US3614946A - Control and actuating system for diesel engines - Google Patents

Control and actuating system for diesel engines Download PDF

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Publication number
US3614946A
US3614946A US854927A US3614946DA US3614946A US 3614946 A US3614946 A US 3614946A US 854927 A US854927 A US 854927A US 3614946D A US3614946D A US 3614946DA US 3614946 A US3614946 A US 3614946A
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United States
Prior art keywords
fuel
control member
injection pump
energized
bolt
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
US854927A
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English (en)
Inventor
Heinrich Staudt
Konrad Eckert
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Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
Priority claimed from DE19681776017 external-priority patent/DE1776017C3/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Application granted granted Critical
Publication of US3614946A publication Critical patent/US3614946A/en
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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/02—Controlling by changing the air or fuel supply
    • F02D2700/0269—Controlling by changing the air or fuel supply for air compressing engines with compression ignition
    • F02D2700/0282—Control of fuel supply
    • F02D2700/0284—Control of fuel supply by acting on the fuel pump control element

Definitions

  • a control and actuating system for operating an internal combustion engine including a hydraulic servo system which, when energized by virtue of the de-energization of a stop magnet, moves the fuel quantity control member of a fuel injection pump into a zero position; a bolt normally limiting the maximum displacement of said control member to a setting for full load fuel delivery, said bolt is associated with a starting magnet which, when energized, moves said bolt to such an extent as to permit said control member to be positioned in a setting in which the fuel injection pump delivers fuel quantities (starting quantity) that are in excess of the full load fuel quantities.
  • This invention relates to a control and actuating system for diesel engines, particularly of the type operating on injected fuel and built into automotive vehicles.
  • the system is of the type that includes an electromagnet which is adapted to set the fuel quantity control member of a fuel injection pump into a zero (shut-off) position.
  • control and actuating system with which the invention is concerned is further of the type that has an actuating element which may be successively set to a stop position (position I), a normal position (position II), a prepare-for-starting position (position III), and a starting position (position IV).
  • position I the fuel quantity control member of the fuel injection pump is in a zero (no fuel delivery) position; in position II, the fuel quantity control member is displaceable up to and including a setting for full load fuel delivery; in position III, a heating resistance is energized and the fuel quantity control rod may be displaceable into a setting in which the delivered fuel quantities exceed those for full load, and in position IV, an electric starting motor is energized, preferably together with the aforenoted resistance heater, while the fuel quantity control member is permitted to be displaced as in position I'II.
  • German Pat. No. 865,837 A device as precedingly outlined is disclosed in German Pat. No. 865,837. It is a disadvantage of known devices of this type that the actuating lever has to be relatively long if the manual force applied thereto is to be held at a small value. Further, the application of such known device is limited because the associated BoWden-cable may not be arbitrarily long.
  • a hydraulic servo system which is pressurized when the stop-magnet is in a de-energized condition and unpressurized when said magnet is in an energized condition.
  • the servo system sets the fuel quantity control member of a fuel injection pump into its zero (no fuel) position, and when unpressurized, it permits said fuel quantity control member to be moved into various open positions (settings for different fuel quantities to be delivered by the fuel injection pump).
  • aforenoted different operations in positions IIV there are provided (a) a preferably key-operated electric switch (constituting the aforenoted actuating element) which energizes a second electromagnet (starting magnet) in position IV, and preferably also in position III and energizes the stop-magnet in positions II, III and IV, and (b) a bolt movable into and partially out of the path of travel of the fuel quantity control member for limiting the maximum setting of the latter to full load fuel delivery or, respectively, for permitting the fuel quantity control member to be moved into a setting in which the fuel quantity delivered by the fuel injection pump exceeds the full load fuel quantity.
  • the hydraulic medium used in the servo system is taken from the fuel circuit of the internal combustion engine.
  • a fuel injection pump 1 associated with a diesel combustion engine comprises a fuel quantity control rod 2 displaceable along its length dimension. Adjacent to one end of the fuel quantity control rod 2, there is disposed a bolt 3 which is urged by return means (not shown) to assume a position in the path of travel of control rod 2, limiting the maximum displacement thereof to a setting in which full load fuel quantities are delivered by the fuel injection pump. This position of bolt 3 is illustrated in the figure.
  • the bolt 3 is coupled with an electromagnet 4 (starting magnet) which, when in an energized condition, moves the bolt 3 in the direction of arrow 3a to such an extent that it allows greater freedom of movement for the fuel quantity control rod 2.
  • control rod 3 may slide over the terminus of the withdrawn bolt 3 until shoulder 2a of control rod 2 abuts thereagainst.
  • shoulder 2a of control rod 2 abuts thereagainst.
  • the terminus of the fuel quantity control member 2 remote from the bolt 3 carries a tra'nsversal pin 5 which is engageable by an arm 6a forming part of a lever 6 pivotable about an axis 7.
  • the arm 6b, also forming part of lever 6, is connected with the output rod 8 of a hydraulic cylinder assembly generally indicated at 9.
  • the latter comprises a piston 10 to which rod 8 is secured.
  • the piston It is reciprocable in a cylindrical space which is divided thereby into cylinder chambers 11 and 12.
  • a compression spring 13 which urges the piston 10 and thus the arm 6 into a terminal position shown in solid lines. In this position the fuel quantity control member 2 is not affected by the arm 6a of the lever 6.
  • the cylinder chamber 12 communicates with a hydraulic conduit 14 which is adapted to admit hydraulic fluid under pressure to chamber 12.
  • a hydraulic conduit 14 which is adapted to admit hydraulic fluid under pressure to chamber 12.
  • the piston In the presence and by virtue of such pressurized fluid in chamber 12, the piston is displaced against the force of the spring 13 to such an extent that it assumes, together with lever 6, a position shown in broken lines. In this position the fuel quantity control member 2 is set to its zero or stop position (no fuel delivery).
  • the hydraulic conduit 14 is connected with the fuel supply system of the internal combustion engine. Said system comprises a fuel tank 15 and a delivery pump 16 which drives the fuel through a conduit 17, containing a filter 18, to the suction chamber 19 of the fuel injection pump 1.
  • the maximum pressure attainable by the delivery pump 16 is determined by a check valve 16 disposed in a conduit 16" bypassing pump 16.
  • the hydraulic conduit 14 extends from the suction chamber 19 to the hydraulic cylinder assembly 9 through a pressure control valve 20 which maintains the pressure in the suction chamber 19 of the fuel injection pump 1 at a constant value between determined limits. From the hydraulic conduit 14 between the pressure control valve 20 and the hydraulic cylinder assembly 9, there extends a return conduit 21 terminating in the fuel tank 15.
  • the flow passage section of the return conduit 21 is variable by means of a control slide 22 which is movable in the opening direction by means of an electromagnet 23 (stop magnet) against the force of a return spring 24.
  • assembly 22, 23, 24 forms a solenoid valve.
  • the electromagnet 23 is in an electric circuit 25 which includes a current source 26 and a manually operable (preferably by means of a key, not shown) electric switch 27 having four positions. In the figure, the switch 27 is shown in position I, in which the circuit 25 is open. In position II the electromagnet 23 is energized. In posi tion III, in addition to the electromagnet 23, the electromagnet 4 and a glow plug 28 are energized. The latter serves to preheat the engine, as disclosed in US. patent to Sommer, No. 2,606,545, entitled Control Device for Solid-Injection Internal Combustion Engines. In position IV, in addition to the afore-named elements 4, 23 and 28, a starting motor 29 for starting the internal combustion engine is supplied with current.
  • the electromagnet 4 (starting magnet) moves the bolt 3 in the direction of arrow 3a permitting the fuel quantity control member 2 to be shifted by a known mechanism (not shown) into a setting in which a fuel quantity required for starting the engine (in excess of the full load fuel quantities) is delivered by the fuel injection pump 1.
  • a known mechanism is disclosed, for example, in US. patent to Weber, No. 2,6l9,080, entitled Fuel Injection System for Compression Ignition Engines.
  • the glow plug 28 is energized and thus heat is generated.
  • the switch 27 is brought into position II for the normal operation of the internal combustion engine.
  • the electromagnet 4 is de-energized and, as a result, the bolt 3, not later than the first shifting of the fuel quantity control rod-for example, by means of an rpm.
  • the switch 27 For shutting off the internal combustion engine, the switch 27 is brought into position I. This de-energizes the electromagnet 23 (stop magnet) so that return spring 24 moves the slide 22 to close the return conduit 21. As a result, a hydraulic pressure builds up in the cylinder chamber 12. Thus a force is generated which, overcoming the force of spring 13, moves the piston 10 and the lever 6 into their position shown in broken lines. During the clockwise motion of lever 6, arm 6a engages pin 5 of the fuel quantity control member 2 and pulls the latter into a zero (no fuel delivery) setting shown in broken lines.
  • the engine may not be started by pushing the vehicle as long as the circuit 25 is in a deenergized condition.
  • this highly undesirable possibility facilitates car thefts.
  • the delivery pump 16 starts supplying pressurized fuel to the fuel injection pump 1, the latter may start operating, but the pressure in its suction chamber 19 will be immediately applied to piston 10 since the slide 22 blocks the return conduit 21.
  • the fuel quantity control member 2 is immediately shifted by lever 6 into its zero position and the fuel injection pump is shut off.
  • the hydraulic servo-system according to the invention has the further advantage that the fuel quantity control rod 2 is moved into its zero position by the hydraulic setting means 6, 8, 10 in a gentle manner with progressive force.
  • the pressure in conduit 14 is relatively small, but increases while the shutoff operation is in progress. This, in turn, may be explained by the fact that during shutoff, the fuel quantities delivered by the fuel injection pump 1 decrease, which causes an increase in the fuel return flow from suction chamber 19 through conduit 14.
  • the electromagnet 23 (stop magnet), which, during the operation of the internal combustion engine, is continuously energized, may be arranged so that it is cooled by direct contact with the fuel stream flowing through conduit 21.
  • the stop-magnet 23 may be designed in such a manner that it constitutes only a small load on the current source 26.
  • a shutoff system for an internal combustion engine associated with a fuel supply system that includes a fuel injection pump forwarding metered quantities of fuel to said engine, a suction chamber and a shiftable fuel quantity control member forming part of said fuel injection pump, and a fuel delivery pump supplying said fuel injection pump with fuel from a fuel tank
  • the improvement comprising (A) a hydraulic setting means operatively connected to said fuel quantity control member and adapted to assume a pressurized and a depressurized condition; said hydraulic setting means moving said fuel quantity control member into a zero or shutoff position when in said pressurized condition,
  • said hydraulic setting means is formed of (A) a cylinder assembly having a piston reciprocable in a cylindrical space and (B) means connecting said piston with said fuel quantity control member.

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)
US854927A 1968-09-04 1969-09-03 Control and actuating system for diesel engines Expired - Lifetime US3614946A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19681776017 DE1776017C3 (de) 1968-09-04 Steuer- und Bedienungseinrichtung fur Diesel-Einspritzbrennkraftmaschinen

Publications (1)

Publication Number Publication Date
US3614946A true US3614946A (en) 1971-10-26

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ID=5702798

Family Applications (1)

Application Number Title Priority Date Filing Date
US854927A Expired - Lifetime US3614946A (en) 1968-09-04 1969-09-03 Control and actuating system for diesel engines

Country Status (4)

Country Link
US (1) US3614946A (en, 2012)
JP (1) JPS4940889B1 (en, 2012)
FR (1) FR2017326A1 (en, 2012)
GB (1) GB1277493A (en, 2012)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3756213A (en) * 1970-08-20 1973-09-04 Honda Motor Co Ltd Internal combustion engine of the fuel injection type
US4117821A (en) * 1975-11-20 1978-10-03 Nissan Motor Company, Limited Engine starting system
US4200079A (en) * 1977-06-09 1980-04-29 Petter Power Generation Limited Engine oil pressure operated system
US4318379A (en) * 1978-11-07 1982-03-09 Robert Bosch Gmbh Control apparatus for a fuel injection pump for diesel combustion engines
US4409942A (en) * 1979-03-10 1983-10-18 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4741309A (en) * 1986-10-22 1988-05-03 Corrie Bergen Throttle locking device for a diesel engine
US4770141A (en) * 1984-07-12 1988-09-13 Lucas Industries Public Limited Company Fuel pumping apparatus
US4779599A (en) * 1984-03-09 1988-10-25 Lucas Industries Public Limited Company Hydraulic mechanism
US5255651A (en) * 1985-09-13 1993-10-26 Kabushiki Kaisha Komatsu Seisakusho Governor for fuel injection system
US5425342A (en) * 1993-03-16 1995-06-20 Nissan Motor Co., Ltd. Fuel injection apparatus
US6102001A (en) * 1998-12-04 2000-08-15 Woodward Governor Company Variable displacement pump fuel metering system and electrohydraulic servo-valve for controlling the same

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2713805A1 (de) * 1977-03-29 1978-10-19 Bosch Gmbh Robert Steuereinrichtung fuer diesel-einspritzbrennkraftmaschinen

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3756213A (en) * 1970-08-20 1973-09-04 Honda Motor Co Ltd Internal combustion engine of the fuel injection type
US4117821A (en) * 1975-11-20 1978-10-03 Nissan Motor Company, Limited Engine starting system
US4200079A (en) * 1977-06-09 1980-04-29 Petter Power Generation Limited Engine oil pressure operated system
US4318379A (en) * 1978-11-07 1982-03-09 Robert Bosch Gmbh Control apparatus for a fuel injection pump for diesel combustion engines
US4409942A (en) * 1979-03-10 1983-10-18 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4779599A (en) * 1984-03-09 1988-10-25 Lucas Industries Public Limited Company Hydraulic mechanism
US4770141A (en) * 1984-07-12 1988-09-13 Lucas Industries Public Limited Company Fuel pumping apparatus
US5255651A (en) * 1985-09-13 1993-10-26 Kabushiki Kaisha Komatsu Seisakusho Governor for fuel injection system
US4741309A (en) * 1986-10-22 1988-05-03 Corrie Bergen Throttle locking device for a diesel engine
US5425342A (en) * 1993-03-16 1995-06-20 Nissan Motor Co., Ltd. Fuel injection apparatus
US6102001A (en) * 1998-12-04 2000-08-15 Woodward Governor Company Variable displacement pump fuel metering system and electrohydraulic servo-valve for controlling the same

Also Published As

Publication number Publication date
JPS4940889B1 (en, 2012) 1974-11-06
FR2017326A1 (en, 2012) 1970-05-22
DE1776017A1 (de) 1971-10-28
GB1277493A (en) 1972-06-14
DE1776017B2 (de) 1976-11-25

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