EP0624720B1 - 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
EP0624720B1
EP0624720B1 EP19940105646 EP94105646A EP0624720B1 EP 0624720 B1 EP0624720 B1 EP 0624720B1 EP 19940105646 EP19940105646 EP 19940105646 EP 94105646 A EP94105646 A EP 94105646A EP 0624720 B1 EP0624720 B1 EP 0624720B1
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EP
European Patent Office
Prior art keywords
lever
fuel injection
injection pump
adjusting
spring
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
EP19940105646
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German (de)
English (en)
Other versions
EP0624720A1 (fr
Inventor
Günter Dipl.-Ing. Bofinger
Claus Dipl.-Ing. Maier (Fh)
Willi Dipl.-Ing. Weippert (Fh)
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
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Filing date
Publication date
Priority claimed from DE4332847A external-priority patent/DE4332847A1/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0624720A1 publication Critical patent/EP0624720A1/fr
Application granted granted Critical
Publication of EP0624720B1 publication Critical patent/EP0624720B1/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
    • F02D1/04—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors
    • F02D1/045—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors characterised by arrangement of springs or weights
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D2001/0005—Details, component parts or accessories of centrifugal governors
    • F02D2001/002—Arrangement of governor springs
    • F02D2001/0025—Arrangement of governor springs having at least two springs, one of them being idling spring
    • 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
    • F02D2001/0005—Details, component parts or accessories of centrifugal governors
    • F02D2001/0045—Arrangement of means for influencing governor characteristics by operator

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 for internal combustion engines according to the preamble of claim 1.
  • Such a fuel injection pump known from EP-A-0 451 151, has a T-shaped adjusting lever on the outside of the pump housing, which has an adjusting lever for idling spring inside of the pump housing leading control shaft is connected and is pivotable about this as a pivot axis.
  • a Bowden cable is articulated at the base of the T-shaped adjusting lever and is actuated by a pneumatic servomotor depending on the operating states of the internal combustion engine.
  • the adjusting lever is provided in the known fuel injection pump on the outside of the housing of the fuel injection pump, which is adjustable between two stops and is actuated by a so-called accelerator cable to adjust the torque output of the internal combustion engine.
  • the adjusting lever is actuated by the servomotor in particular to raise the idle speed when additional units of the internal combustion engine are switched on.
  • the fuel injection pump according to the invention with the features of claim 1 has the advantage that, by coupling the adjusting lever with the adjusting lever, the idle speed can be set in certain operating ranges predetermined by the adjustment of the adjusting lever.
  • a desired fuel injection quantity or torque output can be achieved in particular in critical low speed ranges, as a result of which the running behavior of the internal combustion engine can be improved in such specific critical ranges.
  • the configuration according to claim 2 results in a favorable arrangement, which can also be retrofitted to an existing fuel injection pump, to achieve the idle setting according to claim 1.
  • the development of the invention according to claims 3 and 4 advantageously allows the degree of intervention in idling during the course vary the adjustment of the adjustment lever and adapt to the specific circumstances of the assigned internal combustion engine. Further adaptations are given by the configurations according to claim 5 and claim 6.
  • FIG. 1 shows a schematic arrangement of control spring, idle spring and control levers with a quantity adjusting element of a fuel injection pump
  • FIG. 2 shows the first exemplary embodiment of the invention with coupling of an adjusting lever with an adjusting lever of the fuel injection pump via a one-armed rocker arm
  • FIG. 3 shows the second exemplary embodiment of the invention with coupling via a two-armed rocker arm
  • Figure 4 shows a modified type of idle spring arrangement in the fuel injection pump.
  • a pump piston 1 In the interior of a fuel injection pump, as is known from EP-A-0 451 151, a pump piston 1 is arranged in a housing bore, which, but not shown here, delimits a pump work space in the housing bore, is driven to and fro as well as rotating and during its outward movement from the pump work space under injection pressure, the previously introduced fuel delivers to one of several injection lines determined by its rotational position.
  • the delivery stroke of the pump piston is ended under high pressure by opening a relief channel 2, which, starting from the pump working space in the pump piston 1, runs out via a radial bore 3 on the circumference of the pump piston and opens into the suction chamber surrounding the pump piston, which is filled with fuel brought to low pressure and out which the pump workspace is supplied with fuel during the suction stroke of the pump piston.
  • the relief of the relief channel 2 via the radial bore 3 takes place when the pump piston emerges in the form of a ring slide in the course of its delivery stroke, which goes to the right in the drawing, from the overlap of a quantity adjusting member 4 which can be displaced tightly on the pump piston 1.
  • the quantity adjustment element 4 is brought into its position determining the fuel injection quantity per pump piston stroke by means of a regulator lever 5 and is coupled to the latter via a coupling head 6.
  • the regulator lever 5 can be pivoted about an axis 7 against the force of an idle spring 8 attached to the end of the regulator lever 5, the other end of which is attached to an idle spring lever 9. This is via a shaft 10, which in no further leads out through the pump housing, connected to an adjusting lever 11, which is shown in more detail in Figure 2.
  • a centrifugal force adjuster 14 also acts on the control lever 5, by means of which the control lever is pivoted about the axis 7 with increasing speed and thus increasing force against the force of the idling spring 8.
  • the centrifugal force adjuster is a speed sensor that generates a speed-dependent force, and in addition to these mechanical speed sensors, other types of speed sensors can also be used, such as hydraulic or electromechanically operated sensors.
  • the governor lever is pivoted by the centrifugal force adjuster 14, possibly by overcoming an additional starting spring 15, which ensures that the quantity adjusting member 4 is in a starting position when the fuel injection pump is at a standstill and thus increases the fuel injection quantity, until the regulator lever 5 comes into contact with a tensioning lever 16. whose end position is determined by a stop 17 fixed to the housing.
  • This tensioning lever can also be pivoted about the axis 7 and a control spring 19 is articulated at its end, which in turn is attached to an adjusting lever 20.
  • the actuating lever 20 is actuated via an actuating shaft 21 which leads through the housing to the outside, an adjusting lever 22 being fastened to the outer end of the actuating shaft, which is also shown in greater detail in FIG.
  • the idle speed is determined with the aid of the centrifugal adjuster 14 for a given setting of the idle spring preload via the adjusting lever 11 and the idle spring actuating lever 9. If the preload of the idle spring 8 is overcome, the control lever 5 swings out and moves the ring slide 4, the quantity adjusting member, to the left (FIG. 1) and thus reduces the fuel injection quantity.
  • the control spring 19 is formed in the example shown as a compression spring with a matching spring, which are housed in a spring capsule, which is initially stable with a small applied force on the control spring unit as a fixed transmission member between the control lever 20 and rocker arm 16 such that with the adjustment of the control lever 20 different load positions can be set based on the full load position of the tensioning lever 16. Only when the final speed is reached is the force acting on the preloaded control spring 19 so great that the preload force of the clamped spring is overcome and the tensioning lever 16 can move independently of the position of the actuating lever 20.
  • the idle speed was initially fixed using the idle spring 8 and the adjusting lever 11, which was fixed by a stop 23, which is adjustable, the idle speed should now be variable by increasing the spring tension of the idle spring 8 within a predetermined range .
  • the adjusting lever 11 has a T-shaped configuration, the adjusting lever 11 in each case with one of the ends of the “T” crossbar 41 either at a first stop 23, which determines the lowest idling speed, or at a second stop 24, which determines the highest idling speed or the highest idling torque.
  • the T-shaped adjusting lever 11 is connected to the end of the shaft 10 in the region of its base point of the vertical T-line 42.
  • the adjusting lever 11 is acted on so that it strives to come to rest with its T-bar on the second stop 24.
  • This movement is controlled in that the adjusting lever 11 has in the middle of its T-bar a driving part in the form of a driving bolt 28 which projects transversely to the pivoting plane of the adjusting lever and engages in an elongated hole 29 of a drag lever 30.
  • the rocker arm 30 is provided at its end with a bearing 31 fixed to the housing and has an eye 32 at its outermost free end, through which an adjusting screw 33 lying in the pivoting plane of the rocker arm 30 is screwed and secured there with a nut.
  • the adjusting screw comes to rest on one arm 35 of an adjustment lever 22, which here has two arms and is fixedly connected in its center to the adjusting shaft 21.
  • the pivoting movement of the adjusting lever 22 is determined by a first adjusting lever stop 36 and a second adjusting lever stop 37, against which the adjusting lever 22 with its other lever arm 38 comes to rest when it is actuated with the aid of a Bowden cable 39 attached to the other lever arm 38 in accordance with an increasing torque request .
  • the second adjustment lever stop 37 is the full load stop.
  • the stops are adjustable in a known manner and fixable in their setting.
  • the rocker arm 30 follows the adjusting lever movement via the adjusting screw 33 under the influence of the force of the return spring 26 transmitted by means of the driving bolt 28 until the finger lever 30 pivots together with the adjusting lever 11 is that the adjusting lever with its left “T" bar as seen in the drawing comes to rest against the second stop 24.
  • This movement of the adjusting lever enables the coupling between rocker arm 30 and adjusting lever 11 by means of the driving bolt 28 and the elongated hole 29.
  • the additional Return spring 26 ensures that the adjusting screw 33 is constantly in contact with the adjusting lever 22 in this range of motion and guarantees the pivoting movement of the adjusting lever 11. This spring must overcome the force of the idle spring 8 with regard to FIG.
  • the frame can advantageously be determined by varying the idle injection quantity in the course of a load absorption caused by the adjustment of the adjusting lever 22.
  • the exact assignment of the rocker arm 30 to the adjusting lever 22 in the starting position is made possible by the adjusting screw 33.
  • the adjusting screw 33 when the adjusting screw 33 is actuated with the adjusting lever 22 resting on the first adjusting lever stop 36, the adjusting lever 11 can be brought to the first, the minimum stop 23 under the action of the return spring 26 is, the adjusting screw 33 can also serve directly as a stop for the minimum setting of the idle spring preload and replace the stop 23.
  • the driving pin 28 is inserted into another threaded bore in the adjusting lever 11, which additionally enables the elongated hole 29.
  • threaded bores in the adjusting lever 11 which are introduced at different distances from the shaft 10.
  • the entrainment parts, the entrainment pin 28 or the pin 40 were firmly connected to the adjusting lever 11 or 111 and the curve 39 or the elongated hole 29 realizing two parallel cam tracks was carried out on the drag lever 30, 131.
  • this can also be the other way round, also the guideways delimiting the elongated hole and coupling the driving pin 28 by positive locking can be one do not follow a straight curve.
  • FIG. 3 Another possibility of varying the idle speed by increasing the spring tension of the idle spring 8 within a predetermined range is the embodiment according to FIG. 3.
  • This two-armed rocker arm 130 in turn has at one end the eye 32 through which the adjusting screw 33 can be screwed, secured by a nut.
  • this adjusting screw can of course also be attached to the adjusting lever 22, which then acts on the end 32 of the two-armed rocker arm 130.
  • the other end of the two-armed rocker arm 130 has a cam track 39 on which a bolt 40 can slide, which projects vertically from the pivoting plane of the T-shaped adjusting lever 111.
  • this has a "T" crossbar 41, from which the arm 42 forming the vertical T-line of the T-shaped configuration protrudes at right angles.
  • the adjusting lever 111 is now firmly mounted on the shaft 10 at the transition from this arm 42 to the "T" crossbar 41.
  • the bolt 40 protrudes from the extreme end of the arm 42.
  • the adjusting lever 111 thus forms a three-armed lever, the shape of which can of course also be somewhat different from the T-shape.
  • a return spring 43 is attached to this one of its arms, which strives to pivot the rocker arm 130 about its axis 131 and to keep it in contact with the adjusting lever 22.
  • a return spring 126 also acts on the adjusting lever 111, which endeavors to pivot the adjusting lever 111 in such a way that the bolt 40 in Contact with cam track 39 remains.
  • the adjusting lever is again adjustable between the stops 23 and 24, so that with these stops the pretension of the idle spring 8 coupled to the locking lever 111 is determined.
  • the position of the adjusting screw 33 can be corrected accordingly so that the rocker arm 130 limited in its pivoting movement by its abutment on the bolt 40 is in abutment with the adjusting lever 22 via the adjusting screw 33 when the latter is on its first Adjustment lever stop is located according to its minimum setting. If the adjusting lever 22 is now adjusted in the direction of the excess quantity, the return spring 43, which acts on the rocker arm 130, causes the rocker arm 130 to follow the adjusting lever.
  • This return spring 43 overrides the return spring 126 and the adjusting lever 111 is now also pivoted in accordance with the pivoting movement of the rocker arm 130, namely until it comes into contact with the stop 24 with its “T” crossbar 41.
  • the adjusting lever 22 then lifts off the adjusting screw 33 and performs its other quantity-adjusting function.
  • the return spring 43 is thus designed so that it overcomes the force of the return spring 126, which serves to adjust the adjusting lever 111 and at the same time is stronger than the idle spring 8, which is subsequently biased.
  • FIG. 4 shows an embodiment variant of the arrangement of the idle spring in the regulator of the fuel injection pump.
  • the control spring is attached to the tensioning lever 16 so that it is acted upon by both the idle spring 8 and the control spring arrangement 19.
  • the control lever 5 serves only as a start lever for adjustment and subsequently to limit the excess starting quantity by the starting spring 15 being compressed by the centrifugal force adjuster 14 until the starting lever 5 comes to rest against the tensioning lever 16 and both levers can now be adjusted in combination by the centrifugal force adjuster.
  • the control spring arrangement 19 is set at the lowest load in accordance with the idling so that only the idling spring 8 is effective on the tensioning lever 16. Only after the idle speed has been exceeded does the tensioning lever 16 come into firm contact with the control spring arrangement 19, a further adjustment spring 44 being adjustable between the connection point of this control spring arrangement 19 and the tensioning lever.

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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 (10)

  1. Pompe d'injection de carburant pour moteur à combustion interne comportant un organe de commande de quantité de carburant à injecter (4), actionné par un levier de régulation (5, 16), réglable contre la force d'un ressort de régulation (19) en fonction d'une force dépendant de la vitesse de rotation, le ressort de régulation (19) étant prévu entre le levier de régulation (5, 16) et un levier de commande (20) qui peut être déplacé par un levier de manoeuvre (22) basculant, en étant monté solidaire du boîtier, un ressort de ralenti (8) relié en complément du ressort de régulation (19), au levier de régulation (5, 16), entre celui-ci et un levier de commande (9) du ressort de ralenti monté sur un axe (10) solidaire du boîtier, ce levier étant réglable par un levier de réglage (11, 111) relié à l'axe (10), basculant entre des butées réglables (23, 24 ; 33, 36) et réglables par un dispositif de manoeuvre selon les paramètres de fonctionnement du moteur à combustion interne, pompe caractérisée en ce que le dispositif de manoeuvre se compose d'un ressort de rappel (26, 126) agissant sur le levier de réglage (11, 111) et d'un dispositif de couplage couplé au levier de réglage (11, 111) par une liaison par la forme, au levier de manoeuvre (22) de façon que le levier de réglage (11, 111) suive le déplacement du levier de manoeuvre (22) entre les deux butées (23, 24 ; 33, 36).
  2. Pompe d'injection de carburant selon la revendication 1, caractérisée en ce que le dispositif de couplage se compose d'un levier tiré (30, 130) basculant autour d'un axe fixe (31, 131), ce levier (30, 130) étant couplé au levier de réglage (11, 111) par une pièce d'entraînement (28, 40) prévue de manière excentrée par rapport à l'axe de pivotement du levier de réglage (11, 111) formé par l'axe (10), et est mis en appui contre le levier de manoeuvre (22) par une force de rappel.
  3. Pompe d'injection de carburant selon la revendication 2, caractérisée en ce que la pièce d'entraînement (28, 40) est reliée solidairement à une partie [levier tiré (30, 130) ou levier de réglage (11, 111)] et est guidée suivant un chemin (29, 39) de l'autre partie [levier de réglage (11, 111) ou levier tiré (30, 130)].
  4. Pompe d'injection de carburant selon la revendication 3, caractérisée en ce que le chemin (29) comporte deux chemins de guidage parallèles entre lesquels est guidée la pièce d'entraînement (28).
  5. Pompe d'injection de carburant selon la revendication 3, caractérisée en ce que la pièce d'entraînement (28, 40) est maintenue en appui par un ressort de rappel (26, 126) contre l'un des chemins courbes (29, 39) constituant le chemin.
  6. Pompe d'injection de carburant selon la revendication 4 ou 5, caractérisée en ce que le chemin est rectiligne.
  7. Pompe d'injection de carburant selon l'une des revendications 3 à 6, caractérisée en ce que la distance entre la pièce d'entraînement (28, 40) et l'axe de basculement du levier de réglage (11, 111) est variable pour modifier le rapport de transmission entre le réglage du levier de commande et celui du levier de réglage.
  8. Pompe d'injection de carburant selon la revendication 4, caractérisée en ce que les chemins de guidage sont formés par un trou oblong (29) dans le levier tiré (30), dans la zone comprise entre l'axe de basculement du levier de réglage (11) et l'axe (31) du levier tiré (30) à un bras.
  9. Pompe d'injection de carburant selon la revendication 5, caractérisée en ce que le levier tiré (131) est un levier à deux bras dont un bras peut être mis en appui contre le levier de manoeuvre (22) par un ressort de rappel (43) et la pièce d'entraînement (40) est montée sur le levier de réglage (111) et est mise en appui par la force appliquée par un ressort de rappel (126) sur le levier de réglage (111) contre la courbe (39) prévue sur l'autre bras du levier tiré (130).
  10. Pompe d'injection de carburant selon l'une des revendications précédentes, caractérisée en ce qu'entre le levier tiré (30, 130) et le levier de manoeuvre (22) il comporte une vis de réglage (33) qui règle la position de basculement du levier tiré (30, 130) par rapport à la position de repos du levier de manoeuvre (22) contre l'une de ses butées (36) du levier de commande.
EP19940105646 1993-05-14 1994-04-13 Pompe d'injection de combustible pour moteurs à combustion interne Expired - Lifetime EP0624720B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE4316243 1993-05-14
DE4316243 1993-05-14
DE4332847A DE4332847A1 (de) 1993-05-14 1993-09-27 Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE4332847 1993-09-27

Publications (2)

Publication Number Publication Date
EP0624720A1 EP0624720A1 (fr) 1994-11-17
EP0624720B1 true EP0624720B1 (fr) 1996-03-06

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19940105646 Expired - Lifetime EP0624720B1 (fr) 1993-05-14 1994-04-13 Pompe d'injection de combustible pour moteurs à combustion interne

Country Status (2)

Country Link
EP (1) EP0624720B1 (fr)
JP (1) JPH074270A (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4443114A1 (de) * 1994-12-03 1996-06-05 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3027671A1 (de) * 1980-07-22 1982-02-18 Daimler-Benz Ag, 7000 Stuttgart Regler fuer einspritzpumpen an brennkraftmaschinen
DE3239696A1 (de) * 1982-10-27 1984-03-01 Daimler-Benz Ag, 7000 Stuttgart Einrichtung zum verstellen der leerlaufdrehzahl
DE3322214A1 (de) * 1983-06-21 1985-01-10 Robert Bosch Gmbh, 7000 Stuttgart Einspritzpumpe fuer brennkraftmaschinen
DE3743060A1 (de) * 1987-12-18 1989-06-29 Bosch Gmbh Robert Drehzahlregler fuer kraftstoffeinspritzpumpen
DE3844452A1 (de) * 1988-12-31 1990-07-05 Bosch Gmbh Robert Verteilerkraftstoffeinspritzpumpe fuer brennkraftmaschinen

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Publication number Publication date
EP0624720A1 (fr) 1994-11-17
JPH074270A (ja) 1995-01-10

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