EP0766782A1 - Fuel injection pump for internal combustion engines - Google Patents

Fuel injection pump for internal combustion engines

Info

Publication number
EP0766782A1
EP0766782A1 EP95936428A EP95936428A EP0766782A1 EP 0766782 A1 EP0766782 A1 EP 0766782A1 EP 95936428 A EP95936428 A EP 95936428A EP 95936428 A EP95936428 A EP 95936428A EP 0766782 A1 EP0766782 A1 EP 0766782A1
Authority
EP
European Patent Office
Prior art keywords
adjusting lever
lever
adjusting
fuel injection
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.)
Granted
Application number
EP95936428A
Other languages
German (de)
French (fr)
Other versions
EP0766782B1 (en
Inventor
Willi Weippert
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 EP0766782A1 publication Critical patent/EP0766782A1/en
Application granted granted Critical
Publication of EP0766782B1 publication Critical patent/EP0766782B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • 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 lever has a Idle spring control lever is connected in the interior of the control shaft guiding the pump housing and can be pivoted 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. Regardless of this setting lever, the known force
  • the fuel injection pump is provided on the outside of the housing of the fuel injection pump with the adjusting lever, which is adjustable between two stops and is actuated by a so-called throttle cable to adjust the torque output of the internal combustion engine.
  • the adjusting lever is actuated by the servomotor, in particular to increase 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 the characterizing part of patent claim 1 has the advantage over the fact 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. In this way, in particular in the critical low-speed range, a desired fuel injection quantity or torque output can be achieved, 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 with limited space, in order to achieve the idle setting according to claim 1.
  • the development of the invention according to claims 3 and 4 advantageously makes it possible to use the point of use of the intervention on the idle in the course of the adjustment of the adjusting lever vary and special Adapt the conditions of the assigned internal combustion engine. Further possibilities for adaptation are given by the configurations according to patent claim 5 and patent claim 6, by means of which a favorable and space-saving arrangement is created, in particular when the pivoting planes of the adjusting lever and adjusting lever are offset by 90 ° to one another.
  • FIG. 1 shows a schematic arrangement of control spring, idling spring and control levers with a quantity adjusting element of a fuel injection pump
  • FIG. 2 shows the exemplary embodiment of the invention with coupling of an adjusting lever with an adjusting lever of the fuel injection pump via a cam track
  • FIG. 3 shows an offset by 90 ° View of the arrangement shown in FIG. 1.
  • 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 when moving out of the pump workspace below
  • Injection pressure conveys the previously introduced fuel 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 work space in the pump piston 1, exits via a radial bore 3 on the circumference of the pump piston and into the pump piston there surrounding suction chamber opens, which is filled with fuel brought to low pressure and from which the pump working chamber 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 valve in the course of its delivery stroke, which goes to the right in the drawing, from the overlap of a quantity adjusting element 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 connected via a shaft 10, which leads through the pump housing to the outside in a manner not shown, with an adjusting lever 11, which is shown in more detail in FIG.
  • 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, whereby instead of this mechanical speed sensor other types of speed sensors can be used, such as hydraulic or electromechanically operated sensors.
  • the regulator lever is possibly overcome by overcoming an additional starting spring 15, which is used for a starting position of the quantity adjusting element 4 when the Fuel injection pump ensures and thus for an increased fuel injection quantity at start, pivoted until the control lever 5 comes to rest against a tensioning lever 16, the end position of which 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 shown in more detail in FIG.
  • the idle speed is determined with the aid of the centrifugal force adjuster 14 for a given setting of the idle spring preload via the adjusting lever 11 and the idle spring adjusting lever 9. If the pretension of the idle spring 8 is overcome, the control lever 5 swings out and shifts the ring slide 4, the quantity adjusting element, downward and thus reduces the fuel injection quantity.
  • control lever 5 Under load operation, the control lever 5 is in full contact with the rocker arm 16, with the tensioning lever 16 being held at the full load stop 17 by the adjustment of the control spring 19, in particular under full load operation, until the final regulating speed is reached, at which the pretensioned control spring 19 is compressed and the tensioning lever 16 together ⁇ men with the control lever 5 clockwise, based on the representation in the drawing, is deflected. This in turn reduces the fuel injection quantity.
  • the regulating spring 19 is designed as a compression spring in cooperation with a matching spring, both of which are accommodated in a spring capsule, this initially at a low applied force on the control spring unit is stable as a fixed transmission member between the control lever 20 and rocker arm 16 such that with the adjustment of the control lever 20 starting from the full load position of the tensioning lever 16 different load positions can be set. Only when the final speed is reached is the force acting on the prestressed control spring unit 19 so great that the prestressing force of the clamped spring is overcome and the tensioning lever 16 can move independently of the position of the adjusting lever 20.
  • the idle speed was initially set with the help of the idle spring 8 and the adjusting lever 11 by being fixed by a stop 23, which can be adjusted, the idle speed should now be set to a predetermined value by increasing the spring tension of the idle spring 8 Frame be variable.
  • the adjusting lever 11 has a T-shaped configuration, with a "T" crossbar 24 and a T-line 25, which is connected to the end of the shaft 10 in the region of its base point.
  • An additional return spring 26 on the outside acts on the setting lever 11 in such a way that it strives to come to rest with one arm of its T-bar 24 against a stop 27.
  • This stop is the end of a pin 30 or pin which is guided in a guide bore 29 and which is in contact with a curved track 33 with its other, preferably spherical head-shaped end 31.
  • This cam track is part of one Cam 34, which is formed on an adjustable part 35. This part lies flat against the end face of the adjusting lever 22 which is offset by 90 ° to the pivoting plane of the adjusting lever and the axis of the pin 30 and is together with the latter via a releasable connection, in particular
  • Screw connection 36 attached to the actuating shaft 21.
  • the part 35 is pivotable about this connection within the scope of an angular range given by the length of an elongated hole in the part 35.
  • a screw 39 is screwed into the adjusting lever 22 through the elongated hole, by means of which the part 35 can be fixed in a certain rotational position relative to the adjusting lever 22.
  • adjustable stops 40 and 41 for the smallest and the largest load setting are assigned to the adjusting lever.
  • the cam 34 extends in the longitudinal direction of the swivel path of the part 35 moved together with the adjusting lever 22 in the region between the stop 40 and 41 such that the head 31 of the pin 30 remains in constant contact with the cam track 33 under the action of the return spring 26 that acts on the pin 30 via the adjusting lever and one arm of the T-crossbar 24. It is thus achieved that when the adjusting lever 22 is pivoted, the adjusting lever 11 is pivoted as part of the adjusting movement of the pin 30 following the moving cam track 33.
  • the guide bore 29 for the pin 30 is advantageously by a longitudinal Bore formed by a screw 43 which is screwed into a housing part of the fuel injection pump.
  • the end face of the screw 43 can serve as an additional stop for the maximum adjustment of the adjusting lever, which results from the possible path of the pin 30 protruding from the screw 43 by a maximum of the path "S".
  • this pin 30 represents the stop which determines the setting of the adjusting lever and which moves within the conditions of the cam track 33 . This stop thus sets the minimum setting for the idle spring preload. The maximum setting is limited by the projection dimension "S" of the screw 43.
  • the setting lever 11 can also be designed as a simple, one-armed lever, with a correspondingly suitable attachment of the return spring 26, which presses this lever arm onto the stop 27.
  • the T-shaped three-armed lever shown in FIG. 3 is only used if, in addition to the adjustable stop 27, an additional stop is considered necessary.

Abstract

A fuel injection pump has both a regulating spring and an adjustable idle speed spring (8) fixed to the housing. The adjustable idle speed spring (8) is adjusted by a coupling arrangement between a minimum idle speed position and a maximum idle speed position depending on the adjustment of an adjusting lever (22).

Description

Kraftstoffeinspritzpumpe für Brennkraf maschinenFuel injection pump for internal combustion engines
Stand der TechnikState of the art
Die Erfindung geht aus von einer Kraftstoffeinspritzpumpe für Brennkraftmaschinen nach der Gattung des Patentanspruchs 1. Eine solche durch die EP-A-0 451 151 bekannte Kraf stoffeinspritzpumpe weist auf der Außenseite des Pum- pengehäuses einen T-förmig gestalteten Einstellhebel auf, der mit einer zum Leerlauffederstellhebel im Innern des Pum¬ pengehäuses führenden Stellwelle verbunden ist und um diese als Schwenkachse schwenkbar ist. Dabei ist am Fußpunkt des T-förmigen Einstellhebels ein Bowdenzug angelenkt, der von einem pneumatischen Stellmotor in Abhängigkeit von Be- triebszuständen der Brennkraftmaschine betätigt wird. Unab¬ hängig von diesem Einstellhebel ist bei der bekannten Kraft- Stoffeinspritzpumpe außen am Gehäuse der Kraftstoffein¬ spritzpumpe der Verstellhebel vorgesehen, der zwischen zwei Anschlägen verstellbar ist und durch einen sogenannten Gaszug zur Einstellung der Drehmomentabgäbe der Brennkraft¬ maschine betätigt wird.The invention is based on 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 lever has a Idle spring control lever is connected in the interior of the control shaft guiding the pump housing and can be pivoted 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. Regardless of this setting lever, the known force The fuel injection pump is provided on the outside of the housing of the fuel injection pump with the adjusting lever, which is adjustable between two stops and is actuated by a so-called throttle cable to adjust the torque output of the internal combustion engine.
Der Einstellhebel wird dabei durch den Stellmotor insbeson¬ dere zur Anhebung der Leerlaufdrehzahl bei Zuschalten von Zusatzaggregaten der Brennkraftmaschine betätigt.The adjusting lever is actuated by the servomotor, in particular to increase the idle speed when additional units of the internal combustion engine are switched on.
Vorteile der ErfindungAdvantages of the invention
Die erfindungsgemäße Kraftstoffeinspritzpumpe mit den Merk¬ malen des Kennzeichens des Patentanspruchs 1 hat demgegenüber den Vorteil, daß durch die Koppelung des Ein¬ stellhebels mit dem Verstellhebel der Leerlauf in bestimm¬ ten, durch die Einstellung des Verstellhebels vorgegebenen Betriebsbereichen eingestellt werden kann. Dabei kann insbe¬ sondere im kritischen Niedrigdrehzahlbereich eine gewünschte Kraftstoffeinspritzmenge bzw. Drehmomentabgäbe erzielt werden, wodurch das Laufverhalten der Brennkraftmaschine in solchen bestimmten kritischen Bereichen verbessert werden kann.The fuel injection pump according to the invention with the features of the characterizing part of patent claim 1 has the advantage over the fact 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. In this way, in particular in the critical low-speed range, a desired fuel injection quantity or torque output can be achieved, as a result of which the running behavior of the internal combustion engine can be improved in such specific critical ranges.
Durch die Ausgestaltung gemäß Patentanspruch 2 ergibt sich eine günstige, ggf. auch bei einer vorhandenen Kraftstoff- einspritzpumpe bei eingeschränkten Platzverhältnissen nachrüstbare Anordnung zur Erzielung der Leerlaufeinstellung gemäß Patentanspruch 1. Durch die Weiterbildung der Erfin- düng gemäß Patentanspruch 3 und 4 läßt sich vorteilhaft der Einsatzpunkt des Eingriffes auf den Leerlauf im Laufe der Verstellung des Verstellhebels variieren und speziellen Gegebenheiten der zugeordneten Brennkraftmaschine anpassen. Weitere Anpassungsmδglichkeiten sind durch die Ausgestaltun¬ gen gemäß Patentanspruch 5 und Patentanspruch 6 gegeben, durch die insbesondere bei um 90° zueinander versetzten Schwenkebenen von Verstellhebel und Einstellhebel eine gün¬ stige und platzsparende Anordnung geschaffen wird.The configuration according to claim 2 results in a favorable arrangement, which can also be retrofitted to an existing fuel injection pump with limited space, in order to achieve the idle setting according to claim 1. The development of the invention according to claims 3 and 4 advantageously makes it possible to use the point of use of the intervention on the idle in the course of the adjustment of the adjusting lever vary and special Adapt the conditions of the assigned internal combustion engine. Further possibilities for adaptation are given by the configurations according to patent claim 5 and patent claim 6, by means of which a favorable and space-saving arrangement is created, in particular when the pivoting planes of the adjusting lever and adjusting lever are offset by 90 ° to one another.
Zeichnungdrawing
Ein Ausführungsbeispiel des Gegenstands der Erfindung ist in der Zeichnung dargestellt, und wird im nachstehenden näher erläutert. Es zeigen Figur 1 eine schematische Anordnung von Regelfeder, Leerlauffeder und Regelhebeln mit Mengenver- stellorgan einer Kraftstoffeinspritzpumpe, Figur 2 das Aus- führungsbeispiel der Erfindung mit Kopplung eines Einstell¬ hebels mit einem Verstellhebel der Kraftstoffeinspritzpumpe über eine Kurvenbahn und Figur 3 eine um 90° versetzte An¬ sicht der in Figur 1 gezeigten Anordnung.An embodiment of the object of the invention is shown in the drawing and is explained in more detail below. FIG. 1 shows a schematic arrangement of control spring, idling spring and control levers with a quantity adjusting element of a fuel injection pump, FIG. 2 shows the exemplary embodiment of the invention with coupling of an adjusting lever with an adjusting lever of the fuel injection pump via a cam track, and FIG. 3 shows an offset by 90 ° View of the arrangement shown in FIG. 1.
Im Innern einer Kraftstoffeinspritzpumpe, wie sie durch die EP-A-0 451 151 bekannt ist, ist in einer Gehäusebohrung ein Pumpenkolben 1 angeordnet, der, hier aber nicht dargestellt, in der Gehäusebohrung einen Pumpenarbeitsraum begrenzt, hin- und hergehend sowie rotierend angetrieben ist und bei seiner Hinbewegung aus dem Pumpenarbeitsraum unterIn 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 when moving out of the pump workspace below
Einspritzdruck den zuvor eingebrachten Kraftstoff zu einer von mehreren, durch seine Drehstellung bestimmten Ein¬ spritzleitung fördert. Die Beendigung des Förderhubs des Pumpenkolbens unter Hochdruck erfolgt durch Aufsteuern eines Entlastungskanals 2, der ausgehend vom Pumpenarbeitsraum im Pumpenkolben 1 verlaufend über eine Radialbohrung 3 am Pum- penkolbenumfang austritt und in den den Pumpenkolben dort umgebenden Saugraum mündet, der mit auf Niederdruck ge¬ brachtem Kraftstoff gefüllt ist und aus dem der Pumpenar¬ beitsraum beim Saughub des Pumpenkolbens mit Kraftstoff ver¬ sorgt wird. Die Entlastung des Entlastungskanals 2 über die Radialbohrung 3 erfolgt dann, wenn der Pumpenkolben im Laufe seines, in der Zeichnung nach rechts gehenden, Fδrderhubs aus der Überdeckung eines dicht auf dem Pumpenkolben 1 ver¬ schiebbaren Mengenverstellorgans 4 in Form eines Ringschie¬ bers austrit .Injection pressure conveys the previously introduced fuel 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 work space in the pump piston 1, exits via a radial bore 3 on the circumference of the pump piston and into the pump piston there surrounding suction chamber opens, which is filled with fuel brought to low pressure and from which the pump working chamber 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 valve in the course of its delivery stroke, which goes to the right in the drawing, from the overlap of a quantity adjusting element 4 which can be displaced tightly on the pump piston 1.
Das Mengenverstellorgan 4 wird mittels eines Reglerhebels 5 in seine die Kraftstoffeinspritzmenge pro Pumpenkolbenhub bestimmende Stellung gebracht und ist über einen Kupplungs¬ kopf 6 mit diesem gekoppelt. Der Reglerhebel 5 ist um eine Achse 7 schwenkbar und zwar gegen die Kraft einer am Ende des Reglerhebels 5 angehängten Leerlauffeder 8, deren anderes Ende an einem Leerlauffederstellhebel 9 befestigt ist. Dieser ist über eine Welle 10, die in nicht weiter dargestellter Weise durch das Pumpengehäuse nach außen führt, mit einem Einstellhebel 11 verbunden, der in Figur 2 näher dargestellt ist. Am Reglerhebel 5 greift ferner ein Fliehkraftversteller 14 an, durch den der Reglerhebel mit zunehmender Drehzahl und somit zunehmender Kraft entgegen der Kraft der Leerlauffeder 8 um die Achse 7 geschwenkt wird. Der Fliehkraftversteller stellt einen Drehzahlgeber dar, der eine drehzahlabhängige Kraft erzeugt, wobei statt diesem mechanischen Drehzahlgeber auch andere Arten von Drehzahlgebern Anwendung finden können, wie hydraulische oder elektromechanisch betriebene Geber. Durch den Flieh- kraf versteller 14 wird der Reglerhebel ggf. unter Überwin¬ dung einer zusätzlichen Startfeder 15, die für eine Start¬ stellung des Mengenverstellorgans 4 beim Stillstand der Kraftstoffeinspritzpumpe sorgt und somit für eine erhöhte Kraftstoffeinspritzmenge bei Start, geschwenkt, bis der Reg¬ lerhebel 5 zur Anlage an einen Spannhebel 16 kommt, dessen Endlage durch einen gehäusefesten Anschlag 17 bestimmt is . Dieser Spannhebel ist ebenfalls um die Achse 7 schwenkbar und es ist an seinem Ende eine Regelfeder 19 angelenkt, die andererseits wiederum an einem Stellhebel 20 befestigt ist. Der Stellhebel 20 wird über eine Stellwelle 21, die durch das Gehäuse nach außen führt, betätigt, wobei am außenlie- genden Ende der Stellwelle ein Verstellhebel 22 befestigt ist, der in Figur 1 näher dargestellt ist.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 connected via a shaft 10, which leads through the pump housing to the outside in a manner not shown, with an adjusting lever 11, which is shown in more detail in FIG. 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, whereby instead of this mechanical speed sensor other types of speed sensors can be used, such as hydraulic or electromechanically operated sensors. By means of the centrifugal force adjuster 14, the regulator lever is possibly overcome by overcoming an additional starting spring 15, which is used for a starting position of the quantity adjusting element 4 when the Fuel injection pump ensures and thus for an increased fuel injection quantity at start, pivoted until the control lever 5 comes to rest against a tensioning lever 16, the end position of which 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 shown in more detail in FIG.
Bei Niedriglastbetrieb wird mit Hilfe des Fliehkraftver¬ stellers 14 bei gegebener Einstellung der Leerlauffedervor- Spannung über den Einstellhebel 11 und den Leerlauffeder¬ stellhebel 9 die Leerlaufdrehzahl bestimmt. Wird die Vor¬ spannung der Leerlauffeder 8 überwunden, schwenkt der Reg¬ lerhebel 5 aus und verschiebt den Ringschieber 4, das Men¬ genverstellorgan, nach unten und reduziert somit die Kraft- stoffeinspritzmenge. Unter Lastbetrieb liegt der Reglerhebel 5 voll am Schlepphebel 16 an, wobei insbesondere bei Vollastbetrieb der Spannhebel 16 durch die Einstellung der Regelfeder 19 am Vollastanschlag 17 gehalten wird, bis die Endabregeldrehzahl erreicht wird, bei der die vorgespannte Regelfeder 19 komprimiert wird und der Spannhebel 16 zusam¬ men mit dem Reglerhebel 5 im Uhrzeigersinn, bezogen auf die Darstellung in der Zeichnung, ausgelenkt wird. Damit wird wiederum die Kraftstoffeinspritzmenge reduziert.In low-load operation, the idle speed is determined with the aid of the centrifugal force adjuster 14 for a given setting of the idle spring preload via the adjusting lever 11 and the idle spring adjusting lever 9. If the pretension of the idle spring 8 is overcome, the control lever 5 swings out and shifts the ring slide 4, the quantity adjusting element, downward and thus reduces the fuel injection quantity. Under load operation, the control lever 5 is in full contact with the rocker arm 16, with the tensioning lever 16 being held at the full load stop 17 by the adjustment of the control spring 19, in particular under full load operation, until the final regulating speed is reached, at which the pretensioned control spring 19 is compressed and the tensioning lever 16 together ¬ men with the control lever 5 clockwise, based on the representation in the drawing, is deflected. This in turn reduces the fuel injection quantity.
Die Regelfeder 19 ist im ausgeführten Beispiel als Druck¬ feder in Zusammenwirkung mit einer Angleichfeder ausge¬ bildet, die beide in einer Federkapsel untergebracht sind, wobei diese zunächst bei geringer aufgebrachter Kraft auf die Regelfedereinheit stabil als festes Übertragungsglied zwischen Stellhebel 20 und Schlepphebel 16 liegt derart, daß mit dem Verstellen des Stellhebels 20 ausgehend von der Vollastlage des Spannhebels 16 verschiedene Laststellungen eingestellt werden können. Erst bei Erreichen der Enddreh¬ zahl ist die Kraft, die auf die vorgespannte Regelfederein¬ heit 19 wirkt, so groß, daß die Vorspannkraft der eingespannten Feder überwunden wird und sich der Spannhebel 16 unabhängig von der Stellung des Stellhebels 20 bewegen kann.In the example shown, the regulating spring 19 is designed as a compression spring in cooperation with a matching spring, both of which are accommodated in a spring capsule, this initially at a low applied force on the control spring unit is stable as a fixed transmission member between the control lever 20 and rocker arm 16 such that with the adjustment of the control lever 20 starting from the full load position of the tensioning lever 16 different load positions can be set. Only when the final speed is reached is the force acting on the prestressed control spring unit 19 so great that the prestressing force of the clamped spring is overcome and the tensioning lever 16 can move independently of the position of the adjusting lever 20.
Während bei bisherigen Pumpen zunächst die Leerlaufdrehzahl mit Hilfe der Leerlauffeder 8 und des Einstellhebels 11 fest eingestellt war, indem dieser durch einen Anschlag 23, der einstellbar ist, fixiert wurde, soll nun die Leerlaufdreh¬ zahl durch Erhöhung der Federspannung der Leerlauffeder 8 in einem vorgegebenen Rahmen variabel sein. Gemäß der Figur 2 weist der Einstellhebel 11 eine T-förmige Konfiguration auf, mit einem "T"-Querbalkens 24 und einem T-Strich 25, der im Bereich seines Fußpunktes mit dem Ende der Welle 10 verbun¬ den ist.While in previous pumps the idle speed was initially set with the help of the idle spring 8 and the adjusting lever 11 by being fixed by a stop 23, which can be adjusted, the idle speed should now be set to a predetermined value by increasing the spring tension of the idle spring 8 Frame be variable. According to FIG. 2, the adjusting lever 11 has a T-shaped configuration, with a "T" crossbar 24 and a T-line 25, which is connected to the end of the shaft 10 in the region of its base point.
Durch eine außenliegende zusätzliche Rückstellfeder 26 wird der Einstellhebel 11 so beaufschlagt, daß er bestrebt ist, mit dem einen Arm seines T-Balkens 24 an einen Anschlag 27 zur Anlage zu kommen.An additional return spring 26 on the outside acts on the setting lever 11 in such a way that it strives to come to rest with one arm of its T-bar 24 against a stop 27.
Dieser Anschlag ist das Ende eines in einer Führungsbohrung 29 geführten Stiftes 30 oder Bolzens, der mit seinem ande¬ ren, vorzugsweise kugelkopfförmigen Ende 31 in Anlage an einer Kurvenbahn 33 ist. Diese Kurvenbahn ist Teil eines Nockens 34, der an einem verstellbaren Teil 35 ausgebildet ist. Dieser Teil liegt flächig an der um 90° zur Schwenk¬ ebene des Einstellhebels und der Achse des Stiftes 30 ver¬ setzten Stirnseite des Verstellhebels 22 an und ist zusammen mit diesem über eine lösbare Verbindung, insbesondereThis stop is the end of a pin 30 or pin which is guided in a guide bore 29 and which is in contact with a curved track 33 with its other, preferably spherical head-shaped end 31. This cam track is part of one Cam 34, which is formed on an adjustable part 35. This part lies flat against the end face of the adjusting lever 22 which is offset by 90 ° to the pivoting plane of the adjusting lever and the axis of the pin 30 and is together with the latter via a releasable connection, in particular
Schraubverbindung 36 an der Stellwelle 21 befestigt. Um diese Verbindung ist das Teil 35 schwenkbar im Rahmen eines durch die Länge eines Langloches im Teil 35 gegebenen Winkelbereiches. Durch das Langloch ist eine Schraube 39 in den Verstellhebel 22 eingeschraubt, durch welche das Teil 35 in einer bestimmten Drehstellung zum Verstellhebel 22 fixiert werden kann. Dem Verstellhebel sind zur Begrenzung seiner Schwenkbewegung verstellbare Anschläge 40 und 41 für die kleinste und die größte Lasteinstellung zugeordnet.Screw connection 36 attached to the actuating shaft 21. The part 35 is pivotable about this connection within the scope of an angular range given by the length of an elongated hole in the part 35. A screw 39 is screwed into the adjusting lever 22 through the elongated hole, by means of which the part 35 can be fixed in a certain rotational position relative to the adjusting lever 22. To limit its pivoting movement, adjustable stops 40 and 41 for the smallest and the largest load setting are assigned to the adjusting lever.
Der Nocken 34 erstreckt sich dabei in Längsrichtung der Schwenkbahn des zusammen mit dem Verstellhebel 22 im Bereich zwischen Anschlag 40 und 41 bewegten Teiles 35 derart, daß der Kopf 31 des Stiftes 30 in ständiger Anlage an der Kur- venbahn 33 bleibt unter Einwirkung der Rückstellfeder 26, die über den Einstellhebel und dem einen Arm des T-Querbalkens 24 auf den Stift 30 wirkt. Damit wird er¬ reicht, daß bei einer Schwenkbewegung des Verstellhebels 22 der Einstellhebel 11 im Rahmen der Stellbewegung des der bewegten Kurvenbahn 33 folgenden Stiftes 30 geschwenkt wird.The cam 34 extends in the longitudinal direction of the swivel path of the part 35 moved together with the adjusting lever 22 in the region between the stop 40 and 41 such that the head 31 of the pin 30 remains in constant contact with the cam track 33 under the action of the return spring 26 that acts on the pin 30 via the adjusting lever and one arm of the T-crossbar 24. It is thus achieved that when the adjusting lever 22 is pivoted, the adjusting lever 11 is pivoted as part of the adjusting movement of the pin 30 following the moving cam track 33.
Je nach Ausgestaltung der Kurvenbahnen 33 erreicht man hier¬ mit eine Kopplung der Einstellung der Leerlauffeder an die Last, die durch den Verstellhebel 22 vorgegeben wird. Dabei kann die Zuordnung der Kurvenbahn 33 zur Lage des Verstell- hebeis 22 verändert werden. Die Führungsbohrung 29 für den Stift 30 wird dabei in vorteilhafter Weise durch eine Längs- bohrung durch eine Schraube 43 gebildet, die in ein Ge¬ häuseteil der Kraftstoffeinspritzpumpe eingeschraubt ist. Dabei kann die Stirnseite der Schraube 43 als zusätzlicher Anschlag für die Maximalverstellung des Einstellhebels di- enen, die sich aus dem möglichen Weg des maximal um den Weg "S" aus der Schraube 43 vorstehenden Stiftes 30 ergibt.Depending on the configuration of the cam tracks 33, the adjustment of the idle spring to the load, which is predetermined by the adjusting lever 22, is achieved with this. The assignment of the cam track 33 to the position of the adjusting lever 22 can be changed. The guide bore 29 for the pin 30 is advantageously by a longitudinal Bore formed by a screw 43 which is screwed into a housing part of the fuel injection pump. The end face of the screw 43 can serve as an additional stop for the maximum adjustment of the adjusting lever, which results from the possible path of the pin 30 protruding from the screw 43 by a maximum of the path "S".
Dadurch, daß mit Hilfe der Rückstellfeder 26 der Einstellhe¬ bel 11 in ständigem Kontakt mit dem Anschlag 27 bzw. dem Stift 30 ist, stellt dieser Stift 30 den die Einstellung des Einstellhebels bestimmenden Anschlag dar, der sich im Rahmen der Gegebenheiten der Kurvenbahn 33 verschiebt. Dieser An¬ schlag stellt somit die Mindesteinstellung für die Leer¬ lauffedervorspannung ein. Die Maximaleinstellung wird durch das Vorstehmaß "S" der Schraube 43 begrenzt.Characterized in that with the help of the return spring 26, the adjusting lever 11 is in constant contact with the stop 27 or the pin 30, this pin 30 represents the stop which determines the setting of the adjusting lever and which moves within the conditions of the cam track 33 . This stop thus sets the minimum setting for the idle spring preload. The maximum setting is limited by the projection dimension "S" of the screw 43.
In diesem Falle kann der Einstellhebel 11 auch als ein¬ facher, einarmiger Hebel ausgestaltet werden, mit entspre¬ chend geeigneter Anbringung der Rückstellfeder 26, die die- sen Hebelarm auf den Anschlag 27 preßt. Der in der Figur 3 gezeigte T-förmige dreiarmige Hebel hat nur dann Verwendung, wenn außer dem verstellbaren Anschlag 27 noch ein zusätzli¬ cher Anschlag als notwendig erachtet wird. In this case, the setting lever 11 can also be designed as a simple, one-armed lever, with a correspondingly suitable attachment of the return spring 26, which presses this lever arm onto the stop 27. The T-shaped three-armed lever shown in FIG. 3 is only used if, in addition to the adjustable stop 27, an additional stop is considered necessary.

Claims

Ansprüche Expectations
1. Kraftstoffeinspritzpumpe für Brennkraftmaschinen mit einem Kraftstoffeinspritzmengenverstellorgan (4) , das durch einen Reglerhebel (5) betätigt wird, der entgegen der Kraft einer Regelfeder (19) in Abhängigkeit von einer drehzahlab¬ hängig gebildeten Kraft verstellbar ist, wobei die Re¬ gelfeder (19) zwischen dem Reglerhebel (5, 16) und einem Stellhebel (20) angeordnet ist, der über eine ortsfest gelagerte Stellwelle, an deren Ende ein Verstellhebel (22) befestigt ist, verstellbar ist und mit einer Leerlauffeder (8) , die zusätzlich zur Regelfeder (19) mit dem Reglerhebel (5, 16) gekoppelt ist und zwischen diesem und einem auf einer gehäusefest gelagerten Welle (10) befestigten Leer- lauffederstellhebel (9) eingespannt ist, der durch einen mit der Welle (10) verbundenen Einstellhebel (11) verstellbar ist, dessen Schwenkbewegung durch einen Anschlag (23, 24, 33, 36) begrenzt ist und durch eine Betätigungsvorrichtung in Abhängigkeit von Betriebsparametern der Brennkraft- maschine einstellbar ist, dadurch gekennzeichnet, daß die Betätigungsvorrichtung aus einer am Einstellhebel (11) an¬ greifenden Rückstellfeder (26) und einer Kupplungsanordnung besteht, durch die der Einstellhebel (11) kraftschlüssig mit dem Verstellhebel (22) gekoppelt ist, derart, daß der Ein¬ stellhebel (11) der Verstellung des Verstellhebels (22) folgt.1. Fuel injection pump for internal combustion engines with a fuel injection quantity adjusting member (4), which is actuated by a control lever (5), which is adjustable against the force of a control spring (19) as a function of a speed-dependent force, the control spring (19 ) is arranged between the control lever (5, 16) and an adjusting lever (20), which is adjustable via a fixedly mounted adjusting shaft, at the end of which an adjusting lever (22) is attached, and with an idling spring (8), which is in addition to the adjusting spring (19) is coupled to the control lever (5, 16) and is clamped between the latter and an idle spring actuating lever (9) fastened on a shaft (10) fixed to the housing, which lever is actuated by an adjusting lever (11) connected to the shaft (10). is adjustable, the pivoting movement of which is limited by a stop (23, 24, 33, 36) and by an actuating device as a function of operating parameters of the internal combustion engine The machine is adjustable, characterized in that the actuating device consists of a return spring (26) engaging the adjusting lever (11) and a clutch arrangement exists, through which the adjusting lever (11) is non-positively coupled to the adjusting lever (22), such that the adjusting lever (11) follows the adjustment of the adjusting lever (22).
2. Kraftstoffeinspritzpumpe nach Anspruch 1, dadurch gekenn¬ zeichnet, daß die Kupplungsanordnung aus einem verschiebbar gelagerten Stift (30) besteht, der zwischen dem Einstellhe¬ bel (11) und einer durch den Verstellhebel (22) bewegten Kurvenbahn (33) unter Einwirkung der Rückstellfeder (26) eingespannt ist.2. Fuel injection pump according to claim 1, characterized gekenn¬ characterized in that the coupling arrangement consists of a displaceably mounted pin (30) between the adjusting lever (11) and a through the adjusting lever (22) moving cam track (33) under the influence of Return spring (26) is clamped.
3. Kraftstoffeinspritzpumpe nach Anspruch 2, dadurch gekenn¬ zeichnet, daß die Kurvenbahn (33) an einem auf dem Verstell¬ hebel (22) drehbar und fixierbar gelagerten Teil (35) ausge¬ bildet ist.3. Fuel injection pump according to claim 2, characterized gekenn¬ characterized in that the cam track (33) on a on the adjusting lever (22) rotatably and fixably mounted part (35) is formed.
4. Kraftstoffeinspritzpumpe nach Anspruch 3, dadurch gekenn¬ zeichnet, daß das Teil (35) zusammen mit dem Verstellhebel am Ende der Stellwelle (21) schwenkbar befestigt ist und zusätzlich über eine Langloch-Schraub-Verbindung (38, 39) in einer bestimmten Zuordnung zum Verstellhebel (22) an diesem fixierbar ist.4. Fuel injection pump according to claim 3, characterized gekenn¬ characterized in that the part (35) together with the adjusting lever at the end of the actuating shaft (21) is pivotally attached and additionally via a slot screw connection (38, 39) in a specific assignment to the adjusting lever (22) can be fixed thereon.
5. Kraftstoffeinspritzpumpe nach Anspruch 4, dadurch gekenn¬ zeichnet, daß die Kurvenbahn (33) sich senkrecht zur Schwenkebene des Verstellhebels erhebt und der Stift und die Schwenkebene des Einstellhebels (11) senkrecht zur Schwenk- ebene des Verstellhebels (22) angeordnet sind.5. Fuel injection pump according to claim 4, characterized gekenn¬ characterized in that the cam track (33) rises perpendicular to the pivoting plane of the adjusting lever and the pin and the pivoting plane of the adjusting lever (11) are arranged perpendicular to the pivoting plane of the adjusting lever (22).
6. Kraftstoffeinspritzpumpe nach Anspruch 2 bis 5, dadurch gekennzeichnet, daß der Stift (30) und die Einstellschraube (43) als verstellbare Anschläge (27) des Einstellhebels (11) dienen. 6. Fuel injection pump according to claim 2 to 5, characterized in that the pin (30) and the adjusting screw (43) serve as adjustable stops (27) of the adjusting lever (11).
EP95936428A 1994-12-03 1995-11-10 Fuel injection pump for internal combustion engines Expired - Lifetime EP0766782B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4443114 1994-12-03
DE4443114A DE4443114A1 (en) 1994-12-03 1994-12-03 Fuel injection pump for internal combustion engines
PCT/DE1995/001554 WO1996018027A1 (en) 1994-12-03 1995-11-10 Fuel injection pump for internal combustion engines

Publications (2)

Publication Number Publication Date
EP0766782A1 true EP0766782A1 (en) 1997-04-09
EP0766782B1 EP0766782B1 (en) 1998-09-23

Family

ID=6534866

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95936428A Expired - Lifetime EP0766782B1 (en) 1994-12-03 1995-11-10 Fuel injection pump for internal combustion engines

Country Status (8)

Country Link
US (1) US5722369A (en)
EP (1) EP0766782B1 (en)
JP (1) JPH09508953A (en)
KR (1) KR960706606A (en)
CN (1) CN1073202C (en)
BR (1) BR9506711A (en)
DE (2) DE4443114A1 (en)
WO (1) WO1996018027A1 (en)

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* 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
FR2863663B1 (en) * 2003-12-12 2006-06-16 Simcoo REGULATOR DEVICE FOR SMALL HEAT ENGINES

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2090430B (en) * 1980-12-31 1984-06-13 Lucas Industries Ltd Governor system
DE3147701A1 (en) * 1981-12-02 1983-06-16 Robert Bosch Gmbh, 7000 Stuttgart CONTROL DEVICE FOR A FUEL FLOW ADJUSTMENT MEMBER OF A FUEL INJECTION PUMP
DE3500341A1 (en) * 1984-07-13 1986-01-16 Robert Bosch Gmbh, 7000 Stuttgart SPEED REGULATOR FOR FUEL INJECTION PUMPS
DE3605824A1 (en) * 1986-02-22 1987-08-27 Bosch Gmbh Robert FUEL INJECTION PUMP FOR SUPPLYING THE COMBUSTION SPACE OF VEHICLE ENGINES PROVIDED FOR VEHICLE DRIVES
DE3743060A1 (en) * 1987-12-18 1989-06-29 Bosch Gmbh Robert SPEED REGULATOR FOR FUEL INJECTION PUMPS
DE3818574A1 (en) * 1988-06-01 1989-12-07 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES, ESPECIALLY DIESEL INTERNAL COMBUSTION ENGINES
DE3844452A1 (en) * 1988-12-31 1990-07-05 Bosch Gmbh Robert DISTRIBUTION FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
EP0624720B1 (en) * 1993-05-14 1996-03-06 Robert Bosch Gmbh Fuel injection pump for internal combustion engines

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9618027A1 *

Also Published As

Publication number Publication date
DE4443114A1 (en) 1996-06-05
JPH09508953A (en) 1997-09-09
EP0766782B1 (en) 1998-09-23
DE59503713D1 (en) 1998-10-29
CN1073202C (en) 2001-10-17
BR9506711A (en) 1997-09-09
CN1134738A (en) 1996-10-30
US5722369A (en) 1998-03-03
WO1996018027A1 (en) 1996-06-13
KR960706606A (en) 1996-12-09

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