EP0515816B1 - Pompe d'injection de combustible pour moteurs à combustion interne - Google Patents

Pompe d'injection de combustible pour moteurs à combustion interne Download PDF

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Publication number
EP0515816B1
EP0515816B1 EP92106393A EP92106393A EP0515816B1 EP 0515816 B1 EP0515816 B1 EP 0515816B1 EP 92106393 A EP92106393 A EP 92106393A EP 92106393 A EP92106393 A EP 92106393A EP 0515816 B1 EP0515816 B1 EP 0515816B1
Authority
EP
European Patent Office
Prior art keywords
lever
spring
starting
fuel injection
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.)
Expired - Lifetime
Application number
EP92106393A
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German (de)
English (en)
Other versions
EP0515816A1 (fr
Inventor
Carlos Dipl.-Ing. Alvarez-Avila
Karl-Friedrich Ruesseler
Helmut Dr. Dr.-Ing. Tschoeke
Karl Konrath
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0515816A1 publication Critical patent/EP0515816A1/fr
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Publication of EP0515816B1 publication Critical patent/EP0515816B1/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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/10—Transmission of control impulse to pump control, e.g. with power drive or power assistance mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • 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 is based on a fuel injection pump with an adjusting device according to the preamble of the main claim.
  • a fuel injection pump known from DE-OS 32 43 349
  • a two-armed lever adjustable by an electrically controlled stepper motor moves a tensioning lever against the force of a control spring via a stop.
  • Due to the force of a centrifugal governor a two-armed start lever, which is connected to a ring slide of a fuel quantity adjusting device, comes into contact with this tensioning lever.
  • This arrangement means that only the full-load injection quantity can be determined as a function of operating parameters. Different injection quantities in all different operating states of the internal combustion engine are required for an optimal combustion process.
  • a fuel injection pump is known, with a fuel quantity adjusting element, which is adjustable via an adjusting element of a regulator, the adjusting element being formed from a starting lever and a tensioning lever.
  • the starting lever can be brought under the influence of a speed-dependent force to a stop of the tensioning lever, a starting spring and an idling spring arrangement being provided between the starting lever and the tensioning lever.
  • the tensioning lever is also held by a tensioning spring arranged in series with a control spring at an adjustable stop which, with its setting position, determines the maximum amount of fuel to be injected, the adjustable stop being adjustable by a stepper motor controlled as a function of the operating parameters of the internal combustion engine.
  • GB-A-2 195 472 shows a further known adjustment device on a fuel injection pump for internal combustion engines, with which the maximum injection quantity for the start and full load operation can be set by an adjustable stop.
  • this adjusting device it is also not possible with this adjusting device to set the maximum injection quantity in the entire operating map of the internal combustion engine to be supplied.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that, in addition to the known full-load control, an idle control and starting quantity control that is dependent on the operating state of the engine also takes place. This allows individual control of the injection quantity in all operating states of the internal combustion engine. In addition, different types of operating modes of the internal combustion engine, such as e.g. operation with charging, with height correction or temperature compensation are taken into account. Further advantages and advantageous configurations of the subject matter of the invention can be found in the drawings and the description of the exemplary embodiment.
  • FIG. 1 shows the exemplary embodiment in the starting state of the internal combustion engine with a two-armed lever serving as an adjustable stop
  • FIG. 2 shows the exemplary embodiment during the idling state of the internal combustion engine
  • FIG. 3 shows the position of the adjustable stop in the full load state of the internal combustion engine.
  • FIG. 1 shows a fuel injection pump 1 of the distributor type in a simplified representation in partial section.
  • These pumps have a reciprocating and at the same time rotating pump piston 2 which, when it rotates, controls various fuel outlets for supplying fuel injection points of the internal combustion engine.
  • the amount of fuel is controlled by a ring slide 4 serving as a fuel amount adjusting element, the edge of which controls a relief channel 5 of the pump work chamber, not shown, arranged in the pump piston 2. By opening this channel, the injection of fuel is interrupted by the relief of the pump work space.
  • the ring slide 4 is connected to an angled start lever 6, which is pivotable about an axis 7 fixed to the housing and engages with its spherical end piece on one arm in a recess of the ring slide 4.
  • a speed controller 8 shown in simplified form, which is preferably designed as a centrifugal force controller and which is driven synchronously with the pump speed, acts with the speed-dependent force against the restoring force of a start spring 10.
  • the start lever 6 can be brought into contact with a tension lever 9 by the speed controller 8, which can be pivoted as a one-armed lever about the axis 7 of the start lever 6 and on which the start spring 10, which is designed as a leaf spring, is supported.
  • an idling spring 11 and an intermediate spring 12, which are designed as helical compression springs, are arranged in series with one another between the tensioning lever 9 and the starting lever 6.
  • the tensioning lever 9 has a crank 13, within which a pin 14 protrudes at right angles from the tensioning lever 9, on which a spring plate 32 provided with a sleeve 15 is guided, on the one hand the idling spring 11 on the starting lever side and on the other hand the intermediate spring 12 on the tensioning lever side intervention.
  • a pin 14 protrudes at right angles from the tensioning lever 9, on which a spring plate 32 provided with a sleeve 15 is guided, on the one hand the idling spring 11 on the starting lever side and on the other hand the intermediate spring 12 on the tensioning lever side intervention.
  • an adjustable stop lever 16 is arranged on the side of the speed controller 8, on which the start lever 6 comes into contact with the start spring 10 in the start position when the internal combustion engine is cold started, and with which the starting position of the start lever 6 and thus the starting injection quantity can be set is independent of the starting position of the speed controller 8.
  • This stop lever 16 in addition to its function to start the internal combustion engine by adjusting the start lever 6 and thus the ring slide 4 in the direction of zero delivery, also performs the basic setting of the additional fuel quantity during a cold start.
  • this has a bore through which a bolt 17 is guided, on the start lever side of which a control spring 20 engages via a spring plate 19, which is clamped between this spring plate 19 and a connecting part 18, the connecting part 18 via an eccentric , or lever arm is connected to an adjustment lever 21 located outside the fuel injection pump.
  • the bolt has a head 30, between which and the tensioning lever 9 a tension spring 22 is arranged, which is designed as a compression spring and which is compressed so far in the starting position of the tensioning lever 9 and the adjusting lever 21 that the head 30 on the tensioning lever 9 comes to the plant.
  • the clamping lever 9 is in contact with a stop 23 which is formed on a lever arm end of a two-armed lever 31.
  • This two-armed lever 31 can be pivoted with the stop 23 about an axis 24 fixed to the housing, the pivoting movement being generated by an actuator 25 of a stepping motor 26 acting on the other end of the lever arm.
  • the travel of the actuator 25 in the direction of the lever 31 is limited by a stop 27 which is adjustable and can be formed, for example, by the shape of a screw which can be rotated from the outside and which penetrates through the pump housing wall. So they are different End positions of the actuator 25 and thus the two-armed lever 31 possible.
  • the stepper motor 26 is controlled by a control device 28 which, in accordance with a control value formed from operating parameters of the internal combustion engine, outputs control steps to the stepper motor 26.
  • the actuator 25 is moved up to the adjustable stop 27 before each start-up of the internal combustion engine, in order to be able to approach the control value to be set exactly from this fixed reference point.
  • Both a linear stepping motor and a rotating stepping motor can be used as the stepping motor, wherein when using a rotating stepping motor, the shaft of the stepping motor can drive a threaded spindle as an actuator 25, whereby the actuating forces which the stepping motor has to overcome can be further reduced considerably.
  • Figures 2 and 3 show simplified the same structure as Figure 1, only in different operating states. They are primarily intended to explain the processes during the various operating states.
  • the position of the stop lever 16 determines the starting position of the start lever 6, and thus the position of the ring slide 4 in which the highest amount of fuel is injected.
  • the clamping lever 9 is pressed over the head 30 against the stop 23, which is brought by the stepping motor 26 into its position corresponding to the full load position, which thus also determines the maximum injection quantity possible during the starting process depending on the temperature of the internal combustion engine.
  • the tension spring 22 is overpressed since the control spring 20 has a higher rigidity and pretension than the tension spring 22.
  • the speed controller 8 immediately comes into contact with the start lever 6 because there is no restoring force. When starting, the starting quantity thus results, with the pump piston 2 covering a large useful stroke until it is deactivated.
  • the stepper motor 26 controls the tensioning lever 9 via the adjustable stop 23 in the direction facing away from the speed controller 8.
  • the starting lever 6 is then pressed by the starting spring 10 against a gap limitation of the tensioning lever 9, which forms a starting quantity stop 33 for the additional fuel quantity.
  • the additional fuel quantity is thus controlled as a function of the engine temperature via the start quantity stop 33 on the tensioning lever 9.
  • the fuel quantity adjustment device is in the position of the idle state of the internal combustion engine, the stop 23 displacing the tensioning lever 9 in the direction facing away from the control spring 20 and thus avoiding the starting lever 6 being applied to the tensioning lever 9.
  • the speed controller 8 presses the start lever 6 against the force of the idle spring 11 and the intermediate spring 12 in the direction of the tensioning lever 9, which in turn is supported by the tensioning spring 22 on the head 30 of the retaining bolt 17, a balance of forces being established.
  • the position of the ring slide 4 is thus determined by the interaction of centrifugal force and the force of the springs 10, 11, 12, 22, the control spring 20 being displaced in the direction of the tension spring 22 by means of bolts 17 and part 18.
  • the idle spring 11 regulates the fuel quantity
  • the intermediate spring 12 becomes effective.
  • a wide idling and transition range can thus be regulated with both springs, whereby different control characteristics can be achieved via different spring stiffnesses.
  • the tension spring 22 on the collar of the pin 17 has the task of holding the tension lever 9 on the stop 23 adjustable by the stepping motor 26, for which purpose it has a greater spring stiffness than the springs 11, 12 and a smaller stiffness than the control fields 20.
  • the reference position of the tensioning lever 9 is the basic setting from which idling is regulated, the speed-dependent final limitation being determined by the stop 29.
  • the connecting part 18 and thus the control spring 20 and the retaining bolt 17 are constantly in the idle position during idling operation, that is to say the entire regulation is carried out independently by the adjusting device, there always being a balance of forces between the force of the speed controller 8 and the spring arrangement 11, 12 sets. If a change in the operating state of the internal combustion engine is required, the stepper motor 26 then adjusts the stop 23 via the two-armed lever 31. Likewise, when the load of the internal combustion engine changes, the basic idle setting and thus the cut-off time in idle operation can be influenced via the stepper motor 26.
  • FIG. 3 shows the adjustment device in full load operation.
  • the tension spring 22 is overpressed by the actuating force of the speed controller 8 against the stronger control spring 20 and the head 30 of the retaining bolt 17 lies directly on the tension lever 9.
  • the intermediate, start and idle springs 12, 10, 11 are overpressed and the start lever 6 rests against a stop 29 of the tension lever 9, which is thus coupled to the start lever 6 in the direction of adjustment of the speed controller 8.
  • the control spring 20 is preloaded in the connecting part 18 by a certain amount, which corresponds to the actuating force of the speed controller 8 at the maximum permissible speed. If more power is now to be output from the internal combustion engine, the tensioning lever 9 and at the same time the ring slide 4 are moved in via the adjusting lever 21 and the prestressed control spring 20 Shifted towards higher output.
  • the full load stop 23 thus limits the highest injection quantity during operation of the internal combustion engine, which is generally smaller than the starting quantity.
  • the full-load stop 23 can now be adjusted as a function of operating parameters by means of the stepper motor 26, its position being adjusted via the two-armed lever 31. The most important advantage, however, is the temperature-dependent start quantity control and the avoidance of the associated smoke burst, especially in the idle speed control.
  • a constant or increased constant idling speed can be maintained here regardless of the additional units connected and the engine temperature. This makes it possible in particular to specify a lower idling speed during normal operation of the internal combustion engine, which in turn has a positive effect on the load on the internal combustion engine itself, its pollutant and noise emissions and on fuel consumption.

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  • 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)

Claims (9)

  1. Pompe d'injection de carburant pour moteurs à combustion interne avec un organe de réglage de la quantité de carburant, qui peut être réglé au moyen d'un organe de réglage d'un régulateur, l'organe de réglage consistant en un levier de déclenchement (6) et un levier de tension (9) sur lequel on peut mettre en appui le levier de déclenchement (6) sur une butée (29) du levier de tension (9) en faisant agir une force (8) qui est fonction de la vitesse de rotation, et en disposant, entre le levier de déclenchement et le levier de tension, un ressort de déclenchement (10) et un système de ressorts de ralenti (11, 12), et en sollicitant le levier de tension (9) par un ressort de tension (22) disposé en série par rapport à un ressort de réglage (20), dans le sens allant vers une butée réglable (23) qui détermine par sa position de réglage la quantité maximale de carburant pouvant être injectée, la butée réglable (23) pouvant être réglée par un moteur pas à pas (26) commandé en fonction des paramètres de fonctionnement du moteur à combustion interne, caractérisée en ce que la course du levier de déclenchement est limitée par une autre butée (33) reliée au levier de tension (9) en sens opposé du sens de fonctionnement de la force qui dépend de la vitesse de rotation dans le sens opposé au levier de tension (9), et en ce que, grâce au moteur pas à pas (26), la butée (23) sert aussi bien à limiter la quantité de carburant à injecter quand le moteur fonctionne à pleine charge et à régler la quantité de carburant à injecter au démarrage, qu'à régler aussi la quantité de carburant à injecter quand le moteur à combustion interne tourne au ralenti, la position de réglage de base du levier de tension (9), à partir de laquelle est réglé le ralenti, pouvant être réglée au moyen de la butée réglable (23).
  2. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que le ressort de réglage (20) est un ressort précontraint dont une surface d'appui est munie d'un levier de réglage et dont l'autre surface d'appui est une tête (30) d'un boulon (17) qui passe à travers l'extrémité du levier de tension (9), boulon entre la tête (30) duquel et le levier de tension (9) est disposé le ressort de tension réalisé sous la forme d'un ressort de compression (22), dont la course est limitée par l'appui de la tête (30) sur le levier de tension (9).
  3. Pompe d'injection de carburant selon les revendications précédentes, caractérisée en ce que le système de ressorts de ralenti (11, 12) se compose de deux ressorts de compression montés en série, et en ce que ceux-ci présentent des raideurs différentes.
  4. Pompe d'injection de carburant selon la revendication 3, caractérisée en ce qu'entre les ressorts de compression (11, 12) on dispose une coupelle de ressort (32), qui se prolonge par une douille d'appui (15), pouvant être mise en appui sur le levier de tension (6).
  5. Pompe d'injection de carburant selon la revendication 4, caractérisée en ce que la douille d'appui (15) est guidée sur un téton (14) qui est relié à l'un des leviers, le levier de déclenchement (6) ou le levier de tension (9).
  6. Pompe d'injection de carburant selon la revendication 4 ou 5, caractérisée en ce que le téton (14) sert de butée du levier de déclenchement (6) sur le levier de tension (9).
  7. Pompe d'injection de carburant selon l'une des revendications précédentes, caractérisée en ce que les ressorts de compression (11, 12) ne sont opérationnels qu'après un déplacement du levier de déclenchement (6) à l'encontre du ressort de déclenchement (10).
  8. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que la butée réglable (23) est disposée sur un levier à deux bras (31) qui est amené par un organe de réglage (25) du moteur pas à pas (26) avant chaque démarrage du moteur à combustion interne, contre une butée réglable (27) solidaire du carter (butée de mise à zéro).
  9. Pompe d'injection de carburant selon l'une des revendications précédentes, caractérisée en ce qu'un levier d'arrêt (16), qui est disposé dans la zone de pivotement du levier de déclenchement (9), détermine la position de départ du levier de déclenchement quand le moteur à combustion interne est froid, en fonction de la force (8) qui dépend de la vitesse de rotation.
EP92106393A 1991-05-27 1992-04-14 Pompe d'injection de combustible pour moteurs à combustion interne Expired - Lifetime EP0515816B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4117267 1991-05-27
DE4117267A DE4117267A1 (de) 1991-05-27 1991-05-27 Kraftstoffeinspritzpumpe fuer brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP0515816A1 EP0515816A1 (fr) 1992-12-02
EP0515816B1 true EP0515816B1 (fr) 1995-12-13

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EP92106393A Expired - Lifetime EP0515816B1 (fr) 1991-05-27 1992-04-14 Pompe d'injection de combustible pour moteurs à combustion interne

Country Status (4)

Country Link
US (1) US5188076A (fr)
EP (1) EP0515816B1 (fr)
JP (1) JPH05163966A (fr)
DE (2) DE4117267A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6773240B2 (en) 2002-01-28 2004-08-10 Visteon Global Technologies, Inc. Single piston dual chamber fuel pump

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CN100470019C (zh) * 2007-06-29 2009-03-18 无锡开普动力有限公司 一种柴油机的电子调速装置
CN102536470A (zh) * 2010-12-24 2012-07-04 广西玉柴机器股份有限公司 一种发动机二级油门装置

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6773240B2 (en) 2002-01-28 2004-08-10 Visteon Global Technologies, Inc. Single piston dual chamber fuel pump

Also Published As

Publication number Publication date
DE59204644D1 (de) 1996-01-25
US5188076A (en) 1993-02-23
JPH05163966A (ja) 1993-06-29
DE4117267A1 (de) 1992-12-03
EP0515816A1 (fr) 1992-12-02

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