DE591466C - Method for controlling injection internal combustion engines - Google Patents

Description

GERMAN EMPIRE

ISSUED ON
JANUARY 22, 1934

REICH PATENT OFFICE

PATENT LETTERING

CLASS 46 c ² GRUf ³ PE

Humboldt-Deutzmotoren A. G. in Köin-Deutz *) Method for controlling injection internal combustion engines

Addition to patent 520

Patented in the German Empire from March 8, 1930 The main patent started on October 26, 1928.

The present invention represents a further development of the 'maintenance procedure' protected in main patent 520784 '' a normal ignition pressure with no compressor Diesel machines that are operated at very different speeds, such as in particular vehicle machines. According to the main patent, the number of machines should decrease the load on the injection valve, which determines the fuel pressure at the beginning of the injection, can be lowered. Of the The purpose of this measure is to prevent the occurrence of such machines when the speed is reduced to avoid increased ignition pressure (highest combustion pressure) in order to ensure a quiet, To achieve smooth gait and overuse of individual machine parts to prevent.

A reduction in the injection pressure is inevitably an undesired one Shifting the start of injection connected. Because there is the fuel in the pressure line between the pump and the injection valve in the working cylinder to a lower pressure is precompressed, this is lower injection pressure, even with a corresponding one earlier crank position reached. It is known that an earlier injection leads to an increase again the ignition pressure, since the enlargement of the combustion chamber starts later in the working stroke and therefore the combustion in one lower combustion chamber content is finished. The invention overcomes this disadvantage in that that when the speed is reduced, the load on the injection valve is reduced at the same time crt and a later start of injection is set. The terms for changing the Injection pressure, and the start of injection can, by one and the same organ in Ab- · depending on the machine speed. For example, a driven by the machine. Pumps that provide a flow of liquid or air drives in the circuit with the involvement of a throttle cross section. The one with increasing Speed increasing pressure before, the throttle cross-section is used by shifting two pistons to set both an earlier start of injection and the Injection pressure to increase, and vice versa with decreasing speed.

The adjustment of the start of injection depending on the engine speed and likewise the use of a

Liquid

*) Your patent seeker stated as the inventor:

Dr.-Ing. Heinrich-Tricbiiigg in Rcrgiscl; Clodbach.

Claims (3)

Pump for this purpose has already been suggested for compressorless vehicle di'eselma'schihen. This measure alone is, however, just like the sole change in the needle load according to the main patent, not suitable for the machine to run smoothly to produce all speeds. The drawing represents an embodiment of the invention, namely shows ίο Fig. ι the overall arrangement "and AIdId. 2 one Section through the tax corrugation. The fuel pump α is moved by the plunger b with rollers b ' . The driving cam c 'sits on a sleeve set; this will ι 5 driven by the intermediary of an intermediate sleeve e from the control shaft /. The power adjustment, be it by the machine controller g or by hand, is done by the fork lever /, which causes a displacement of the sleeve el and thus the inclined cam c Adjustment is not associated with any change in the ignition point, since the shifting of the sleeve el on the sleeve e takes place along a wedge / that runs parallel to the axis; the leading edges of the cam also run parallel to the axis. But it is still a second influence of the cam possible, 'namely by adjusting the Zvvischenhülse.g means of the actuating lever 7 ;. This intermediate sleeve engages with a pin ■ I in an inclined groove of Stcuerwelle m / a. a displacement of the sleeves is to say with a rotation of the sleeve el connected, whereby the time of contact of the roller on the cam and thus the ignition time changes. A displacement of the sleeve el in the axial direction f indet in this case not take place because the sleeve is fixed by the lever / in the axial direction. A gear pump is operated by the control shaft or another shaft permanently connected to it, which drives a flow of oil from the line «into the line n '. Dias' · pressure oil must flow through a throttle point ρ in order to get back into the suction line «. If the size of the throttle opening ρ remains the same, the pressure in the line n 'increases according to the square root of the speed of the oil flow, which corresponds to the respective rotational speed of the machine. A cylinder 0 is connected to the line n ' , in which a piston o' bc- ■ moves. This piston, which is loaded by a spring η, must now change its position according to the number of revolutions of the machine. The piston is by a rod / 'with the above-mentioned lever /; connected, which causes the injection start adjustment of the machine. As the engine speed rises, the piston rises, pulls the intermediate sleeve e to the left and thereby gives earlier injection and ignition; As the speed decreases, the injection is started later in the same way by shifting the intermediate sleeve to the right. The head of the adjusting screw t, which acts on the throttle cross-section, is used for the initial setting in order to determine the most favorable start of injection at a certain speed. By choosing the lever ratio and the arrangement of the linkage, it is possible, starting from this point, to automatically set the ignition point which is favorable, for example, at slow idling. The illustrated adjustability of the cam sleeve both in the axial direction and in the direction of rotation makes it possible to meet all control requirements with one and the same organ, eliminating the need for collecting devices for the pump tappet and throttle or return elements for the fuel. in the drawing, 1 furthermore denotes the; Fuel valve needle which, through the nozzle 2, lets the fuel into the cylinder chamber 4 after the tension of a spring 3 has been overcome. The spring tension 'is overcome by the pressure of the fuel pump α. The spring is therefore compressed during the effective pressure stroke of the pump, and its tension corresponds to the liquid pressure with which the fuel ¹ enters the cylinder when the needle opens. A device is now provided for changing the pressure of this spring by pressurizing the space 6 above the Fcdertcller 5 of each cylinder by the gear pump through the line 7. Since the space 6 is subject to the changes in the oil pressure of the gear pump caused by changes in the speed, the spring tension and thus also the pressure with which the fuel flows into the cylinder will change according to the change in speed. J: 'Λ T Ii N T Λ N S P R Ü C H Ii: ι. Method for the regulation of internal combustion engines with fuel pressure self-opening injection nozzle according to patent 520784, thereby characterized in that the opening pressure is simultaneously reduced when the speed is reduced . the injection nozzle is reduced in size and a later start of injection is set. 2. Device for performing the method according to claim 1, characterized in that draws that the members to change the opening pressure and the start of injection by one and the same organ in Dependence on the machine speed be operated. 3. A device according to claim 2, characterized in that the organ dependent on the machine speed consists in a per se ■ known pump which umreib't a liquid or air flow in the circuit with the involvement of a throttle cross-section (p), the with increasing Speed-increasing pressure in front of the throttle cross-section is used both by adjusting a piston (0 ') or the like to adjust the start of injection and by adjusting another piston (6) to increase the injection pressure. 1 sheet of drawings