuel injection pump can be carried out if the controller fails.
  • FIG. 1 shows a first embodiment in a fixed throttle bypassing a throttle in the fuel supply line
  • FIG. 2 shows a variant of the embodiment of FIG. 1 with a seat valve as a throttle
  • FIG. 3 shows a second variant of the embodiment of FIG. 1 in a further development of FIG. 2 with a passage cross-section forming the fixed throttle in the valve closing member of the seat valve
  • FIG. 4 shows a third variant of the exemplary embodiment according to FIG. 1 with a fixed throttle integrated in a rotary slide valve in three functional positions
  • FIG. 5 shows the second exemplary embodiment of the invention with a speed-dependent adjustable throttle
  • 6 shows a third exemplary embodiment with a throttle body of the throttle provided with an oblique control edge
  • FIG. 7 shows a fourth exemplary embodiment in a modification of the one shown in FIG. 6 with a pressure-compensating annular groove.
  • a cylinder bore 2 is provided in a pump housing 1 of a fuel injection pump, in which a pump piston 3 encloses a pump work chamber 4.
  • the pump piston is driven via a cam disk 5, which runs on a roller ring 6 (shown in the drawing by 90 ° in the plane of the drawing), rotated by means not shown and performs a reciprocating pump movement with a suction stroke during its rotary movement and a delivery stroke.
  • the fuel supply to the pump work space takes place via a fuel supply line 8 which leads into the cylinder 2 from a fuel supply space 9 serving as a fuel supply source, its entry into the cylinder being controlled via longitudinal grooves 10 extending from the end face of the pump piston.
  • the fuel supply chamber is located within the pump housing and is supplied with fuel by means of a fuel feed pump 12, which is usually driven synchronously with the pump piston.
  • the fuel delivery pump is connected to a fuel reservoir 15 via a suction line 14.
  • a pressure control valve 16 is connected in parallel to the fuel feed pump, by means of which the pressure in the fuel supply chamber 9 is controlled via the speed-dependent delivery of the fuel feed pump. In order to control the injection timing, this pressure is preferably dependent on the speed at which the fuel injection pump is operated.
  • the pump piston protrudes into the fuel supply chamber on the cam disc side and carries an annular slide 18 on this part of the pump piston, with the upper edge of which, for example, the exit of a transverse bore 19 on the pump piston into the fuel supply chamber 9 can be controlled.
  • a longitudinal bore 20 in the pump piston extends from the transverse bore 19 and acts as a relief channel with the pump work chamber 4 is in constant communication.
  • a radial bore 21 branches off from the relief channel and opens into a distributor groove 22. When the pump piston rotates, it is connected in succession to a fuel injection line 24 during its delivery stroke. These are arranged according to the number of cylinders to be supplied to the internal combustion engine on the circumference of the cylinder bore 2 in the working area of the distributor groove 22.
  • the ring slide 18 is used to control the fuel injection quantity and is axially shifted on the pump piston by an electromagnetic signal box 25, the amount of fuel delivered per pump stroke of the pump piston into one of the injection lines being greater, the more the ring slide 18 is displaced towards the top dead center of the pump piston is.
  • the electromagnetic signal box as a control element for controlling the fuel injection quantity is controlled by an electrical control device 23 which emits a control signal to the signal box 25 in accordance with operating parameters.
  • the speed of the internal combustion engine is detected via a speed sensor 26, which cooperates with a toothed disc 28 coupled to the drive shaft 27 of the fuel injection pump. This drive shaft also drives the cam disk 6.
  • the set position of the electromagnetic signal box 25 is detected by a feedback sensor 29 and the position of the injection timing of the control system is also detected using an injection timing indicator 30.
  • this can be a sensor that detects the position of the roller ring 6, but other spray timing devices such as, for. B. needle stroke encoder or similar.
  • a signal corresponding to the desired torque to be output by the internal combustion engine is entered into the control device via an accelerator pedal 32.
  • other parameters such as the temperature or the density of the air supplied to the combustion chambers of the internal combustion engine, can be taken into account when generating the fuel quantity signal for controlling the signal box.
  • Such controls are generally known and therefore do not need to be described in more detail here.
  • an injection adjusting piston 34 is also provided, which is displaceable in a working cylinder 35 and is coupled to the roller ring 6, on one side is loaded by a return spring 37 and on the other side includes a working space 38 in the working cylinder, which includes is connected to the fuel supply chamber 9 via a decoupling throttle 39.
  • the injection adjusting piston With the pressure in the fuel supply chamber increasing with the speed, the injection adjusting piston is displaced against the force of the spring 37 and rotates the roller ring 6 so that the piston stroke movement takes place at an earlier angle of rotation of the injection pump drive shaft 27.
  • This throttle can also be actuated by the accelerator pedal 32 via an external lever 42 and controls the cross section of the fuel supply line. Downstream of this throttle, an electromagnetically actuated shut-off valve 44 can be provided in the fuel supply line 8 immediately before it flows into the cylinder 2, which can completely stop the fuel supply to the pump work chamber 4 for switching off the internal combustion engine.
  • This valve is also controlled by the control device 23 when, for. B. the power supply to the control device is interrupted by an ignition switch.
  • a fixed throttle 46 is arranged in a bypass line 45, which determines the minimum passage cross section from the fuel supply chamber 9 to the cylinder bore 2 or to the pump working chamber 4.
  • a correspondingly actuatable seat valve 140 with a fixed throttle 46 likewise lying parallel thereto according to FIG. 2 or a seat valve 240 according to FIG. 3 can be provided, in which the fixed throttle is implemented as a bore 48 through the closing member 49 of the seat valve 240 .
  • the adjustable throttle is designed and is controlled by the accelerator pedal in such a way that even with the smallest accelerator pedal movements the passage cross-section in the fuel supply line 8 is opened very quickly, so that the functionality of the electrical control device is not restricted and the fuel injection quantity is unaffected by the adjustable throttle through the ring slide 18 is controlled. Above all, this can be carried out particularly effectively if a conical seat valve 140 or 240 according to the explanations in FIGS. 2 and 3 is used.
  • the adjustable throttle controls the fuel injection quantity in the manner of a suction throttle control. For this purpose, the adjustable throttle is now also adjusted depending on the accelerator pedal 32 and changes the inflow cross section to the pump work space.
  • the minimum inflow cross-section is determined by the fixed throttle 46, which must be at least so large that the full no-load load absorption and the fuel supply for starting the internal combustion engine is ensured.
  • the flow rate related to the individual delivery stroke of the pump piston decreases in the ratio l / n. Because of the increasing friction power of the motor with the speed, an equilibrium will be set at the corresponding speed the amount of fuel supplied, the drive power and the resistances. Even if the signal box 25 were set to the full fuel injection quantity, the internal combustion engine could be prevented from going through since the driver takes back the accelerator pedal 32 to influence the drive power, the through bore 41 of the adjustable throttle 40 is closed and the fuel flow to the pump work space is determined by the fixed throttle becomes.
  • the equilibrium ratio given above which can correspond to an idling speed or a medium low speed, is established.
  • the fixed throttle can also be arranged in a rotary slide valve 50, as shown in three positions in FIG.
  • the rotary slide valve represents the adjustable throttle, which corresponds to the adjustable throttle 40 of FIG. 1, with a through bore 41.
  • a transverse channel 52 branches off from this, which is designed as a throttle bore.
  • the through-bore 41 has a cross-sectional widening 53 such that the inlet 54 is still connected to the inlet-side fuel supply line 8 in a rotary position of the rotary slide valve, in which the outlet 55 of the through-bore 41 is closed, but the transverse channel 52 with the continuing fuel supply line is probably 8 is connected.
  • a longitudinal valve 57 is provided as a throttle body of the throttle, which has an annular groove 58 on its circumference and can be moved tightly in a blind bore 59, which is open towards the fuel supply chamber.
  • the end face 60 of the longitudinal slide 57 is thus acted upon by the speed-dependent pressure in the fuel supply space and can be displaced against a return spring 61 acting on its other end face.
  • This displacement path is limited by an adjustable fitting 63, which in turn is actuated by the accelerator pedal 32 in accordance with the control of the rotary valve 40 from FIG. 1.
  • the longitudinal slide 57 is displaced against the pressure in the fuel supply space and the annular groove 58 increasingly overlaps the fuel supply line 8, which is preferably supplied with fuel from a constant pressure source.
  • a variable cross-section can be controlled mechanically and, with the fitting 63 adjusted in the direction of the smallest load, quantity control can be achieved via the equilibrium between the return spring 61 and the force acting on the longitudinal slide on the fuel supply space side.
  • the return spring 61 can in this case take over the function of an idle spring which controls the passage cross section in the fuel supply line 8 on the annular groove 58.
  • the fuel injection pump is constructed in the same way as that of the exemplary embodiment according to FIG. 1.
  • an additional stop can also be used to set a residual passage cross-section on the ring slide 58 and also make it possible to close the passage cross-section of the fuel supply line 8 entirely by hand.
  • a spring capsule 66 can be used in the path transmission between accelerator pedal 32 and adjustable stop, which is compressed at overspeed and thus rapidly increasing pressure in fuel supply chamber 9, so that the fuel supply line is closed can be and the fuel injection quantity is regulated.
  • FIG. 6 shows a modified embodiment of the exemplary embodiment according to FIG. 5.
  • a cylindrical throttle body 66 of the throttle which is tightly displaceable in a guide cylinder 65, is provided, which has at one end a piston 67 with a larger diameter and at its other end a piston 68 smaller diameter passes.
  • the piston with a larger diameter slides tightly in a cylinder 69, which connects to the guide cylinder 65 and is opposite via an inlet opening 70 in connection with the control pressure source, the fuel supply chamber 9, which is under speed-dependent pressure.
  • the space 71 enclosed by the piston 67 in the cylinder 69 on the side opposite the inlet opening 70 is relieved of pressure via a relief line 72 or leak line.
  • the shoulder 76 formed at the transition between the cylindrical throttle body 66 and the piston 68 with a smaller diameter extends obliquely, so that an oblique control edge 77 is formed, through which an inlet opening 78 of the fuel supply line 8 opening into the guide cylinder 65 can be controlled.
  • the guide cylinder 65 is closed on the end face and the fuel supply line 8 leads from the part of the guide cylinder enclosed by the shoulder 76 to the pump working chamber of the fuel injection pump in an unlockable manner.
  • the smaller diameter piston 68 is passed tightly through the end face 79 of the guide cylinder 65 and there is a front spring loaded by a return spring 61 corresponding to the return spring 80, such that the throttle body 66 by means of the piston 67 from the speed-dependent pressure of the suction chamber 9 against the force of the Return spring 80 is displaceable and thus controls the entry cross section of the inlet opening 78 with its oblique control edge 77.
  • the throttle body 66 In order to change the rotational position of the throttle body 66, the latter is guided in the rotational position so as to be changeable via a lever 81, the lever 81 corresponding to FIG Accelerator pedal position can be changed in the direction of rotation.
  • the inlet opening 78 is thus fully opened or completely closed according to an earlier or later path.
  • the speed that is noticeable in the speed-dependent pressure of the fuel supply chamber, at which the fuel supply is reduced can be changed or the throttle throttling the cross section of the fuel supply line 8 can be adjusted depending on the load.
  • FIG. 7 An embodiment variant of the embodiment according to FIG. 6 is shown in FIG. 7. This differs from FIG. 6 in that the piston 67 with a larger diameter adjoining the cylindrical throttle body 66 is dispensed with, so that here the cylindrical throttle body 86 with its one end face in Guide cylinder 87 delimits a pressure chamber 88, which in turn is connected to the fuel supply chamber 9 via the inlet opening 70. Furthermore, the cylindrical throttle body 86 has an annular groove 90, the boundary wall of which faces the inlet opening 70 and runs obliquely to the longitudinal axis of the throttle body, forming an oblique control edge 91.
  • the fuel supply line 8 leads from the annular groove 90 to the pump work space and cannot open, and the fuel supply line 8 opens an inlet opening 92 controlled by the oblique control edge 91 in the annular groove 90.
  • the cylindrical throttle body is guided in a manner similar to the embodiment according to FIG. 6 via a piston 93 with a smaller diameter, the piston 93 leading outwards through the end wall 94 of the guide cylinder 87 , there has the lever 81 for rotating the throttle body 86 and is acted upon by the return spring 80 against the fuel pressure in the pressure chamber 88.
  • This embodiment has the advantage over the foregoing that the throttle body 86 is force-balanced with respect to the annular groove 90 or the force acting on it on the control edge side.
  • the guide cylinder 87 is relieved of pressure via a leak line (not shown further here).
  • the device described makes it possible to bring the safety precautions in the control unit to a low level with increased security against the internal combustion engine going through.
  • the fuel metering is no longer dependent solely on the function of the control device and the signal box.
  • the configuration according to the invention can also be used in another type of electrical regulation or control of the fuel injection quantity.
  • This z. B. in fuel injection pumps the pump work space is opened or closed via an electrically controlled valve during the pump piston delivery stroke and with the closing the duration and the time of high-pressure fuel generation by the pump piston and thus the injection is determined.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

Il est décrit une pompe à injection de carburant pour moteurs à combustion interne, dans laquelle il est prévu, pour la commande du débit de carburant, un dispositif de régulation électrique (23) commandant un organe de réglage électrique (25) qui, de son côté, actionne l'élément (18) déterminant le débit d'injection du carburant. L'alimentation en carburant du volume moteur de la pompe s'effectue par l'intermédiaire d'un conduit d'alimentation en carburant (8), dans lequel est montée une soupape d'étranglement réglable (40). Celle-ci est actionnée suivant la position d'une pédale de gaz (32), mais elle commande toutefois une section de passage du conduit d'alimentation (8) toujours plus grande que celle correspondant à la quantité dosée de carburant traversant le dispositif de régulation (23). Une section minimale de passage est déterminée par un étranglement fixe (46). Ce dispositif permet de disposer d'un mode de fonctionnement de secours en cas de panne de la commande électrique du débit d'injection de carburant, sans que le dispositif de secours perturbe la quantité dosée de carburant traversant le dispositif de régulation. L'étranglement fixe (46) empêche notamment qu'un emballement du moteur se produise involontairement de la part du conducteur, en cas de panne du dispositif de régulation.

Claims (9)

  1. Pompe d'injection de carburant pour moteurs thermiques, comportant un piston de pompe (3) entraîné en va et vient, délimitant une chambre de travail de pompe (4), avec une conduite d'alimentation en carburant (8) susceptible d'être reliée à la chambre de travail (4), conduite équipée d'un organe d'étranglement réglable (40, 140, 240, 50, 57) commandé arbitrairement en fonction de la position de la pédale d'accélérateur en fonction du couple à fournir, et qui relie la chambre de travail de la pompe lors de la course d'aspiration du piston de la pompe à une source de carburant (9) soumise à une faible pression, ainsi qu'avec un canal de décharge (20) partant de la chambre de travail (4) de la pompe, canal qui peut être relié à une chambre de basse pression de carburant pour commander la quantité de carburant injectée par un organe de commande (25, 18) commandé suivant les paramètres de fonctionnement par une installation électrique de régulation (23), en pouvant être notamment relié à la source de carburant (9), l'installation de régulation (23), électrique détectant au moins la position de la pédale d'accélérateur (32) pour commander la quantité de carburant injectée, pompe caractérisée en ce que lorsque la position de la pédale d'accélérateur est rappelée, en fonction du réglage du ralenti, l'organe d'étranglement réglable (40, 140, 240, 50, 57) est dans une position libérant une section minimale prédéterminée, suffisante pour alimenter le moteur thermique avec la quantité de carburant nécessaire au démarrage et au fonctionnement en ralenti pour la chambre de travail de la pompe, et pour libérer toujours une section plus grande de la conduite d'alimentation en carburant (8) pour toutes les autres positions de la pédale d'accélérateur, section supérieure à celle qui serait nécessaire pour fournir à la chambre de travail (4) la quantité de carburant injectée commandée par l'installation de régulation électrique pour la course d'aspiration du piston de la pompe.
  2. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que la section de passage minimale est fixée par un organe d'étranglement fixe (46, 48) en dérivation de l'organe d'étranglement réglable.
  3. Pompe d'injection de carburant selon la revendication 2, caractérisée en ce que l'organe d'étranglement réglable est en forme de siège de soupape (140, 240).
  4. Pompe d'injection de carburant selon la revendication 3, caractérisée en ce que l'organe d'étranglement fixe est en forme d'organe d'obturation de siège de soupape (49) du perçage traversant (48) passant par le siège de soupape (240).
  5. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que la section de passage minimale est réalisée sous la forme d'un canal transversal (52) dérivant du perçage traversant (41) dans un tiroir rotatif (50), et qui sert d'organe d'étranglement variable jusqu'à une première position de rotation et qui dans cette première position de rotation met le canal transversal en série avec le perçage traversant (41) dans la conduite d'alimentation en carburant (8) et qui, dans une autre position de rotation, coupe la liaison entre les parties adjacentes de la conduite d'alimentation en carburant (8) par le tiroir rotatif (50).
  6. Pompe d'injection de carburant selon l'une des revendications précédentes, caractérisée en ce que l'organe (57) du moyen d'étranglement est exposé à la pression commandée en fonction de la vitesse de rotation de la source de carburant (9) contre la force d'un ressort (61) et la course de réglage de l'organe d'étranglement contre la force du ressort peut être modifiée en fonction de la charge de façon qu'avec une augmentation de l'ouverture est établie la liaison d'étranglement dans la conduite d'alimentation de carburant (8) pour des réglages de la pédale d'accélérateur dans le sens d'une charge croissante et/ou d'une vitesse de rotation décroissante.
  7. Pompe d'injection de carburant selon lu revendication 6, caractérisée en ce que la course de réglage de l'organe d'étranglement peut être modifiée par une butée réglable (63) contre laquelle peut venir en appui un organe d'étranglement (57) commandant la section de passage de la conduite d'alimentation (8) contre la force du ressort (61) dans le sens d'une réduction de la section de passage, la butée réglable étant réglée en fonction de la position de la pédale d'accélérateur (32).
  8. Pompe d'injection de carburant selon la revendication 6 ou 7, caractérisée par une capsule à ressort pré-contrainte montée en série avec la butée réglable.
  9. Pompe d'injection de carburant selon la revendication 6, caractérisée en ce que l'organe d'étranglement comporte un corps d'étranglement (66, 68) réglable axialement, de forme cylindrique, guidé dans un cylindre (65, 87) sollicité par une pression appliquée sur la face frontale et dépendant de la vitesse de rotation, ce corps d'étranglement ayant une arête de commande en biais commandant la section de passage de la conduite de carburant débouchant dans le cylindre, cette arête de commande pouvant être tournée en fonction de la course de réglage de la pédale d'accélérateur.
EP90915747A 1989-11-13 1990-10-24 Pompe a injection de carburant pour moteurs a combustion interne Expired - Lifetime EP0454803B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3937709A DE3937709A1 (de) 1989-11-13 1989-11-13 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3937709 1989-11-13

Publications (2)

Publication Number Publication Date
EP0454803A1 EP0454803A1 (fr) 1991-11-06
EP0454803B1 true EP0454803B1 (fr) 1993-05-05

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EP90915747A Expired - Lifetime EP0454803B1 (fr) 1989-11-13 1990-10-24 Pompe a injection de carburant pour moteurs a combustion interne

Country Status (5)

Country Link
US (1) US5220894A (fr)
EP (1) EP0454803B1 (fr)
JP (1) JPH04503101A (fr)
DE (2) DE3937709A1 (fr)
WO (1) WO1991007585A1 (fr)

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Publication number Priority date Publication date Assignee Title
ES2120076T3 (es) * 1993-11-08 1998-10-16 Sig Schweiz Industrieges Dispositivo de mando para una bomba de regulacion del grado de llenado.
DE4344865A1 (de) * 1993-12-29 1995-07-06 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
DE19631655C2 (de) * 1996-08-05 2003-03-27 Hatz Motoren Motorabschaltung für eine Brennkraftmaschine
DE19948149A1 (de) * 1999-10-07 2001-04-12 Volkswagen Ag Kraftstofförderanlage und Verfahren zum Betrieb der Kraftstofförderanlage

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Publication number Priority date Publication date Assignee Title
DE1058790B (de) * 1958-03-26 1959-06-04 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer mehrzylindrige Brennkraftmaschinen
DE1143674B (de) * 1961-06-16 1963-02-14 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
FR1452638A (fr) * 1965-06-01 1966-04-15 Bosch Gmbh Robert Perfectionnements apportés aux pompes alternatives d'injection de combustible permettant un surdébit de combustible au démarrage
FR1528311A (fr) * 1966-06-28 1968-06-07 Bosch Gmbh Robert Pompe d'injection de carburant pour moteurs à combustion interne
DE3004460A1 (de) * 1980-02-07 1981-09-10 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3013368A1 (de) * 1980-04-05 1981-10-15 Daimler-Benz Ag, 7000 Stuttgart Regelung, insbesondere elektronische regelung fuer dieselmotoren
DE3017275A1 (de) * 1980-05-06 1981-11-12 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer selbstzuendende brennkraftmaschinen
DE3049366A1 (de) * 1980-12-29 1982-07-29 Spica S.p.A., Livorno Kraftstoffverteiler-einspritzpumpe fuer verbrennungsmotoren
GB2109058B (en) * 1981-11-11 1985-02-20 Lucas Ind Plc Liquid fuel pumping apparatus
JPS58149566U (ja) * 1982-03-31 1983-10-07 株式会社デンソー 分配型燃料噴射ポンプ
GB8331246D0 (en) * 1983-11-23 1983-12-29 Lucas Ind Plc Liquid fuel injection pumping apparatus
GB8401626D0 (en) * 1984-01-21 1984-02-22 Lucas Ind Plc Liquid fuel injection pumping apparatus
JPS60162267U (ja) * 1984-04-05 1985-10-28 株式会社ボッシュオートモーティブ　システム 分配型燃料噴射ポンプ
DE3711744A1 (de) * 1987-04-07 1988-10-27 Bosch Gmbh Robert Verfahren und vorrichtung zur steuerung der kraftstoffeinspritzmenge

Also Published As

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WO1991007585A1 (fr) 1991-05-30
DE59001368D1 (de) 1993-06-09
DE3937709A1 (de) 1991-05-16
US5220894A (en) 1993-06-22
JPH04503101A (ja) 1992-06-04
EP0454803A1 (fr) 1991-11-06

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