GB2046351A - A fuel injection pump for an internal combustion engine - Google Patents
A fuel injection pump for an internal combustion engine Download PDFInfo
- Publication number
- GB2046351A GB2046351A GB8007636A GB8007636A GB2046351A GB 2046351 A GB2046351 A GB 2046351A GB 8007636 A GB8007636 A GB 8007636A GB 8007636 A GB8007636 A GB 8007636A GB 2046351 A GB2046351 A GB 2046351A
- Authority
- GB
- United Kingdom
- Prior art keywords
- stop
- injection pump
- adjusting
- piston
- lever
- 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
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
- F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
- F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
- F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
- F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
- F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
- F02M41/128—Varying injection timing by angular adjustment of the face-cam or the rollers support
-
- 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
- F02D1/16—Adjustment of injection timing
- F02D1/18—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
- F02D1/183—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse hydraulic
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- High-Pressure Fuel Injection Pump Control (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
A fuel injection pump has a pumping piston (1) driven by a cam drive (2) with a part 13 movable to adjust the timing, the part 13 carrying an adjusting pin 15 which extends right through and beyond a timing control piston 16 which is subjected to the action of speed dependent pressure and a spring 20. The adjusting pin (15) is actuable by the adjusting piston 16 and in addition its outer end is acted on by an adjustable stop 23 which displaces the adjusting pin in the "advance" direction when the engine is cold. A device responsive e.g. to engine cooling water temperature determines the position of the stop 23. Different forms of stop 23 and associated temperature responsive device are described, Figures 5 - 8 (not shown). <IMAGE>
Description
SPECIFICATION
A fuel injection pump for an internal combustion engine
The invention relates to a fuel injection pump having cam drive which effects the fuel delivery movements of at least one piston pump and whose stationary part is mounted in the housing of the pump and is adjustable for the purpose of timing the commencement of injection relative to its rotating part by means of an adjusting piston subject to speed dependent pressure.
In known fuel injection pumps of this kind, it is very expensive matter to intervene in the part of the cam drive which is in the housing, since, irrespective of the exposure of a non-mounted portion of the
part, a corresponding means of intervention has to
be provided, such as a bolt or a corresponding device secured to the mounted part.
According to the present invention there is provided a fuel injection pump for internal combustion
engines, having a cam drive which effects the
delivery movement of at least one pump piston and whose stationary part mounted in the housing is
adjustable relative to its rotating part by means of an
adjusting piston, for the purpose of timing the
commencement of injection which piston is subjected to speed dependent pressure and which is
displaceable against a restoring force, the adjust
ment of the stationary part being effected by way of
a driver pin which is connected to the stationary part
and which is mounted in a transverse bore in the
adjusting piston, the driver pin passing through the
adjusting piston and a portion of the pin which
extends beyond the outer surface of the adjusting
piston co-operating with an adjustable stop
In contrast to the prior art, the fuel injection pump
in accordance with the invention, has the advantage
that, apart from avoiding the above-mentioned
disadvantages, an extremely favourable region for
intervention in the injection timing is obtainable.
This intervention can be effected irrespective of the
temperature, namely in dependence upon load or in
dependence upon some other operating parameters
of the engine.
The present invention will now be described
further, by way of example only, with reference to
the accompanying drawings, in which:
Figure 1 is a longitudinal partially sectioned view
of a fuel injection pump of one embodiment of the
invention;
Figure 2 is a partial sectional view taken along the
line ll-ll of Figure 1;
Figure 3 is an end view looking in the direction of
the arrow A of Figure 1 with the end cover removed;
Figure 4 is an end view looking in the direction of
the arrow A of Figure 1 with the cover in place;
Figure 5 is a fragmentary sectional plan view
showing an alternative embodiment of the inven
tion;
Figure 6 is an end sectional view of the embodi
ment of Figure 5 taken along the line Ill-Ill;; Figure 7 is a fragmentary sectional plan view
showing a further embodiment, and
Figure 8 is a fragmentary sectional plan view showing a still further embodiment.
In the illustrated embodiments of a distributor type injection pump, a pump piston 1 (only partially indicated) is reciprocated and simultaneously rotated by a cam drive 2 (likewise only indicated). An annular valve slide 3 arranged around the pump piston 1 controls the quantity of fuel injected by means of a hydraulic governor 4 which is coupled to the annular valve slide 3 by way of a governor lever 5. A rotational-speed-dependent pressure is produced in the suction chamber 6 of the distributor type injection pump by means of a feed pump (not further illustrated) driven at the rotational speed of the pump in synchronism with the engine.This rotational-speed-dependent pressure acts upon an adjusting piston 8 of the hydraulically operating governor and displaces the adjusting piston against the force of a spring unit 9 whose tension is arbitrarily variable by means of a drive mechanism 10.
The cam drive 2 has a cam piate 11 which is driven with the pump piston 1 and which rolls on rollers 12 and thereby imparts a reciprocating movement to the pump piston 1. The rollers 12 are mounted in a roller ring 13 which is mounted in the housing 14 of the injection pump so as to be rotatable through a specific angle. Each pressure stroke of the pump piston 1 commences at an earlier or later instant according to the extent to which the roller ring 13 is rotated in the housing 14, since the cams of the cam ring 11 come into contact with the rollers 12 at a correspondingly earlier or later instant.
The roller ring is rigidly connected to a pin 15 which is adjusted by way of a bearing 17 by an adjusting piston 6 for timing the injection operations. The fuel, whose pressure is controlled in dependence upon rotational speed, flows from the suction chamber 6 through a bore 18 disposed in the adjusting piston 16 to the end face 19 thereof and displaces the adjusting piston 16 against the force of a return spring 20 in conformity with the pressure. A throttle 21 is provided in the bore 18 in order to damp certain effects caused by pressure changes.
The higher the rotational speed, the higher is the pressure, and the greater is the extent to which the adjusting piston 16 is displaced against the force of the spring 20. This is usually intended to advance the instant of injection, this being dependent upon the direction of rotation of the pump. By virtue of advancing the instant of injection, the fuel has sufficient time available for preparation at a high rotational speed.
In accordance with the invention, the pin 15 is extended beyond the bearing 17 by a portion 22 which co-operates with a stop 23. In the embodi
ments, the stop 23 optionally determines the travel of the extended portion 22 and thus the retardation
of the commencement of injection. That is to say, the
initial position for advancing the commencement of
injection is determinable by the stop 23. By way of
example, injection is temporarily advanced by the
stop 23 when the engine is cold until it warms up,
particularly during starting.
In the first embodiment illustrated in Figures 1 to 4, the stop 23 is disposed on a lever 24 which is adjustable externally of the pump housing 14 by way of a spindle 25 and a lever 26. The spindle 25 is journalled in a housing cover 27, the interiorly mounted lever 24 being removed together with the housing cover when the latter is removed from the housing 14. This cover also incorporates an adjusting magnet 28 which acts upon the governor lever 5 to displace the annular valve slide 3 to "zero delivery quantity". A driver lever 29 is also disposed in the plane of the lever 26 and is rigidly connected to the adjusting lever 30 of the injection pump. The adjusting lever 30, and thus also the driver lever 29, are secured to a spindle 31 which engages the drive mechanism 10 of the speed governor.A coupling rod 32 is arranged between the ends of the levers 26 and 29 and its over-all length is variable by means of a threaded sleeve 33. The coupling rod 32 is mounted in an eye 34 disposed on the cover 27, and in a bore of a sheet metal tongue 35 which is secured to the cover 27 by bolts 36 and lock nuts 37 arranged thereon. A spring 38 is arranged around the coupling rod 32 between the sheet metal tongue 35 and the threaded sleeve 33 in order to maintain a positive connection between the coupling rod and the lever 26. Since the coupling rod 32 acts as a stop for the driver lever 29 and thus for the adjusting lever 30, displacement of the lever 26 varies the initial stress of the spring unit 9 and thus, if required, the position of the annular spool 3 of the speed of the internal combustion engine.The end portion 39 of the coupling rod 32 then acts as a stop for the driver lever 29.
An adjusting device which is preferably controllable in dependence upon temperature, acts by way of a rod 41 upon that end 40 of the lever 26 which is remote from the coupling rod 32. Alternatively, however, the adjusting device can be in the form of a so-called choke which is arbitrarily adjustable in accordance with the temperature of the internal combustion engine. Alternatively, however, the device can be in the form of a member operating in dependence upon temperature, such as an expansible regulator which is controlled preferably by the cooling water of the internal combustion engine. On the one hand, the device displaces, by way of the spindle 25, the stop 23 for adjusting the commencement of injection and, on the other hand, it displaces the stop 39 of the driver lever 29 or adjusting lever 30 by way of coupling rod 32.Referring to Figure 4, the lever 26 is in a position corresponding to a cold internal combustion engine. The coupling rod 32 is thereby displaced to the right, so that the adjusting lever 30 or the driver lever 29 is adjusted relative to the normal operating position shown by dash-dot lines. As a result of this adjustment, the drive mechanism 11 initially stresses the spring unit 9 to a somewhat greater extent than when the spring unit 9 is in its normal operating state. The initial position of the adjusting lever 29 on the stop 39 corresponds to the idling speed, so that the quantity of fuel injected is also changed during idling upon corresponding turning, that is to say, varying the initial stressing force, of the spring unit 9.An increase in the initial stressing force results in an increase in the quantity of fuel injected during idling, thus to overcome, in a conventional manner, the large hysteresis when the internal combustion engine is cold and, on the other hand, to compensate for the higher fuel consumption when the internal combustion engine is cold. As the internal combustion engine warms up, the portion 40 of the lever 26 is displaced to the right either manually by way of the choke or automatically by way of the expansible regulator, whereby the coupling rod 32 is displaced to the left and the stop 29 enables the adjusting lever 30 to assume the position (shown by dash-dot lines) for idling. This position adjustable by the threaded sleeve 33 corresponds to a specific idling speed or quantity of fuel injected during idling.
The stop 29 is adjusted by means of the spindle 25 and, when the internal combustion engine is cold, displaces the extended portion 22 of the injection timer to "advance" and then yields again in the "retard" direction when the temperature of the internal combustion engine increases, or by corresponding adjustment of the coke. An increase in the idling speed when the engine is cold is thereby combined in a simple manner with an advance on the commencement of injection for cold engines.
As will be seen particularly in Figure 3, the described control functions of the fuel injection pump which take into account the cold internal combustion engine can be supplemented by a third function for the purpose of increasing the quantity of fuel injected during starting. During starting, the adjusting piston 8 assumes a bottom initial position to which corresponds an upper initial position of the annular spool 3 in which a maximum quantity of fuel is injected. As soon as the internal combustion engine is idling, the pressure in the suction chamber 6 has risen to so great an extent that the adjusting position 8 assumes a position for idling in which only the quantity of fuel required for idling is injected. The position illustrated in the drawing corresponds to a full load injection quantity, that is to say, the adjusting piston 8 assumes a higher position for idling.This said initial position before starting is determined by a stop, which in the illustrated embodiment is a bimetal spring 42. When the engine is cold or when the fuel injection pump is cold, the bimetal spring 42 assumes the position shown in Figure 3 and, when the internal combustion engine is hot, its stop member 43 is displaced into the position shown by dash-dot lines. The bimetal spring 42 is arranged on a coulisse 44 which is adjustable externally of the housing by means of a set screw 45. Alternatively, however, the bimetl spring can be replaced by any other temperaturedependent means which, of course, is preferably controlled by the temperature of the cooling water of the internal combustion engine in order to obtain control in dependence upon the actual temperature of the engine.
Alternatively, however, the spring can be adjusted for temperature-dependent adjustment of the stop 43 by the stop 23 of the device for controlling the commencement of injection. For this purpose a cam 46 mounted on the lever 24 slides on a portion 47 of the spring 42. The spring 42 or the stop 43 is thereby adjusted to the right in the direction of a smaller excess quantity of fuel as the temperature increases, that is to say, when the lever 23 is pivoted to the left (Figure 3).If the lever is adjusted by-an expansible regulator which, as described above, is controlled by the cooling water of the internal combustion engine, the adjustment of the stop 43 of the adjusting piston 8 corresponds to the temperature of the engine; In this solution, the above-described combination of temperature-dependent control of idling and of commencement of injection is combined with that of the excess starting quantity. The arrangement in the housing cover 27 or in the region thereof is then particularly advantageous, whereby there can be a substantial saving in the cost of manufacture, and simple adjustment and arrangement of the pump on the engine is ensured.
In the second embodiment illustrated in Figures 5 to 8, an expansible regulator 50 acts directly upon an adjusting member 51 on which is arranged the stop 23' for the extended portion 22 of the pin 15 of the device for adjusting the commencement of injection.
As in the previous embodiment, the pin 15 is adjusted by an adjusting piston 16. The expansible regulator 50 enters a chamber 52 through which the cooling water of the engine flows. The cooling water
is fed from the internal combustion engine to the chamber 52 through a flexible tube (not illustrated), and a nipple 53. The adjusting member 51 is displaced against the force of a return spring 54.
In the variants, illustrated in Figures 5 and 6, of the
second embodiment, the adjusting member 51 is in the form of a pin which is arranged parallel to the
adjusting piston 16 and which incorporates a flat 55 in which the extended portion 22' of the pin 15 can slide. The adjusting pin 56 of the expansible regula tor 50 is retracted when the internal combustion
engine is cold, so that the spring 54 displaces the
stop 53' further downwardly as viewed in the Figure.
As soon as the internal combustion engine is hot, the
pin 56 assumes the position illustrated in Figure 5 in which the stop 23' has been moved upwardly to an extent that a corresponding "retard" adjustment is
rendered possible, for which the piston 16 can
assume its illustrated position.
Referring to Figure 7, the adjusting member is in
the form of a lever 58 which is pivotable about a
pivot 57, the stop 23' being provided on one of the
lugs of the lever 58. The initial stress of the spring 54
is variable by means of a set screw 59. In principle, this variant operates in the same manner as that
previously described.
In a third variant, illustrated in Figure 8, of this
second embodiment, the adjusting variable of the
expansible regulator 50 is transmitted in the same
manner as in the embodiment illustrated in Figure 7.
In addition, however, the lever 58 actuates a pin 60
whose end remote from the lever 58 controls a
discharge port 61 of the suction chamber 62 of the
injection pump. Thus, a discharge cross section 6 is
opened to a greater or lesser extent according to
temperature, whereby the pressure in the suction
chamber 6 varies, thus influencing the adjusting
variable of the hydraulic governor.The higher the
engine temperature, the smaller is the quantity which flows off, that is to say, the higher is the pressure in the suction chamber 6 relative to a specific rotational speed. However a correspondingly lower pressure in the suction chamber 6 implies a relatively large quantity of fuel injected, and thus a higher idling speed. In order to ensure accurate control of the discharge cross section 62, the pin 60 is loaded by a spring 63. The fuel flowing off flows past the spring 63 and through a bore 64 into a pressure-relieved chamber 65. The reiief cross section 62 can be adjusted by means of the screw 59' by virtue of the fact that a stationary valve member 66 is displaceable relative to the movable valve member (pin 60).
Claims (10)
1. Afuel injection pump for internal combustion engines, having a cam drive which effects the delivery movement of at least one pump piston and whose stationary part mounted in the housing is adjustable relative to its rotating part by means of an adjusting piston, for the purpose of timing the commencement of injection which piston is subjected to speed dependent pressure and which is displaceable against a restoring force, the adjustment of the stationary part being effected by way of a driver pin which is connected to the stationary part and which is mounted in a transverse bore in the adjusting piston, the driver pin passing through the adjusting piston, and a portion of the pin which extends beyond the outer surface of the adjusting piston co-operating with an adjustable stop.
2. A fuel injection pump as claimed in claim 1, in which the stop is adjustable by means of a thermoresponsive member in the "advance" direction with respect to the timing of commencement of injection when the internal combustion engine is cold, and is adjustable back to "retard" during the warming-up of the engine.
3. Afuel injection pump as claimed in claim 1 or 2, in which the stop comprises a spring-loaded bell crank lever one limb of which acts as a stop.
4. A fuel injection pump as claimed in claim 3, in which the other limb of the bell crank lever serves to control other adjusting variables, such as hydraulic pressure, by way of a valve.
5. Afuel injection pump as claimed in any one of the preceding claims, in which the stop is actuable externally of the pump housing by means of an arbitrarily or temperature-dependent adjustable stop lever.
6. Afuel injection pump as claimed in claim 5, in which a stop of an adjusting lever provided for arbitrary operation of the injection pump, is displaceable by way of the adjustable stop lever and a device.
7. A fuel injection pump as claimed in any one of the preceding claims, in which the speed governor is in the form of a hydraulic governor having an adjusting piston which is actuated by the speeddependent pressure.
8. Afuel injection pump as claimed in any one of the preceding claims when appendant to claim 7, in which a stop co-operates directly with the adjusting piston determines the excess quantity of fuel delivered during starting, of the speed governor and is displaceable by the stop of the extended portion.
9. Afuel injection pump as claimed in claim 8, in which the stop co-operating with the adjusting piston for the excess starting quantity is arranged on a spring element which is displaceable by the device on which the stop for commencement of injection is
provided.
10. Afuel injection pump constructed and
arranged substantially as hereinbefore described
with reference to and as illustrated in the accom
panying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19792909456 DE2909456A1 (en) | 1979-03-10 | 1979-03-10 | FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2046351A true GB2046351A (en) | 1980-11-12 |
| GB2046351B GB2046351B (en) | 1983-03-30 |
Family
ID=6065025
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8007636A Expired GB2046351B (en) | 1979-03-10 | 1980-03-06 | Fuel injection pump for an internal combustion engine |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPS55123323A (en) |
| DE (1) | DE2909456A1 (en) |
| GB (1) | GB2046351B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2239963A (en) * | 1989-12-19 | 1991-07-17 | Zexel Corp | Injection timing control apparatus for distributor type fuel injection pumps |
| GB2287511A (en) * | 1994-03-08 | 1995-09-20 | Bosch Gmbh Robert | Fuel-injection pumps for internal combustion engines |
| EP1035311A3 (en) * | 1999-03-10 | 2001-09-19 | Delphi Technologies, Inc. | Fuel injector pump advance arrangement |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3418437A1 (en) * | 1984-05-18 | 1985-11-21 | Robert Bosch Gmbh, 7000 Stuttgart | FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES |
| CN108768780B (en) * | 2018-06-04 | 2021-06-01 | 合肥工业大学 | Dynamic time loop establishing method for vehicle-mounted network communication guarantee |
-
1979
- 1979-03-10 DE DE19792909456 patent/DE2909456A1/en not_active Withdrawn
-
1980
- 1980-03-06 GB GB8007636A patent/GB2046351B/en not_active Expired
- 1980-03-10 JP JP2930480A patent/JPS55123323A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2239963A (en) * | 1989-12-19 | 1991-07-17 | Zexel Corp | Injection timing control apparatus for distributor type fuel injection pumps |
| GB2287511A (en) * | 1994-03-08 | 1995-09-20 | Bosch Gmbh Robert | Fuel-injection pumps for internal combustion engines |
| GB2287511B (en) * | 1994-03-08 | 1997-12-24 | Bosch Gmbh Robert | Fuel injection pumps for internal combustion engines |
| EP1035311A3 (en) * | 1999-03-10 | 2001-09-19 | Delphi Technologies, Inc. | Fuel injector pump advance arrangement |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2046351B (en) | 1983-03-30 |
| JPS55123323A (en) | 1980-09-22 |
| DE2909456A1 (en) | 1980-09-18 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |