Fuel injection pump for internal combustion engines

Details Fuel injection pump for internal combustion engines Fuel injection pump for internal combustion engines

1992-03-10

1993-03-16

Cross, E. Rollins

Internal-combustion engines

Engine speed regulator

Having condition responsive means with engine being part of...

12317917, F02M 5944, F02D 3100

Patent

active

051935058

DESCRIPTION:

BRIEF SUMMARY
STATE OF TECHNOLOGY The invention is based on a fuel injection pump for
internal combustion engines of the type defined hereinafter.
To avoid any fume bursts from the exhaust on hot start, it is necessary with Diesel engines to reduce the amount of fuel which the fuel injection pump has metered for a cold start.
To overcome this problem, in a known fuel injection pump of the aforementioned type (DE 28 44 910 A1) the lever stop which determines the start position of the starting lever is displaced, depending on the temperature of the internal combustion engine, so that as the temperature rises, it shifts the starting lever in the direction of the setting for smaller fuel injection volumes. The supply volume adjusting mechanism, which is moveable on the fuel injection pump plunger, moves in relation to the starting lever position, this mechanism determines the amount of the plunger stroke, and hence the apportioned volume of injected fuel. The lever stop is moved by means of an expansion device controller, which projects into a chamber through which the engine cooling water flows and which engages the lever stop via a Bowden cable. When the engine is hot, the lever stop can be set to only one position, which corresponds to the full load position, but not lower than this position. This means that the warm start will not be entirely free from exhaust fume bursts. Moreover, such an adjusting device is fairly elaborate technically, and requires considerable additional costs in its manufacture.


ADVANTAGES OF THE INVENTION

In contrast, the fuel injection pump of the invention with the features set forth has an advantage that the different volumes required for hot and cold starts, can be set with very little effort. This simply requires a gear-type linkage between the adjusting lever and lever stop, such that by the swivelling movement of the adjusting lever, which is actuated by the accelerator pedal, the lever stop is moved from one end position to the other. Depending on the starting conditions (cold or hot start), the driver must, or must not, actuate the accelerator pedal, so that the starting lever will always assume the correct end position.
Further advantageous developments and improvements of the fuel injection pump described are possible through the actions listed hereinafter. Where in accordance with a preferred embodiment of the invention the lever stop is coupled with the adjusting lever in such a way that with a non-actuated adjusting lever, it assumes the first end position, then a starting sequence which is logical to the driver, is achieved: if the engine is cold, the driver must actuate the accelerator pedal, if the engine is hot, he must not actuate the accelerator pedal.
According to an embodiment of the invention, the coupling between lever stop and the adjusting lever is effected by means of a setting lever which is located torsionally rigid on the rocking shaft of the lever stop, and is actuated by the adjusting lever. The two end positions of the lever stop are determined by fixed stops in the swivel path of the setting lever. This has the advantage that the adjusting lever located outside the pump housing can be easily coupled with the lever stop which is arranged in the pump housing, without interference with the pump housing. The setting lever is also arranged outside the pump housing.
According to a further embodiment of the invention, the setting lever is articulated on the adjusting lever via a spring damped linkage. This has the advantage that the end positions of the setting lever and of the lever stop, respectively, and hence the start positions of the starting lever, can be set independently of the adjustment path of the adjusting lever. When the accelerator pedal is actuated, irrespective of the amount of pedal movement, then, after a minimum swivel movement of the adjusting lever, the setting lever will be in contact with the stop which defines the second end position, and it will retain this position even during further swivel movement of the adjusting lever.
For adjustment

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