Source: https://patents.google.com/patent/DE3844473A1/en
Timestamp: 2020-07-06 02:54:30
Document Index: 670156919

Matched Legal Cases: ['art 7', 'art 57', 'art 58', 'arts 57', 'art 57', 'art 57', 'art 58', 'art 58', 'art 58', 'art 57', 'art\n8', 'art\n58', 'art\n59']

DE3844473A1 - Mechanical speed controller of a fuel injection pump for internal combustion engines - Google Patents
Mechanical speed controller of a fuel injection pump for internal combustion engines
DE3844473A1
DE3844473A1 DE19883844473 DE3844473A DE3844473A1 DE 3844473 A1 DE3844473 A1 DE 3844473A1 DE 19883844473 DE19883844473 DE 19883844473 DE 3844473 A DE3844473 A DE 3844473A DE 3844473 A1 DE3844473 A1 DE 3844473A1
DE19883844473
1988-12-31 Priority to DE19883844473 priority Critical patent/DE3844473A1/en
1989-11-18 Priority claimed from DE1989507040 external-priority patent/DE58907040D1/en
1990-07-05 Publication of DE3844473A1 publication Critical patent/DE3844473A1/en
238000002347 injection Methods 0.000 title claims description 39
239000007924 injection Substances 0.000 title claims description 39
238000002485 combustion Methods 0.000 title claims description 6
The invention is based on a mechanical speed regulator of a fuel injection pump for internal combustion machines according to the type of the main claim. At the The diesel engine is also used in vehicles Injection performance requirements armor increased accordingly. Not only the engine's exhaust emissions improved and the combustion be reduced, but it is intended to especially when operating parameters are activated, like changed air pressure, boost pressure and temperatures, a good, optimized transition behavior can be achieved. Part of this adjustment is made by per speed vo temporarily increasing or decreasing the injection quantity achieved, the so-called adjustment of the fuel amount of the actual need, especially here a problem of adaptation is that with higher Another adjustment rate or even the type of adjustment required for lower loads is, for example, a direct injection engine requires a higher adjustment rate than a chamber motor.
While at full load there is an approximation of the fuel injection quantity to the actual need alone therefore must be striven for an optimal rotation to achieve moment, or the smoke formation of the exhaust gases to prevent is in the low partial load range or Zero load range, above all, stable driving behavior of crucial importance, with the Torque characteristic (buffalo curve) flatter than in Full load range runs. This leads to the fact that at Full load and especially with direct injection engines above the desired idle speed (increasing fuel rate per speed increase) in lower part load range would be harmful, since this is the quantity characteristics that increase anyway with the speed would amplify, causing the vehicle to jerk (unstable driving conditions).
Such mechanical speed regulators basically work Lich on the same principle according to which a funding quantity adjustment element of the injection pump via a an axis pivotable intermediate lever is moved, on which a mecha African centrifugal adjuster against the force of Control springs attacks and arbitrarily as a load generator actuated adjusting lever, with which a large injection quantity is adjustable, which is when exceeded th of a cut-off speed by the speed sensor reduced is decorated. To be able to do different Operating parameters and adjustment quantities through simultaneous Interfering with a controller is one Decoupling the individual basic elements of one Regulator required, for example decoupling of the gearbox concerned with the load input from which the Regulating part of the controller, without this the controller becomes too complex.
In a known speed controller of the generic type Art (DE-PS 28 55 889) is a partial decoupling achieved by using the bellcrank, whereby the setting of various load conditions, in particular but the full load, without great force the socket bolt is possible, i.e. without their centrifugal and influence spring position. In addition can change the basic setting of the delivery rate link via the adjustable swivel bearing of the intermediate levers are made at its interim storage facility the bell crank is also temporarily stored.
An example of the intervention in such a controller with the atmospheric pressure as an operating parameter with another mechanical speed controller generic basic structure known (DE-OS 35 23 095), where as a gear between the adjusting lever and the deflection lever and an adjustment dependent on atmospheric pressure Size a cam plate is pivotally arranged.
However, such a cam plate is proportional complex, the partial decoupling here the intended atmospheric pressure-dependent adjustment is partially effective in all load ranges. in the Idle is a quantity correction towards less Quantity not desirable to keep the motor running smoothly guarantee. The alignment enables one here Adjustment according to the full load requirements in the manner of a increasing adjustment rate above idle speed, which then as a so-called "negative adjustment" in all Load ranges is present. These curves above plate is also referred to as charger pressure Operating parameter used.
The requirements for a negative are particularly extreme Alignment just above idle speed at engine charged by a turbocharger. Corresponding is critical even with such extreme alignments their occurrence in the partial load range. Because the exhaust gas turbo loader in the low speed range a relative has low air output, which then increases with increasing Speed increases disproportionately is for full load a negative adjustment of the fuel above the idle speed required, up to a certain Intermediate speed of the turbocharger conveys an amount of air, that is sufficient for the load-based injection quantity. The This is why adaptation is particularly important for turbocharged engines difficult because the unsatisfactory air performance only occurs in the upper part-load and full-load range and in each case in an intermediate speed range above the idle speed, so that such a negative on equation in the lower partial load range or at higher Speeds to a deterioration in stoichiometri mixture.
Basically, it is known (DE-PS 25 26 148) two mutually assigned curves in a governor gear to make a negative adjustment for a loader engine len. Here is one curve on a swiveling Backdrop arranged by appropriate air pressure cell swiveled depending on charge air pressure is arranged while the other curve on the intermediate lever net is that the centrifugally adjusted sleeve with the Control rod connects. Make the two curves the pin is in turn connected to the adjusting lever. Since this controller is not decoupled, one is negative alignment through the appropriate design of the curves possible, but it is not possible to get one To get the starting surplus. To such an excess to get the control rod with this controller unlocked with correspondingly expensive means, quite apart from the fact that no additional possibility of intrusions depending on operational characteristics sizes are available.
However, there is also no negative adjustment charged direct injection and chamber engines Full load and above idle speed similar to desired for the supercharged engines, although also here in the lower part load range this negative type equation should not occur, on the contrary rather a positive alignment for the purpose of being more stable Driving conditions is desired. For this reason, leave the known regulators on these motors do not turn, all the more so for these motors regulators where atmospheric pressure changes are required Must have an influence on the fuel metering. Of course Lich you can with appropriate configurations Also charge engines, for which purpose the speed controller the injection pump a corresponding adjustment of the Must enable fuel rates.
The centrifugal governor with the characteristic features of the main claim has the compared to the advantage that a naturally aspirated Minus adjustment, i.e. a targeted increase in the injected fuel quantity at speed, at full load and high part load, in a desired intermediate rotation number range can be achieved by the smoke limit of the engine is determined without the general operating restrict or deteriorate the data of the basic controller tern. The desired adjustment is only made in the upper part load and full load range, while in the lower Load range in which this adjustment is not required is, the characteristic curves are unaffected, which in Essentially on the type of coupling between deflection lever and adjustment lever depends, for example, whether there an elastic link or a cam track control is provided. The one through the negative alignment path extended radio in connection with the carry-along stop the range of the controller does not prevent the associated curves on the bell crank and a possible backdrop according to any desired to designate identifiers. Above all that remains Get opportunity without any disadvantage for this Minusan equation via appropriate means in the controller map intervene.
A major advantage is that the anyway limited overall path of the regulator sleeve through the Sleeve division is divided differently, namely into one longer required for negative alignment longer sleeve path portion and a correspondingly shorter, however sufficiently long sleeve path portion for the Ab control level. Of course, the invention relates to the same also measure those controllers where there is no special one Socket bolt is present, but where the Ver adjusting sleeve itself - as known per se - in two parts is trained.
During the reduction stage, the bell crank also experiences by shifting the second sleeve part caused pivoting an additional relative Ver swivel as soon as the bell crank on the knocks, then the drag spring gives way. The intermediate storage thus experiences a superimposed loading movement in relation to the delivery rate adjustment link and the sleeve movement as a translation.
This translation causes a faster fuel decrease per sleeve path and thus with the same Rule a steeper degree of proportionality.
It is known in principle to achieve one effective negative just above idle speed Alignment to design the regulator sleeve in two parts, only these are always uncoupled Controllers, which therefore have additional operating parameters dependent intrusions not or only under high Effort are possible. In such a known one Speed controller (DE-PS 12 87 852) is replaced by the first Part of the regulator sleeve is a slide track on an elongated hole moved, which serves as a stop for the control rod, so that this backdrop the map unchangeable specifies.
In another known centrifugal speed governor with a split regulator sleeve (DE-PS 23 08 260) bearing of the intermediate lever assigned to the regulator sleeve, who, on the other hand, attacks the control rod for which negative adjustment adjusted by this bearing is arranged on a lever on the second sleeve is partially pivoted and through which the first Sleeve part is pivotable. So that means if the alignment spring is pushed together, with the two sleeve parts come closer, this lever panned by a certain path, which corresponds to a appropriate fuel increase by shifting the rule rod results. Even with this known controller is an additional intervention option for one Influencing the characteristic diagram as a function of the operating parameters without significantly affecting the other control variables not possible.
According to an advantageous embodiment of the invention is the bellcrank over the point of attack on the second Sleeve part extended, this lever extensions interacts with the deadline in such a way that the drag spring is effective by the driving arm takes off. When the setting lever is withdrawn, direction The storage path is built up in the area of full load when idling from. This makes it possible that despite the advantage stick, only effective in the desired area, nega a characteristic map can be achieved in which the partial load characteristics are largely only horizontal or descending direction without the drag spring on the regulation in the rest affects. Depending on the distance of the interaction point between driving stop and lever extension from the regulator sleeve axis results in a different over setting ratio in the reduction stage. You can also in this regarding the regulator sleeve from the rest of the transmission away from the additional area will.
According to a further advantageous embodiment of the invention is the adjustment path of the coupling point of the bell crank towards the adjusting lever by a depending on Operating parameters adjustable function stop alternating with or at the same time as the transport stop, however dominant, limited, being the movement the adjustment lever on the coupling point by a Rocker arm occurs and between the rocker arm and the adjusting lever in one direction A trailing spring which enables free running is arranged, so that the adjusting lever despite limitation of the adjustment path and always when moving the first sleeve part is pivotable at its full load stop.
In further advantageous embodiments of the invention can be used in the coupling area a different gear Be used. So it is possible to have a mobile (for example swiveling or fixed) backdrop to be used by entering further parameters will. Also the coupling point immediately between The bell crank and rocker arm can be caused by curved tracks map-influencing. The only decisive factor is that when adjusting the first part of the sleeve Carrier stop the drag spring-loaded bell crank there is so much pivoting movement that this over the Intermediate bearing and the intermediate lever a corresponding Displacement of the delivery rate adjustment in the direction causes a larger amount.
According to a further advantageous embodiment of the Invention, the matching spring consists of two in parallel switched springs. This can be achieved that the alignment curve is kinked receives the actual fuel requirement more is aligned as a straight characteristic.
Further advantages and advantageous configurations of the Invention are the following description, the Drawing and the claims can be removed.
An embodiment of the object of the invention is shown in a very simplified manner in the drawing and described in more detail below. Show it
Fig. 1 shows a mechanical speed regulator,
Fig. 2 is a func tion diagram of the invention and
Fig. 3 shows a detail with a second gear position (partial load without SpeI cherfunktion) and second adjustment spring of the first embodiment in an enlarged scale.
The exemplary embodiment is shown schematically in the drawing, in particular to make it easier to recognize the function. While in Fig. 1 all important parts of the controller are included for understanding, in Fig. 3 essentially only the modified parts are shown. However, the invention is always explained on an idling speed controller, although it can also be used on other mechanical speed controllers, such as on variable speed controllers. In addition, the external pressure is selected here as an example for other operating parameters, although other operating parameters such as the boost pressure or the temperature could of course also intervene in the same way.
As the name suggests, the idle speed controls the idle speed and the final speed regulates the speed while in the intermediate speed range determined by the load imposed by those which operates the internal combustion engine in the form of a specification is entered by the operating lever. When spinning The number controller, on the other hand, is the speed to be regulated according to the specification made by the operating lever regulated, also in the intermediate speed range. The Problem of adjusting the amount of fuel to be injected, remains the same as at idle speed regulator.
On the camshaft 1 of an injection pump 2 , of which only the corresponding end wall is shown in section, a centrifugal weight carrier 3 is rotatably arranged, on the centrifugal weights 4 are pivotally mounted. The centrifugal weights 4 act on imprint arms 5 on a regulator sleeve 6 , which is axially displaceable in accordance with the speed on a guide part 7 rotating with the centrifugal weight carrier 3 . With the regulator sleeve 6 , a non-rotating sleeve bolt 9 is moved in the same direction via roller bearings 8 .
This centrifugal-actuated speed sensor 10 engages via the socket bolt 9 and a bearing there present pin 11 on a bell crank 12 and at the same time on a guide lever 13 . In addition, this sleeve bolt 9 after covering an idle distance (see adjustment path of the pressure arms 5 from the dashed point in the solid position) with a clamping lever 14 , which is mounted with the guide lever 13 on its side facing away from the sleeve bolt 9 on a common fixed pivot axis 15 is.
As delivery quantity in the injection pump, a control rod 16 is used, which has a healing powers at the Rege border forces yieldably resilient tab 17 to the 18 is connected one end of an intermediate lever. This intermediate lever is stored at the other end in a pivot bearing 19 , the geometri cal location of this pivot bearing 19 can be adjusted via an adjusting screw 21 . The pivot bearing 19 can be moved against the spring 22 , which also serves as a flexible member in the adjustment, on the adjusting screw 21 , so that a type of energy store is created in addition to the tab 17 . The intermediate lever 18 has a common intermediate bearing 23 with the deflection lever 12 , a displacement of this intermediate bearing 23 , here referred to as the control travel RS , always causes a corresponding displacement of the control rod 16 , that is to say its control travel RW .
The lever 12 is pelt gekop at its the socket pins 9 facing away from the end 24 with a setting lever 25 which is mounted on a lever shaft 26 and is arbitrarily operated by the driver, so that a corresponding pivoting action of the adjusting lever 25 has a corresponding displacement of the Umlenkhebelendes 24 result . This load input area 20 thus causes, together with the speed sensor 10, the displacement of the intermediate bearing 23 and thus determines the control position RS , which directly effects the displacement of the control rod 16 via the intermediate lever 18 as control path RW . The double arrows shown in the drawing indicate with "+" and "-" each the change in fuel quantity with a corresponding shift of the respective part. If the control rod 16 is pushed to the left "+" ver, the injection quantity increases; the same applies to the pivoting of the adjusting lever 25 in the counterclockwise direction to the left "+" and for the displacement of the socket bolt 9 to the left "+". Conversely, an adjustment to the right "-" causes a decrease in the injection quantity.
Between the socket bolt 9 and the tensioning lever 14 , a matching capsule 27 with a matching spring 28 is arranged and it also acts on the tensioning lever 14, a control spring 29 in this regulator spring area 30 , through which the tensioning lever 14 is pressed against a stop 31 , and that of the actual one Regulation serves.
The guide lever 13, however, is loaded by an idle spring 32 , which thus acts directly on the socket bolt 9 . The idle spring 32 can be changed in the preload via an adjusting screw 33 .
The idle limit controller described so far works as follows: When the engine is at rest ( n = 0), the flyweights 4 and the pressure arms 5 assume the position shown in dash-dotted lines, so that an adjustment of the adjusting lever 25 for the start moves the control rod 16 far possible RW position in the "+" direction. In this starting position of the control rod 16 , a maximum fuel injection quantity (additional starting quantity) is metered on the injection pump side. As soon as the internal combustion engine has started, the centrifugal weights 4 are driven outwards into the position shown, with the socket 9 also being moved to the right up to the adjustment capsule 27 of the tensioning lever 14 via the regulator sleeve 6 . This adjustment takes place against the force of the idle spring 32 , which counteracts the centrifugal force adjustment via the guide lever 13 and the bearing pin 11 on the socket bolt 9 . As a result of this displacement of the sleeve bolt 9 , the intermediate bearing 23 is shifted further to the right and takes the intermediate lever 18 to the right in the direction of a lower injection quantity, so that the control rod 16 is adjusted to a normal working position. This working position also depends on the load that is entered into the controller via the adjusting lever 25 . The adjusting lever 25 is shown here in the full load position, that is, a position for the largest injection quantity during normal operation, which is why the position shown of the control rod 16 corresponds to the full load injection quantity. An increase or decrease in this quantity through an intervention dependent on the operating parameters has not yet taken place, and there has also not yet been any reduction in the injection quantity reducing. If the adjusting lever 25 now acts from its full-load position in the direction "-", the end 24 of the bell crank 12 is also pivoted and the intermediate bearing 23 is moved in the direction "-" to the right, that is, in a position smaller by the setting lever 25 predetermined load , With the intermediate lever 18 pulling the control rod 16 into a corresponding position for less injection quantity. On the adjusting lever 25 , a stop arm 34 is present before, which encounters an adjustable idling stop 35 during extreme adjustment in the direction “-”, which in turn pulls the control rod 16 into a position for idling delivery quantity. With the aid of the idle spring 33 and the guide lever 13 , the idle speed is then regulated in connection with the speed sensor 10 .
Since this is an idle speed controller, only this idle speed and a maximum speed entered into the controller are regulated, while in the intermediate speed range the injection quantity is determined by the position of the adjusting lever 25 , that is to say by a predetermined load. Increases the load on the engine in this area and the speed decreases, the driver must by adjusting the adjusting lever 25 in the "+" direction by moving the coupled coupling rod 16 so that the desired intermediate speed is reached again. Conversely, the driver must adjust the adjusting lever 25 in a position for a lesser amount if the speed increases due to the decreasing engine load. Otherwise, the speed sensor 10 automatically reduces the speed when the maximum speed is reached.
Above this arbitrarily adjustable intermediate speed number range and the regulation stage of the controller, a positive adjustment stage is switched on by the adjustment spring 28 , the force of the adjustment spring 28 of the adjustment capsule 27 being overpressed when a certain speed and corresponding adjustment force of the regulator sleeve 6 is reached, and a corresponding adjustment path of the Sleeve bolt 9 is covered. With this positive adjustment, the injection quantity is slightly reduced with increasing engine speed to achieve an optimal engine torque and in order to adapt the injection quantity to the smoke-free combustible amount, and slightly increased when the engine speed drops.
If the speed of the engine continues to increase, when a final speed is reached by the force of the flyweights 4, the tensioning lever 14 is displaced against the force of the control spring 29 , the intermediate bearing 23 and the control rod 16 correspondingly shifting to the right into a position for smaller injection quantities ben, up to the zero flow rate. The start of the regulation is dependent on the pretension of the control spring 29 , which can be set from outside the regulator housing.
The control spring area 30 with guide lever 13 , tensioning lever 14 , adjustment spring 28 , control spring 29 and idle spring 32 is therefore decisive for regulating the idle speed, regulating positive adjustment and for regulating down, i.e. regulating the final speed, but not for adapting the pro Speed injected fuel quantity with changed operating parameters such as the external pressure. In the illustrated controller, such an intervention takes place in the load input area 20 , by means of a barometer socket 36 , which is only shown here by way of example, an angle lever 37 , which is also adjusted depending on pressure, if it is mounted on the pivot axis 15 , the free end of the angle lever 37 , formed as a function of stop 38, the pivot area of the end of the reversing lever 24 may be locked in the direction of full load 12 to thereby limit the maximum amount of injection, as soon as, for example, the adjusting lever 25 is pivoted from the upper part-load range to the full-load range. So the lower the external pressure, for example in the mountains, the more the angle lever 37 would be pivoted downwards in order to reduce the pivoting away of the bell crank 12 and thus the maximum injection quantity even in the high partial load range. However, this stop, which is adjustable as a function of atmospheric pressure, is not effective in normal operation, but only when there is a sufficient change in atmospheric pressure, which in turn also brings about a change in the filling volume of the engine and thus in the stoichiometrically combustible mixture.
So that the adjustment lever 25 can still be driven by the driver to a full load stop 39 , for example when the accelerator pedal is fully depressed, a rocker arm 41 is mounted indirectly on the adjustment lever, which is positively carried via a driving arm 42 in the direction of adjustment from full load in the direction of idling, in contrast in the opposite direction of adjustment allows a freewheel via a trailing spring 43 . In the transmission shown here, a driving pin 44 is provided on the rocker arm 41 , which engages in a slot 45 of the bell crank 12 . A steering lever 46 is arranged on the setting lever 25 for the indirect articulation of the rocker arm 41 , at the free end of which an additional lever 48 is mounted on a pivot axis 47 , on which in turn the rocker arm 41 is articulated on a rotary bearing 49 which has a guide pin. The guide pin of the pivot bearing 49 engages on the other hand in a path 51 of a backdrop 52 which ben ben screw 53 is firmly connected to the controller housing. The slide 51 offers here the possibility to realize almost any, usually complicated functions of the control path RS of the intermediate store 23 in connection with the load input via the adjusting lever 25 , of course, always in connection with a corresponding elongated hole guide 45 at the coupling point to the deflection lever 12 . Instead of a barometer can, of course, a correspondingly designed sensor that processes other operating parameters can also be used, for example for temperatures.
Many engines require a negative adjustment of the fuel to the available air volume at full load and high partial load, i.e. an increase in the injection volume with the engine speed, above the idling speed. This adjustment must be made with due regard to the available torque and the given smoke limit of the exhaust gas, as described at the beginning. In order to obtain such a negative equation in the controller, which is at least partially decoupled by the bell crank 12 and this at full load and only at low speed, the negative adjustment in accordance with the invention is developed in the speed sensor 10 by for the corresponding adjustment range (speed range) and for a corresponding one Position of the deflection lever 12 (for high partial load and full load), an interaction is created, which causes this temporary increase in the injection quantity with increasing speed, without basically atmospheric pressure interventions, as shown in the example, would be prevented. In any case, the end 24 of the deflection lever 12 is flexible with respect to the position of the adjusting lever 25 , unless the end 24 is fixed by the intervention of operating parameters, the drive pin 44 later being reduced when the control is reduced, and then the " actual fulcrum "forms by which the intermediate bearing 23 is pivoted for the injection quantity to be controlled, as described in detail below. This pivoting is caused by the action of the speed sensor 10 against the control spring area 30 .
For this purpose, the deflection lever 12 has, for this purpose, a lever extension 54 which extends beyond the bearing pin 11 of the articulation on the socket bolt 9 and which cooperates with an adjustable driving stop 55 which is arranged on a bracket 56 . In addition, the sleeve pin 9 is formed in two parts with a first sleeve part 57 , which is directly attacked by the regulator sleeve 6 via the roller bearing 8 and on which the bracket 56 of the driving stop 55 is articulated and a second sleeve part 58 , on which the bearing pin 11 of the bell crank 12 is arranged. A minus balancing spring 59 is arranged between the two sleeve parts 57 and 58 .
To obtain the desired transmission of the path of the first sleeve part 57 to the lever 12 or to the intermediate bearing 23 to obtain, acts in the rotational speed range in which the negative approximation is desired, the lever extension 54 of the reversing lever 12 positively connected to the driving stop 55 together . This frictional connection is brought about by the drag spring 41 , but can also be effected by another corresponding drag spring in the case of another gear design. When the first sleeve part 57 is displaced against the force of the minus equalization spring 59 , i.e. immediately above the idling speed, the given extension engages between the lever extension 54 and the stop 55 of the bell crank 12 around the bearing pin 11 of the standing second sleeve part 58 to the left, whereby this journal 11 serves as a fulcrum. Accordingly, if the end 24 of the deflecting lever 12 permits this, the intermediate bearing 23 and thus the control rod 16 are displaced in the direction of a larger injection quantity via the intermediate lever 18, which results in a negative adjustment. As soon as the end 24 is stopped in its pivoting movement by a stop, the lever extension 54 also stops, while the driving stop 55 lifts off the lever extension 54 as the speed increases further. This interrupts the negative equation, ie the injection quantity remains as just set.
The clearance between the lever extension 54 and the driving stop 55 is particularly given when a partial load is set via the adjusting lever 25 , that is, the bell crank 12 is further rotated clockwise to the right. This clearance is available in the entire partial load range.
To generate this large negative adjustment and depending on the translation, a relatively large regulator sleeve path was consumed, so that the path required for the reduction, including the path required for the positive adaptation of the adjustment spring 28, is shortened in the case of the overall regulator sleeves which are always only available to a limited extent. Due to the construction according to the invention, however, a translation between the path of the control sleeve - here the second sleeve part 58 - to the travel RW of the control rod 16 is achieved. Characterized in that the end 24 of the bell crank 12 is now the fulcrum and the bearing pin 11 of the second sleeve part 58 completes the path of curtailment, the lever extension 54 experiences a corresponding pivoting movement, which is limited by the driving stop 55 and thus forces the intermediate bearing 23 to accelerate to move in the direction "-" against the force of the drag spring 41 . However, the drag spring force itself is kept so low that it has no effect on the negative equation.
In the functional diagram shown in FIG. 2, the control path RW of the control rod 16 (ordinate) is plotted over the speed n (abscissa), which corresponds to the control path of the intermediate bearing 23 , each of the curves shown being assigned to a specific position of the setting lever 25 . While the top line VL corresponds to the full load position of the adjusting lever 25 , as shown in FIG. 1, the bottom line LL corresponds to the idle position of the adjusting lever, namely the position shown in FIG. 1. Between these two extremes, different partial load positions of the adjusting lever 25 are assumed, namely HTL for high partial load, TL for partial load and NTL for low partial load. The section NA of the characteristic curve VL 1 to VL 4 shows the negative adjustment. It is characteristic of such characteristic maps that in the full load range there is a negative adjustment above the idling speed nLL . The negative adjustment is assumed here in a speed range between NZ 1 and NZ 2 , whereby no intervention of the function stop is assumed for the characteristic curve VL 1 . In the characteristic curves VL 2 and VL 3 , the setting lever 25 is withdrawn from full load position and the maximum injection quantity is reduced by the driving stop, with VL 3 to a greater extent than with VL 2 (principle of the idle speed controller). The intervention at VL 4 is the strongest, which is shown in broken lines. From here, the negative adjustment by the socket bolt is no longer effective. In the part-load ranges HTL, TL and NTL , on the other hand, the quantity curves for the intermediate speed run relatively flat as desired and decrease slightly with increasing speed, which corresponds to stable driving behavior. The regulating branches LA of these curves, on the other hand, run steeply and linearly. The steeper this curve arm, the smaller the degree of non-uniformity of the controller, the aim here being to effect a lot of controller travel RW of the control rod 16 with little travel of the controller sleeve 6 , that is to say to obtain the largest possible reduction ratio.
Such an intervention can take place via the barometer socket 36 , by then the functional stop 38 limits the path of the free end 24 of the bell crank accordingly. Depending on the limitation, however, there remains a residual curve of negative adjustment. In Fig. 2 this is shown in the form of the dash-dotted line VL 1 , as an effect of the superimposed function stop compared to the solid line VL 1 .
Not be prevented since in the embodiment of the invention the engagement of the operating parameters dependent function stopper 38 that in a corresponding control travel of the intermediate bearing 23, the control rod 16 is pushed on its control path RW in the starting position, thus also in the starting curve sections LS remain RW region obtained above VL. This means that even when the function stop 38 intervenes, a surplus can be conveyed in its entirety at the start, without the need for cumbersome unlocking. However, this advantage applies not only to the starting situation, but also in the event of an overload when idling - for example when the engine is cold or the air conditioning is switched on - in which this curve arm, designated LSL, is retained, although the volume conveyed can well be above the normal full load curve in the flow rate range . This also has an advantageous idle control behavior.
The negative adjustment is only effective in the full-load range between VL 1 and VL 4 , since in the exemplary embodiment chosen here, the corresponding intermediate 23 displacement effect when compressing the minus balancing spring 59 is only effective when the adjusting lever 25 is in the full-load position. However, as soon as the adjusting lever 25 is pivoted, for example, up to the idling stop 35 , the operative connection between the lever extension 54 and the driving stop 55 is interrupted. So it is also understandable that the other control characteristics VL 1 to VL 4 can only start at this adjustment characteristic.
In the variant of the embodiment shown in FIG. 3, only the lever parts are shown that are of direct importance for this variant. The variant consists in that the minus adjustment spring 59, a second minus adjustment spring 61 can be switched in parallel, which is not effective immediately at the start of the alignment movement of the first sleeve part 57 , but only after covering a distance a . After covering this distance a , the force of both springs 59 and 61 must be overcome for the adjustment, which is shown in the diagram by the characteristic curve KU . With such a characteristic curve, a better adaptation to the desired curved torque characteristic curve of the diesel engine can be achieved. If a break in the break point is desired ge, this can be done by an input bias voltage of the second minus balancing spring 61 , which is not shown here.
All in the description, the following claims and the features shown in the drawing can both individually as well as in any combination with each other be essential to the invention.
1 camshaft EP
2 injection pump
3 centrifugal weights
4 flyweights
5 pressure arm
6 regulator sleeve
7 guide part
8 rolling bearings
9 socket bolts
10 speed sensors
12 bellcranks
13 guide lever
14 tension levers
17 fed. Tab
18 control lever
19 swivel bearings
20 load input area
21 set screw
23 interim storage
24 end of 12
25 adjusting lever
26 lever shaft
27 alignment capsule
28 alignment spring
29 control spring
30 standard spring range
32 idle spring
34 stop arm
35 idle stop
36 barometer box
37 angle lever
38 Functional stop
39 full load stop
41 rocker arm
42 carrier arm
43 drag spring
44 Driving pin
45 slot guide
46 steering lever
47 swivel axis
48 additional lever
49 pivot bearing with guide pin
51 lane
52 backdrop
53 screws
54 Lever extension
55 Carriage stop
56 stirrups
57 first sleeve part
58 second sleeve part
59 minus adjustment spring
61 second minus adjustment spring
Characteristic designation
RW control path
RS control travel
nLL idle speed
VL full load
Tsp partial load
HTL high part load
NTL low part load
LA curtailment
LL no load load
LSL idle overload
LS start surplus
KU kinked minus adjustment
1. Mechanical speed controller of a fuel injection pump for internal combustion engines,
- With an intermediate lever having three points of attack, namely a connection point to a delivery quantity adjusting element, a displaceable intermediate store (regulating travel path) of the intermediate lever which determines the control path and a position of the intermediate lever which is fixed in itself and can be changed in position,
- With a likewise three points of attack lever, namely a corresponding ver adjustable coupling point to an arbitrarily operable, limited in the swivel angle adjustment lever, an intermediate bearing, the axis and coupled with the displaceable of the intermediate lever determines the control path and a tachometer grip point on the bell crank of a socket bolt, which is driven axially by centrifugal forces (centrifugal weights) and via a regulator sleeve,
- With a counteracting the centrifugal forces and at least indirectly acting on the socket bolt, the control spring
and with a device enabling an intervention of operating parameters in the controller map in the transmission area of the coupling point between the reversing lever and the adjusting lever,
- That the sleeve bolt ( 9 ) is formed in two parts, with a first sleeve part ( 57 ), on which the centrifugal forces on the regulator sleeve ( 6 ) act directly bar and an axially identical and relative to the first sleeve part ( 57 ) displaceable second sleeve part ( 58 ), which has the speed sensor attack point ( 11 ) to the bell crank ( 12 ),
- That between the sleeve parts ( 57 , 58 ) with separating effect, a minus balancing spring ( 59 ) acts
- That with the first sleeve part ( 57 ) with a radial distance from the sleeve part, but with this shifted in the same axial movement adjustable driving stop ( 55 ) is connected, which cooperates with the deflection lever ( 12 ) in the direction of increasing injection quantity
- and in that a slip spring (43) in the direction of driving stop, engages so that with the action of the entrainment stop (55) on the reversing lever (12) in a correspondingly set load range, an increase in an injection quantity is obtained on the reversing lever (12) (55).
2. Speed controller according to claim 1, characterized in that the bell crank ( 12 ) on the point of attack ( 11 ) on the second sleeve part ( 58 ) is extended and that this lever extension ( 54 ) cooperates with the adjustable driving stop ( 55 ) so that the adjustment path of the coupling point ( 44 ) can be limited by a stop ( 55 ) which can be set as a function of the operating parameter (speed for minus adjustment).
3. Speed controller according to claim 2, characterized in that the lever extension ( 54 ) at the beginning of the adjustment path of the first sleeve part ( 57 ) includes a larger angle with the adjustment axis of the two sleeve parts ( 57 , 58 ) than towards the end of the adjustment path.
4. Speed controller according to one of the preceding claims, characterized in that the adjustment path of the coupling point ( 44 ) of the deflection lever ( 12 ) when adjusting the adjusting lever ( 25 ) from part load to full load by a function of operating parameters (air pressure, boost pressure, temperature , etc.) adjustable function stop (38) can be limited in that the movement of the adjusting lever (25) is carried out on the coupling site through a rocker arm (41) and that between the rocker arm (41) and the adjusting lever (25) in said one direction a free-running trailing spring ( 43 ) is arranged so that the adjusting lever ( 25 ) can always be pivoted to its full-load stop ( 39 ) despite the adjustment path limitation and also when the first sleeve part ( 57 ) is moved.
5. Speed controller according to one of the preceding claims, characterized in that the minus balancing spring ( 59 ), a second minus balancing spring ( 61 ) is connected in parallel.
6. Speed controller according to claim 5, characterized in that the second minus equalization spring ( 61 ) is only effective after covering a certain adjustment path ( a ).
DE19883844473 1988-12-31 1988-12-31 Mechanical speed controller of a fuel injection pump for internal combustion engines Withdrawn DE3844473A1 (en)
DE19883844473 DE3844473A1 (en) 1988-12-31 1988-12-31 Mechanical speed controller of a fuel injection pump for internal combustion engines
DE1989507040 DE58907040D1 (en) 1988-12-31 1989-11-18 Mechanical speed controller of a fuel injection pump for internal combustion engines.
EP19890121365 EP0377105B1 (en) 1988-12-31 1989-11-18 Mechanical governor of a fuel injection pump for internal-combustion engines
ES89121365T ES2049304T3 (en) 1988-12-31 1989-11-18 Mechanical revolution number regulator of a fuel injector pump for internal combustion engines.
JP1338870A JP3043352B2 (en) 1988-12-31 1989-12-28 Mechanical speed regulator of a fuel injection pump for an internal combustion engine
DE3844473A1 true DE3844473A1 (en) 1990-07-05
ID=6370623
DE19883844473 Withdrawn DE3844473A1 (en) 1988-12-31 1988-12-31 Mechanical speed controller of a fuel injection pump for internal combustion engines
EP (1) EP0377105B1 (en)
JP (1) JP3043352B2 (en)
DE (1) DE3844473A1 (en)
ES (1) ES2049304T3 (en)
FR1585186A (en) * 1968-09-20 1970-01-09
DE2308260C2 (en) * 1973-02-20 1983-11-24 Robert Bosch Gmbh, 7000 Stuttgart, De
DD143171B2 (en) * 1977-11-11 1981-12-30 Klaus Matthees Speed adjusting regulator with speed-resistant volume limiting for injection pumps
JPS6014178B2 (en) * 1980-11-11 1985-04-11 Diesel Kiki Co
1988-12-31 DE DE19883844473 patent/DE3844473A1/en not_active Withdrawn
1989-11-18 ES ES89121365T patent/ES2049304T3/en not_active Expired - Lifetime
1989-11-18 EP EP19890121365 patent/EP0377105B1/en not_active Expired - Lifetime
1989-12-28 JP JP1338870A patent/JP3043352B2/en not_active Expired - Fee Related
ES2049304T3 (en) 1994-04-16
JPH02221638A (en) 1990-09-04
EP0377105A1 (en) 1990-07-11
JP3043352B2 (en) 2000-05-22
EP0377105B1 (en) 1994-02-23
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