EP0256254B1 - Dispositif de commande pour la modification du début d'injection et/ou de la quantité de combustible fournie, pour une pompe à injection de combustible - Google Patents

Dispositif de commande pour la modification du début d'injection et/ou de la quantité de combustible fournie, pour une pompe à injection de combustible Download PDF

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Publication number
EP0256254B1
EP0256254B1 EP87109014A EP87109014A EP0256254B1 EP 0256254 B1 EP0256254 B1 EP 0256254B1 EP 87109014 A EP87109014 A EP 87109014A EP 87109014 A EP87109014 A EP 87109014A EP 0256254 B1 EP0256254 B1 EP 0256254B1
Authority
EP
European Patent Office
Prior art keywords
housing
spring
injection pump
energy store
emitter
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
Application number
EP87109014A
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German (de)
English (en)
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EP0256254A1 (fr
Inventor
Hubert Thudt
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.)
MAN Truck and Bus SE
Original Assignee
MAN Nutzfahrzeuge AG
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 MAN Nutzfahrzeuge AG filed Critical MAN Nutzfahrzeuge AG
Priority to AT87109014T priority Critical patent/ATE39162T1/de
Publication of EP0256254A1 publication Critical patent/EP0256254A1/fr
Application granted granted Critical
Publication of EP0256254B1 publication Critical patent/EP0256254B1/fr
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance

Definitions

  • the invention relates to a control device for adjusting the injection timing and / or the delivery rate of a fuel injection pump for internal combustion engines with features of the type specified in the preamble of claims 1 and 2.
  • a control device of the type mentioned is known from EP 00 69 111 B1.
  • the spring energy store provided there serves the following purpose:
  • a return spring connected to a hydraulic control device is provided as a safety device, with which the control rod can be quickly returned to the zero filling position from any set position if required.
  • the known control device proves to be too expensive in every respect, not only in terms of component and space requirements, not only with regard to the last-mentioned safety device, but also the entire mechanical actuating step transmission device.
  • reference signals and control signals are required to master the switching commands which the stepper motor has to carry out for a corresponding adjustment of the control rod.
  • the reference signals which can be supplied to the microprocessor as a command variable, are usually generated by known devices, e.g. Speed sensors, which are arranged on the crankshaft or a camshaft of the internal combustion engine, are supplied.
  • Speed sensors which are arranged on the crankshaft or a camshaft of the internal combustion engine
  • a control device similar to that mentioned at the beginning is already known from DE-OS 2417 771.
  • a stepper motor, motion transmission elements between this and the control rod, a return spring, a stepper and a speed sensor are provided, all of which are arranged within a closed housing which is flanged to the injection pump.
  • the components in question are also precisely matched to the type of injection pump to which they are assigned.
  • the rotor of the stepper motor there can practically only carry out a relatively small rotational movement of a maximum of 90 ° with its drive shaft, because of the movement transmission device disclosed there, in order to adjust the control rod along its entire stroke. This only allows a relatively rough setting.
  • the encapsulation of the components in said housing is disadvantageous in that the components enclosed therein, e.g. in the event of a defect, they cannot be removed from the housing without extensive and cumbersome disassembly and can be replaced by other components. Because the parts of the assembly are exactly adapted to one injection pump type, this assembly is practically impossible for other injection pumps and types.
  • the arrangement of the individual components of the control device according to the invention results in a very compact overall arrangement, which can be fastened to the injection pump either completely or largely pre-assembled.
  • different parts can therefore already be attached to the injection pump, there to its shaft or the control rod, which injection pump parts are prepared as appropriate for this attachment.
  • the components can be adapted to different types of injection pumps with minimal effort.
  • the existing one can be removed from the housing and another can be flanged to the latter.
  • a different encoder is required, the existing one is removed from the housing and replaced by another.
  • control device also allows retrofitting of centrifugal governor-operated injection pumps to electronically-mechanically controlled injection pumps at any time, and because of the abovementioned possibilities there is universal adaptability to the characteristics of the respective injection pump.
  • the control device according to the invention also proves to be very advantageous from a logistics perspective, particularly in the storage and service area, because a number of different components are combined in a single control block.
  • the control device described in detail below serves to adjust the injection timing and / or the delivery rate of a fuel injection pump for internal combustion engines.
  • the fuel injection pump is shown with its housing only in the connection area for the control device according to the invention and is designated by (1).
  • the delivery elements that are not put through are adjusted directly or indirectly via a control rod (2).
  • Control commands issued by a microprocessor (not shown), which is usually combined with the electronic motor controller, can be transmitted to this control rod (2) by an electric stepper motor (3) via a plurality of movement transmission elements with an intermediate spring force accumulator (4).
  • the spring force accumulator (4) can temporarily take up one or more steps of the electric stepper motor (3), which is particularly the case when an actuating step is triggered by the microprocessor, which coincides with a delivery process of the fuel injection pump and thereby the adjustment of the control rod (2 ) counteracts an increased force. After this relatively short-term control rod blockage has been removed, the adjustment steps which are force-absorbed by the spring force accumulator (4) are passed on to the control rod (2) under its relaxation, so that it can assume its correct setting position, even if it is offset somewhat in time from the control pulse.
  • control rod (2) is assigned a return spring (5) which serves and is dimensioned in terms of force with respect to the parts of the control device connected to the control rod (2) in such a way that the control rod (2) is in any setting position in the zero filling position is traceable.
  • a special gear-reduction gear (6) is provided as the movement motor-side movement transmission element, which is switched on between the stepping motor (3) and the spring force accumulator (4).
  • a force transmission rod (7) is used as the control rod-side movement transmission element, which establishes the connection between the spring force accumulator (4) and the control rod (2).
  • the control device generally further comprises a mechanical speed sensor (8) which detects the speed of the injection pump shaft (9) and delivers corresponding signals to the microprocessor.
  • a mechanical speed sensor (8) which detects the speed of the injection pump shaft (9) and delivers corresponding signals to the microprocessor.
  • an electromechanical step transmitter (10) is provided, which can be driven from the step motor (3), detects the steps it has carried out, and returns corresponding signals to the microprocessor.
  • the supporting element for at least a large part of the above-mentioned components of the control device according to the invention is a base plate (11) which can be attached to the outside of the fuel injection pump (1).
  • control device The details of the control device according to the invention are discussed below.
  • the spring force accumulator (4) consists of two mutually movable, one between them Prestressed compression spring (12) receiving spring plates (13, 14), the maximum distance from each other is limited by stops (15, 16) in a housing (17) spanning them.
  • the housing (17) is hollow cylindrical; in the area of one end the stop (15) is formed by a stop ring (19) which is countered to the outside by a locking ring (18).
  • the other stop (16) is realized by a different end collar (20) formed in the housing (17).
  • This spring force accumulator (4) designed in this way is penetrated lengthwise at least beyond its two spring plates (13, 14) by the force transmission rod (7) when it is mounted, and is then received between two stops (21, 22) arranged on the latter .
  • these stops (21, 22), which hold the two spring plates (13, 14) of the spring force accumulator (4) between them, are two circlips inserted in ring grooves of the force transmission rod (7) .
  • the right stop (22) in the drawing is by a larger diameter collar on the power transmission rod (7) and only the right stop (22) in the drawing by a larger diameter collar on the power transmission rod (7) and only the stop (21) shown on the left in the drawing is formed by a locking ring which can be inserted into an annular groove (21/1) of the force transmission rod (7).
  • a correspondingly straight toothing (23) is arranged on the housing (17) of the spring force accumulator (4) axially parallel to the formation of a toothed rack.
  • the gear reduction gear (6) which is coupled to the stepper motor (3) on the force introduction side, is connected to this linear toothing (23).
  • This gear reduction gear (6) which is of the same design in all of the exemplary embodiments and can be seen in its details from FIG. 4, is accommodated in a common housing (24), just like the spring force accumulator (4).
  • This housing (24) is fixedly arranged on the base plate (11) and is correctly fixed there with a centering collar (24/1) immersed in a through hole (11/1).
  • the stepper motor (3) is arranged on one side and the stepper (10) on the other side.
  • the stepper motor (3) is flanged with its housing (25) on the outside to the one side wall (26) of the housing (24), indirectly fixed there and releasably fastened by means of screws (27).
  • a cylindrical recess (28) is formed in the side wall (26) of the housing (24), into which a centering collar (29) which projects beyond the connection surface on the stepper motor housing (25) is formed.
  • a receiving space (30) for the reduction gear (6) and a receiving bore (31) for the spring force accumulator (4) In the housing (24) there is a receiving space (30) for the reduction gear (6) and a receiving bore (31) for the spring force accumulator (4).
  • the receiving space (30) is open to the pacemaker (10) when it is mounted on the housing (24), but is covered by the bottom (32) of its housing (33).
  • the step encoder (10) is flanged to the outside of the other side wall (34) of the housing (24), which is parallel to the side wall (26), is indirectly fixed there and is detachably fastened by means of screws (35).
  • a protruding centering collar (36) is provided on the latter on the side wall (34), which projects into a correspondingly adapted centering recess (37) in the base (32) of the pacemaker - engages housing (33).
  • a transverse pin (38) is also provided, which penetrates mutually aligned receiving bores in the housing side wall (34) and in the bottom (32) of the pacemaker housing (33).
  • the motor shaft of the stepping motor (3) is coupled in the exemplary embodiment shown via a tongue and groove connection (40) to the input shaft (41) of the gear reduction gear (6).
  • the input shaft (41) overlaps the motor shaft (39) with its one hollow cylindrical end and is mounted in this area in a bore (42) in the side wall (26) of the housing (24).
  • a sealing ring (43) prevents leakage oil from passing to the stepper motor (3).
  • the input shaft (41) passes completely through the gearbox receiving space (30) for the gear reduction gearbox (6) in the direction parallel to the axis, extends into the stepper housing (25) and is in the bottom (32) thereof by means of a ball bearing (44 ) stored.
  • the input shaft (41) on this side of the ball bearing (44), i.e. within the receiving space (30) carries a first gear (45) of the gear reduction gear (6) and on the other side of the ball bearing (44), i.e. within the encoder housing (33) generates a pulse Rotor (46) as part of the pace
  • the gear reduction gear (6) consists, in addition to the gear (45), of a second gear (47) and a third gear (48).
  • the two gear wheels (47, 48) are spaced apart from one another on the output shaft (49) of the gear reduction gear (6).
  • the latter is in the region of its one end in the side wall (26) of the housing (24) in a ball bearing (50) used there and in the region of its other end in the bottom (32) of the pacemaker housing (33) in a ball bearing (51 ) stored.
  • the output shaft (49) is arranged axially parallel to the input shaft (41).
  • the second gear (47) meshes with the first gear (45) and is larger in diameter.
  • the third gear (48) of the gear reduction gear (6) is in engagement with the linear toothing (23) arranged on the outside along the housing (17) of the spring force accumulator (4).
  • the transmission ratio of the gear reduction gear (6) is determined by the diameter or the number of teeth of the three gear wheels (45, 47, 48).
  • the first gear (45) has ten teeth
  • the second gear (47) twenty-five teeth
  • the third gear (48) teeth is determined by the diameter or the number of teeth of the three gear wheels (45, 47, 48).
  • the spring force accumulator (4) is axially displaceable in the receiving bore (31) in a plane perpendicular to the shafts (41, 49) of the gear reduction gear (6) when the third gear (48) rotates, between two settings.
  • One of these two settings corresponds to the maximum filling order for the control rod (2) and is limited by a stop, not shown, on or in the fuel injection pump (1).
  • the second end position which corresponds to the zero filling position, is limited in the receiving bore (31) by a stop arranged there, which is formed by a locking ring (52) inserted into an annular groove.
  • the receiving bore (31) for the spring force accumulator (4) is secured against leakage of leakage oil by a locking plug (54), which is countered by a further locking ring (53) and is surrounded by a sealing ring that can enter it from the fuel injection pump (1).
  • the receiving bore (31) receiving the spring force accumulator (4) completely penetrates the housing (24) and cuts the receiving space (30) of the same in order to create a passage for the third gear (48) of the gear reduction gear (6).
  • the speed sensor (8) is also arranged on the base plate (11) in the manner described in more detail below.
  • the base plate (11) carries at least the housing (55) of the speed sensor, this housing (55) being fixed, welded, molded or screwed onto the base plate (11).
  • (56) denotes the housing cover of the speed sensor (8), which is held on the housing (55) by means of screws (57).
  • These screws (57) also serve to fasten the base plate (11) to the fuel injection pump (1), penetrate the housing (55) of the speed sensor (8) and holes in the base plate (11) completely in the axial direction and engage in the mounting position on the fuel injection pump (1) in the threaded holes there. Screws (58) are also provided for further fastening the base plate (11) to the fuel injection pump (1).
  • the signal-generating organs of the pacemaker (10) and the speed sensor (8) are basically made of the same components. These signal-generating organs are pulse-generating rotors, the rotor (46) of the pacemaker (10) being mentioned earlier and the pulse-generating rotor of the speed sensor (8) being designated (59).
  • Each of these pulse-generating rotors (46 and 59) consists of a hub (60) on (46) or (61) on (59) on the respective shaft (41 or 9) that provides the drive , round disk (62) on (60) or (63) on (61), on the respective periphery of which project axially and extend along a coaxial circular path at uniform intervals, equally designed pulse generating elements (64) on (62) or ( 65) are arranged on (63).
  • the individual pulse generating elements have a tubular segment segment shape.
  • Two magnetic fork barriers (66, 67) are assigned to the pulse generating elements (65) of the speed sensor (8), while only one magnetic fork barrier (68) is assigned to the pulse generating elements (64) of the step generator (10).
  • the magnetic fork barriers (66, 67) of the speed sensor (8) are each arranged on a circuit board (69) or (70) on the inside of the housing cover (56) of the speed sensor - Housing (33) are each fastened by two screws (71) and (72).
  • Each of these boards (69, 70) is connected to a pulse pick-up cable (not shown) which leads to the microprocessor and which is led through an opening (73) and (74) in the housing cover (56).
  • the magnetic fork barrier (68) of the pacemaker (10) is also arranged on a circuit board (75) which is fastened to the inside of a housing cover (76) of the pacemaker housing (33) by means of screws (77).
  • the housing cover (76) is fixed in position in the pacemaker housing (33) by a centering collar (78) and by several screws (35) mentioned earlier, which are also used to fix the pacemaker housing (33) to the housing (24). serve, set.
  • the circuit board (75) is also connected to the latter via a pulse pick-up cable (not shown), which is passed through an opening (79) in the housing cover (76) and is connected to the other side of the microprocessor.
  • the magnetic fork barriers (66, 67) and (68) each extend on both sides of the circular path, which the pulse generating elements (64, 65) of the speed sensor (8) or the step sensor (10) when the respective disk (62) or ( 63) describe and each form a magnetic field, so that when one of the pulse generating elements (64) or (65) passes through, a Hall pulse representative of the angle of rotation or step of rotation can be generated.
  • the shaft to which the pulse generating rotor (46) of the pacemaker (10) is connected is the input shaft (41) of the gear reduction gear (6) which is extended into the housing (33) of the latter.
  • the hub (60) is held at a distance with respect to the ball bearing (44) at the outer free end of the input shaft (41) via spacers (80, 81) and a conical disk spring (82) and is screwed onto a threaded pin (83) Nut (84) fastened with a washer (85).
  • the step encoder (10) can be completely preassembled as such and on the housing (24).
  • the pulse-generating rotor (59) of the speed sensor (8) is attached directly to the free end of the injection pump shaft (9) which is extended out of the fuel injection pump (1).
  • a receiving cone (86) is provided at the free end of the injection pump shaft (9) and a correspondingly adapted receiving cone bore (87) is provided in the hub (61) of the rotor (59).
  • a tongue and groove connection (88) ensures that the hub (61) is secured against rotation with respect to the injection pump shaft (9).
  • the pulse-generating rotor (59) is fastened to the injection pump shaft (9) by a nut (90) screwed onto a threaded pin (89) arranged at its free end with the interposition of a washer (91).
  • a through hole (92) is provided in the base plate (11) so that the pulse-generating rotor (59) already attached to the end of the injection pump shaft (9) can dip into the speed sensor housing (55) when the base plate (11) is attached to the fuel injection pump whose diameter is larger than the outer diameter of the disc (63) of the rotor (59).
  • Said through bore (92) also serves as a centering bore for fixing the position of the base plate (11) on the fuel injection pump (1), a corresponding projecting centering collar (93) being arranged on the outside thereof.
  • the through hole (92) and the centering collar (93) are also used in all other exemplary embodiments.
  • an arrangement for the pulse-generating rotor (59) of the speed sensor (8) is selected, which completely pre-assembles the same together with the other parts of the speed sensor (8) in its housing (55). enables.
  • the pulse-generating rotor (59) with its hub (61) is loosely rotatably mounted on a bearing journal (94) which rests on the cover plate (95) of the speed sensor housing (55), on which the housing cover (56) also lies on the outside. is attached.
  • a blind hole (96) with a positive-locking cross-section is provided at the free end of the latter, and a drive pin (97) is provided on the pulse-generating rotor (59) in continuation of the hub (61), the outer free end (98 ) is adapted to the form-fitting cross section of the blind hole (96).
  • a compression spring (99) is also arranged on the drive pin (97).
  • the speed sensor (8) is completely pre-assembled.
  • an auxiliary element e.g. insert a cover cap into the receiving bore (92) which prevents the rotor from falling out and which is removed beforehand when the control device is finally mounted on the fuel injection pump.
  • the compression spring (99) is supported on one end on a shoulder (101) of the hub (61) and on the other end on the outer end face (102) of the injection pump shaft ( 9) and then ensures that the pulse-generating rotor (59) remains pressed against the support plate (100) on the bearing journal (94) with slight pressure during operation of the speed sensor.
  • further position fixing means are provided which, when the base plate (11) is attached, ensure that it is correctly positioned with respect to the fuel injection pump (1). and ensure their parts.
  • These further position-fixing means are arranged at a location remote from that of the aforementioned and are of a similar design. This can be seen from Figure 4; it is a further centering hole (103) in the base plate (11) into which a centering pin (104) on the fuel injection pump (1) engages.
  • FIGS. 2, 6, 7 and 9 show a first embodiment for the connection of the spring force accumulator (4) via the force transmission rod (7) to the control rod (2).
  • This is a connection variant in connection with a control rod (2) with an L-shaped cross-section, which has a certain dimension over the outer contour the fuel injection pump (1) is extended and receives both the power transmission rod (7) and the return pressure spring (5) in the area of its outer free end.
  • the relevant assembly sequence is shown in Figure 9.
  • the return pressure spring (5) is first plugged onto the outer free end of the control rod (2) in the zero filling position, then preloaded and held in the tensioned state by means of an abutment. This abutment, as can be seen in detail in FIG.
  • the connecting block (105) consists of a connecting block (105) and a pressure plate (106) rigidly attached to it, the outside diameter of which is slightly smaller than the receiving bore (31) for the spring force accumulator (4).
  • the connecting block (105) has two contact edges at right angles to each other, with which it comes to rest against the legs of the L-shaped control rod (2). Attaches the connecting block (105) to the control rod (2) by means of a screw (107), which is countered with its screw head (108) on the outside of the vertical leg of the control rod (2), with a screw hole (109) in a cross hole ( 110) penetrates in the control rod (2) and engages in an aligned threaded hole (111) in the connecting block (105) and presses it into the installed position on the inside of the vertical leg of the control rod (2).
  • the screw (107) is secured against loosening by means of a locking plate (112), namely by means of a bent-up tab (113) which bears against an outer surface of the screw head (108).
  • the return pressure spring (5) is fixed in a prestressed form between a contact surface (114) on the fuel injection pump (1) and the pressure plate (106).
  • the force transmission rod (7) is fastened to the control rod (2), specifically by means of a connecting piece (115) arranged at its end, which is cross-sectionally adapted to the L-shape of the control rod (2).
  • the power transmission rod (7) is fastened by means of a screw (116), which with its bearing shaft (117) penetrates a continuous bearing bore (118) in the vertical leg of the control rod (2) and with its end face on the Supported on the outside of the connecting piece (115) and screwed with its threaded shaft (119) into a threaded bore (120) running through there and with its screw head (121) holds the control rod (2) in the mounting position with a certain amount of axial play.
  • the screw (116) is also secured against loosening by a tab (122) of the locking plate (112) which bears against the outside of one of the surfaces provided on the screw head (121).
  • the return pressure spring (5), its abutment (105, 106) and the force transmission rod (2) therefore form a subassembly to be mounted on the outer free end of the control rod (2).
  • the remaining parts of the control device are further to be preassembled in or on the housing (24) and on the base plate (11), in the case of the speed sensor (8) either as shown in FIG. 5 or as shown in FIG. 8.
  • the power transmission rod (7) preassembled on the control rod (2) plunges into the receiving bore (31) and then completely penetrates the spring force accumulator (4) along its length.
  • the spring force accumulator (4) is finally fixed to the force transmission rod (7), bringing it into contact with its pressure plate (14) at the stop (22) and then the outer stop in the form of the locking ring (21) is inserted into its receiving groove (21/1). Finally, the receiving bore (31) is closed by the sealing plug (54) and its position is determined by the locking ring (53) to be inserted.
  • FIGS. 10, 11 and 12 An alternative to the embodiment described above is shown in FIGS. 10, 11 and 12, a special coupling between control rod (2) and power transmission rod (7) being used, which enables alternative preassembly methods.
  • On the power transmission rod (7) there is also a spacing apart from the other stop (22) closer to the fuel injection pump, a pressure plate (123) forming an abutment for the return pressure spring (5) and in front of it the one part of a plug-in coupling.
  • the other part of this plug-in coupling is arranged at the free end of the control rod (2).
  • One part of the plug-in coupling is formed by a plug-in sleeve (124) which, in the exemplary embodiment shown, is arranged after the pressure plate (123) at the outer end of the force transmission rod (7).
  • This plug-in sleeve (124) has a sleeve circumferential wall which is divided into longitudinal lamellae (126) and made elastic by longitudinal slots (see FIG. 12).
  • the individual lamellae (126) are each provided with gripping jaws (127) which are thickened inwards.
  • the other part of the plug-in coupling which in the present case is arranged at the outer free end of the control rod (2) which is designed accordingly or provided with a correspondingly designed and fastened extension piece, is formed by a plug-in head (128).
  • This plug head (128) has a socket widening cone (138 / 1,138 / 2) formed by a chamfer on the front and rear and is arranged on a clamping neck (129) which is coaxial with a flat end face (130) of a cylindrical section (131) the control rod (2) closes.
  • the plug-in head (128) is assigned a securing sleeve (132) which can be displaced axially on the cylindrical section (131) of the control rod (2) against the force of a pressure spring (134) acting on the rear and supported on a counter surface (133) and on the cylindrical one Section (131) is secured against falling out by a locking pin (135).
  • the latter penetrates the cylindrical section (131) transversely and projects into at least one longitudinal groove (136) of the securing sleeve (132).
  • the securing sleeve (132) covers the clamping neck (129) and at least half of the plug head (128) in the axial direction.
  • the outside diameter of the plug head (128) is slightly smaller than the inside diameter of the plug sleeve (124).
  • the wall thickness of the circumferential sleeve wall divided into individual lamellae (126) and the thickened gripping jaws (127) is adapted to the cross-sectional area between the end face (130), clamping neck (129), plug-in head (128) and through hole (137) of the securing sleeve (132) so that practically no or only a slight axial play is possible in the coupled state.
  • the plug coupling described above allows two possible pre-assembly methods, one of which is shown in Figure 10 and the other in Figure 11.
  • the return pressure spring (5) is first pushed onto the cylindrical section (131) on the control rod (2) that is already equipped with the compression spring (134) and the securing sleeve (132).
  • the force transmission rod (7) is then attached to the plug head (128) with its plug sleeve (124) on the front.
  • the plug sleeve (124) When axially pushed onto the plug head (120), the plug sleeve (124) is first widened by the sleeve expanding cone (138/1), so that when the plug sleeve (124) is expanded further axially, the securing sleeve (132) is axially counter to the force of the Compression spring (134) is displaced and at the same time the return compression spring (5) is tensioned with the control rod (2) held in the zero filling position. This axial displacement occurs until the end of the push-in sleeve (124) abuts the end face (130) of the cylindrical section (130) and the gripping jaws (127) snap into the area of the clamping neck (129).
  • the plug-in sleeve (124) returns to its cylindrical state on the outside, so that the locking sleeve (132) is pushed back into its locking position by the force of the relaxing compression spring (134), in which the plug-in sleeve (124) then widens all around overlapped, effectively prevented and at the same time the return pressure spring (5) is then clamped between the pressure plate (123) and the contact surface (114) on the fuel injection pump (1).
  • the compression spring (5) and this specially designed power transmission rod (7) thus form a preassembled subassembly of the control device.
  • the remaining components of the control device are preassembled in or on the housing (24) and on the base plate (11) and, together with the latter, form a subassembly which can also be preassembled.
  • this pre-assembly can also be carried out in this case as shown in FIG. 5 or as shown in FIG.
  • the power transmission rod (7) preassembled on the control rod (2) first dips into the receiving bore (31) of the housing (24) and then also penetrates the one already installed there Spring force accumulator (4) completely along its length.
  • the spring force accumulator (4) if not yet done, is brought into contact with the stop (22) of the force transmission rod (7) and then by inserting the locking ring (21) the associated groove (21/1) is operatively connected to the power transmission rod (7).
  • the receiving bore (31) is still closed by the sealing plug (54) and the latter is held in the closed position by the locking ring (53) to be inserted.
  • the control device according to the invention can be preassembled overall, ie all of its parts are installed in or on the housing (24) or on the base plate (11).
  • the speed sensor (8) as shown in Figure 8, would be completely pre-assembled and its pulse-generating rotor (59) against falling out of the speed sensor housing (55) by a corresponding cover cap inserted into the through hole (92) of the base plate to back up.
  • the force transmission rod (7) is already connected to the spring force accumulator (4).
  • the receiving bore (31) of the housing (24) is already closed at one end by the plug (54), which is held in the closed position by the locking ring (53).
  • the sealing plug (54) forms the stop for the zero filling position of the power transmission rod (7) and thus also the control rod (2).
  • the return pressure spring (5) is inserted into the receiving bore (31) of the housing (24) following the pressure plate (123) in a relaxed form. So that it remains in the pre-assembled position, the receiving bore (131) is closed at the end by a cap (139) which can be removed later.
  • the cylindrical section (131) of the control rod (2) in the zero-filling position which is already equipped with the compression spring (134) and the securing sleeve (132), is immersed in the interior of the receiving bore (31) and then comes with the plug head (128) in plug contact with the plug sleeve (124).
  • the push-in sleeve (124) is then widened at the beginning by the sleeve expansion cone (138/1), then the locking sleeve (132) is axially displaced and the return pressure spring (5) is tensioned at the same time.
  • the gripping jaws (127) can snap into the area of the clamping neck. Then the securing sleeve (132) advances back into its securing position, releasing the compression spring (134), in which an unwanted release of the coupling connection is then no longer possible.
  • the base plate (11) also lies completely against the fuel injection pump (1) and can then be finally attached to it.
  • a very compact control device is thus generally created, the parts of which can all be preassembled in one assembly or in two or three sub-assemblies. But even in the event that the pre-assembly is divided into two or three sub-assemblies, particularly easy handling with quick assembly is guaranteed in any case.
  • the latter means that the final assembly of the control device on the fuel injection pump can be carried out in a few simple steps and with the parts to be coupled being automatically assigned in the correct position.
  • all individual parts of the control device e.g. In the event of a defect, it can be replaced individually at any time with little effort.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)

Claims (16)

1. Dispositif de commande pour le réglage de l'instant d'injection et/ou de la quantité refoulée par une pompe d'injection de carburant (1 ) pour des moteurs à combustion interne, dispositif dans lequel des ordres de réglage délivrés par un microprocesseur sont susceptibles d'être transmis à une tige de réglage (2) par un moteur électrique pas à pas (3) par l'intermédiaire d'organes de transmission de mouvement (6, 7), avec accumulateur d'effort élastique (4) interposé, tandis qu'il est prévu un ressort de rappel à pression (5) pour ramener la tige de réglage dans sa position de remplissage nul, l'accumulateur d'effort élastique (4) comportant deux coupelles de ressort (13, 14) mobiles l'une par rapport à l'autre, recevant entre elles un ressort de pression précontraint (12) et dont la distance maximale l'une par rapport à l'autre est limitée par des butées (15, 16) dans un boîtier (17) recouvrant ces coupelles, l'accumulateur d'effort élastique étant en liaison respectivement avec interposition d'un organe de transmission de mouvement (6 ou bien 7), avec, d'une part, le moteur pas à pas (3) et, d'autre part, la tige de réglage (2), l'organe de transmission de mouvement côté tige de réglage étant une tige de transmission d'effort (7) qui traverse les deux coupelles de ressort (13, 14) et qui comporte des butées (21, 22) coopérant avec les faces, opposées au ressort de pression de l'accumulateur d'effort élastique, des coupelles de ressort, dispositif caractérisé en ce que, sur une plaque de base (11 ), sont disposés, à poste fixe, un boîtier (55) d'un indicateur mécanique (8) de vitesse de rotation délivrant ses signaux au microprocesseur et, séparément de ce premier boîtier, un boîtier (24) recevant l'organe de transmission de mouvement (6), côté moteur pas à pas, l'accumulateur d'effort élastique (4), la tige de transmission d'effort (7), et le ressort de rappel à pression (5), tandis que sur des côtés opposés de ce boîtier (24) sont bridés, d'une part, le moteur pas à pas (3) et, d'autre part, un indicateur de pas (10) détectant les pas de ce moteur, chacun comportant son propre boîtier (25 ou 33), et le moteur pas à pas (3), l'organe de transmission de mouvement (6) côté moteur pas à pas, l'accumulateur d'effort élastique (4), la tige de transmission d'effort (7) et le ressort de rappel à pression (5) formant un agrégat monté à l'état fini sur la plaque de base (11 ), tandis que cette plaque de base (11 ) est susceptible d'être bridée, par l'intermédiaire de moyens de centrage (92, 93; 103, 104) sur la pompe (1 ) d'injection de carburant, en réalisant en position correcte les liaisons fonctionnelles, d'une part, de la tige de transmission d'effort (7) et de la tige de réglage (2), et, d'autre part, de l'arbre (9) de la pompe d'injection et de l'indicateur de vitesse de rotation (8), la partie tournante (59) de cet indicateur de vitesse de rotation (8) étant déjà montée au préalable sur l'arbre (9) de la pompe d'injection ou bien logée dans le carter (55) de l'indicateur de vitesse de rotation (8).
2. Dispositif de commande pour le réglage de l'instant d'injection et/ou de la quantité refoulée par une pompe d'injection de carburant (1 ) pour des moteurs à combustion interne, dispositif dans lequel des ordres de réglage délivrés par un microprocesseur sont susceptibles d'être transmis à une tige de réglage (2) par un moteur électrique pas à pas (3) par l'intermédiaire d'organes de transmission de mouvement (6, 7), avec accumulateur d'effort élastique (4) interposé, tandis qu'il est prévu un ressort de rappel à pression (5) pour ramener la tige de réglage dans sa position de remplissage nul, l'accumulateur d'effort élastique (4) comportant deux coupelles de ressort (13, 14) mobiles l'une par rapport à l'autre, recevant entre elles un ressort de pression précontraint (12) et dont la distance maximale, l'une par rapport à l'autre, est limitée par des butées (15, 16) dans un boîtier (17) recouvrant ces coupelles, l'accumulateur d'effort élastique étant en liaison, respectivement avec interposition d'un organe de transmission de mouvement (6 ou bien 7), avec, d'une part, le moteur pas à pas (3) et, d'autre part, la tige de réglage (2), l'organe de transmission de mouvement côté tige de réglage étant une tige de transmission d'effort (7) qui traverse les deux coupelles de ressort (13,14) et qui comporte des butées (21, 22) coopérant avec les faces, opposées au ressort de pression de l'accumulateur d'effort élastique, des coupelles de ressort, dispositif caractérisé en ce que, sur une plaque de base (11), sont disposés, à poste fixe, un boîtier (55) d'un indicateur mécanique (8) de vitesse de rotation délivrant ses signaux au microprocesseur-et, séparément de ce premier boîtier, un boîtier (24) recevant l'organe de transmission de mouvement (6) côté moteur pas à pas, l'accumulateur d'effort élastique (4), la tige de transmission d'effort (7), et le ressort de rappel à pression (5), tandis que sur des côtés opposés de ce boîtier (24) sont bridés, d'une part, le moteur pas à pas (3), et, d'autre part, un indicateur de pas (10) détectant les pas de ce moteur, chacun comportant son propre boîtier (25 ou 33), et le moteur pas à pas (3), l'organe de transmission de mouvement (6) côté moteur pas à pas, et l'accumulateur d'effort élastique (4) formant un agrégat préalablement monté sur la plaque de base (11), tandis que la tige de transmission d'effort (7) et le ressort de rappel à pression précontraint (5) forment un autre agrégat préalablement monté sur l'extrémité de la tige de réglage en saillie sur la pompe d'injection de carburant (1), cependant que la plaque de base (11 ) est susceptible d'être bridée par l'intermédiaire de moyens de centrage (92, 93; 103, 104) à la pompe (1) d'injection de carburant en réalisant, en position correcte, les liaisons fonctionnelles, d'une part, de la tige de transmission d'effort (7) et de l'accumulateur d'effort élastique (4), et, d'autre part, de l'arbre (9) de la pompe d'injection et de l'indicateur de vitesse de rotation (8), la partie tournante (59) de cet indicateur de vitesse de rotation (8) étant déjà montée au préalable sur l'arbre (9) de la pompe d'injection ou bien logée dans le carter (55) de l'indicateur de vitesse de rotation (8).
3. Dispositif de commande selon les revendications 1 et 2, caractérisé en ce que le moteur pas à pas (3) avec son boîtier (25) est positionné indirectement contre la face externe de l'une (26) des parois latérales du boîtier commun précité (24) et y est fixé de façon amovible par des vis (27), tandis que l'indicateur de pas (10) avec son boîtier (33) est positionné indirectement contre la face externe de la paroi latérale opposée (34) de ce même boîtier commun (24) et y est fixé de façon amovible par des vis (35).
4. Dispositif de commande selon les revendications 1 et 2, caractérisé en ce qu'il est prévu dans le boîtier commun (24) un alésage récepteur (31), dans lequel est logé, en étant susceptible de se déplacer axialement en direction de la tige de réglage (2), l'accumulateur d'effort élastique (4) avec son boîtier (17), tandis que sont en outre logés dans cet alésage récepteur le ressort de rappel à pression (5) ainsi qu'un contre-appui (105,106; 123) pour celui-ci, et la tige de transmission d'effort (7) ainsi que l'extrémité faisant saillie hors de la pompe (1 ) d'injection de carburant de la tige de réglage (2).
5. Dispositif de commande selon les revendications 1 et 2, caractérisé en ce qu'il est prévu dans le boîtier commun (24) une chambre réceptrice (30) destinée à recevoir une transmission de démultiplication à roues dentées (6) qui, en tant qu'organe de transmission de mouvement côté moteur pas à pas, est, d'une part, en liaison avec le moteur pas à pas (3), et, d'autre part, avec une crémaillère (23) disposée sur le boîtier (17) de l'accumulateur d'effort élastique (4).
6. Dispositif de commande selon la revendication 5, caractérisé en ce que la chambre réceptrice (30) pour la transmission de démultiplication à roues dentées (6) dans le boîtier (24) est ouverte vers le boîtier (33) de l'indicateur de pas, mais est recouverte par le fond (32) de ce boîtier lorsque celui-ci est monté.
7. Dispositif de commande selon la revendication 6, caractérisé en ce que l'arbre (39) du moteur pas à pas (3) pénètre dans la chambre réceptrice (30) pour la transmission de démultiplication à roues dentées (6) et est couplé, par l'intermédiaire d'un assemblage à rainure et languette (40), avec un arbre d'entrée (41), disposé coaxialement par rapport à lui et le recouvrant partiellement, de la transmission de démultiplication à roues dentées (6), cet arbre d'entrée (41 ) étant guidé à son extrémité dans un perçage (42) de la paroi latérale (26) du boîtier (24), traversant dans sa longueur la chambre réceptrice (30), se prolongeant à l'intérieur du boîtier (33) de l'indicateur de pas (10) et étant monté dans un palier (44) sur le fond (32) du boîtier (33) de l'indicateur de pas, cet arbre d'entrée (41 ) portant, en outre, en deçà du palier (44),' une première roue dentée (45) de la transmission de démultiplication à roues dentées (6) et, au-delà du palier (44), un rotor générateur d'impulsions (46), faisant partie de l'indicateur de pas (10) et fonctionnant à l'intérieur du boîtier (33) de cet indicateur de pas.
8. Dispositif de commande selon la revendication 7, caractérisé en ce que la transmission de démultiplication à roues dentées, à savoir une première roue dentée (45) placée sur l'arbre d'entrée (41), une deuxième roue dentée (47), engrenant avec la précédente et comportant un plus grand diamètre et un plus grand nombre de dents, et une troisième roue dentée (48), dont le diamètre et le nombre de dents sont inférieurs à ceux de la deuxième et de la première roue dentée, et qui engrène avec la crémaillère (23) sur le boîtier (17) de l'accumulateur d'effort élastique, cette troisième roue dentée (48) étant, tout comme la seconde, solidaire d'un arbre de sortie (49), d'axe parallèle à celui de l'arbre d'entrée (41 ), et qui est monté à une extrémité dans la paroi latérale (26), associée au moteur pas à pas, du boîtier commun (24), et à son autre extrémité dans le fond (32) du boîtier (33) de l'indicateur de pas, tandis que le boîtier (17) de l'accumulateur d'effort élastique est disposé, de façon à pouvoir se déplacer axialement, dans l'alésage récepteur (31 ) du boîtier commun (24), dans un plan perpendiculaire aux deux arbres (41, 49) de la transmission de démultiplication à roues dentées (6).
9. Dispositif de commande selon la revendication 8, caractérisé en ce que l'alésage récepteur (31), dans lequel est logé le boîtier (17) de l'accumulateur d'effort élastique, recoupe la chambre réceptrice (30) dans laquelle est logée la transmission de démultiplication à roues dentées (6), afin de permettre de réaliser une liaison fonctionnelle avec la troisième roue dentée (48) de cette transmission, et traverse dans toute sa longueur le boîtier commun (24), en étant équipé, à une extrémité, d'un anneau d'arrêt (52) dont le côté interne prédéfinit la position de remplissage nul, et d'un bouchon de fermeture (54), tandis qu'à son autre extrémité, cet alésage récepteur (31 ), traversant également la plaque de base (11), reçoit l'extrémité, faisant saillie hors de la pompe (1) d'injection de carburant, de la tige de réglage (2) ainsi que les moyens pour relier cette dernière à la tige de transmission d'effort (7), et reçoit également le contre-appui (105, 106; 123) pour le ressort de rappel à pression (5).
10. Dispositif de commande selon les revendications 1 et 2, caractérisé en ce qu'il est prévu, sur la plaque de base (11) et la pompe (1) d'injection de carburant, plusieurs moyens (92, 93; 103, 104), espacés les uns des autres et venant en prise les uns dans les autres, qui, lors de l'installation de la plaque de base (11) assurent une association correcte en position et bloquée en rotation de cette plaque et des parties montées sur elle, par rapport à la pompe (1 ) d'injection de carburant et des pièces qui s'y trouvent, tandis que la plaque de base (11 ) est susceptible d'être fixée sur la pompe (1) d'injection de carburant par des vis (57, 58).
11. Dispositif de commande selon les revendications 1 et 2, caractérisé en ce que l'extrémité, tournée vers la plaque de base (11 ), de l'arbre (9) de la pompe d'injection, est réalisée de façon à permettre le raccordement d'entraînement, avec interpénétration de formes, du rotor (59), générateur d'impulsions, de l'indicateur (8) de vitesse de rotation.
12. Dispositif de commande selon les revendications 1 et 2, caractérisé en ce que les organes, émettant les signaux, de l'indicateur de pas (10) et de l'indicateur de vitesse de rotation (8), sont, en principe, constitués de pièces identiques.
13. Dispositif de commande selon la revendication 12, caractérisé en ce les organes émetteurs de signaux sont constitués:
a) par un disque (62 ou 63), raccordé par l'intermédiaire d'un moyeu (60 ou 61) à l'arbre correspondant (9 ou 41 ) assurant l'entraînement, disque sur la périphérie duquel sont disposés, faisant sail- lie axialement et s'étendant à intervalles réguliers le long d'une piste circulaire coaxiale, des organes générateurs d'impulsions (64 ou 65) de constitution identique,
b) par des barrières à fourchettes magnétiques (66,67 ou 68) qui sont disposées, en faisant saillie axialement du côté interne, à poste fixe sur des platines (60,70 ou 75) contre le couvercle de boîtier correspondant (56 ou 76), et qui établissent un champ magnétique et engendrent, lors du passage de l'un des organes générateurs d'impulsions (64 ou 65) une impulsion de Hall, qui est représentative pour un angle de rotation de l'arbre (9) de la pompe d'injection ou bien pour un pas en rotation du moteur pas à pas (3).
14. Dispositif de commande selon la revendication 2, caractérisé en ce qu'il est prévu, à l'extrémité de la tige de transmission d'effort (7), une pièce de raccordement (115), qui est adaptée à la forme de l'extrémité de la tigè de réglage et qui est fixée à cette dernière par une vis (116), tandis qu'un bloc de raccordement (105) est fixé par une vis (107) sur la tige de réglage (2) après la pièce de raccordement (115), ce bloc (105) portant une plaque de pression (106) entre laquelle et une partie (114) de la paroi externe de la pompe (1 ) d'injection de carburant s'étend le ressort de rappel à pression précontraint (5), cependant que sur la tige de transmission d'effort (7), tout au moins la butée, voisine de l'extrémité externe libre, pour l'accumulateur d'effort élastique (4), est amovible et est notamment constituée par un anneau d'arrêt (21), qui, lors du montage de la plaque de base (11) sur la pompe (1 ) d'injection de carburant et après que l'accumulateur d'effort élastique (4) a été complètement traversé par la tige de transmission d'effort (7), est susceptible d'être mis en place dans une gorge (21 /1 ) sur cette tige, pour réaliser la liaison fonctionnelle (figures 6, 7, 9).
15. Dispositif de commande selon la revendication 1 ou 2, caractérisé en ce que, des deux butées (21,22) prévues sur la tige de transmission d'effort (7) pour saisir des deux côtés l'accumulateur d'effort élastique (4), au moins la plus éloignée de la pompe (1 ) d'injection de carburant est amovible et est notamment constituée par un anneau d'arrêt (21) susceptible d'être mis en place dans une gorge (21 /1 ), tandis que, sur la tige de transmission d'effort (7), à une certaine distance au-delà de l'autre butée (22), est disposée une plaque de pression (123) constituant un contre-appui pour le ressort de rappel à pression (5), et devant cette plaque, côté extrémité, est disposée l'une (124) des parties d'un accouplement par enfichage, tandis que l'autre partie (128, 129) de cet accouplement est disposée à l'extrémité libre de la tige de réglage (2) (figures 10, 11, 12).
16. Dispositif de commande selon la revendication 15, caractérisé en ce que l'une (124) des parties de l'accouplement par enfichage est constituée par un manchon d'enfichage disposé sur la tige de transmission d'effort (7) et dont la paroi cylindrique externe a été rendue élastique en étant répartie en multiples lamelles individuelles (126) par des fentes longitudinales (125) et est munie de mâchoires de prise (127) épaissies en avant côté frontal, tandis que l'autre partie de l'accouplement par enfichage est constituée par une tête d'enfichage (128) et un collet de fixation (129) qui se raccorde, en faisant saillie axialement, à la surface frontale (130) d'une partie cylindrique (131) sur la tige de réglage (2), et qui porte coaxialement devant la tête d'enfichage (128) de plus grand diamètre, comportant respectivement, du côté frontal et du côté arrière, un cône d'élargissement (138/1 ou 138/2) du manchon, tandis qu'à la tête d'enfichage (128) est associée une douille de sécurité (132), susceptible de coulisser entre deux positions terminales, contre l'action d'un ressort de pression (134), sur la partie cylindrique (131), le diamètre interne de cette douille étant légèrement supérieur au diamètre externe du manchon d'enfichage (124), et cette douille, lors de la mise en place du manchon d'enfichage (124), étant susceptible d'être déplacée axialement par la face frontale de la paroi alors élargie du manchon, tandis qu'après encliquetage des mâchoires de prise (127) autour du collet de fixation (129), elle est ramenée par le ressort de pression (134) dans sa position de départ, dans laquelle elle empêche efficacement une expansion du manchon d'enfichage (124) et un débranchement de l'assemblage d'accouplement.
EP87109014A 1986-07-25 1987-06-23 Dispositif de commande pour la modification du début d'injection et/ou de la quantité de combustible fournie, pour une pompe à injection de combustible Expired EP0256254B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87109014T ATE39162T1 (de) 1986-07-25 1987-06-23 Steuereinrichtung fuer die verstellung des einspritzzeitpunktes und/oder der foerdermenge einer kraftstoffeinspritzpumpe.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3625235 1986-07-25
DE3625235 1986-07-25
DE19873713288 DE3713288A1 (de) 1986-07-25 1987-04-18 Steuereinrichtung fuer die verstellung des einspritzzeitpunktes und/oder der foerdermenge einer kraftstoffeinspritzpumpe
DE3713288 1987-04-18

Publications (2)

Publication Number Publication Date
EP0256254A1 EP0256254A1 (fr) 1988-02-24
EP0256254B1 true EP0256254B1 (fr) 1988-12-07

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EP87109014A Expired EP0256254B1 (fr) 1986-07-25 1987-06-23 Dispositif de commande pour la modification du début d'injection et/ou de la quantité de combustible fournie, pour une pompe à injection de combustible

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Country Link
US (1) US4745900A (fr)
EP (1) EP0256254B1 (fr)
DE (2) DE3713288A1 (fr)

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JP3906775B2 (ja) * 2001-12-18 2007-04-18 株式会社デンソー 分配型燃料噴射ポンプ
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EP2993341B1 (fr) * 2014-09-08 2017-03-29 Magneti Marelli S.p.A. Pompe a combustible pour systeme a injection directe

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Also Published As

Publication number Publication date
DE3760019D1 (en) 1989-01-12
EP0256254A1 (fr) 1988-02-24
US4745900A (en) 1988-05-24
DE3713288A1 (de) 1988-02-04
DE3713288C2 (fr) 1988-08-25

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