EP0493399B1 - Pompe d'injection de carburant pour moteurs a combustion interne - Google Patents

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

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Publication number
EP0493399B1
EP0493399B1 EP90912640A EP90912640A EP0493399B1 EP 0493399 B1 EP0493399 B1 EP 0493399B1 EP 90912640 A EP90912640 A EP 90912640A EP 90912640 A EP90912640 A EP 90912640A EP 0493399 B1 EP0493399 B1 EP 0493399B1
Authority
EP
European Patent Office
Prior art keywords
lever
adjusting
fuel injection
stop
starting
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
EP90912640A
Other languages
German (de)
English (en)
Other versions
EP0493399A1 (fr
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/fr
Application granted granted Critical
Publication of EP0493399B1 publication Critical patent/EP0493399B1/fr
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 defines the starting position of the starting lever is adjusted as a function of the temperature of the internal combustion engine, so that it moves the starting lever with increasing temperature in the direction of setting smaller fuel injection quantities.
  • 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 stop lever is adjusted by an expansion regulator which projects into a space through which the cooling water of the internal combustion engine flows and which 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 in the 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 is started: if the internal combustion engine is cold, the driver must depress the accelerator pedal actuate, the engine is warm, he must leave the accelerator pedal in the idle position.
  • the coupling between the stop lever and the adjusting lever is effected by an adjusting lever which sits on the pivot shaft of the stop lever in a rotationally fixed manner 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.
  • the adjusting lever is articulated on the adjusting lever via a spring-buffered linkage.
  • This has the advantage that the end positions of the control lever or the stop lever, and thus the starting positions of the start lever, are set independently of the adjustment path of the adjustment lever. If the accelerator pedal is actuated, irrespective of the pedal travel, the actuating lever lies on 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 Both stops of the adjusting lever are formed on adjusting screws so that the end positions can be set with high precision.
  • 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 is described, for example, in DE 28 44 910 A1.
  • 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 rests via a spring 35 on a spring plate 19 of a control linkage 34, which can only be seen in a hint, and the starting lever 13 bears against the stop lever 17 under the action of the starting spring 16.
  • 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.
  • the centrifugal speed governor which bears against the start lever 13 and, via this and the tensioning lever 15, causes a displacement of the delivery quantity adjusting element 11 which corresponds to the operating conditions of the internal combustion engine.
  • 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 those 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 eccentrically articulated 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 pivoting 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 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 delivery rate adjustment member 11 in FIG. 1 to the right, which has the consequence that the pump piston 12 must cover a larger stroke distance during the pressure stroke until the control bore emerges from the delivery quantity adjusting member 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), a fuel quantity required for the warm start and in the second end position a fuel quantity required for the cold start are set on the delivery quantity adjusting element 11.
  • 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.

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

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.

Claims (6)

  1. Pompe d'injection de carburant pour des moteurs à combustion interne, comportant un organe de réglage de débit (11) qui définit la quantité de carburant à injecter, un levier de démarrage (13) agissant sur l'organe de réglage de débit pour en assurer le déplacement, ce levier de démarrage s'appuyant par un ressort de démarrage (16) sur un levier tendeur (15), un levier de réglage (20) couplé au levier tendeur et qui peut être actionné de manière arbitraire, par exemple par une pédale d'accélérateur, et un levier de butée (17) réglable, contre lequel s'appuie le levier de démarrage sous l'effet du ressort de démarrage lorsque le moteur est arrêté, pompe caractérisée en ce que le levier de butée (17) est couplé de force au levier de réglage (20) de façon que, par son mouvement de basculement, il passe d'une première position de fin de course à une seconde position de fin de course et que les positions de fin de course soient fixées pour que le levier de butée (17) force un réglage du levier de démarrage qui corresponde pour la première position de fin de course à une quantité de carburant nécessaire au démarrage à chaud du moteur à combustion interne, et que pour la seconde position de fin de course, cela corresponde sur l'organe de réglage de débit (11) à une quantité de carburant nécessaire au démarrage à froid du moteur à combustion interne.
  2. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que le levier de butée (17) occupe sa première position de fin de course lorsque le levier de réglage (20) n'est pas actionné.
  3. Pompe d'injection de carburant selon la revendication 1 ou 2, caractérisée en ce que pour le couplage entre le levier de butée (17) et le levier de réglage (20), le levier de butée (17) est relié solidairement en rotation à un levier de positionnement (23) entraîné par le levier de réglage (20), levier de positionnement dont le mouvement de basculement est limité par deux butées (31, 32) fixant les positions d'extrémité du levier de butée (17).
  4. Pompe d'injection de carburant selon la revendication 3, caractérisée en ce que levier de positionnement (23) est articulé sur le levier de réglage (20) par une tringle (24) amortie par ressort.
  5. Pompe d'injection de carburant selon la revendication 3 ou 4, caractérisée en ce que les butées (32, 33) sont prévues sur des vis d'ajustage (33, 34).
  6. Pompe d'injection de carburant selon l'une des revendications 3 à 5, caractérisée en ce que le levier de réglage (23) est monté solidairement en rotation, extérieurement au corps (10) de la pompe, sur l'axe de basculement (18) du levier de butée (17).
EP90912640A 1989-09-22 1990-08-31 Pompe d'injection de carburant pour moteurs a combustion interne Expired - Lifetime EP0493399B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE3931603A DE3931603A1 (de) 1989-09-22 1989-09-22 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3931603 1989-09-22
PCT/DE1990/000661 WO1991004409A1 (fr) 1989-09-22 1990-08-31 Pompe d'injection de carburant pour moteurs a combustion interne

Publications (2)

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

Family

ID=6389941

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90912640A Expired - Lifetime EP0493399B1 (fr) 1989-09-22 1990-08-31 Pompe d'injection de carburant pour moteurs a combustion interne

Country Status (8)

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

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3340202B2 (ja) * 1993-08-13 2002-11-05 株式会社小松製作所 ディーゼルエンジンの始動制御方法
KR0125898B1 (ko) * 1995-08-30 1997-12-18 전성원 자동차용 드로틀 밸브 무와이어 컨트롤 시스템
GB0027686D0 (en) * 2000-11-13 2000-12-27 Delphi Tech Inc Governor
JP4213882B2 (ja) * 2001-07-16 2009-01-21 ヤンマー株式会社 燃料噴射量制御装置
US9371790B2 (en) * 2012-01-19 2016-06-21 Ford Global Technologies, Llc Methods and systems for controlling fuel injection

Family Cites Families (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1358640A (fr) * 1963-03-08 1964-04-17 Kugelfischer G Schaefer & Co Dispositif pour la mise en action de l'organe de réglage du starter dans les pompes à injection pour les machines à combustion à injection
DE2003927A1 (de) * 1970-01-29 1971-08-12 Bosch Gmbh Robert Regeleinrichtung fuer das Kraftstoffluftgemisch bei mit Fremdzuendung arbeitenden Einspritzbrennkraftmaschinen
US3640259A (en) * 1970-06-12 1972-02-08 Alfa Romeo Spa Regulator for gasoline injection pumps
DE2259428C3 (de) * 1972-12-05 1978-08-03 Robert Bosch Gmbh, 7000 Stuttgart Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen
GB1459754A (en) * 1973-02-03 1976-12-31 Cav Ltd Liquid fuel pumping appataus
US3865091A (en) * 1974-02-19 1975-02-11 Ambac Ind Excess fuel starting device for diesel engines
US4109629A (en) * 1974-04-01 1978-08-29 C.A.V. Limited Fuel injection pumping apparatus
DE2552991A1 (de) * 1975-11-26 1977-06-08 Daimler Benz Ag Drehzahlregler fuer eine einspritzpumpe an luftverdichtenden einspritzbrennkraftmaschinen
DE2639961A1 (de) * 1976-09-04 1978-03-09 Bosch Gmbh Robert Drehzahlregler fuer einspritzbrennkraftmaschinen
DE2644994A1 (de) * 1976-10-06 1978-04-13 Bosch Gmbh Robert Drehzahlregler fuer einspritzbrennkraftmaschinen
DE2802607A1 (de) * 1978-01-21 1979-07-26 Bosch Gmbh Robert Drehzahlregler fuer kraftstoffeinspritzpumpen
DE2802888A1 (de) * 1978-01-24 1979-07-26 Bosch Gmbh Robert Drehzahlregler fuer kraftstoffeinspritzpumpen mit einer angleichung der einspritzmenge
DE2825523A1 (de) * 1978-06-10 1979-12-20 Bosch Gmbh Robert Drehzahlregler fuer einspritzbrennkraftmaschinen
DE2844910A1 (de) * 1978-10-14 1980-04-30 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
US4282844A (en) * 1979-02-17 1981-08-11 Lucas Industries Limited Fuel pumping apparatus
DE2909559A1 (de) * 1979-03-10 1980-09-11 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE2942493A1 (de) * 1979-10-20 1981-04-30 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
JPS6155138U (fr) * 1984-05-02 1986-04-14
US4656980A (en) * 1984-07-11 1987-04-14 Diesel Kiki Co., Ltd. Centrifugal governor for internal combustion engines
JPS61132730A (ja) * 1984-11-30 1986-06-20 Yanmar Diesel Engine Co Ltd 燃料噴射ポンプのガバナ
DE3804958A1 (de) * 1988-02-18 1989-08-31 Kloeckner Humboldt Deutz Ag Regeleinrichtung fuer einspritzpumpen von diesel-brennkraftmaschinen, welche die einspritzmenge ladedruckabhaengig anpasst

Also Published As

Publication number Publication date
PL286945A1 (en) 1991-09-23
DE3931603A1 (de) 1991-04-04
DE59006723D1 (de) 1994-09-08
WO1991004409A1 (fr) 1991-04-04
KR920704004A (ko) 1992-12-18
JPH05502078A (ja) 1993-04-15
ES2057584T3 (es) 1994-10-16
US5193505A (en) 1993-03-16
EP0493399A1 (fr) 1992-07-08
JP3065344B2 (ja) 2000-07-17

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