EP0493399A1 - Fuel injection pump for internal combustion engines. - Google Patents

Fuel injection pump for internal combustion engines.

Info

Publication number
EP0493399A1
EP0493399A1 EP90912640A EP90912640A EP0493399A1 EP 0493399 A1 EP0493399 A1 EP 0493399A1 EP 90912640 A EP90912640 A EP 90912640A EP 90912640 A EP90912640 A EP 90912640A EP 0493399 A1 EP0493399 A1 EP 0493399A1
Authority
EP
European Patent Office
Prior art keywords
lever
adjusting
fuel injection
injection pump
stop
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
EP90912640A
Other languages
German (de)
French (fr)
Other versions
EP0493399B1 (en
Inventor
Max Straubel
Klaus Krieger
Karl Konrath
Manfred Schwarz
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 EP0493399A1 publication Critical patent/EP0493399A1/en
Application granted granted Critical
Publication of EP0493399B1 publication Critical patent/EP0493399B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine

Definitions

  • the invention relates to a fuel injection pump for internal combustion engines of the type defined in the preamble of claim 1.
  • the stop lever which determines the starting position of the starting lever is adjusted as a function of the temperature of the internal combustion engine for this reason, so that the starting lever becomes smaller as the temperature increases
  • Fuel injection quantities shifted According to the The position of the start lever shifts the delivery quantity adjustment element, which is displaceable on the pump piston of the fuel injection pump and which determines the size of the pump piston stroke and thus the metered fuel injection quantity.
  • the adjustment of the delivery quantity adjustment element which is displaceable on the pump piston of the fuel injection pump and which determines the size of the pump piston stroke and thus the metered fuel injection quantity.
  • the stop lever is made by an expansion agent that projects into a space through which the cooling water of the internal combustion engine flows and engages the stop lever via a Bowden cable.
  • the stop lever can only be adjusted to a position which corresponds to the full-load position, but not below it. This means that the warm start is not entirely smoke-free.
  • such an adjustment device is technically relatively complex and does not require inconsiderable additional costs during manufacture.
  • the fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that the different amounts of fuel required for hot and cold starts can be set with extremely little effort. For this purpose, only a gear connection between the adjusting lever and the stop lever is required such that when the adjusting lever actuated by the accelerator pedal is pivoted, the stop lever is transferred from its one end position into the other. Depending on the starting conditions (cold or warm start), the driver has to operate the accelerator pedal or not, so that the start lever assumes the correct end position.
  • the stop lever is coupled to the adjusting lever in such a way that it assumes the first end position when the adjusting lever is not actuated, then a logical handling for the driver is achieved when the internal combustion engine starts: if the
  • the coupling between the stop lever and the adjusting lever is performed by a
  • Actuating lever which is non-rotatably seated on the pivot shaft of the stop lever and is driven by the adjusting lever.
  • the two end positions of the stop lever are fixed by fixed stops in the swivel path of the adjusting lever. This has the advantage that the outside of the
  • Adjusting lever lying in the pump housing can be coupled in a simple manner without intervention in the pump housing with the stop lever arranged in the pump housing.
  • the control lever is also outside the pump housing.
  • the adjusting lever is articulated on the adjusting lever via a spring-buffered linkage.
  • Adjustment path of the adjustment lever can be set. If the accelerator pedal is actuated, irrespective of the pedal travel, the actuating lever lies against the stop defining the second end position after a minimum pivoting travel of the adjusting lever and maintains this position even during the further pivoting of the adjusting lever.
  • the two stops of the adjusting lever are formed on adjusting screws so that the end positions can be set with high precision.
  • 1 is a partial side view of a fuel injection pump
  • FIG. 2 is a top view of the fuel injection pump in FIG. 1.
  • the pump housing is indicated by dash-dotted lines and is designated by 10.
  • the internal structure of the fuel injection pump is known and described for example in DE 28 44 910 AI.
  • a delivery quantity adjustment member 11 which sits axially displaceably on a pump piston 12 and closes a control bore in the pump piston 12, around a fixed pivot axis 14 pivotable, two-armed start lever 13, which acts on the delivery quantity adjustment element 11 for displacement thereof on the pump piston 12, a one-armed clamping lever 15 which can be pivoted about the pivot axis 14 and on which the start lever 13 is supported by a start spring 16, and a stop lever 17 which rotates on one in the pump housing 10 mounted shaft 18.
  • the tensioning lever 15 is connected via a spring 35 to a spring plate 19 of a control linkage 34, which
  • the tensioning lever 15 is connected via an idling and control spring and the control linkage 34 to an adjusting lever 20 which is rotatably mounted on the outside of the pump housing 10 at points 21 and is arbitrarily actuated in the direction of arrow 22 (FIG 2) can be pivoted.
  • the adjusting lever 20 assumes its position shown in FIGS. 1 and 2. Not drawn is also nd over these and the tension levers 15 of the centrifugal speed controller, which U is present at the start lever 13, a the
  • the delivery rate adjustment member 11 determines in a known manner the amount of fuel injected by the fuel injection pump into the cylinders of the internal combustion engine in that after a stroke of the pump piston which is dependent on the position of the delivery rate adjustment member, the control bore emerges from the delivery rate adjustment member 11 and thus a return flow for the still in the pump work space fuel is released.
  • an adjusting lever 23 is connected in a rotationally fixed manner outside the pump housing 10 and is coupled to the adjusting lever 20 via a spring-buffered linkage 24.
  • This consists of a rod 25 which is articulated eccentrically on the adjusting lever 20 and a helical compression spring 26 which surrounds the rod 25 concentrically.
  • the rod 25 projects through a bore 27 in a bracket 28 rigidly connected to the adjusting lever 23.
  • the one on a ring shoulder 29 on the rod 25 supported helical compression spring 26 engages the bracket 28 and presses it against an articulated support ring 30 which is attached to the rod 25.
  • the pivot path of the actuating lever 23 is limited by two stops 31, 32, each of which is seated on adjusting screws 33, 34 and can thus be positioned with high precision after the fuel injection pump has been assembled.
  • the driver When the cold internal combustion engine is started, the driver has to actuate the accelerator pedal, as a result of which the adjusting lever 20 is pivoted and the latter applies the adjusting lever 23 to the second stop 32. Via the start lever 13, the delivery quantity adjustment member 11 is shifted and the quantity of fuel required for the cold start of the internal combustion engine is set.
  • the driver When starting the warm internal combustion engine, the driver must not operate the accelerator pedal.
  • the adjusting lever 20 thus assumes its basic position shown in FIGS. 1 and 2, and the adjusting lever 23 rests on the first stop 31.
  • the stop lever 17 in its first end position effects a corresponding displacement position of the delivery quantity adjusting member 11 on the pump piston 12 via the starting lever 13
  • the reduced fuel quantity required for the warm start is now predetermined by the position of the delivery quantity adjusting element 11.

Abstract

La pompe d'injection décrite comporte un régulateur de débit (11) réglable par l'intermédiaire d'une manette de démarrage (13) ainsi que d'une manette d'avance (20) et d'une manette de tension (15). La manette de démarrage (13) s'appuie, au moyen d'un ressort de démarrage (16), sur la manette de tension (15) et repose sur une manette de butée (17) à l'arrêt du moteur. Pour le réglage d'une quantité optimale d'injection de carburant lors du lancement du moteur, qui doit être réduite lors d'un démarrage à chaud par rapport à un démarrage à froid, la manette de butée (17) est accouplée de force vers la manette d'avance (20) de telle manière qu'elle passe, par un mouvement de pivotement de cette dernière, d'une première position finale à une deuxième, les positions finales étant déterminées de sorte que la manette de butée (17) impose à la manette de démarrage une position qui, dans la première position finale, règle, sur le régulateur de débit (11), la quantité de carburant nécessaire à un démarrage à chaud, et dans la deuxième position finale, la quantité de carburant nécessaire à un démarrage à froid.The injection pump described comprises a flow regulator (11) adjustable by means of a starting lever (13) as well as an advance lever (20) and a tension lever (15) . The start lever (13) is supported by a starting spring (16) on the tension lever (15) and rests on a stop lever (17) when the engine is stopped. For setting an optimum amount of fuel injection when cranking the engine, which should be reduced during a warm start compared to a cold start, the stop lever (17) is force-coupled towards the advance lever (20) in such a way that it passes, by a pivoting movement of the latter, from a first final position to a second, the final positions being determined so that the stop lever (17) imposes on the starting lever a position which, in the first final position, regulates, on the flow regulator (11), the quantity of fuel required for a warm start, and in the second final position, the quantity of fuel required at a cold start.

Description

Kraftstoffeinspritzpumpe für Brennkraftmaschinen Fuel injection pump for internal combustion engines
Stand der TechnikState of the art
Die Erfindung geht aus von einer Kraftstoffeinspritzpumpe für Brennkraftmaschinen der im Oberbegriff des Anspruchs 1 definierten Gattung.The invention relates to a fuel injection pump for internal combustion engines of the type defined in the preamble of claim 1.
Bei Dieselbrennkraftmaschinen ist es zur Vermeidung von sog, Rauchstößen beim Warmstart erforderlich, die von der Kraftstoffeinspritzpumpe zugemessene, für den Kaltstart bemessene Kraftstoffmenge zu reduzieren.In the case of diesel internal combustion engines, in order to avoid so-called smoke bursts during a warm start, it is necessary to reduce the amount of fuel metered by the fuel injection pump and dimensioned for the cold start.
Bei einer bekannten Kraftstoffeinspritzpumpe der eingangs genannten Art (DE 28 44 910 AI) wird aus diesem Grund der die Startlage des Starthebels festlegende Anschlaghebel in Abhängigkeit von der Temperatur der Brennkraftmaschine verstellt, so daß er den Starthebel mit zunehmender Temperatur in Richtung Einstellung kleinererIn a known fuel injection pump of the type mentioned (DE 28 44 910 AI), the stop lever which determines the starting position of the starting lever is adjusted as a function of the temperature of the internal combustion engine for this reason, so that the starting lever becomes smaller as the temperature increases
Kraftstoffeinspritzmengen verschiebt. Entsprechend der Stellung des Starthebels verschiebt sich das auf dem Pumpenkolben der Kraftstoffeinspritzpumpe verschiebliche Fördermengenverstellglied, das die Größe des Pumpenkolbenhubs und damit die zugemessene Kraftstoffeinspritzmenge festlegt. Die Verstellung desFuel injection quantities shifted. According to the The position of the start lever shifts the delivery quantity adjustment element, which is displaceable on the pump piston of the fuel injection pump and which determines the size of the pump piston stroke and thus the metered fuel injection quantity. The adjustment of the
Anschlaghebels wird von einem Dehnstoffregier vorgenommen, der in einem vom Kühlwasser der Brennkraftmaschine durchströmten Raum hineinragt und über einen Bowdenzug an dem Anschlaghebel angreift. Bei warmer Brennkraftmaschine kann der Anschlaghebel nur auf eine Stellung verstellt werden, die der Vollaststellung entspricht, nicht jedoch darunter. Das bedeutet, daß der Warmstart nicht ganz rauchstoßfrei erfolgt. Außerdem ist eine solche Versteilvorrichtung technisch relativ aufwendig und erfordert nicht unbeträchtliche Zusatzkosten bei der Herstellung.The stop lever is made by an expansion agent that projects into a space through which the cooling water of the internal combustion engine flows and engages the stop lever via a Bowden cable. In the case of a warm internal combustion engine, the stop lever can only be adjusted to a position which corresponds to the full-load position, but not below it. This means that the warm start is not entirely smoke-free. In addition, such an adjustment device is technically relatively complex and does not require inconsiderable additional costs during manufacture.
Vorteile der ErfindungAdvantages of the invention
Die erfindungsgemäße Kraftstoffeinspritzpumpe mit den kennzeichnenden Merkmalen des Anspruchs 1 hat demgegenüber den Vorteil, daß mit extrem geringen Aufwand die bei Warm¬ und Kaltstart jeweils erforderlichen unterschiedlichen Kraftstoffmengen eingestellt werden. Hierzu ist nur eine getriebliche Verbindung zwischen Verstellhebel und Anschlaghebel erforderlich derart, daß bei Verschwenken des vo Gaspedal betätigten Verstellhebels der Anschlaghebel aus seiner einen Endposition in die andere überführt wird. Je nach Startbedingungen (Kalt- oder Warmstart) muß der Fahrer das Gaspedal betätigen oder nicht, so daß der Starthebel die jeweils richtige Endposition einnimmt.The fuel injection pump according to the invention with the characterizing features of claim 1 has the advantage that the different amounts of fuel required for hot and cold starts can be set with extremely little effort. For this purpose, only a gear connection between the adjusting lever and the stop lever is required such that when the adjusting lever actuated by the accelerator pedal is pivoted, the stop lever is transferred from its one end position into the other. Depending on the starting conditions (cold or warm start), the driver has to operate the accelerator pedal or not, so that the start lever assumes the correct end position.
Durch die in den weiteren Ansprüchen aufgeführten Maßnahmen sind vorteilhafte Weiterbildungen und Verbesserungen der im Anspruch 1 angegebenen Kraftstoffeinspritzpumpe möglich. Wird gemäß einer bevorzugten Ausführungsform der Erfindung der Anschlaghebel mit dem Verstellhebel so gekoppelt, daß er bei unbetätigtem Verstellhebel die erste Endposition einnimmt, so wird eine für den Fahrer logische Handhabung beim Start der Brennkraftmaschine erzielt: Ist dieAdvantageous further developments and improvements of the fuel injection pump specified in claim 1 are possible through the measures listed in the further claims. If, according to a preferred embodiment of the invention, the stop lever is coupled to the adjusting lever in such a way that it assumes the first end position when the adjusting lever is not actuated, then a logical handling for the driver is achieved when the internal combustion engine starts: if the
Brennkraftmaschine kalt, so muß der Fahrer das Gaspedal betätigen, ist die Brennkraftmaschine warm, so muß er das Gaspedal unbetätigt in Leerlaufstellung belassen.Internal combustion engine cold, the driver must operate the accelerator pedal, if the internal combustion engine is warm, the driver must leave the accelerator pedal in the idle position without actuation.
Die Kopplung zwischen Anschlaghebel und Verstellhebel wird gemäß einer Ausführungsform der Erfindung durch einenAccording to one embodiment of the invention, the coupling between the stop lever and the adjusting lever is performed by a
Stellhebel bewirkt, der drehfest auf der Schwenkwelle des Anschlaghebels sitzt und von dem Verstellhebel angetrieben wird. Die beiden Endpositionen des Anschlaghebels werden durch feste Anschläge im Schwenkweg des Stellhebels festgelegt. Dies hat den Vorteil, daß der außerhalb desActuating lever, which is non-rotatably seated on the pivot shaft of the stop lever and is driven by the adjusting lever. The two end positions of the stop lever are fixed by fixed stops in the swivel path of the adjusting lever. This has the advantage that the outside of the
Pumpengehäuses liegende Verstellhebel ohne Eingriff in das Pumpengehäuse mit dem im Pumpengehäuse angeordneten Anschlaghebel in einfacher Weise gekoppelt werden kann. Der Stellhebel liegt dabei ebenfalls außerhalb des Pumpengehäuses.Adjusting lever lying in the pump housing can be coupled in a simple manner without intervention in the pump housing with the stop lever arranged in the pump housing. The control lever is also outside the pump housing.
Gemäß einer weiteren Ausführungsform der Erfindung wird der Stellhebel über ein federgepuffertes Gestänge an dem Verstellhebel angelenkt. Dies hat den Vorteil, daß die Endpositionen des Stellhebels bzw. des Anschlaghebels, und damit die Startlagen des Starthebels, unabhängig vomAccording to a further embodiment of the invention, the adjusting lever is articulated on the adjusting lever via a spring-buffered linkage. This has the advantage that the end positions of the actuating lever or the stop lever, and thus the starting positions of the start lever, regardless of
Verstellweg des Verstellhebels eingestellt werden. Ist das Gaspedal betätigt, gleichgültig mit welchem Pedalweg, so liegt der Stellhebel nach einem Minimalschwenkweg des Verstellhebels an dem die zweite Endposition festlegenden Anschlag an und behält diese Position auch während der weiteren Verschwenkung des Verstellhebels bei.Adjustment path of the adjustment lever can be set. If the accelerator pedal is actuated, irrespective of the pedal travel, the actuating lever lies against the stop defining the second end position after a minimum pivoting travel of the adjusting lever and maintains this position even during the further pivoting of the adjusting lever.
Zur Justierung der gewünschten Kraftstoffstartmenge sind gemäß einer weiteren Ausführungsform der Erfindung die beiden Anschläge des Stellhebels auf Justierschrauben ausgebildet, so daß die Endpositionen hochgenau eingestellt werden können.According to a further embodiment of the invention, the two stops of the adjusting lever are formed on adjusting screws so that the end positions can be set with high precision.
Zeichnungdrawing
Die Erfindung ist anhand eines in der Zeichnung dargestellten Ausführungsbeispiels in der nachfolgenden Beschreibung näher erläutert. Es zeigen:The invention is explained in more detail in the following description with reference to an embodiment shown in the drawing. Show it:
Fig. 1 ausschnittweise eine Seitenansicht einer Kraftstoffeinspritzpumpe,1 is a partial side view of a fuel injection pump,
Fig. 2 eine Draufsicht der Kraftstoffeinspritzpumpe in Fig. 1.FIG. 2 is a top view of the fuel injection pump in FIG. 1.
Beschreibung des AusführungsbeispielsDescription of the embodiment
Bei der in der Zeichnung in Seitenansicht und Draufsicht ausschnittweise dargestellten Kraftstoffeinspritzpumpe ist das Pumpengehäuse strichpunktiert angedeutet und mit 10 bezeichnet. Der innere Aufbau der Kraftstoffeinspritzpumpe ist bekannt und beispielsweise in der DE 28 44 910 AI beschrieben. Von den im Innern des Pumpengehäuses 10 angeordneten Bauelementen sind daher nur die zum Verständnis der Erfindung erforderlichen Baueelemente strichliniert dargestellt, und zwar ein Fördermengenverstellglied 11, das auf einem Pumpenkolben 12 axial verschiebbar sitzt und eine Absteuerbohrung im Pumpenkolben 12 verschließt, ein um eine ortsfeste Schwenkachse 14 schwenkbarer, zweiarmiger Starthebel 13, der an dem Fördermengenverstellglied 11 zu dessen Verschiebung auf dem Pumpenkolben 12 angreift, ein um die Schwenkachse 14 schwenkbarer einarmiger Spannhebel 15, an dem sich der Starthebel 13 über eine Startfeder 16 abstützt, und ein Anschlaghebel 17, der drehfest auf einer im Pumpengehäuse 10 gelagerten Welle 18 sitzt. Bei Stillstand der Brennkraftmaschine liegt der Spannhebel 15 über eine -feder 35 an einem Federteller 19 eines nur andeutungsweise zu sehenden Reglergestänges 34 und der Starthebel 13 unter der Wirkung der Startfeder 16 an demIn the case of the fuel injection pump shown in detail in the drawing in side view and plan view, the pump housing is indicated by dash-dotted lines and is designated by 10. The internal structure of the fuel injection pump is known and described for example in DE 28 44 910 AI. Of the components arranged in the interior of the pump housing 10, therefore, only the components required for understanding the invention are shown in dashed lines, namely a delivery quantity adjustment member 11, which sits axially displaceably on a pump piston 12 and closes a control bore in the pump piston 12, around a fixed pivot axis 14 pivotable, two-armed start lever 13, which acts on the delivery quantity adjustment element 11 for displacement thereof on the pump piston 12, a one-armed clamping lever 15 which can be pivoted about the pivot axis 14 and on which the start lever 13 is supported by a start spring 16, and a stop lever 17 which rotates on one in the pump housing 10 mounted shaft 18. When the internal combustion engine is at a standstill, the tensioning lever 15 is connected via a spring 35 to a spring plate 19 of a control linkage 34, which is only hinted at, and the starting lever 13 is under the action of the starting spring 16
Anschlaghebel 17 an. Wie nicht im einzelnen dargestellt ist, ist der Spannhebel 15 über eine Leerlauf- und Regelfeder und dem Reglergestänge 34 mit einem Verstellhebel 20 verbunden, der außen auf dem Pumpengehäuse 10 im Punkte 21 drehbar gelagert ist und über das Gaspedal willkürlich in Richtung Pfeil 22 (Fig. 2) geschwenkt werden kann. Bei unbetätigtem Gaspedal nimmt der Verstellhebel 20 seine in Fig. 1 und 2 dargestellte Lage ein. Nicht gezeichnet ist ebenfalls der Fliehkraftdrehzahlregler, der an dem Starthebel 13 anliegt Und über diesen und den Spannhebel 15 eine denStop lever 17 on. As is not shown in detail, the tensioning lever 15 is connected via an idling and control spring and the control linkage 34 to an adjusting lever 20 which is rotatably mounted on the outside of the pump housing 10 at points 21 and is arbitrarily actuated in the direction of arrow 22 (FIG 2) can be pivoted. When the accelerator pedal is not actuated, the adjusting lever 20 assumes its position shown in FIGS. 1 and 2. Not drawn is also nd over these and the tension levers 15 of the centrifugal speed controller, which U is present at the start lever 13, a the
Betriebsbedingungen der Brennkraftmaschine entsprechende Verschiebung des Fördermengenverstellglieds 11 bewirkt. Das Fördermengenverstellglied 11 legt in bekannter Weise die von der Kraftstoffeinspritzpumpe in die Zylinder der Brennkraftmaschine eingespritzte Kraftstoffmenge dadurch fest, daß nach einem von der Lage des Fördermengenverstellglieds abhängigen Hubweg des Pumpenkolbens die Absteuerbohrung aus dem- Fördermengenverstellglied 11 austritt und damit ein Rücklauf für den noch im Pumpenarbeitsraum befindlichen Kraftstoff freigegeben wird.Operating conditions of the internal combustion engine causes corresponding displacement of the delivery rate adjusting member 11. The delivery rate adjustment member 11 determines in a known manner the amount of fuel injected by the fuel injection pump into the cylinders of the internal combustion engine in that after a stroke of the pump piston which is dependent on the position of the delivery rate adjustment member, the control bore emerges from the delivery rate adjustment member 11 and thus a return flow for the still in the pump work space fuel is released.
Mit der aus dem Pumpengehäuse 10 nach außen vorstehenden Welle 18 ist außerhalb des Pumpengehäuses 10 ein Stellhebel 23 drehfest verbunden, der über ein federgepuffertes Gestänge 24 mit dem Verstellhebel 20 gekoppelt ist. Dieses besteht aus einer an dem Verstellhebel 20 exzentrisch angelenkten Stange 25 und einer die Stange 25 konzentrisch umfassenden Schraubendruckfeder 26. Die Stange 25 ragt durch eine Bohrung 27 in einem mit dem Stellhebel 23 starr verbundenen Ausleger 28 hindurch. Die an einer Ringschulter 29 an der Stange 25 sich abstützende Schraubendruckfeder 26 greift an dem Ausleger 28 an und drückt diesen gegen einen gelenkfδrmigen Stützring 30, der auf der Stange 25 befestigt ist. Der Schwenkweg des Stellhebels 23 ist durch zwei Anschläge 31,32 begrenzt, die jeweils auf Justierschrauben 33,34 sitzen und so nach Endmontage der Kraftstoffeinspritzpumpe hochgenau positioniert werden können.With the shaft 18 projecting outwards from the pump housing 10, an adjusting lever 23 is connected in a rotationally fixed manner outside the pump housing 10 and is coupled to the adjusting lever 20 via a spring-buffered linkage 24. This consists of a rod 25 which is articulated eccentrically on the adjusting lever 20 and a helical compression spring 26 which surrounds the rod 25 concentrically. The rod 25 projects through a bore 27 in a bracket 28 rigidly connected to the adjusting lever 23. The one on a ring shoulder 29 on the rod 25 supported helical compression spring 26 engages the bracket 28 and presses it against an articulated support ring 30 which is attached to the rod 25. The pivot path of the actuating lever 23 is limited by two stops 31, 32, each of which is seated on adjusting screws 33, 34 and can thus be positioned with high precision after the fuel injection pump has been assembled.
Die Kopplung des Stellhebels 23 an den Verstellhebel 20 ist nun so getroffen, daß bei unbetätigtem Verstellhebel 20 der Stellhebel 23 an dem ersten Anschlag 31 anliegt und bei Schwenken des Verstellhebels 20 nach einem kleinen Schwenkweg des Verstellhebels 20 an dem zweiten Anschlag 32 zur Anlage kommt. Bei weiterer Verschwenkung des Verstellhebels 20 kann sich bei am zweiten Anschlag 32 festliegendem Stellhebel 23 die Stange 25 unter Zusammendrücken der Schraubendruckfeder 26 durch den Ausleger 28 des Stellhebels 23 hindurchschieben, so daß durch den zweiten Anschlag 32 die Verschwenkbewegung des Verstellhebels 20 nicht beeinträchtigt wird. Liegt derThe coupling of the actuating lever 23 to the adjusting lever 20 is now such that when the adjusting lever 20 is not actuated, the adjusting lever 23 bears against the first stop 31 and, when the adjusting lever 20 is pivoted, comes into contact with the second stop 32 after a small pivoting path of the adjusting lever 20. When the adjusting lever 20 is pivoted further, the rod 25 can be pushed through the extension arm 28 of the adjusting lever 23 while the adjusting lever 23 is fixed to the second stop 32, so that the pivoting movement of the adjusting lever 20 is not impaired by the second stop 32. Is the
Stellhebel 23 an dem ersten Anschlag 31 an, so nimmt der drehfest mit dem Stellhebel 23 verbundene Anschlaghebel 17 eine in Fig. 1 dargestellte erste Endposition ein. Liegt der Stellhebel 23 an dem zweiten Anschlag 32 an, so wird der Anschlaghebel 17 durch Schwenken im Uhrzeigersinn (Fig. 1) in eine zweite Endposition überführt. Der Starthebel 13 bleibt dabei durch die Startfeder 16 an dem Anschlaghebel 17 angedrückt und folgt somit der Schwenkbewegung des Anschlaghebels 17. Die Schwenkbewegung des Starthebels 13 bewirkt wiederum eine Verschiebung desAdjusting lever 23 on the first stop 31, the stop lever 17, which is non-rotatably connected to the adjusting lever 23, assumes a first end position shown in FIG. 1. If the actuating lever 23 lies against the second stop 32, the stop lever 17 is moved into a second end position by pivoting clockwise (FIG. 1). The start lever 13 remains pressed by the start spring 16 on the stop lever 17 and thus follows the pivoting movement of the stop lever 17. The pivoting movement of the start lever 13 in turn causes a displacement of the
Fördermengenverstellglieds 11 in Fig. 1 nach rechts, was zur Folge hat, daß der Pumpenkolben 12 beim Druckhub einen größeren Hubweg zurücklegen muß, bis die Absteuerbohrung aus dem Fördermengenverstellglied 11 austritt. Die dabei vom Pumpenkolben eingespritzte Kraftstoffmenge ist wesentlich größer als bei der in Fig. 1 dargestellten Lage des Fördermengenverstellglieds 11. Die Anschläge 31,32 werden durch die Justierschrauben 33,34 nunmehr so eingestellt, daß der Anschlaghebel 17 in seinen beiden Endpositionen einer Starthebelstellung erzwingt, die in der ersten Endposition (in Fig. 1 dargestellt) eine für den Warmstart erforderliche Kraftstoffmenge und in der zweiten Endposition eine für den Kaltstart erforderliche Kraftstoffmenge am Fördermengenverstellglied 11 einstellt.1 to the right, which has the consequence that the pump piston 12 has to travel a longer stroke during the pressure stroke until the control bore emerges from the delivery quantity 11. The thereby from Pump piston injected fuel quantity is much larger than in the position of the delivery rate adjusting element 11 shown in FIG. 1. The stops 31, 32 are now adjusted by the adjusting screws 33, 34 so that the stop lever 17 in its two end positions forces a start lever position, which in the in the first end position (shown in FIG. 1) sets a fuel quantity required for the warm start and in the second end position a fuel quantity required for the cold start on the delivery quantity adjusting element 11.
Beim Starten der kalten Brennkraftmaschine hat damit der Fahrer das Gaspedal zu betätigen, wodurch der Verstellhebel 20 verschwenkt wird und dieser den Stellhebel 23 an den zweiten Anschlag 32 anlegt. Über den Starthebel 13 wird das Fördermengenverstellglied 11 verschoben und die für den Kaltstart der Brennkraftmaschine erforderliche Kraftstoffmenge eingestellt. Beim Starten der warmen Brennkraftmaschine darf der Fahrer das Gaspedal nicht betätigen. Der Verstellhebel 20 nimmt damit seine in Fig. 1 und 2 dargestellte Grundstellung ein, und der Stellhebel 23 liegt an dem ersten Anschlag 31. Der in seiner ersten Endposition befindliche Anschlaghebel 17 bewirkt über den Starthebel 13 eine entsprechende Verschiebelage des Fördermengenverstellglieds 11 auf dem Pumpenkolben 12. Die für den Warmstart erforderliche reduzierte Kraftstoffmenge ist nunmehr durch die Lage des Fördermengenverstellglieds 11 vorgegeben. When the cold internal combustion engine is started, the driver has to actuate the accelerator pedal, as a result of which the adjusting lever 20 is pivoted and the latter applies the adjusting lever 23 to the second stop 32. Via the start lever 13, the delivery quantity adjustment member 11 is shifted and the quantity of fuel required for the cold start of the internal combustion engine is set. When starting the warm internal combustion engine, the driver must not operate the accelerator pedal. The adjusting lever 20 thus assumes its basic position shown in FIGS. 1 and 2, and the adjusting lever 23 rests on the first stop 31. The stop lever 17 in its first end position effects a corresponding displacement position of the delivery quantity adjusting member 11 on the pump piston 12 via the starting lever 13 The reduced fuel quantity required for the warm start is now predetermined by the position of the delivery quantity adjusting element 11.

Claims

Ansprüche Expectations
1. Kraftstoffeinspritzpumpe für Brennkraftmaschinen mit einem die Kraftstoffeinspritzmenge bestimmenden Fördermengenverstellglied, mit einem am Fördermengenverstellglied zu dessen Verstellung angreifenden Starthebel, der sich über eine Startfeder an einem Spannhebel abstützt, mit einem mit dem Spannhebel gekoppelten, willkürlich, z.B. über ein Gaspedal, betätigbaren Verstellhebel und mit einem einstellbaren Anschlaghebel, an dem der Starthebel unter der Wirkung der Startfeder bei Stillstand der Brennkraftmaschine anliegt, dadurch gekennzeichnet, daß der Anschlaghebel (17) mit dem Verstellhebel (20) zwangsgekoppelt ist, derart, daß er durch dessen Schwenkbewegung aus einer ersten Endposition in eine zweite Endposition überführt wird, und daß die Endpositionen derart festgelegt sind, daß der Anschlaghebel (17) eine Starthebelstellung erzwingt, die in der ersten Endposition eine für Warmstart der Brennkraftmaschine erforderliche Kraftstoffmenge und in der zweiten Endposition eine für Kaltstart der Brennkraftmaschine erforderliche Kraftstoffmenge am Fördermengenverstellglied (11) einstellt.1.Fuel injection pump for internal combustion engines with a delivery quantity adjusting member which determines the fuel injection amount, with a starting lever which acts on the delivery amount adjusting member and which is supported on a tensioning lever by means of a starting spring, with an adjusting lever which is coupled to the tensioning lever and can be actuated arbitrarily, for example via an accelerator pedal, and with An adjustable stop lever on which the start lever rests under the action of the start spring when the internal combustion engine is at a standstill, characterized in that the stop lever (17) is positively coupled to the adjusting lever (20) in such a way that it can be pivoted from a first end position into a second end position is transferred, and that the end positions are set such that the stop lever (17) forces a start lever position, which in the first end position is a warm start for the Sets the amount of fuel required in the internal combustion engine and, in the second end position, sets the amount of fuel required for cold starting of the internal combustion engine on the delivery quantity adjusting element (11).
2. Kraftstoffeinspritzpumpe nach Anspruch 1, dadurch gekennzeichnet, daß der Anschlaghebel (17) bei unbetätigtem Verstellhebel (20) seine erste Endposition einnimmt.2. Fuel injection pump according to claim 1, characterized in that the stop lever (17) assumes its first end position when the adjusting lever (20) is not actuated.
3. Kraftstoffeinspritzpumpe nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß zur Kopplung zwischen Anschlaghebel3. Fuel injection pump according to claim 1 or 2, characterized in that for coupling between the stop lever
(17) und Verstellhebel (20) der Anschlaghebel (17) mit einem vom Verstellhebel (20) angetriebenen Stellhebel (23) drehfest verbunden ist, dessen Schwenkbewegung durch zwei die Endpositionen des Anschlaghebels (17) festlegende Anschläge (31,32) begrenzt ist.(17) and adjusting lever (20) the stop lever (17) is rotatably connected to an adjusting lever (23) driven by the adjusting lever (20), the pivoting movement of which is limited by two stops (31, 32) defining the end positions of the stop lever (17).
4. Kraftstoffeinspritzpumpe nach Anspruch 3, dadurch gekennzeichnet, daß der Stellhebel (23) über ein federgepuffertes Gestänge (24) an dem Verstellhebel (20) angelenkt ist.4. Fuel injection pump according to claim 3, characterized in that the adjusting lever (23) is articulated via a spring-buffered linkage (24) on the adjusting lever (20).
5. Kraftstoffeinspritzpumpe nach Anspruch 3 oder 4, dadurch gekennzeichnet, daß die Anschläge (31,32) auf Justierschrauben (33,34) angeordnet sind.5. Fuel injection pump according to claim 3 or 4, characterized in that the stops (31,32) on adjusting screws (33,34) are arranged.
6. Kraftstoffeinspritzpumpe nach einem der Ansprüche 3 - 5, dadurch gekennzeichnet, daß der Stellhebel (23) außen am Pumpengehäuse (10) auf der Schwenkachse (18) des Anschlaghebels (17) drehfest aufsitzt. 6. Fuel injection pump according to one of claims 3-5, characterized in that the adjusting lever (23) on the outside of the pump housing (10) on the pivot axis (18) of the stop lever (17) is seated in a rotationally fixed manner.
EP90912640A 1989-09-22 1990-08-31 Fuel injection pump for internal combustion engines Expired - Lifetime EP0493399B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE3931603 1989-09-22
DE3931603A DE3931603A1 (en) 1989-09-22 1989-09-22 FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
PCT/DE1990/000661 WO1991004409A1 (en) 1989-09-22 1990-08-31 Fuel injection pump for internal combustion engines

Publications (2)

Publication Number Publication Date
EP0493399A1 true EP0493399A1 (en) 1992-07-08
EP0493399B1 EP0493399B1 (en) 1994-08-03

Family

ID=6389941

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Application Number Title Priority Date Filing Date
EP90912640A Expired - Lifetime EP0493399B1 (en) 1989-09-22 1990-08-31 Fuel injection pump for internal combustion engines

Country Status (8)

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US (1) US5193505A (en)
EP (1) EP0493399B1 (en)
JP (1) JP3065344B2 (en)
KR (1) KR920704004A (en)
DE (2) DE3931603A1 (en)
ES (1) ES2057584T3 (en)
PL (1) PL286945A1 (en)
WO (1) WO1991004409A1 (en)

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JP3340202B2 (en) * 1993-08-13 2002-11-05 株式会社小松製作所 Start control method for diesel engine
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JP4213882B2 (en) * 2001-07-16 2009-01-21 ヤンマー株式会社 Fuel injection amount control device
US9371790B2 (en) * 2012-01-19 2016-06-21 Ford Global Technologies, Llc Methods and systems for controlling fuel injection

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Also Published As

Publication number Publication date
PL286945A1 (en) 1991-09-23
DE59006723D1 (en) 1994-09-08
EP0493399B1 (en) 1994-08-03
JPH05502078A (en) 1993-04-15
WO1991004409A1 (en) 1991-04-04
KR920704004A (en) 1992-12-18
US5193505A (en) 1993-03-16
JP3065344B2 (en) 2000-07-17
ES2057584T3 (en) 1994-10-16
DE3931603A1 (en) 1991-04-04

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