EP0366743A1 - Dispositif de regulation pour pompe d'injection de moteurs a injection, notamment moteurs diesel. - Google Patents

Dispositif de regulation pour pompe d'injection de moteurs a injection, notamment moteurs diesel.

Info

Publication number
EP0366743A1
EP0366743A1 EP89904199A EP89904199A EP0366743A1 EP 0366743 A1 EP0366743 A1 EP 0366743A1 EP 89904199 A EP89904199 A EP 89904199A EP 89904199 A EP89904199 A EP 89904199A EP 0366743 A1 EP0366743 A1 EP 0366743A1
Authority
EP
European Patent Office
Prior art keywords
speed
pump
engine
generator
injection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP89904199A
Other languages
German (de)
English (en)
Other versions
EP0366743B1 (fr
Inventor
Laszlo Molnar
Laszlone Csipai Erzsebe Molnar
Mihaly Pecskai
Mihalyne Hugyik Julian Pecskai
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.)
Licencia Talalmanyokat Ertekesito Vallalat
Original Assignee
Licencia Talalmanyokat Ertekesito Vallalat
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 Licencia Talalmanyokat Ertekesito Vallalat filed Critical Licencia Talalmanyokat Ertekesito Vallalat
Priority to AT89904199T priority Critical patent/ATE100529T1/de
Publication of EP0366743A1 publication Critical patent/EP0366743A1/fr
Application granted granted Critical
Publication of EP0366743B1 publication Critical patent/EP0366743B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F02D31/009—Electric control of rotation speed controlling fuel supply for maximum speed control
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a control device for the fuel metering device such as an injection pump for injection engines, in particular diesel engines.
  • Regulators are required for the smooth idling, the limitation of the highest speed, the coordination of the current load and the engine power, as well as the automatic adjustment of the starting excess of engines built with dosing devices, especially diesel engines.
  • the need for control is due to the parameters of the engine on the one hand and the injection pump on the other. Without a control device or control, the injection pump - regardless of the engine speed - would deliver the amount of charge that belongs to the toothed rack position set by the accelerator pedal, which either leads to dangerous swirling of the engine, or to the uneconomical, smoky engine operation that is due to you the increasing load decrease speed caused by additional supply.
  • the controllers can be grouped into pneumatic controllers with centrifugal weight, depression controllers and hydraulic controllers.
  • the known controllers generally have two separate zones, namely the idle zone and the end regulator zone. Between these zones, the amount of fuel entering the engine is not affected by the known control devices.
  • the known regulating devices are generally connected to the injection pump toothed rack in such a way that the external change in the charging is possible without the regulation from the outside being prevented.
  • a rotating shaft is mounted in the controller housing.
  • the rotating shaft is connected to the component that changes the external charge, generally to the accelerator pedal, by means of a linkage.
  • a control arm is supported by an eccentric eccentric shaft, the control arm being connected on the one hand to the pump toothed strip and on the other hand to the output of the control device.
  • the control device does its job independently of the accelerator pedal position.
  • the simplest control devices are the flyweight controllers. With these control devices, the deflection is that which rotates in the function of the engine speed
  • the control of diesel engines can also be carried out by means of pneumatic regulators with the depression occurring in the intake manifold of the engine. Pneumatic control is made possible by the pressure of the inflowing air increasing in the direction of the intake manifold of the engine
  • the toothed rack which sets the charge is generally connected to a membrane which closes the end face of a closed vessel fastened to the injection pump.
  • the closed vessel is connected to the intake manifold of the engine, creating a pressure difference on the surface of the membrane that depends on the depression occurring in the intake manifold. The pressure difference increases gradually in the direction of increasing speeds.
  • a spring arranged in the closed vessel forces the membrane outwards, which means that the rack always moves in the direction of full charging.
  • the position of the rack is determined by the balance between the force acting on the diaphragm and the spring force.
  • the bias of the final control determining spring so that when the maximum engine speed is reached, the force resulting from the pressure difference is balanced with the preload of the spring. After reaching the highest speed due to the decrease in pressure resulting from further speed, the diaphragm and the toothed rack connected to it are gradually withdrawn in the direction of zero charging by the pressure force of the support spring, i.e. the final control takes place.
  • the linkage of the accelerator pedal cannot be connected to the toothed rack, because with such a construction the regulation from the outside could be prevented by the accelerator pedal.
  • the accelerator pedal is connected to the throttle valve arranged in the inflow cross section of the intake manifold. With the opening and closing of the throttle valve, the depression occurring in the intake manifold can be changed independently of the speed, i.e. any change in the force acting on the membrane can bring about any kind of charging.
  • a pretty big advantage of the pneumatic, that is, depression regulator, is the simple construction and the cheapness. Its disadvantage, however, is that the motor twists and becomes damaged if the diaphragm is damaged.
  • the extremely reliable hydraulic regulators have spread more and more.
  • the regulation is carried out by changing the liquid pressure as a function of the speed.
  • the fluid pressure which changes as a function of the speed, is ensured either by a rotary wheel or rotary vane pump.
  • the engine fuel that uses gas oil is generally the regulator working medium.
  • the gear pump delivers an ever increasing amount of fuel from the working cylinder to the pressure-compensating regulator piston, which is supported from the outside by a spring that can be pretensioned by the accelerator pedal, and is provided with a through-bore.
  • the fuel that forms the working medium flows through the bore into the space behind the regulator piston, and from there into the working space in front of the working piston that is mechanically connected to the toothed rack of the injection pump and belongs to another working cylinder.
  • the working piston moves under the effect of the working medium pressure, displacing the toothed rack in the direction of full charging.
  • the flow resistance in the bore also increases and consequently the working medium pressure at the regulator piston increases proportionally. The increasing pressure moves the control piston against the spring force biased by the accelerator pedal.
  • the control piston closes the channel leading in the direction of the working space in front of the working piston connected to the toothed rack, and at the same time it opens the outflow opening of the same working space, furthermore the opening of the channel introducing the working medium into the working space behind the working piston.
  • the working piston now moves the rack in the direction of zero thawing.
  • the fluid pressure on both sides of the regulator piston comes into equilibrium and the pressure force of the spring biased by the accelerator pedal pushes the regulator piston back into its starting position.
  • This regulation lasts until the pressure force of the spring biasing the regulator piston and the pressure of the working medium, which is dependent on the engine speed, come into equilibrium.
  • the final control is also through a valve secured, which opens to the pressure value associated with a specific engine speed and discharges the working medium.
  • the hydraulic controller is much more complicated than all other known controllers.
  • the small-sized controller or the servo piston requires very precise machining and adjustment.
  • the manufacture and adjustment of the regulator valve, as well as the assembly and adjustment of the spring that biases the regulator piston, can only be carried out by single-purpose machines. These additional costs are offset by the fact that the regulation is completely reliable.
  • the common disadvantage of the known regulators is that their activity is limited to starting, idling or final control. It follows that if the engine speed decreases as a result of load, multi-fuel can be fed into the engine by depressing the accelerator pedal, which then - apart from the fuel waste - leads to the formation of polluting exhaust gas smoke. Finally, they have the common disadvantage that, in the event of damage, the motor swirls due to a lack of regulation, which is why care should be taken to prevent it.
  • a regulator is in fact proposed which - using a feed pump which delivers a constant amount of working fluid regardless of the engine speed - propels the fuel into the working cylinder of the control device by means of a magnetic bleed valve which is arranged in the suction line and is electrically controlled by means of a control device which detects the engine speed leads, that means the regulation by means of drawing off the fuel depending on the claim.
  • the object of our invention is to form a control device for the fuel-s injection pump of engines, which - by spreading the control over the entire speed range, ensures the fuel-injection pump of the optimum quantity corresponding to the respective engine speed for each individual speed of the engine,
  • the aim of the invention is to eliminate all the disadvantages of the previously known regulators associated with diesel or other injection pumps, specifically with a regulating device which, in addition to the cheap, simple construction, requires minimal maintenance by means of the optimum amount of working substance associated with the respective load or speed analog control ensures, depending on the requirements, the respective physical parameters of the engine and the environment.
  • the invention is therefore a control device for the fuel injection pump of injection engines, in particular Diesel engines, which have an organ that senses the speed of the driven shaft of the injection pump, as well as a pump toothed strip controlled thereby and mechanically limited in their movement.
  • the essence of the invention is that the driven shaft of the pump on the rotor part of a closed circuit by means of the electrical signals of the organ sensing the shaft speed by a control controlled generator, and the circuit against one
  • Energy storage rotatable stator of the generator are mechanically connected to the rack.
  • control unit is provided with further organs - which perceive the physical parameters of the motor containing the feeder and / or its surroundings - and the generator is also excited by the signals of these organs.
  • stator or the rotor part of the electrical generator according to the invention is short-circuited.
  • the generator according to the invention is self-energizing and the control unit is included in the self-energizing circuit.
  • the invention is therefore an electromechanical control device for the fuel injection pump of, in particular, diesel engines, an eddy current controller attached to the pump shaft, which is mechanically connected to the toothed strip forming the part of the fuel injection pump and, advantageously, by a delimitation device from an external controller member regardless of the accelerator pedal position, the rack can be moved against the spring.
  • the invention is essentially based on the knowledge that when the rotor part drives any direct current dynamos or generator based on the electromagnetic force generated, the stator moves with it and in the same direction if there is a possibility.
  • the stator is arranged on the shaft of the injection pump with the interposition of a bearing, as a result of which the stator can move under the action of the electromagnetic force.
  • the magnitude of the electromagnetic force is regulated by an electronic control device, specifically in that it only ensures that the electrical voltage that is generated is sufficient to ensure the predetermined movement.
  • any predetermined engine speed can be maintained continuously.
  • the control device can be retrofitted to any feeder that is already functioning.
  • the control device can be manufactured cheaply in Seire.
  • control device does not require any maintenance because it does not contain any components that are exposed to wear.
  • a drive shaft 1 of an injection pump is mechanically connected to the main shaft of the engine, also not shown.
  • the drive shaft 1 of the injection pump forms a unit with the shaft of a short-circuited rotor part 2 of the direct current generator.
  • the stator of the direct current generator is mounted on the shaft of the rotor part 2 on bearings 42 against a force-storing spring 41, in the exemplary embodiment rotatably against a retraction spring.
  • the stator 4 of the generator is connected to a freely rotatable fork stop 46 by a linkage 43, which is likewise eccentrically connected thereto, via a tilting arm 45 rotatably mounted about a bolt 44.
  • a pump toothed strip 6 is shown - movable in the longitudinal direction.
  • a delimitation element 47 is fastened to the pump toothed strip 6, viewed from the teeth thereof, adjustable after the fork stop 46.
  • the pump toothed strip 6 is connected in an articulated manner at one end of an eccentric arm 61 which is rotatably mounted on a two-armed, eccentric bolt.
  • a linkage 62 is also connected in an articulated manner, the free end of which is supported by a compression spring 63.
  • a linkage 64 is connected in an articulated manner, which is connected at its other end in an articulated manner to an accelerator pedal 67 which can be rotated about a shaft 66 against a spring 65.
  • a sensing control unit 5 is arranged next to or within the stator 4.
  • the control unit 5 consists essentially of the speed-sensing element 51, from in this case not shown in the example, in other exemplary embodiments the physical parameters of the engine (such as the temperature of the engine, the oil, the cooling water), the physical organs Parameters of the surroundings of the motor (for example temperature, air pressure) and organs which perceive and from the circuits, reference circuits and control circuits which process and evaluate the electrical signals of these organs, furthermore from the supply unit which supplies the control unit 5 with current.
  • this is perceived by the speed Organ 51 is formed by a magnetic signal generator arranged on the shaft 1 and from a winding which senses the pulses generated by the rotation of the shaft 1.
  • the sensor is connected to the processing and evaluating circuit of the control unit 5.
  • the electrical signals obtained pass through the reference circuit, in the exemplary embodiment through the reference circuit monitoring the frequency, into the control circuit.
  • the control circuit regulates the amount of current flowing in the exciting windings 31 and belonging to the respective speed.
  • the control device When the engine is out of operation, the control device according to the invention is in a voltage-free state.
  • the stator 4 of the generator occupies a rest position on the action of the force-storing spring 41, in the embodiment of the retraction spring.
  • the fork stop 46 now strikes the delimitation element through the linkage 43 and the tilting arm 45 connected to the rotatably mounted bolt 44 and holds the pump toothed strip 6 in zero charge, that is to say in the closed position, regardless of the extent to which the accelerator pedal 67 is pressed.
  • the control unit 5 When the engine is started, the control unit 5 is energized by turning the ignition key, then when the engine is started up the engine, the driven shaft 1 connected to it, become the pump and thus together the rotor part 2 begin to rotate.
  • the exciting winding 31 receives from the control unit 5 such a high predetermined voltage, on the effect of which the electromagnetic force generated between the rotor part 2 and the armature core 3, or the exciting winding 31 surrounding it, causes the stator 4 to move, or rotate the angle, more predetermined Large force against the force-storing spring 41, or return spring.
  • the stator 4 pushes the linkage 43 proportionally forward with the angular rotation, and thereby the rocker arm 45 is rotated about the bolt 44, after which the fork stop 46 moves in the direction of the greatest loading. This makes it possible for the pump toothed strip 6 to be moved proportionally in the direction of the maximum charging with the angular rotation of the stator 4 by pressing the accelerator pedal.
  • the accelerator pedal 67 is returned to the idle position.
  • the control unit 5 keeps the idling speed of the engine with the aid of the speed-sensing organ 51 under all circumstances at the predetermined constant value. This position is ensured by the built-in control unit 5, which monitors the frequency and voltage control circuits, these circuits being supplied with the control pulses by the organ 51, which senses the speed, corresponding to the respective engine speed.
  • the electromagnetic control device In a motor vehicle on a slope, when the injection of the working fluid is eliminated by the accelerator pedal 67 being raised, the electromagnetic control device also stops the injection of the working fluid until the decreasing engine speed does not reach the idling speed. At the idling speed, the injection starts again automatically, which prevents the engine from coming to a standstill.
  • Control unit 5 tilts into the position observing the idling speed by means of a toggle circuit, as a result of which the power supply to the exciting winding 31, that is to say the excitation of the generator, ceases. Now the stator 4 of the generator is pulled by the force-storing spring
  • control device is not limited to the exemplary embodiment, it can also be embodied in other forms within the scope of the invention, or can be formed with circuits deviating from the description.

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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Le dispositif de régulation décrit comporte un organe (51) captant la vitesse de l'arbre (1) de la pompe d'injection et régulant la crémaillère (6) de pompe. Celle-ci est, de manière connue, limitée mécaniquement (61, 62, 63, 64, 65, 67) dans son mouvement en fonction de la position de la pédale des gaz (67). La faculté de mouvement de ladite crémaillère (6) est ainsi proportionnelle à l'actionnement de la pédale des gaz (67). L'essence de l'invention est un générateur à courant continu dont le rotor (2) est fixé sur l'arbre (1) de la pompe d'injection. Le stator (4) du générateur est monté en torsion sur la pompe à l'encontre de la force d'un ressort (41) et est relié par une transmission mécanique (43, 45) à une butée à fourche (46) limitant davantage le mouvement. L'organe (51) captant la vitesse de l'arbre (1) de la pompe régule grâce à une unité de régulation (5) la tension d'excitation du stator (4).
EP89904199A 1988-04-11 1989-04-06 Dispositif de regulation pour pompe d'injection de moteurs a injection, notamment moteurs diesel Expired - Lifetime EP0366743B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89904199T ATE100529T1 (de) 1988-04-11 1989-04-06 Regelvorrichtung fuer eine einspritzpumpe von einspritzmotoren, insbesondere dieselmotoren.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
HU180788 1988-04-11
HU881807A HU200217B (en) 1988-04-11 1988-04-11 Control gear for fuel injecting feeder of injection engines particularly diesel engines

Publications (2)

Publication Number Publication Date
EP0366743A1 true EP0366743A1 (fr) 1990-05-09
EP0366743B1 EP0366743B1 (fr) 1994-01-19

Family

ID=10956297

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89904199A Expired - Lifetime EP0366743B1 (fr) 1988-04-11 1989-04-06 Dispositif de regulation pour pompe d'injection de moteurs a injection, notamment moteurs diesel

Country Status (6)

Country Link
EP (1) EP0366743B1 (fr)
JP (1) JPH03500567A (fr)
KR (1) KR940000339B1 (fr)
DE (1) DE58906762D1 (fr)
HU (1) HU200217B (fr)
WO (1) WO1989009876A1 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT290212B (de) * 1968-03-12 1971-05-25 Bosch Gmbh Robert Regeleinrichtung für Dieselbrennkraftmaschinen
DE2804038A1 (de) * 1978-01-31 1979-08-09 Bosch Gmbh Robert Einspritzpumpe mit elektronisch gesteuertem vollastanschlag
US4502440A (en) * 1984-04-30 1985-03-05 General Motors Corporation Fuel injector governor

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8909876A1 *

Also Published As

Publication number Publication date
DE58906762D1 (de) 1994-03-03
KR940000339B1 (ko) 1994-01-17
HU200217B (en) 1990-04-28
JPH03500567A (ja) 1991-02-07
KR900700731A (ko) 1990-08-16
WO1989009876A1 (fr) 1989-10-19
HUT49667A (en) 1989-10-30
EP0366743B1 (fr) 1994-01-19

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