CA2064852A1 - Shaft rotation speed governor of an internal combustion engine - Google Patents
Shaft rotation speed governor of an internal combustion engineInfo
- Publication number
- CA2064852A1 CA2064852A1 CA 2064852 CA2064852A CA2064852A1 CA 2064852 A1 CA2064852 A1 CA 2064852A1 CA 2064852 CA2064852 CA 2064852 CA 2064852 A CA2064852 A CA 2064852A CA 2064852 A1 CA2064852 A1 CA 2064852A1
- Authority
- CA
- Canada
- Prior art keywords
- arm
- arm lever
- lever
- shaft
- control member
- 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.)
- Abandoned
Links
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
- F02D1/10—Transmission of control impulse to pump control, e.g. with power drive or power assistance mechanical
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)
- Nitrogen And Oxygen Or Sulfur-Condensed Heterocyclic Ring Systems (AREA)
Abstract
ABSTRACT
The governor comprises a leverage mechanism (1) connecting a centrifugal sensor (2) detecting changes in the engine shaft rotation speed to a metering ele-ment (3) of a fuel injection pump. The leverage me-chanism (1) is formed by a two-arm lever (4), a one--arm lever (5) and a control member (6). The first arm (7) of the two-arm lever (4) is connected to an output link (8) of the centrifugal sensor (2). The second arm (9) of the two-arm lever (4) is connected to an arm (10) of the one-arm lever (5) by a resi-lient member (11). The arm (10) of the one-arm lever (5) is connected to the metering element (3) of the fuel injection pump by a rod (12). The arm (10) of the one-arm lever (5) carries a support roller (13), and the two-arm lever (4) is provided with a canti-lever guide (14), the shaped surface (15) of which contacts the support roller (13) of the one-arm lever (5). The control member (6) is a two-arm le-ver (16) capable of turning about its geometric axis (O1-O1). The first arm (17) of the two-arm lever (16) is connected by a kinematic link (18) to a shaft (19) of the one-arm lever (5). The second arm (20) of the two-arm lever (16) is connected to a shaft (21) of the two-arm lever (4) cooperating with the output link (8) of the centrifugal sensor (2).
The governor comprises a leverage mechanism (1) connecting a centrifugal sensor (2) detecting changes in the engine shaft rotation speed to a metering ele-ment (3) of a fuel injection pump. The leverage me-chanism (1) is formed by a two-arm lever (4), a one--arm lever (5) and a control member (6). The first arm (7) of the two-arm lever (4) is connected to an output link (8) of the centrifugal sensor (2). The second arm (9) of the two-arm lever (4) is connected to an arm (10) of the one-arm lever (5) by a resi-lient member (11). The arm (10) of the one-arm lever (5) is connected to the metering element (3) of the fuel injection pump by a rod (12). The arm (10) of the one-arm lever (5) carries a support roller (13), and the two-arm lever (4) is provided with a canti-lever guide (14), the shaped surface (15) of which contacts the support roller (13) of the one-arm lever (5). The control member (6) is a two-arm le-ver (16) capable of turning about its geometric axis (O1-O1). The first arm (17) of the two-arm lever (16) is connected by a kinematic link (18) to a shaft (19) of the one-arm lever (5). The second arm (20) of the two-arm lever (16) is connected to a shaft (21) of the two-arm lever (4) cooperating with the output link (8) of the centrifugal sensor (2).
Description
2~ 85~ :
SHAF'l' RO'~`~l'IOM Sl~ OE~ OVERNOR 0.~ AN ,' INTE~NA.I, ~Or.~TBUS'~-I()N ENGINE ' `,' ~'~'ield of the 'lnvention q'lle inven-tion relates I;c) the engine buildingr in-dus-l;r~r, in particular, to a.ul;omatic control of inter-nal combus-tion engine~, anc1 more pQrt:icularly, to a rol;ation f3peed governor oI` an internal combustion enfg,:i.ne shaft, .
Bacl-ground of the Invention ..
',I'he operation of motor vehicles equipped with diesel, engines point~ to the need for .qa-tisfac-tory tractlon charac-teris-tic~ to be maintained in all 15 parl,-load condition~, up to and including the nominal ~`
operation. 'rhis a~peet of enf,~ine operation depends on, -.
among other thin,.gs, the quali-t~J of automatic control of ~ngine sha~t rotation speed.
~i1.idely l~nown in this field is a two-mode cont- ,, .
20 rol o~ englne ~haft ~peed in which the traction eha- , racle,ristics of the engine are con-trolled by the dri- .~ ::
vex who analyzes the road .s:ituation and, accordingly, shi:E'ts the control member o:E` the engine shaft speed ,~overxlor. It is also common 1;o eontrol the engine ::
shaI'-t ~peecl in al.l conclil.ions by automatically main-taining -the eng~ine operating cond:itions preset by -the d:river, but th.is mocle pro(luce3 overloads in the `' transmi~sion and increa~es opera-tive fuel consumption : because of the low nonuniformity of pQrt-load control ~ ' : 30 characteristics -.inherent in tllis -type of governor.
- Thls :i.~ due to t:he u~e in ~uch engines of a ~ingle :.'' mechan:i~m to generate both pa:rt-load characteristies ~. i :~ and the maximum characteristic proteeting the engine ~'.. :' against overrunnin~ in the ma~imum operating mode.
'rhe principal characteris-tic of this mechanism is the fu.nctionally variable t,ransmission ratio which :... , lies ~vi-thin the range of 2 to 4 in existing designs.
'.rhe -te.rm "transmis~ion ratio" is to be under- ..
~too(l, within th:is con-text, as the :"~
rati.o of the displacement o:E the metering element in the :l'uel injection pump to the movement o~ the output link of the centrifugal sensor detecting changes in 1;he rotation speed of the in-ternal combus-tion engine 5 shaf~;, ~ novm in the ar-t is a .shaft rotation speed gover-nor of an internal combustion engine (DE, A1, 3,419.,~46), the leverage mechanism of which is formed by a lever with a link coupled kinematically at one ::
14 side to the metering element of the fuel injection pump~ and at the other side, to the output link of . `:
a ce~ltrifugal shaft speed sensor. l'he link of tsaid ~
leve.r con-tains a bearing, the shaft of which is kine- :
matically coupled to the control member determining the position of the lever w:i-th the link and the transmitssion ratio of the leverage mechanism. ;~
q`.he leverage Tnechani,sm of ~uch a shaft rotation -:
speed governor allows the tran.smission ratio to be :.:
~uncl,ionally varied within the range of 2 -to 4, q`he range of rariations in the -tr'~nsmission ratio depends on 1;11e design of the leverage mechanism, the limited ~ :
space allocated for it, and the need to manufacture .:
the :I.inkage with a high accuracy. ~`he restriction of funcl;io.nal VariatiollS :in tlle ~ransmission ra-tio o~
the :I.e~erage mechani,sm to thi,s range reduces the pos-sibi.lities of the en~ine be:ing controlled autQmati- ~
cally in part-load modes and being protected against :.
over.running in the maximum operating mode~ q'he high .
demands made of the manuf`acturing precision of link- ,.
age elements have complicated the manufacturing tech-nique of the leverage mechanism and the governor as a whole a,nd ultimately raised its costs.
Also known in the art ls a tshaft rotation speed ;~
- gover.nor ~or an internal combustion engine ~US, A, 35 4,656,980), in which the leverage mechanism is formed :
by a two-arm lever, the first arm of which is coupled to 1;11e output lillk o:E a centri:fugal ~en~or de-tecting cha~lges in the sha~t ro-ta-tion speed, a one-arm lever, who~e arm is coupled .kinematicall~J to the metering elemel)-t of a fuel -lnjec-t;ion pump, and a control mem-ber. 5he second arm of t;he tvro-arm lever bears against a spring which is precompressed by the control member.
The -two-arm and -the one-arm levers of the leverage mecharlism have a common axis and are interconnected by a resilient member. The kinemal;ic linkage connect-1() ing -the arm of the one-a~n lever to the metering ele-men1; of the ~uel injection pump i~ ~ormed by a lever vith a link, in which a bearing ic: inserted. r~he bear-ing shaft i~ coupled kinematically to an auxiliary control member that produces a variation function of the transmis~ion ratio o- -the leverage mechanism de-pend:ing on the engine operating conditions.
'rhe emplo~nen-t of an independently con-trolled linka~e mechanism expands the functional possibili-tie.q of generating part-load mode characteristics of engine opera-tion, but require~ an auxiliary setting and actuating means to be u.sed.
~ I'he range of ~unctional variations in the -tran~-mis~i.on ratio of the leverage mechanism o-f thi~ gover-nor, however, ~l~o lies within 2 l;o ~. The range o~
v~ri.a1;-;.on~ in the transmission ra-l;io depends on the design of the leverage mechani~m and the limited space available ~or it. The limitation of functional varia-l;:lons of the transmission rai;io of the leverage mechallism wi-thin ~the above-merltiorled range reduces the possibili-ties of the engine being~ controlled auto-ma-ticEIlly in part-load modes and being protec-ted again~-t overrunning in 1;he maximum operating mode. -~
r~he governor retaining the linlcage mechanism, the components of vrhich mus-t be machined with a high accuracy, complicates the marlu-~acl;ure of` the lever-age mechani.sm and the gove~nor as a ~lole, so its : : ~ .-: . - .
2 ~ 5'~5?
fina.l co~ts rise.
Disc].osure of -the Inven-l;ion .~.
The invention i~ aimed a-t developing a shaft ro- . ~
5 tation ~peed governor of an in-ternal combu~tion engi- ~.- --ne, -the leverage mechanii~m of which is designed to ~ :
broaden the range of variation~ of the tran~mission ~.
ratio, thereby e~panding the pos~ibilitiei~ of the :~
engine cont;rolled automa-tically in part-load modeis ;.:
1~ and belng protected again~t overrunning in maximum -operating condition~
~ hii~ aim is achieved in a ~ha~t rotation speed govexn.or of an internal combustion.engine, the lever~
age mechani~m of which ii~ i`ormed by a two-arm lever, -the :firi~t arm of which i~ coupled to the output link of a centrifugal ~en~or detecting changes in the i~haft rotation speed, a one~axm lever, the arm of which is connec-ted kinema-ti.call~ to the metering ele- .
ment of a fuel injection pump, ancl a control lever, whe:rei.n, according to -the inven-tion~ the arm of the one-arm lever carrie~ a support roller, -the two-arm :.
lever l~ provided with a c~mtilever guide, the ~haped ~urface of wh~ch contacts th.e ~upport .roller, and the ~.
control member is a ro-tatable two-arm lever, the fir~t .
25: arm o:~ which i~ connected kinematically to the isha~t .
of the one-arm lever and the ~econd arm o~ which i coupled with the ~haft of the two-arm lever cooperat- .
ing wi.th the ou-tput link o~ the centrifugal i~en~or, the second arm of the sen~or being coupled to the arm -;
3o of the one-arm lever by a resilieIl-t member.
~'hi~ de~ign of the leverage mechani~m offer~ -broad po~ibilities of control characteristics being :~
generated at all part-load modes of en~ine operation, ::
up to an.d including:the nolninal mode, thexeby balanc- .. ::
35 ing the demands made of an engine by the vehicle ~.:-~.
again~t the po~ibilitie~ of the working proce~ deve~
`` .;
2'~
lopi.ng in the en~ine. In other worcls, :Fla-t control .' .
characteristics are maintained in these modes with a high d.egree of nonuniformity and -the engine is pro- .
tec-ted reliably agains-t overrunning or maximum rotat- '~
ion speed of -the engine .~ha-f-t being exceeded in the maxi.mum idling mode by means of a steep maximum engi-ne coni;rol characteri.s-tic with a l.ow nonuniformity degree. This is at-tained by thè presen-t leverage me- ..
chani~m being designed to flmctionally vary its trans- ' ' 10 mission ratio within the range o~ 1~7 to 12 in the :'' same restricted space. .~urthermore, the pattern of chan~,e~ in the transmission ratio depending on -the ~ ,.
positi.on of -the control member and the engine shaft ,' rota1ii.on speed is preset by the configuration of the shaped surface o:E the cantilever guide that con-tacts the qupport roller o:~ -the one-arm lever.
l.t is preferred that the shaped surface of the cant;ilever guide sould have, on the side of the two--a~n 1.ever shaft, an a~cend:in.s~ portion passing into a descending portion at -the side of -the free end of the cantilever guide. ' , ~`.he ascending portion of the shaped surface of ~- .
-the can-tilever ~uicle malces .i-t possible -to produce .' flat control characteristics hllvirlg a high nonuni~or- ,:.` ., 25 mity ~.e~ree within the range of engine working con- . ' ditions. The descending~ portion of the shaped~surface ' of the cantilever guide allol,vs a steep maximum cont-rol characteristic protectin~ the engine against :
overru~ming in the maximurn operati.ng mode thereof 30 -lio be ~roduced. .
Jn an alternativc em'bo~lirrlent of the shaft rota-tion speed governor o~ an in-ternal combustion engine, the ki.nematic llnk connecting the first arm of the ~ -.
two-arm lever performing the functions of the cont-rol member to the shaft of the one-arm lever is for-med by a rotary pair, one member of which is provi- ':;
'~ ' tled on the fir~t arm o~` the tY~o-arm lever and the othe:r member of which i~ the ~hQ~t o~ the one-arm le-ver ]n thi~ case, the -two-arm lever func-l;ioning a~
the con-trol member i~ a cam sha~t having a ~irst and ~.. ' a second cams ~rhich ~erve, respec-tively, as the fir~t and second arms of the two-arm lever functioning as the control member, and located on the opposite sides ~ ' .
with reæpect to the geometric axis of the cam shaft; --the -two-arm lever cooperating v~ith the ou-tput link of .':
the centri~ugal sensor is a cylindrical'~leeve, the outer surface o~ which is provided with a cantilever '~
guide and three lugs, two o~ which are adapted to be ~.:
coupled to the output lin'k of the centri~ugal sensor :~:
a~d serve as the first arm of the two-arm lever, and the third lug is the second arm of the two-arm lever and ad.apted to be coupled by a resilient member to : - :
the one-arm lever comprisin~ two interconnected pla- ' :
te~ w~lich ~erve as the arm o~ the one-arm lever and :`~
in w'hich -two apertures are provided, the ~irst of ~.'' -them receiving the ~irst cam o~ the can ~ha~t to pro-vide the Icinematic connection between the control membor and the one-arm lever, a:nd the ~econd apertu- '~
re being adapted to be connected to the metering element of the fuel injection pump, the plate~ carry-25 ing a support roller and a pin ~or connection to the . ~:
re~ilient mem'ber with the third lug connected to -the . ~
output link o~ the centri~ugal ~en~or of the two-arm ';' lever, the central aperture o~ which is fitted on '~
the second cam o~ the cam sha~t and the cantilever 30 guide of which coIltacts the support roller of the .~
one-arm lever, .-~1his emkodiment o~ the leverage mechani~m ~or '; ';" ;
the sha~t rotation ~peed governor in an internal com- ~'. -' bustion engine is dis-tinguished by improved manufact~
uring -techniques and low manu~actiring c03t3 which are achieved by sheet stamping and powder metallurgy '.. ~ :
'`-''''`'.' ''''.`''''''';.'"',`',''~.`'.,',''''''''.
. . ., . ,. .. . . . , ., , . ., . ... ",. . . ~,. , . . . . . i.. . . , .. , :, proces~e~ that ensure a hlgh ~uality of engine control in operation.
In a 3econd embodiment o- the sha~t rotation speed ~overnor of an intern~ll combustion engine, the kinema-tic link connecting the first arm of the two-arm lever functioning as a control member to the shaft of the one-arm lever i~ formed by an auxiliary two-arm lever, the central orifice o~ which is fitted on the firet arm of the two-arm lever functioning as a control mem-10 ber, the first arm of the auxiliary two-arm lever i~ -.
connec-ted to the ~ha~t of the one-arm lever, and its ~econd arm is provided with a longitudinal ~lot embra-cing a fi~ed pin. ]:n -thi~ case, the two-arm lever fun-ctioning a~ the con-trol member i9 a crankshaft having .
15 a fir~t and a second cranks which are, respectively, . ~ .
the :~irsti and;second arm~ of the tW0-arTn lever and are located on the opposite sides with re~pect to the geo-metric axis of the crank~haf`t, the two-arm lever coo-perati.ng with the output link oi` the centrifugal sen-~0 sor ;.g a fork havin~ a longjtu~lin.~l opening in the bridge, the end~ o-~ -the forlc are connectable to the outpll1; link of the centrii`ugal ~ensor and serve a~
the ~i.rst arm of the -I;wo-arm lever, the i`ork brid~e i~ provided with a cantjlever guido having a ~haped ~uri`ace and a lug which is thc second arm o~ the two-arm lever and i~ connecteable, via a resilient ~ ~ -mamber, to the arm of the one-arm lever which is a pl~te provided with a pin ~erving a~s the shaft o~ the one-a3m lever and connectable to the ~ir~t arm of the .
auxil;.ary two-arm :Lever, the plate is provided ~Jith an orii`ice connectable to the meterin~g elemen-t o~
the :~uel injection pump, the plate carrie~ a ,support roller and a s-tutl :~or connect:i.on, via a re~ilient member, -to -the lug of the t;wo-arm lever ~hich is conne(~ted to the output link oi` the centrii`ugal ~en-30r and ha~ its longi-tudinal aperture i`itted on the - ~:
'- ' ,: -.: , ' . ~ . - : , ; i ; , : ::.'::.. ,'' '.
' ' ' ' ' ' ', ' ' .
~?~
~ .
pln of the second c,rank o-,F -the crankshaft and its cantllever guide contac-ti.ng t}le support .roller of the one-arm lever; the auYiliary two-a,rm lever i~ a plate . .
havi71g a cen-tral oriflce whlch. receives the pin of' :'~
the t~irst crank of the crankshaft; the fir~t section of the plate located at one side of -the central ori-fice and serving a~ the first arm of the auxiliary -two-arm lever has an orifice connectable to the shaft .' of -t;he one-arm lever, and 1;he second section of the plate located on the other ,9ide of the central ori-fice and ~erving a3 the second arm of the auxiliary ~ , two-arm lev~r ha~ a longitudinal slot embracing a fi~f.'d - pin.
~'he shaft rota-tion speed governor of an in-ternal :
comb1l9tion engine, -the leverage mechanism of which ha~ the above-de~cribed kinematic layout allows the :' engln~ to be controlled at smaller turning angles of the control member and has a compac-t design, .' Brief Descrip-tion of` l;he Drawlng~
~rhe idea of the invention will be understoocl more clearly f'rom -the followingr description of its embod-.iment3 and the accompanying drawings, in which; .. ' :~?ig~ 1 show~ a kln~ma1;ic (lia~,ram of -the sha~t 25 ro-tation ~peed ~overnor o~ an internal combu~tion , , en.~ine con~-tructed according to the invention; i .,~
I~ig~ 2 shovis components of -the leverage mecha- , nism of the shaft rota-tion speed governor of an in-ternal combustion engine in a rectangular isome-tric 30 protection; ~' I?ig~ 3 show~ a leverage mechani~m of the shaft :,'' rotat:i.on ~peed governor of an internal combu~tion ,, eng:ine in a rectangular isometric projection; ~:
I?igr ~ show9 a kinemal;ic diagram of another em~
35 bodiment of the shaf-t rota tiOll ~peed governor of an , .
internal combus-tion engine constructed according to ,~
the invention; ~, , 2 ~ 5 r ~':i.g. 5 show~ componen-ts O:r the leverage mechanism of the ~econd embodiment of the ~haft rotation speed governor o~ an internal combustion engine in a rectan-gular isometric projection; . ~.
~'lg. 6 shows 1;he leverage mechanism o~ the ~econd embodiment of the ~haft rotat:ion ~peed governor of an -.
internal combus-tion engine i.n a rectangular i~ometric proaection; and -Ii'ig. 7 shows a graph o~ the engine shaft torque 10 versus shaft rotation speed in di:E~erent engine operat- .
i.ng modes, Embodiments of -the Invention ~eferring to the firs1; embodiment o~ the shaft rota-tion speed governor of an internal combu~tion en-gine, the governor comprises a leverage mechanism 1 t~ig. 1) connectin~ a centri:Eu~;al sensor 2 detecting chan~e,q in the engine shaft r-otation speed to a mete-rin~; element 3 of a fuel injection pump (not shown).
In thi.s embodiment, the cen-tri~ugal sensor is identi-cal to the centrl~ugal sen.~or described in DE, A1, 3, ~1~.,846, and its design wil:L not be considered fur-l;her on. 'l'he leverage mechanism 1 is formed by ~-a two-arm lever 4, a one-arm lever 5 and a control member 6. A ~irst arm 7 of the two-arm lever 4 is connected to an output link 8 of the centrifugal ~ ;
sensor 2, A second arm 9 o~ the two-arm lever 4 is co.nnected to an arm 10 of the one-arm lever 5 by --a re~ilient member 11. 'rhe arm 10 of -the one-arm lever 5 is connected to -the metering element 3 o~
the ~uel injection pump by a rod 12, ~he arm 10 of the one-arm lever 5 carries a ~upport roller 13, and the two-arm lever 4 is provided with a can-tilever ~uicle 14, t~le shaped surface 15 of which contacts the support roller 13 o~ the one-arm lever 5. The con-trol member 6 is a two-arm lever 16 rotata~le 2~
aboul; :its geometric axis 1-1~ A ~irst arm 17 o~ the ..
two~arm lever 16 i~ connected b~ a kinematic link 18 to a shaft 19 of the one-arm lever 5. A second arm 20 of -the two-arm lever 16 i~ connected to a shaft 21 of the two-arm lever ~ cooperating with the output link . of the centrifugal sensor 2, The two-arm lever 16 is -turned. by a pedal 22, the travel of which is limited by stops 23 and 24~ ~he pedal 22 is pressed :- -against the stop 23 by a spring 25. The rod 12 carri-es an adjustment ~crew 26, a head 27 o-f which bears again~t a stop 28 of a correcl;ion mechanism (not ~hown) generating an e~ternal ~peed characteristic of the engine. ~he shaped sur~`ace 15 of the cantile~
ver guide 1~ provided on the two-arm lever 4 has, 15 at thc side of the shaft 21 of the two-arm lever 4, ~.
an ascending portion 29 pas~ing into a descending .
portion 30 at the side o~ -I;he free end 31 of the can-ti:l.ever ~lide 14. 'l'he kinema-tic link 18 connect- ; `.
ing -the ~irst arm 17 o:~ the l;wo-arm lever 16, funct-ioIIin~, as the control member G~ to the sha~t 19 o~
the o~e-arm lever 5, is :~orlned by a rotary pair, one elemen-t o~ which i~ provided on the ~irst arm 17 Or -the -two-arm.lever 16 and the ot;her element :
of which is the sha.~-t 19 o~ he one-ar1n lever 5, 25 The t~ro-arm lever 16 (Flg. 2), -~unctioning as the .
: con~rol member 6, is a cam sha~t 32 having a ~ir~t carn 3~ and a second cam 3~ which are, respectively, -the first arm 17 and the second a~n 20 of the two--arm :l.ever 16. The cams 33 ana 3~. are located on .~-the opposite sides of the ~eometric axis l-l ~
o~ the cam sha~t 320 ~he two-a~n lever 4 cooperat- .~- -in~ with the output link 8 o~ the centrifugal sen-sor 2 i~ formed as a cylindrical sleeve, the outer ~ :.
sur:~ace 35 of which is provided with the cantilever .~-guide 1~. and three lugs 36, 37 and 38~ ~'he lugs 36 and 37 àre adapted -to be connected to the output .:.
' ' ';',' -' - 1 1 - "
l:i.nk 8 O:r -the centrifugal ~en~or 2 and form the ~ir~-t arm 'I o~ the two arm lever 4. '.I'he third lug 38 lorm~ .
the .qecond a~m ~ of the two-arrn lever 4 and i9 connect- ', able b~ the re~ilient member 11 to the arm 10 of the -.
one-nrm lever 5. The re~ilient mernber 11 i~ a cylind-rical tension spring 39. ~'he one-arm lever 5 i~ for- :
med l~y two interconnected. plates 40 and 41 which de-fine the arm 10 of the one-arm lever 5 and have t~o oriflce~ 42 and 43. The first orifice 42 receive~ the first cam 33 (~ig. 3) of the cam shaft 32, thereby producing the kinematic link 18 between the control member 6 and the one-arm lever 5. The ~econd orifice 43 i.s intended to connect the metering element 3 of the fuel injection pump~ The plate~ 40 and 41 are prov:ided with a support roller 13 contacting the ~haped surface 15 of the cantilever guide 14 of the ;' ~' two-arm lever 4. Beside~, the plate~ 40 and 41 are provi.ded with a ~tud 44 (~ig. 2) -to colmect the re~i- - ' lient member 11 to -the third lug 38 which is the 2~) second arm 9 of the two-~rm l~ver 4. 'I'he two-arm leve:r ~ has it~ central orifice 4') fitted on the ~e-cond cam 34 (Fig. 3) of the carn ~haft 32~ The cQm shafl; 32 ha~ a detachable desi~n, for which purpose one part thereof i~ provided with a spline stud 46 2~ ), and the other part thereof ha~ a ~pline orifice 47.
This ~haft rotation ~peed governor of an inter-nal combu~tion engi.ne operates a~ follows: ~ the engine ~haft rotation speed r:ise~ due to, for examp-3o le 9 decrea~ing resi.~t~nce to the movement of thevehicle, the centri.fu~al ~en~or 2 move~ it~ output linl{ ~ in the direction shown by the arrow Z in ~ig. 1, A~ a re~ult, the two-arm lever 4 according-ly turns about the shaft 21, and its cantilever guide 14 move~ -the arm 10 of the one-arm lever 5, through the support roller 13, in a direction ~hown .. . ~ . ,.. , ~ . . . . .
- 12 - ,' .
by t~e arrow h in ~ig. 1, causin~ the metering ele- : . -ment 3 oY the fuel inject:ion pump to move through the rod 12 to reduce the dose of the fuel injec-ted into ths engine cylinders, thereby reducing the engine -, , 5 ,shafl; torque and, con~equently, decreasing -the englne ~:.
~hafl; rotation ~peed to a level corresponding to the pre~et mode, ;.
A.s the engine.~ha~t rotation ~peed decrease~ as ~ , a res~.lt of, for example, ~rowing resistance to vehi~
10 cle movement, the centrifugal sensor 2 move~ itis out- .
put '.I.ink.8 ln the direction oppo~i-te to the direction '~.:.. ;:.-indica,ted by the arrow Z0 A~ a re~ult, -the two-arm ~:'~, ' .'' leve:r ~ turn~ about; it,s ~haPt 21 accordin~rly and mo- ~,:
ve~ the arm 10 of the one-arm lever 5, through the "
15 reeilient member. 11, in the direction opposite to the ', direct:ion indicated by the arrow h, causing displace~
ment O:e the metering elemen-t 3 of the fuel injection , . .
pump, through the rod 12, -to increase the doee of the ~uel inaected into the engine cylinders, thereb~ in-creasing the torque on the en~,ine shaft and, as a re~ult, raising the engine ,sha:~t rotation speed to ;.'.
a level corresponding -to the e.stablished mode. The ,-' maximum do0e of the fuel injected into the engine cy- -".' l-Ln(ler~ i~ limi-ted by the correction mech~ m form- ,,:' ing I;he outer ~peed characteristic of the engine, ~vith t,he ~top 28 which limits the movement of`the rod ~2 and. the metering elemen-t 3 of -the fuel injection ,':' pump a.s a result of contact between it and the head ''~
27 oY the adjustment screw 26 provided on the rod 30 12~ :I'n this case, the movemen-t of -the output link 8.~: ., o~ the centrifugal sensor 2 in the direc-tion oppo-: .;,'.'',' ', site to the direction indicated by the arrow Z ..
cause~ e~ten~ion of the resilient member 11 and ~ormation of a gap between the suppor-t roller 13 .. :':~
35 and I;he cantilever guide 1~ o.~ the two~arm lever 4. ' . ;
~'he tran,smission ratio o:~ the leverage mecha-;~
~ .
n.ism 1 o:~ this governor depends on the posi-tion o~' -the support roller 13 o* the one-a.rm lever 5 rela-tive to the cantilever guid.e 14 of the two-arm lever 4 which i~ pre~et by -the turning of the two-arm leve:r 16 func-tionin~ as the control member 6. ~urther-more, with a change in the eng,ine ~haft rotation ~peed the position`of the suppor-t roller 13 of the one-arm lever 5 rela-tive to the cantilever guide 14 of the two-arm lever 4 also changes depending on the conf:iguration o~ the ~haped sur~ace 15 of the canti-lever guide l~ of the two-arm lever 4.
]:n a second embodimen1; of the shaft rotation ~ .
speed governor o-~ an internal combus-tion engine, the kinema-tic layout of the leverage mechanism of the governor is identical to the ~;inematic layout of the levera~e mechanism of the governor according to the firs-t embodiment. The difference i9 that the kinema~
tic l:i.nk 18 (~ig, 4) connecting -the fir~-t arm 17 of the two-arm lever 16 f~ulctloni.ng ~s the control mem-ber 6 to the shaft 19 o* the one-ar?n lever 5 i~ for-med b,r an auxiliary two- arm lever 48, the central ~.
orifice 49 of which is fitted. on the f`ir~t arm 17 o~ the two-ar.m lever 16 functioning as the control member 6. A *irst arm 50 of the al.~iliary two-arm 25 lever 48 is connected to the sha*t 19 of' the one~arm -lever 5O A second arm 51 o* the auxiliary twq~arm lever 48 is provided with a longitudinal slot 5?
tha1; embraces a fixed pin 53~ 'rhe two-arm lever 16 f`uncti.oning as the control member 6 is a crank-shaft 54 (~'ig. 5) having a fi.rs-t crank 55 and a second crank 56 which. serve, respectivel~, a~ the first arm 17 and the second arm 20 of the two-arm lever 16v The ~irs-t crank 55 and the second crank 56 of the crankshaft 54 are positioned on the oppo-sitt3 ~ides of the geometric a~is 1~1 of the crank-shaft 54. ~he two-arm lever 4 cooperating with the . ' ~ , ' .,' ~. ,: . : ' output link 8 of the centrlfur;al ~en~or 2 i~ formed '.
a~ a fork 57 having a lon~ritu~linal opening 58 in '~
the bridge 59 thereof. The end3 60 and 61 of the ~.
fork 5'7 are adapted to be connected to the output 5 link 8 of the centrifugal ~ensor 2, as shown in ':'"
~ig. 6, and serve as the first arm 7 of the two-arm -`
lever ~. ~he bridge 59 of the fork 57 is provided with a cantilever guide 14 having a ~haped surface 1.5 ' and a lug 62 (~ig. 5), ~vhich iserve~ as the ~econd arm ~ of the two-arm lever ~ he lu_, 62 i9 adapted to be connected by the reisilient member to the arm 10 of the one-a-m lever 5. 'rhe arm 10 of the one-arm ' "-~' lever 5 is a plate 63 which is provided wi-th a pin 6~ which ~erve~ a~ the ishaft 19 of the one-arm lever 15 5 ancl is adapted to be connected -to the firqt arm 50 :.
of tl~e auxiliary two-arm lever 48. ~he plate 63 i~ :
provided with an orifice 65 that i3 connectable to ~,-the metering element 3 of the fuel injection pump, .' a~ ~ho-~n in Fig. 6. ~he plate 63 carrie~ -the ~up-port J:~oller 13 and a stud 66 ('~ig. 5) :~or connect- ..
ion by the re~ilient member 11 to the lui~, 62 which i~ connected to the output link 8 of the centrifu-gal ~en~or 2 of the two-arm lever ~. ~he longitudi- , ,, nal or:ifice 58 of -I;he two-arm lever 4 is fit-t,ed on ~ , the pin 67 of the ~econd c:ran.]~ 56 of the crankshaf-t 54 as shown in ~ 6 and it~ cantilever guide 14 contact~ the support roller 13 of the one-arm` .
lever 5~ The auxiliary two-arm lever 48 compri~es ,' ~ plate 68 (~ig. 5) having a central orifice 4~ .' receivin~ the pin 69 of the flr~t crank 55 of the crankslla~t 54. ~ fir~t portion 70 of -the plate 68 .~' loca-led on one side of the cen-tral orifice 49 and ~ervin,g as the fir~t arm 50 of the auxiliary t~o-arm : .
lever 9.8 i3 provided wi-th an orifice '71 to be con- ~:.
nected to the pin 64 which i~ the ishaft 19 of the one-a.rm lever 5. A ~econd portion 72 of the plate 68 ;:
located on the o-ther side of -the cen-tral orifice 49 `: ' - 15 - ;'' and iYerV:i,ng as the second. arm 51 of the auxiliary ' i`
two-arm 'Lever 48 :is provided with a longi-tudinal slot ,'.
52 embracing the .~i2ed p:in 53~ a~ shown in ~ig. 6~
This shaft rotation ~peed groverllor o:E an inter- ..
nal combustion engine operates similarly to the go-vernor according -to the first embodiment and allow the engine -to be controlled at ismaller turning angleis ~-~
of the control member 6. , '~ ::
'L`he designis of the above-described leverage me- .. ~'' 10 chanisrns offeris broad poissibili~ies :~or control ,: :
characteriistics being formed in all part-load operat- .' ing mocle,q of the engine, up to and including the nomi- ~:.
nal onc, owing -to the tranismission ra-tio of the lever- .~;
age mechanism of the ~overrlor being ~unctionally va-15 ried w:i.t]:lin the range of 1.7 to 12 by suitably con- `
~iguring the shaped surface 15 of the cantilever ,:~
guide l~ of the two-~rm lever 4, thereby maintaining an opt:imr~.l balance betweell the demaIlds placed by the ','.
vehicle on the engine and the posisibili-ties of -the '~
20 operat:i.ngr proce,Ys o~ the latter. In other word9, flat '.
conl;ro'.l. characteri~-t:ics are maintained in these modeis ,'' with a h:igh nonuniEormity degree and the engine is i, protecl;ed reliably against overYu.nni.ng or exceeding the maximum engine shaf1; rotation speed in 1;he maxi- '',' mum id].ing mode by providin~ a .qteep maximulll cont~
rol characteristic oE the engine with a small nonuni~
~ormity degree.
~i.g. 7 showis a graph o:E the torque Mt on the i, engine shaft versu~ its rota-tion speed n in i' ' 30 different engine operation modes set by turning -the ,~
contro] member 6 of the shaft rotation speed gover~
nor of the internal combustion engine. The characte- ',~
ristics a, b and c correspond to par-t-load modes of engine operation, and the characteristic d cor~
responds to the maximum tur:n:ing of the control mem~
ber 6 of the governor. ~ , :, .
rndu~tlial ~pplicability ~ 'he te~t-s o~ e~perimental ~amples o~ the ~ha~t rota-tion speed governor of an internal combustion engine construc-ted according to the invention within 5 -the *uel injection equipment oE engines and vehicle~ -have demonstrated the full conformity oE engine con-t- , rol quality to governor de~ign requirements. In other l,, word,~, -the governor meets t;he high demands made o~
automa-tic engine control in part-load modes and pro-vides protect Eor -the engine against overrunning in the maxLmum operating mode.
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'' i' ' : ~ :
.,
SHAF'l' RO'~`~l'IOM Sl~ OE~ OVERNOR 0.~ AN ,' INTE~NA.I, ~Or.~TBUS'~-I()N ENGINE ' `,' ~'~'ield of the 'lnvention q'lle inven-tion relates I;c) the engine buildingr in-dus-l;r~r, in particular, to a.ul;omatic control of inter-nal combus-tion engine~, anc1 more pQrt:icularly, to a rol;ation f3peed governor oI` an internal combustion enfg,:i.ne shaft, .
Bacl-ground of the Invention ..
',I'he operation of motor vehicles equipped with diesel, engines point~ to the need for .qa-tisfac-tory tractlon charac-teris-tic~ to be maintained in all 15 parl,-load condition~, up to and including the nominal ~`
operation. 'rhis a~peet of enf,~ine operation depends on, -.
among other thin,.gs, the quali-t~J of automatic control of ~ngine sha~t rotation speed.
~i1.idely l~nown in this field is a two-mode cont- ,, .
20 rol o~ englne ~haft ~peed in which the traction eha- , racle,ristics of the engine are con-trolled by the dri- .~ ::
vex who analyzes the road .s:ituation and, accordingly, shi:E'ts the control member o:E` the engine shaft speed ,~overxlor. It is also common 1;o eontrol the engine ::
shaI'-t ~peecl in al.l conclil.ions by automatically main-taining -the eng~ine operating cond:itions preset by -the d:river, but th.is mocle pro(luce3 overloads in the `' transmi~sion and increa~es opera-tive fuel consumption : because of the low nonuniformity of pQrt-load control ~ ' : 30 characteristics -.inherent in tllis -type of governor.
- Thls :i.~ due to t:he u~e in ~uch engines of a ~ingle :.'' mechan:i~m to generate both pa:rt-load characteristies ~. i :~ and the maximum characteristic proteeting the engine ~'.. :' against overrunnin~ in the ma~imum operating mode.
'rhe principal characteris-tic of this mechanism is the fu.nctionally variable t,ransmission ratio which :... , lies ~vi-thin the range of 2 to 4 in existing designs.
'.rhe -te.rm "transmis~ion ratio" is to be under- ..
~too(l, within th:is con-text, as the :"~
rati.o of the displacement o:E the metering element in the :l'uel injection pump to the movement o~ the output link of the centrifugal sensor detecting changes in 1;he rotation speed of the in-ternal combus-tion engine 5 shaf~;, ~ novm in the ar-t is a .shaft rotation speed gover-nor of an internal combustion engine (DE, A1, 3,419.,~46), the leverage mechanism of which is formed by a lever with a link coupled kinematically at one ::
14 side to the metering element of the fuel injection pump~ and at the other side, to the output link of . `:
a ce~ltrifugal shaft speed sensor. l'he link of tsaid ~
leve.r con-tains a bearing, the shaft of which is kine- :
matically coupled to the control member determining the position of the lever w:i-th the link and the transmitssion ratio of the leverage mechanism. ;~
q`.he leverage Tnechani,sm of ~uch a shaft rotation -:
speed governor allows the tran.smission ratio to be :.:
~uncl,ionally varied within the range of 2 -to 4, q`he range of rariations in the -tr'~nsmission ratio depends on 1;11e design of the leverage mechanism, the limited ~ :
space allocated for it, and the need to manufacture .:
the :I.inkage with a high accuracy. ~`he restriction of funcl;io.nal VariatiollS :in tlle ~ransmission ra-tio o~
the :I.e~erage mechani,sm to thi,s range reduces the pos-sibi.lities of the en~ine be:ing controlled autQmati- ~
cally in part-load modes and being protected against :.
over.running in the maximum operating mode~ q'he high .
demands made of the manuf`acturing precision of link- ,.
age elements have complicated the manufacturing tech-nique of the leverage mechanism and the governor as a whole a,nd ultimately raised its costs.
Also known in the art ls a tshaft rotation speed ;~
- gover.nor ~or an internal combustion engine ~US, A, 35 4,656,980), in which the leverage mechanism is formed :
by a two-arm lever, the first arm of which is coupled to 1;11e output lillk o:E a centri:fugal ~en~or de-tecting cha~lges in the sha~t ro-ta-tion speed, a one-arm lever, who~e arm is coupled .kinematicall~J to the metering elemel)-t of a fuel -lnjec-t;ion pump, and a control mem-ber. 5he second arm of t;he tvro-arm lever bears against a spring which is precompressed by the control member.
The -two-arm and -the one-arm levers of the leverage mecharlism have a common axis and are interconnected by a resilient member. The kinemal;ic linkage connect-1() ing -the arm of the one-a~n lever to the metering ele-men1; of the ~uel injection pump i~ ~ormed by a lever vith a link, in which a bearing ic: inserted. r~he bear-ing shaft i~ coupled kinematically to an auxiliary control member that produces a variation function of the transmis~ion ratio o- -the leverage mechanism de-pend:ing on the engine operating conditions.
'rhe emplo~nen-t of an independently con-trolled linka~e mechanism expands the functional possibili-tie.q of generating part-load mode characteristics of engine opera-tion, but require~ an auxiliary setting and actuating means to be u.sed.
~ I'he range of ~unctional variations in the -tran~-mis~i.on ratio of the leverage mechanism o-f thi~ gover-nor, however, ~l~o lies within 2 l;o ~. The range o~
v~ri.a1;-;.on~ in the transmission ra-l;io depends on the design of the leverage mechani~m and the limited space available ~or it. The limitation of functional varia-l;:lons of the transmission rai;io of the leverage mechallism wi-thin ~the above-merltiorled range reduces the possibili-ties of the engine being~ controlled auto-ma-ticEIlly in part-load modes and being protec-ted again~-t overrunning in 1;he maximum operating mode. -~
r~he governor retaining the linlcage mechanism, the components of vrhich mus-t be machined with a high accuracy, complicates the marlu-~acl;ure of` the lever-age mechani.sm and the gove~nor as a ~lole, so its : : ~ .-: . - .
2 ~ 5'~5?
fina.l co~ts rise.
Disc].osure of -the Inven-l;ion .~.
The invention i~ aimed a-t developing a shaft ro- . ~
5 tation ~peed governor of an in-ternal combu~tion engi- ~.- --ne, -the leverage mechanii~m of which is designed to ~ :
broaden the range of variation~ of the tran~mission ~.
ratio, thereby e~panding the pos~ibilitiei~ of the :~
engine cont;rolled automa-tically in part-load modeis ;.:
1~ and belng protected again~t overrunning in maximum -operating condition~
~ hii~ aim is achieved in a ~ha~t rotation speed govexn.or of an internal combustion.engine, the lever~
age mechani~m of which ii~ i`ormed by a two-arm lever, -the :firi~t arm of which i~ coupled to the output link of a centrifugal ~en~or detecting changes in the i~haft rotation speed, a one~axm lever, the arm of which is connec-ted kinema-ti.call~ to the metering ele- .
ment of a fuel injection pump, ancl a control lever, whe:rei.n, according to -the inven-tion~ the arm of the one-arm lever carrie~ a support roller, -the two-arm :.
lever l~ provided with a c~mtilever guide, the ~haped ~urface of wh~ch contacts th.e ~upport .roller, and the ~.
control member is a ro-tatable two-arm lever, the fir~t .
25: arm o:~ which i~ connected kinematically to the isha~t .
of the one-arm lever and the ~econd arm o~ which i coupled with the ~haft of the two-arm lever cooperat- .
ing wi.th the ou-tput link o~ the centrifugal i~en~or, the second arm of the sen~or being coupled to the arm -;
3o of the one-arm lever by a resilieIl-t member.
~'hi~ de~ign of the leverage mechani~m offer~ -broad po~ibilities of control characteristics being :~
generated at all part-load modes of en~ine operation, ::
up to an.d including:the nolninal mode, thexeby balanc- .. ::
35 ing the demands made of an engine by the vehicle ~.:-~.
again~t the po~ibilitie~ of the working proce~ deve~
`` .;
2'~
lopi.ng in the en~ine. In other worcls, :Fla-t control .' .
characteristics are maintained in these modes with a high d.egree of nonuniformity and -the engine is pro- .
tec-ted reliably agains-t overrunning or maximum rotat- '~
ion speed of -the engine .~ha-f-t being exceeded in the maxi.mum idling mode by means of a steep maximum engi-ne coni;rol characteri.s-tic with a l.ow nonuniformity degree. This is at-tained by thè presen-t leverage me- ..
chani~m being designed to flmctionally vary its trans- ' ' 10 mission ratio within the range o~ 1~7 to 12 in the :'' same restricted space. .~urthermore, the pattern of chan~,e~ in the transmission ratio depending on -the ~ ,.
positi.on of -the control member and the engine shaft ,' rota1ii.on speed is preset by the configuration of the shaped surface o:E the cantilever guide that con-tacts the qupport roller o:~ -the one-arm lever.
l.t is preferred that the shaped surface of the cant;ilever guide sould have, on the side of the two--a~n 1.ever shaft, an a~cend:in.s~ portion passing into a descending portion at -the side of -the free end of the cantilever guide. ' , ~`.he ascending portion of the shaped surface of ~- .
-the can-tilever ~uicle malces .i-t possible -to produce .' flat control characteristics hllvirlg a high nonuni~or- ,:.` ., 25 mity ~.e~ree within the range of engine working con- . ' ditions. The descending~ portion of the shaped~surface ' of the cantilever guide allol,vs a steep maximum cont-rol characteristic protectin~ the engine against :
overru~ming in the maximurn operati.ng mode thereof 30 -lio be ~roduced. .
Jn an alternativc em'bo~lirrlent of the shaft rota-tion speed governor o~ an in-ternal combustion engine, the ki.nematic llnk connecting the first arm of the ~ -.
two-arm lever performing the functions of the cont-rol member to the shaft of the one-arm lever is for-med by a rotary pair, one member of which is provi- ':;
'~ ' tled on the fir~t arm o~` the tY~o-arm lever and the othe:r member of which i~ the ~hQ~t o~ the one-arm le-ver ]n thi~ case, the -two-arm lever func-l;ioning a~
the con-trol member i~ a cam sha~t having a ~irst and ~.. ' a second cams ~rhich ~erve, respec-tively, as the fir~t and second arms of the two-arm lever functioning as the control member, and located on the opposite sides ~ ' .
with reæpect to the geometric axis of the cam shaft; --the -two-arm lever cooperating v~ith the ou-tput link of .':
the centri~ugal sensor is a cylindrical'~leeve, the outer surface o~ which is provided with a cantilever '~
guide and three lugs, two o~ which are adapted to be ~.:
coupled to the output lin'k of the centri~ugal sensor :~:
a~d serve as the first arm of the two-arm lever, and the third lug is the second arm of the two-arm lever and ad.apted to be coupled by a resilient member to : - :
the one-arm lever comprisin~ two interconnected pla- ' :
te~ w~lich ~erve as the arm o~ the one-arm lever and :`~
in w'hich -two apertures are provided, the ~irst of ~.'' -them receiving the ~irst cam o~ the can ~ha~t to pro-vide the Icinematic connection between the control membor and the one-arm lever, a:nd the ~econd apertu- '~
re being adapted to be connected to the metering element of the fuel injection pump, the plate~ carry-25 ing a support roller and a pin ~or connection to the . ~:
re~ilient mem'ber with the third lug connected to -the . ~
output link o~ the centri~ugal ~en~or of the two-arm ';' lever, the central aperture o~ which is fitted on '~
the second cam o~ the cam sha~t and the cantilever 30 guide of which coIltacts the support roller of the .~
one-arm lever, .-~1his emkodiment o~ the leverage mechani~m ~or '; ';" ;
the sha~t rotation ~peed governor in an internal com- ~'. -' bustion engine is dis-tinguished by improved manufact~
uring -techniques and low manu~actiring c03t3 which are achieved by sheet stamping and powder metallurgy '.. ~ :
'`-''''`'.' ''''.`''''''';.'"',`',''~.`'.,',''''''''.
. . ., . ,. .. . . . , ., , . ., . ... ",. . . ~,. , . . . . . i.. . . , .. , :, proces~e~ that ensure a hlgh ~uality of engine control in operation.
In a 3econd embodiment o- the sha~t rotation speed ~overnor of an intern~ll combustion engine, the kinema-tic link connecting the first arm of the two-arm lever functioning as a control member to the shaft of the one-arm lever i~ formed by an auxiliary two-arm lever, the central orifice o~ which is fitted on the firet arm of the two-arm lever functioning as a control mem-10 ber, the first arm of the auxiliary two-arm lever i~ -.
connec-ted to the ~ha~t of the one-arm lever, and its ~econd arm is provided with a longitudinal ~lot embra-cing a fi~ed pin. ]:n -thi~ case, the two-arm lever fun-ctioning a~ the con-trol member i9 a crankshaft having .
15 a fir~t and a second cranks which are, respectively, . ~ .
the :~irsti and;second arm~ of the tW0-arTn lever and are located on the opposite sides with re~pect to the geo-metric axis of the crank~haf`t, the two-arm lever coo-perati.ng with the output link oi` the centrifugal sen-~0 sor ;.g a fork havin~ a longjtu~lin.~l opening in the bridge, the end~ o-~ -the forlc are connectable to the outpll1; link of the centrii`ugal ~ensor and serve a~
the ~i.rst arm of the -I;wo-arm lever, the i`ork brid~e i~ provided with a cantjlever guido having a ~haped ~uri`ace and a lug which is thc second arm o~ the two-arm lever and i~ connecteable, via a resilient ~ ~ -mamber, to the arm of the one-arm lever which is a pl~te provided with a pin ~erving a~s the shaft o~ the one-a3m lever and connectable to the ~ir~t arm of the .
auxil;.ary two-arm :Lever, the plate is provided ~Jith an orii`ice connectable to the meterin~g elemen-t o~
the :~uel injection pump, the plate carrie~ a ,support roller and a s-tutl :~or connect:i.on, via a re~ilient member, -to -the lug of the t;wo-arm lever ~hich is conne(~ted to the output link oi` the centrii`ugal ~en-30r and ha~ its longi-tudinal aperture i`itted on the - ~:
'- ' ,: -.: , ' . ~ . - : , ; i ; , : ::.'::.. ,'' '.
' ' ' ' ' ' ', ' ' .
~?~
~ .
pln of the second c,rank o-,F -the crankshaft and its cantllever guide contac-ti.ng t}le support .roller of the one-arm lever; the auYiliary two-a,rm lever i~ a plate . .
havi71g a cen-tral oriflce whlch. receives the pin of' :'~
the t~irst crank of the crankshaft; the fir~t section of the plate located at one side of -the central ori-fice and serving a~ the first arm of the auxiliary -two-arm lever has an orifice connectable to the shaft .' of -t;he one-arm lever, and 1;he second section of the plate located on the other ,9ide of the central ori-fice and ~erving a3 the second arm of the auxiliary ~ , two-arm lev~r ha~ a longitudinal slot embracing a fi~f.'d - pin.
~'he shaft rota-tion speed governor of an in-ternal :
comb1l9tion engine, -the leverage mechanism of which ha~ the above-de~cribed kinematic layout allows the :' engln~ to be controlled at smaller turning angles of the control member and has a compac-t design, .' Brief Descrip-tion of` l;he Drawlng~
~rhe idea of the invention will be understoocl more clearly f'rom -the followingr description of its embod-.iment3 and the accompanying drawings, in which; .. ' :~?ig~ 1 show~ a kln~ma1;ic (lia~,ram of -the sha~t 25 ro-tation ~peed ~overnor o~ an internal combu~tion , , en.~ine con~-tructed according to the invention; i .,~
I~ig~ 2 shovis components of -the leverage mecha- , nism of the shaft rota-tion speed governor of an in-ternal combustion engine in a rectangular isome-tric 30 protection; ~' I?ig~ 3 show~ a leverage mechani~m of the shaft :,'' rotat:i.on ~peed governor of an internal combu~tion ,, eng:ine in a rectangular isometric projection; ~:
I?igr ~ show9 a kinemal;ic diagram of another em~
35 bodiment of the shaf-t rota tiOll ~peed governor of an , .
internal combus-tion engine constructed according to ,~
the invention; ~, , 2 ~ 5 r ~':i.g. 5 show~ componen-ts O:r the leverage mechanism of the ~econd embodiment of the ~haft rotation speed governor o~ an internal combustion engine in a rectan-gular isometric projection; . ~.
~'lg. 6 shows 1;he leverage mechanism o~ the ~econd embodiment of the ~haft rotat:ion ~peed governor of an -.
internal combus-tion engine i.n a rectangular i~ometric proaection; and -Ii'ig. 7 shows a graph o~ the engine shaft torque 10 versus shaft rotation speed in di:E~erent engine operat- .
i.ng modes, Embodiments of -the Invention ~eferring to the firs1; embodiment o~ the shaft rota-tion speed governor of an internal combu~tion en-gine, the governor comprises a leverage mechanism 1 t~ig. 1) connectin~ a centri:Eu~;al sensor 2 detecting chan~e,q in the engine shaft r-otation speed to a mete-rin~; element 3 of a fuel injection pump (not shown).
In thi.s embodiment, the cen-tri~ugal sensor is identi-cal to the centrl~ugal sen.~or described in DE, A1, 3, ~1~.,846, and its design wil:L not be considered fur-l;her on. 'l'he leverage mechanism 1 is formed by ~-a two-arm lever 4, a one-arm lever 5 and a control member 6. A ~irst arm 7 of the two-arm lever 4 is connected to an output link 8 of the centrifugal ~ ;
sensor 2, A second arm 9 o~ the two-arm lever 4 is co.nnected to an arm 10 of the one-arm lever 5 by --a re~ilient member 11. 'rhe arm 10 of -the one-arm lever 5 is connected to -the metering element 3 o~
the ~uel injection pump by a rod 12, ~he arm 10 of the one-arm lever 5 carries a ~upport roller 13, and the two-arm lever 4 is provided with a can-tilever ~uicle 14, t~le shaped surface 15 of which contacts the support roller 13 o~ the one-arm lever 5. The con-trol member 6 is a two-arm lever 16 rotata~le 2~
aboul; :its geometric axis 1-1~ A ~irst arm 17 o~ the ..
two~arm lever 16 i~ connected b~ a kinematic link 18 to a shaft 19 of the one-arm lever 5. A second arm 20 of -the two-arm lever 16 i~ connected to a shaft 21 of the two-arm lever ~ cooperating with the output link . of the centrifugal sensor 2, The two-arm lever 16 is -turned. by a pedal 22, the travel of which is limited by stops 23 and 24~ ~he pedal 22 is pressed :- -against the stop 23 by a spring 25. The rod 12 carri-es an adjustment ~crew 26, a head 27 o-f which bears again~t a stop 28 of a correcl;ion mechanism (not ~hown) generating an e~ternal ~peed characteristic of the engine. ~he shaped sur~`ace 15 of the cantile~
ver guide 1~ provided on the two-arm lever 4 has, 15 at thc side of the shaft 21 of the two-arm lever 4, ~.
an ascending portion 29 pas~ing into a descending .
portion 30 at the side o~ -I;he free end 31 of the can-ti:l.ever ~lide 14. 'l'he kinema-tic link 18 connect- ; `.
ing -the ~irst arm 17 o:~ the l;wo-arm lever 16, funct-ioIIin~, as the control member G~ to the sha~t 19 o~
the o~e-arm lever 5, is :~orlned by a rotary pair, one elemen-t o~ which i~ provided on the ~irst arm 17 Or -the -two-arm.lever 16 and the ot;her element :
of which is the sha.~-t 19 o~ he one-ar1n lever 5, 25 The t~ro-arm lever 16 (Flg. 2), -~unctioning as the .
: con~rol member 6, is a cam sha~t 32 having a ~ir~t carn 3~ and a second cam 3~ which are, respectively, -the first arm 17 and the second a~n 20 of the two--arm :l.ever 16. The cams 33 ana 3~. are located on .~-the opposite sides of the ~eometric axis l-l ~
o~ the cam sha~t 320 ~he two-a~n lever 4 cooperat- .~- -in~ with the output link 8 o~ the centrifugal sen-sor 2 i~ formed as a cylindrical sleeve, the outer ~ :.
sur:~ace 35 of which is provided with the cantilever .~-guide 1~. and three lugs 36, 37 and 38~ ~'he lugs 36 and 37 àre adapted -to be connected to the output .:.
' ' ';',' -' - 1 1 - "
l:i.nk 8 O:r -the centrifugal ~en~or 2 and form the ~ir~-t arm 'I o~ the two arm lever 4. '.I'he third lug 38 lorm~ .
the .qecond a~m ~ of the two-arrn lever 4 and i9 connect- ', able b~ the re~ilient member 11 to the arm 10 of the -.
one-nrm lever 5. The re~ilient mernber 11 i~ a cylind-rical tension spring 39. ~'he one-arm lever 5 i~ for- :
med l~y two interconnected. plates 40 and 41 which de-fine the arm 10 of the one-arm lever 5 and have t~o oriflce~ 42 and 43. The first orifice 42 receive~ the first cam 33 (~ig. 3) of the cam shaft 32, thereby producing the kinematic link 18 between the control member 6 and the one-arm lever 5. The ~econd orifice 43 i.s intended to connect the metering element 3 of the fuel injection pump~ The plate~ 40 and 41 are prov:ided with a support roller 13 contacting the ~haped surface 15 of the cantilever guide 14 of the ;' ~' two-arm lever 4. Beside~, the plate~ 40 and 41 are provi.ded with a ~tud 44 (~ig. 2) -to colmect the re~i- - ' lient member 11 to -the third lug 38 which is the 2~) second arm 9 of the two-~rm l~ver 4. 'I'he two-arm leve:r ~ has it~ central orifice 4') fitted on the ~e-cond cam 34 (Fig. 3) of the carn ~haft 32~ The cQm shafl; 32 ha~ a detachable desi~n, for which purpose one part thereof i~ provided with a spline stud 46 2~ ), and the other part thereof ha~ a ~pline orifice 47.
This ~haft rotation ~peed governor of an inter-nal combu~tion engi.ne operates a~ follows: ~ the engine ~haft rotation speed r:ise~ due to, for examp-3o le 9 decrea~ing resi.~t~nce to the movement of thevehicle, the centri.fu~al ~en~or 2 move~ it~ output linl{ ~ in the direction shown by the arrow Z in ~ig. 1, A~ a re~ult, the two-arm lever 4 according-ly turns about the shaft 21, and its cantilever guide 14 move~ -the arm 10 of the one-arm lever 5, through the support roller 13, in a direction ~hown .. . ~ . ,.. , ~ . . . . .
- 12 - ,' .
by t~e arrow h in ~ig. 1, causin~ the metering ele- : . -ment 3 oY the fuel inject:ion pump to move through the rod 12 to reduce the dose of the fuel injec-ted into ths engine cylinders, thereby reducing the engine -, , 5 ,shafl; torque and, con~equently, decreasing -the englne ~:.
~hafl; rotation ~peed to a level corresponding to the pre~et mode, ;.
A.s the engine.~ha~t rotation ~peed decrease~ as ~ , a res~.lt of, for example, ~rowing resistance to vehi~
10 cle movement, the centrifugal sensor 2 move~ itis out- .
put '.I.ink.8 ln the direction oppo~i-te to the direction '~.:.. ;:.-indica,ted by the arrow Z0 A~ a re~ult, -the two-arm ~:'~, ' .'' leve:r ~ turn~ about; it,s ~haPt 21 accordin~rly and mo- ~,:
ve~ the arm 10 of the one-arm lever 5, through the "
15 reeilient member. 11, in the direction opposite to the ', direct:ion indicated by the arrow h, causing displace~
ment O:e the metering elemen-t 3 of the fuel injection , . .
pump, through the rod 12, -to increase the doee of the ~uel inaected into the engine cylinders, thereb~ in-creasing the torque on the en~,ine shaft and, as a re~ult, raising the engine ,sha:~t rotation speed to ;.'.
a level corresponding -to the e.stablished mode. The ,-' maximum do0e of the fuel injected into the engine cy- -".' l-Ln(ler~ i~ limi-ted by the correction mech~ m form- ,,:' ing I;he outer ~peed characteristic of the engine, ~vith t,he ~top 28 which limits the movement of`the rod ~2 and. the metering elemen-t 3 of -the fuel injection ,':' pump a.s a result of contact between it and the head ''~
27 oY the adjustment screw 26 provided on the rod 30 12~ :I'n this case, the movemen-t of -the output link 8.~: ., o~ the centrifugal sensor 2 in the direc-tion oppo-: .;,'.'',' ', site to the direction indicated by the arrow Z ..
cause~ e~ten~ion of the resilient member 11 and ~ormation of a gap between the suppor-t roller 13 .. :':~
35 and I;he cantilever guide 1~ o.~ the two~arm lever 4. ' . ;
~'he tran,smission ratio o:~ the leverage mecha-;~
~ .
n.ism 1 o:~ this governor depends on the posi-tion o~' -the support roller 13 o* the one-a.rm lever 5 rela-tive to the cantilever guid.e 14 of the two-arm lever 4 which i~ pre~et by -the turning of the two-arm leve:r 16 func-tionin~ as the control member 6. ~urther-more, with a change in the eng,ine ~haft rotation ~peed the position`of the suppor-t roller 13 of the one-arm lever 5 rela-tive to the cantilever guide 14 of the two-arm lever 4 also changes depending on the conf:iguration o~ the ~haped sur~ace 15 of the canti-lever guide l~ of the two-arm lever 4.
]:n a second embodimen1; of the shaft rotation ~ .
speed governor o-~ an internal combus-tion engine, the kinema-tic layout of the leverage mechanism of the governor is identical to the ~;inematic layout of the levera~e mechanism of the governor according to the firs-t embodiment. The difference i9 that the kinema~
tic l:i.nk 18 (~ig, 4) connecting -the fir~-t arm 17 of the two-arm lever 16 f~ulctloni.ng ~s the control mem-ber 6 to the shaft 19 o* the one-ar?n lever 5 i~ for-med b,r an auxiliary two- arm lever 48, the central ~.
orifice 49 of which is fitted. on the f`ir~t arm 17 o~ the two-ar.m lever 16 functioning as the control member 6. A *irst arm 50 of the al.~iliary two-arm 25 lever 48 is connected to the sha*t 19 of' the one~arm -lever 5O A second arm 51 o* the auxiliary twq~arm lever 48 is provided with a longitudinal slot 5?
tha1; embraces a fixed pin 53~ 'rhe two-arm lever 16 f`uncti.oning as the control member 6 is a crank-shaft 54 (~'ig. 5) having a fi.rs-t crank 55 and a second crank 56 which. serve, respectivel~, a~ the first arm 17 and the second arm 20 of the two-arm lever 16v The ~irs-t crank 55 and the second crank 56 of the crankshaft 54 are positioned on the oppo-sitt3 ~ides of the geometric a~is 1~1 of the crank-shaft 54. ~he two-arm lever 4 cooperating with the . ' ~ , ' .,' ~. ,: . : ' output link 8 of the centrlfur;al ~en~or 2 i~ formed '.
a~ a fork 57 having a lon~ritu~linal opening 58 in '~
the bridge 59 thereof. The end3 60 and 61 of the ~.
fork 5'7 are adapted to be connected to the output 5 link 8 of the centrifugal ~ensor 2, as shown in ':'"
~ig. 6, and serve as the first arm 7 of the two-arm -`
lever ~. ~he bridge 59 of the fork 57 is provided with a cantilever guide 14 having a ~haped surface 1.5 ' and a lug 62 (~ig. 5), ~vhich iserve~ as the ~econd arm ~ of the two-arm lever ~ he lu_, 62 i9 adapted to be connected by the reisilient member to the arm 10 of the one-a-m lever 5. 'rhe arm 10 of the one-arm ' "-~' lever 5 is a plate 63 which is provided wi-th a pin 6~ which ~erve~ a~ the ishaft 19 of the one-arm lever 15 5 ancl is adapted to be connected -to the firqt arm 50 :.
of tl~e auxiliary two-arm lever 48. ~he plate 63 i~ :
provided with an orifice 65 that i3 connectable to ~,-the metering element 3 of the fuel injection pump, .' a~ ~ho-~n in Fig. 6. ~he plate 63 carrie~ -the ~up-port J:~oller 13 and a stud 66 ('~ig. 5) :~or connect- ..
ion by the re~ilient member 11 to the lui~, 62 which i~ connected to the output link 8 of the centrifu-gal ~en~or 2 of the two-arm lever ~. ~he longitudi- , ,, nal or:ifice 58 of -I;he two-arm lever 4 is fit-t,ed on ~ , the pin 67 of the ~econd c:ran.]~ 56 of the crankshaf-t 54 as shown in ~ 6 and it~ cantilever guide 14 contact~ the support roller 13 of the one-arm` .
lever 5~ The auxiliary two-arm lever 48 compri~es ,' ~ plate 68 (~ig. 5) having a central orifice 4~ .' receivin~ the pin 69 of the flr~t crank 55 of the crankslla~t 54. ~ fir~t portion 70 of -the plate 68 .~' loca-led on one side of the cen-tral orifice 49 and ~ervin,g as the fir~t arm 50 of the auxiliary t~o-arm : .
lever 9.8 i3 provided wi-th an orifice '71 to be con- ~:.
nected to the pin 64 which i~ the ishaft 19 of the one-a.rm lever 5. A ~econd portion 72 of the plate 68 ;:
located on the o-ther side of -the cen-tral orifice 49 `: ' - 15 - ;'' and iYerV:i,ng as the second. arm 51 of the auxiliary ' i`
two-arm 'Lever 48 :is provided with a longi-tudinal slot ,'.
52 embracing the .~i2ed p:in 53~ a~ shown in ~ig. 6~
This shaft rotation ~peed groverllor o:E an inter- ..
nal combustion engine operates similarly to the go-vernor according -to the first embodiment and allow the engine -to be controlled at ismaller turning angleis ~-~
of the control member 6. , '~ ::
'L`he designis of the above-described leverage me- .. ~'' 10 chanisrns offeris broad poissibili~ies :~or control ,: :
characteriistics being formed in all part-load operat- .' ing mocle,q of the engine, up to and including the nomi- ~:.
nal onc, owing -to the tranismission ra-tio of the lever- .~;
age mechanism of the ~overrlor being ~unctionally va-15 ried w:i.t]:lin the range of 1.7 to 12 by suitably con- `
~iguring the shaped surface 15 of the cantilever ,:~
guide l~ of the two-~rm lever 4, thereby maintaining an opt:imr~.l balance betweell the demaIlds placed by the ','.
vehicle on the engine and the posisibili-ties of -the '~
20 operat:i.ngr proce,Ys o~ the latter. In other word9, flat '.
conl;ro'.l. characteri~-t:ics are maintained in these modeis ,'' with a h:igh nonuniEormity degree and the engine is i, protecl;ed reliably against overYu.nni.ng or exceeding the maximum engine shaf1; rotation speed in 1;he maxi- '',' mum id].ing mode by providin~ a .qteep maximulll cont~
rol characteristic oE the engine with a small nonuni~
~ormity degree.
~i.g. 7 showis a graph o:E the torque Mt on the i, engine shaft versu~ its rota-tion speed n in i' ' 30 different engine operation modes set by turning -the ,~
contro] member 6 of the shaft rotation speed gover~
nor of the internal combustion engine. The characte- ',~
ristics a, b and c correspond to par-t-load modes of engine operation, and the characteristic d cor~
responds to the maximum tur:n:ing of the control mem~
ber 6 of the governor. ~ , :, .
rndu~tlial ~pplicability ~ 'he te~t-s o~ e~perimental ~amples o~ the ~ha~t rota-tion speed governor of an internal combustion engine construc-ted according to the invention within 5 -the *uel injection equipment oE engines and vehicle~ -have demonstrated the full conformity oE engine con-t- , rol quality to governor de~ign requirements. In other l,, word,~, -the governor meets t;he high demands made o~
automa-tic engine control in part-load modes and pro-vides protect Eor -the engine against overrunning in the maxLmum operating mode.
' ~ '.` '`'' .
> , ' .: ~ .
.' ' '' . .
'' i' ' : ~ :
.,
Claims (6)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A shaft rotation speed governor of an internal combustion engine, the leverage mechanism (1) of which is formed by a two-arm lever (4), the first arm (7) of which is connected to an output link (8) of a centri-fugal sensor (2) detecting changes in the shaft rotat-ion speed, a one-arm lever (5), whose arm (10) is connected kinematically to a metering element (3) of a fuel injection pump, and a control member (6), c h a r a c t e r i z e d in that the arm (10) of the one-arm lever (5) carries a support roller (13), the two-arm lever (4) is provided with a cantilever guide (14), the shaped surface (15) of which contacts the support roller (13) of the one-arm lever (5), and the control member (6) is a two-arm lever (16) rotatably mounted about its geometric axis O1-O1, the first arm (17) of which is connected by a kine-matic link (19) to the shaft (19) of the one-arm lever (5) and the second arm (20) of which is connec-ted to the shaft (21) of the two-arm lever (4) which cooperates with the output link (8) of the centrifu-gal sensor (2) and the second arm (9) of which is connected to the one-arm lever (5) by a resilient member (11).
2. A shaft rotation speed governor of an inter-nal combustion engine as claimed in claim 1, c h a -r a c t e r i z e d in that the shaped surface of the cantilever guide (14) has, at the side of the shaft (21) of the two-arm lever (4), an ascending portion (29) passing to a descending portion (30) at the side of the free end (31) of the cantilever guide (14).
3. A shaft rotation speed governor of an inter-nal combustion engine as claimed in claim 1, c h a -r a c t e r i z e d in that the kinematic link (18) connecting the first arm (17) of the two-arm lever (16) functioning as the control member (6) to the shaft (19) of the one-arm lever (5) is formed by a rotary pair, one element of which is provided on the first arm (17) of the two-arm lever (16) and the other element of which is the shaft (19) of the one--arm lever (5).
4. A shaft rotation speed governor of an inter-nal combustion engine as claimed in claim 1, c h a -r a c t e r i z e d in that the kinematic link (17) connecting the first arm (17) of the two-arm lever (16) functioning as the control member (6) to the shaft (19) of the one-arm lever (5) is formed by an auxiliary two-arm lever (48) having its central ori-fice (49) fitted on the first arm (17) of the two--arm lever (16) functioning as the control member (6), the first arm (50) of the auxi-liary two-arm lever (48) being connected to the shaft (19) of the one arm lever (5), and the second arm (51) thereof being provided with a longitudinal slot (52) embracing a fixed pin (53).
5. A shaft rotation speed governor of an inter-nal combustion engine as claimed in claims 1, 2 and 3, c h a r a c t e r i z e d in that the two-arm lever (16) functioning as the control member (6) is a cam shaft (32) having a first and a second cams (33, 34) which are, respectively, the first and se-cond arms (17, 20) of the two-arm lever (16) funct-ioning as the control member (6) and are located on the opposite sides of the geometric axis (O1-O1) of the cam shaft (32), the two-arm lever (4) cooperat-ing with the output link (8) of the centrifugal sen-sor (2) is a cylindrical sleeve, the outer surface (35) of which is provided with the cantilever guide (14) and three lugs (36, 37, 38), two of which are adapted to be connected to the output link (8) of the centrifugal sensor (2) and serve as the first arm (7) of the two-arm lever (4), and the third lug (38) forms the second arm (9) of the two-arm lever (4) and is adapted to be connected by the resilient member (11) to the one-arm lever (5) which comprises two interconnected plates (40, 41) which serve as the arm (103 of the one-arm lever (5) and are provi-ded with two orifices (42, 43), the first of which receives the first cam (33) of the cam shaft (32) to produce the kinematic link (18) between the control member (6) and the one-arm lever (5) and the second orifice (43) is adapted to be connected to the metering element (3) of the fuel injection pump, the plates (40, 41) are provided with the support roller (13) and a stud (44) for connection, through the resilient member (11), to the third lug (38) of the two-arm lever (4) which is connected to the output link (8) of the centrifugal sensor (2) and the central orifice (46) of which is fitted on the second cam (34) of the cam shaft (32) and the cantilever guide (14) of which contacts the support roller (13) of the one-arm lever (5).
6. A shaft rotation speed governor of an inter-nal combustion engine as claimed in claims 1, 2 and 4, c h a r a c t e r i z e d in that the two-arm lever (16) functioning as the control member (6) is a crankshaft (54) having a first and a second cranks (55, 56) which are, respectively, the first and se-cond arms (17, 20) of the two-arm lever (16) and are located on the opposite sides of the geometric axis (O1-O1) of the crankshaft (54), the two-arm lever (4) cooperating with the output link (8) of the centrifugal sensor (2) is formed by a fork (57) having a longitudinal opening (58) in the bridge (59), the ends (60, 613 of the fork (57) being adapted to be connected to the output link (8) of the centri-fugal sensor (2) and serving as the first arm (7) of the two-arm lever (4), -the bridge (59) of the fork (58) is provided with the cantilever guide (14) hav-ing a shaped surface (15) and a lug (62) which serves as the second arm (9) of the two-arm lever (4) and is adapted to be connected by the resilient member (11) to the arm (10) of the one-arm lever (5) which is a plate (63) provided with a pin (64) which is the shaft (19) of the one-arm lever (5) and is adap-ted to be connected to the first arm (50) of the auxiliary two-arm lever (48), the plate (63) is pro-vided with an orifice (65) adapted to be connected to the metering element (3) of the fuel injection pump, the plate (63) carries the support roller (13) and a stud (66) to be connected by the resilient member (11) to the lug (62) of the two-arm lever (4) connected to the output link (8) of the centrifugal sensor (2) and having its longitudinal opening (58) fitted on the pin (67) of the second crank (56) of the crankshaft (54) and its cantilever guide (14) contacting the support roller (13) of the one-arm lever (5), the auxiliary two-arm lever (48) is a pla-te (68) having the central orifice (49) which recei-ves the pin (69) of the first crank (55) of the crankshaft (54), the first portion (70) of the plate (68) located on one side of the central orifice (493 and serving as the first arm (50) of the auxiliary two-arm lever (48) is provided with an orifice (71) which is adapted to be connected to the shaft (19) of the one-arm lever (5), and the second portion (72) of the plate (68) located on the other side of the central orifice (49) and serving as the second arm (51) of the auxiliary two-arm lever (48) is provided with the longitudinal slot (52) embracing the fixed pin (53).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SU4833851 | 1990-06-20 | ||
| SU4833851 | 1990-06-20 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2064852A1 true CA2064852A1 (en) | 1991-12-21 |
Family
ID=21517921
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2064852 Abandoned CA2064852A1 (en) | 1990-06-20 | 1991-06-20 | Shaft rotation speed governor of an internal combustion engine |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0487748A1 (en) |
| CA (1) | CA2064852A1 (en) |
| WO (1) | WO1992000444A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4333778A1 (en) * | 1993-10-04 | 1995-04-06 | Bosch Gmbh Robert | Speed controller for fuel injection pumps of internal combustion engines |
| US5840302A (en) * | 1993-11-10 | 1998-11-24 | Bristol-Myers Squibb Company | Treatment of bacterially-induced inflammatory diseases |
| US5681098A (en) * | 1995-08-29 | 1997-10-28 | Kelsey Hayes | Anti-locking brake system with a switchable orifice control valve |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2902731C2 (en) * | 1979-01-25 | 1987-05-14 | Robert Bosch Gmbh, 7000 Stuttgart | Speed controller for injection internal combustion engines, in particular centrifugal speed controller of an injection pump for vehicle diesel engines |
| DE3313632C2 (en) * | 1983-04-15 | 1986-01-30 | Daimler-Benz Ag, 7000 Stuttgart | Idle speed controller for injection pumps on internal combustion engines |
| DE3414846A1 (en) * | 1984-04-19 | 1985-10-24 | Robert Bosch Gmbh, 7000 Stuttgart | CENTRIFUGAL SPEED REGULATOR FOR INJECTION ENGINE |
| DE3703628A1 (en) * | 1987-02-06 | 1988-08-18 | Bosch Gmbh Robert | CENTRIFUGAL SPEED REGULATOR FOR INJECTION PUMPS |
-
1991
- 1991-06-20 CA CA 2064852 patent/CA2064852A1/en not_active Abandoned
- 1991-06-20 EP EP19910910856 patent/EP0487748A1/en not_active Withdrawn
- 1991-06-20 WO PCT/SU1991/000120 patent/WO1992000444A1/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| EP0487748A1 (en) | 1992-06-03 |
| WO1992000444A1 (en) | 1992-01-09 |
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Legal Events
| Date | Code | Title | Description |
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| FZDE | Dead |