Robert Boschgmbh

Werner Faupel

Gerald Hofer

Karl Konrath

Franz Eheim

Edgar Schmitt

Otmar Weiss

Edgar Gotz

Ernst Ritter

Klaus Schmidt

Karsten Hummel

Erich Jager

Gerhard Stumpp

Max Straubel

Johannes Locher

Reinhard Schwartz

Manfred Schwarz

Gerhard Geyer

Dieter Seher

Karl Rapp

Heinz Kuschmierz

Paul Fussner

Hans-Jorg Vogtmann

Gunter Bofinger

Dieter Heck

Hans-Joachim Peters

Waldemar Sturm

Rolf Muuller

Richard Dorenkamp

Alexander Tyrolt

A fuel injection pump for internal combustion engines in which to control the fuel injection quantities with the internal combustion engine cold, a first control edge is provided. For controlling the start of fuel injection with the internal combustion engine hot, a second control edge and a third control edge are provided. Assigned to respective control edges are provided a first and second oblique control edge, by means of which an effective pump piston feed stroke is controlled according to the rotary position of the pump piston. To switch off the internal combustion engine, in the region of transition from the first control edge to the second control edge the assignment of this second control edge to the second oblique control edge is provided in such a way that injection ceases on account of an overlap with a control port. This measure is assisted by an additional longitudinal groove which, in this rotary position, is in overlap with an additional control port, this additional longitudinal groove being the extension of a longitudinal groove, via which a pump working space is relieved during the operation of the internal combustion engine and after a reopening of the control ports by the oblique control edges.

Fuel-injection pump for internal-combustion engines

Fuel injection pump for internal combustion engines

A pressure control valve is connected at one end with a suction chamber and with increasing pressure in the suction chamber shifts the instant of injection to early. A pressure relief line connects between a restoring chamber in the pressure control chamber with a pressure maintenance valve. The pressure maintenance valve includes a valve insert comprising a valve cylinder in which a compression spring-loaded valve body is disposed. The valve body has a sealing face that closes the pressure relief line. The diameter of the pressure relief line is smaller than the valve cylinder diameter. The diameter of the pressure relief line is selected such that the suction chamber pressure present at the sealing face moves the valve body away from the valve seat counter to the force of a compression spring contacting the valve body and opens up a pressure relief line leading onward. After the lifting of the valve body from the pressure relief line, the suction chamber pressure is present at the entire cross section of the valve body, and the force, now embodied by the cross section of the valve body and the suction chamber pressure established at idling rpm, attains a value, by comparison with the force of the compression spring that keeps the valve body away from the pressure relief line. This assures that the function of the cold start acceleration takes place only upon the first run-up of the engine. A rapid cold start acceleration is thereby advantageously attained, and a loud engine noise is only briefly audible.

Fuel injection pump

A fuel injection pump of the distributor type is proposed, in which the injection quantity is controlled by controlling the first outlet cross section D of a first relief line and the stroke-offset outlet C of a second relief line for the pump work chamber of the fuel injection pump by means of a control edge that is variable in accordance with load and/or rpm. To attain nonsupply of fuel within the intended supply stroke of the pump piston during idling and at low partial load, communication between the first and second relief lines is provided. The communication exists only for the duration of a predetermined stroke portion (h.sub.e) and is additionally controlled in accordance with load and/or rpm by controlling the following outlet of the second relief line, so that from a predetermined upper load range to full-load operation, the entire fuel quantity pumped by the pump piston over the effective supply stroke does in fact become injected.

A method and apparatus for injecting fuel directly into the combustion chambers of an internal combustion engine in which a hydraulic threshold switch is provided which detects the pressure reversal of the pressure course at the end of fuel pumping by a fuel injection pump to a fuel injection valve; upon the attainment of a threshold value of the decreasing pressure, fuel is diverted into a relief chamber to effect a rapid decrease of pressure.

Method and apparatus for injecting fuel to attain a smooth combustion in

A fuel injection pump having a hydraulic injection onset adjuster, an rpm governor with at least one member operating in accordance with load, and a full-load stop of the governor which limits the maximum injection quantity is proposed, in which between the full-load stop and the governor member adjustable in accordance with load a switch is provided, which switch upon a change from full load to partial load triggers a magnetic valve, to thereby effect a shift of the injection onset toward 'late'. The magnetic valve, to this end, engages the hydraulic control of the injection adjuster.

A fuel injection pump in which the beginning of fuel injection can be adjusted to begin earlier than normal, particularly during warm-up by means of an adjusting piston. The adjustment takes place by changing the tension of the return spring which cooperates with the fuel injection adjustment piston.

A fuel injection pump for Diesel engines in which a rotating and reciprocating piston pressurizes and distributes fuel to individual pressure lines leading to the injection valves of the engine. In order to change the timing of injection with respect to the engine cycle, there is provided a mechanism to change the relative angle between the pressurizing piston and its drive means, which runs in synchronism with the engine. The mechanism operates hydraulically and is affected by the fuel pressure in the sump of the injection pump. There is also provided a hydraulic control valve mechanism which permits varying amounts of fuel to flow back from the sump to the low pressure side of the fuel delivery pump, thereby changing the injection timing. A primary control valve adjusts the sump pressure on the basis of engine speed while a secondary control valve adjusts the sump pressure on the basis of engine temperature in order to adapt the timing of fuel injection to engine starting and engine warm-up. Various embodiments are presented.

A fuel injection pump for internal combustion engines having an injection timing adjustment by means of a hydraulically actuated piston is proposed, the injection timing adjustment being loaded by two restoring springs. Between the two springs, which have different forces, there is a common spring support plate. The variable functional path of the springs is determined by means of a stop and a coupler member.

A fuel injection pump for an internal combustion engine is proposed having an adjustment piston for the adjustment of the onset of the injection, on which an rpm-proportional fuel pressure determined by a pressure control valve and a pressure valve placed behind it and controllable in dependence on temperature acts. An adjustment device controls a full load stop for the limitation of the full-load fuel maximally injected by the fuel injection pump. The adjustment device has a movable piston for this purpose disposed movably in a work bore. The circumference of the piston is formed as a cam and is scanned by a scanner determining the position of the full load stop. The movable piston is acted on one side by the fuel pressure in the suction chamber and on the other side by a spring and by the fuel pressure between the pressure control valve and the pressure valve. This results in a compensation of the fuel pressure force at the movable piston, which is caused by the pressure valve.

A fuel injection system is proposed for Diesel type internal combustion engines, by means of which the ignition conditions of a Diesel engine are kept optimal even during operation at high altitudes despite a reduced air charge. The system includes a fuel injection pump equipped with an injection timing adjustment apparatus which functions in accordance with rpm and a control apparatus functions in accordance with the air quantity supplied to the engine. By means of the control apparatus, a correction controlled in accordance with air pressure and therefore dependent on air quantity is superimposed on the change in the onset of the fuel supply controlled by the injection adjuster at least in accordance with rpm. When a hydraulic injection adjuster is used, the supply pressure of a control pump is increased by a correcting final control element of the control apparatus when the air quantity is decreasing in the direction toward an early adjustment of the onset of supply.

Fuel injection system for Diesel engines, in particular for Diesel motor

An injection pump with a full-load stop, preferably electronically controlled, which is adjustable against the force of a prestressed spring as a result of the control exerted by an electromagnet with a controllable stroke and which, when there is no current in the magnet, is displaceable by means of the spring into its terminal position which determines a reduced full-load quantity. Thus the maximum injection quantity is reduced in accordance with operating conditions and with the operational status of the engine; by this means, environmentally safer and smoother engine operation is possible at all operating conditions. The injection pump is also capable of continuing to function if the electrical or electronic parts fail.

Injection pump with electronically controlled full-load stop

An rpm governor for diesel engines, with which an increased starting quantity of fuel, controlled by the rpm, is released automatically when the engine is started, but which is only released during a start when the engine is cold, and which is limited to the operational maximum when the engine is warm. The governor includes a starting device with a control lever which can be moved by the regulating member of the governor, which lever is connected to a stop which either limits the quantity to the operational maximum of releases the increased starting quantity, and to a thermostat, which causes the stop to be held in its position limiting the quantity to the operational maximum despite the control lever being activated by the regulating member.

Growing community of inventors

Gerlingen, Germany

Werner Faupel