EP0009475A2 - Dispositif de réglage pour des moteurs Diesel - Google Patents

Dispositif de réglage pour des moteurs Diesel Download PDF

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Publication number
EP0009475A2
EP0009475A2 EP79890035A EP79890035A EP0009475A2 EP 0009475 A2 EP0009475 A2 EP 0009475A2 EP 79890035 A EP79890035 A EP 79890035A EP 79890035 A EP79890035 A EP 79890035A EP 0009475 A2 EP0009475 A2 EP 0009475A2
Authority
EP
European Patent Office
Prior art keywords
control
scanning
control device
lever
stop
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.)
Granted
Application number
EP79890035A
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German (de)
English (en)
Other versions
EP0009475B1 (fr
EP0009475A3 (en
Inventor
Anton Dipl.-Ing. Dr. Pischinger
Heinz Ing. Rathmayr
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Friedmann and Maier AG
Original Assignee
Friedmann and Maier AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from AT0683778A external-priority patent/AT366153B/de
Application filed by Friedmann and Maier AG filed Critical Friedmann and Maier AG
Publication of EP0009475A2 publication Critical patent/EP0009475A2/fr
Publication of EP0009475A3 publication Critical patent/EP0009475A3/de
Application granted granted Critical
Publication of EP0009475B1 publication Critical patent/EP0009475B1/fr
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • 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
    • F02D1/04—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 by mechanical means dependent on engine speed, e.g. using centrifugal governors
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/24—Fuel-injection apparatus with sensors

Definitions

  • the invention relates to a control device for diesel engines, which controls the maximum delivery rate and the start of injection of a diesel engine as a function of influencing variables via control curves, in particular one with individual injection pumps or individual injection pump nozzle units which are driven by a camshaft via rocker arms.
  • the design according to the invention essentially consists in that at least one control curve serving to limit the largest optimum delivery quantity of the pump assigned to the respective operating state is arranged coaxially with at least one control curve serving to set the start of injection on a common axis or shaft.
  • the coaxial arrangement of control cams for the limitation of the maximum control rod travel allows a simple limitation of this control rod travel in such a way that the position of the control curve comes into effect that limits the control rod travel to its lowest maximum permissible adjustment position.
  • the delivery limit stop i.e. the stop that limits the maximum path of the control rod
  • the coaxial arrangement of the control cams results in the advantage of significantly smaller dimensions
  • the adjustment of the control cams, for example for the delivery rate limit stop and the adjustment of the injection timing, insofar as they depend on the same influencing variable, for example the speed can be adjusted from a common adjustment path derived from the speed controller via a common component, for example a toothed rack.
  • the design can be such that the control cams can be rotated about the common axis
  • Lifting cams are arranged which act at least in part on a common scanning element and, in accordance with the control by the influencing variables to which they are assigned, come into engagement with this common scanning element.
  • the control curve which is controlled by the influencing variable which is decisive for the relevant operating state can be brought to bear on the sensing element.
  • the setting of the limit stop that limits the maximum stroke of the control rod by means of which, for example, an excess of the smoke limit is to be avoided, is not only dependent on the speed of the machine, but also on other influencing variables, such as, for example, the boost pressure and the temperature, provided that an optimal gear of the diesel engine is to be achieved.
  • the speed determines the maximum amount of fuel that can be processed.
  • the maximum amount of fuel that can be processed is dependent on the air pressure in the intake manifold, which depends on the boost pressure in diesel engines working with a charging fan and on atmospheric pressure in diesel engines without a charging fan, and in other operating conditions the amount of fuel that can be processed without exceeding the smoke limit depends on the operating temperature of the engine.
  • This maximum amount of fuel that can be processed by the engine should never be exceeded, and according to the invention, that influencing variable should determine the position of the stop that limits the maximum travel of the control rod, which determines the largest amount of fuel that can be processed.
  • the arrangement is expediently such that the lifting cams, which are controlled by various influencing variables and act on a common scanning element, are freely rotatable relative to one another on the common axis and independently of one another in accordance with the control system the influencing variables to which they are assigned reach the common scanning element in the attack position.
  • a stop limiting the maximum stroke of the control rod can be controlled by a scanning element common to several control cams (lifting cams), onto which a control curve coupled to a speed measuring device and a control curve coupled to a pressure in the intake line of the engine or to atmospheric pressure act upon pressure sensitive element or a control cam coupled by an operating temperature, such as cooling water temperature, oil temperature and / or temperature of the cylinder head, fuel temperature or by the outside temperature, acts on the control cam, all control cams acting in the sense of a reduction in the maximum amount of fuel that can be injected on the common scanning organ.
  • a separate speed measuring device is preferably provided for controlling the lifting cam coupled to the speed measuring device.
  • the lifting cams can be driven in a simple manner in that toothed segments or gears are connected coaxially to the lifting cams, which mesh with toothed racks which are adjustable by the organs registering the influencing variables.
  • one or more additional control cams are arranged on the common axis, which act on a, possibly common, separate sensing element, the latter controlling a different operating variable, control cams controlled by the same influencing variable being connected to one another in a rotationally secure manner if they are formed on lifting cams are.
  • the non-rotating connection of several lifting If the cam is arranged on the same axis, this can be carried out using simple design means and because the lifting cams controlled by the same influencing variable are connected to one another in a rotationally secure manner, the control is simplified since now only one lifting cam of the relevant one Influencing variable must be controlled.
  • a lifting cam connected to the lifting cam coupled to the speed measuring mechanism and preferably also a lifting cam connected to the lifting cam coupled to the temperature-sensitive element cooperates with a sensing element which cooperates actuated a spray timing adjustable.
  • a hydraulic power amplifier (servo element) is expediently between the scanning element and the spray timing adjuster Transmission mechanism switched on.
  • the arrangement should therefore be such that the limit stop that limits the maximum control rod travel during operation can be pushed through during start-up in the sense of an increase in the maximum control rod travel and thus an increase in the injection quantity.
  • the stop limiting the maximum stroke of the control rod is controlled by a swivel lever which is supported against the sensing element, which swivel lever is pivotally mounted about an eccentric element, the rotation of which causes the setting of an increased injection quantity when starting is made possible.
  • control cams can not only be arranged on lifting cams within the scope of the invention. In many cases it can prove to be advantageous to provide bodies of revolution or segments of bodies of revolution whose generators ent are shaped according to the control curve.
  • the scanning member is a reciprocating member when using lifting cams.
  • the design is therefore preferably such that at least some of the control curves are formed by the generatrix of a rotating body or segment of a rotating body, which rotating bodies or segments of these rotating bodies are axially displaceably mounted on the common axis, and the associated scanning element by one is pivotable to the axis of the rotary body parallel axis and formed in the direction of its pivot axis mounted scanning lever.
  • the mounting of these rotating bodies on the common axis in turn represents a structurally particularly simple mounting for the arrangement of a plurality of rotating bodies.
  • an embodiment according to the invention is made possible in which at least one rocker arm has a plurality of scanning lever arms which operate with rotating bodies controlled by different influencing variables or segments work together.
  • Such a design allows a company size to be regulated in a simple manner as a function of several influencing factors. This makes it possible to take advantage of the control movement of the influencing variables which result in the greatest deflection and thereby to adjust the relevant operating variable in accordance with the requirements.
  • the reciprocating movement of the organ moved by the influencing variable can be transmitted directly to the rotating body having the control cam, and the mounting of this rotating body on an axis is structurally simple.
  • the generators of a rotating body form the control curve, the control is not distorted by the pivoting of the scanning lever, which comes into contact with different generators of the rotating body as a result of its pivoting, since of course all generators are of the same shape.
  • the end of the scanning lever that comes into contact with the rotary body is expediently designed with a roller. If the roller is arranged so that its axis intersects the axis on which the scanning lever is mounted, any distortion of the control is also avoided by this roller.
  • the scanning members are expediently designed as rocker arms, which have at least one scanning lever arm forming the scanning lever and the other arm of which adjusts the organ setting the operating size, whereby a simple transfer of the control movement to the organ to be controlled is achieved.
  • two interconnected rotating bodies can also be displaceably mounted as a function of the rotational speed, one of which cooperates with a scanning lever that controls the stop that limits the maximum delivery rate and the other interacts with a scanning lever that controls the start of injection.
  • several operating variables for example the maximum amount of fuel and the time of injection, can be controlled by the same influencing variable without any particular design effort. It is only necessary for the two rotating bodies to have generatrixes shaped according to the required control curves.
  • the arrangement can be such that the lever arm forming the stop limiting the maximum delivery quantity has a ramp which extends transversely to the pivot axis of this lever arm and forms the stop.
  • the rocker arm having the lever arm which forms or actuates the stop which limits the maximum delivery quantity is mounted on an eccentric which can be rotated for the purpose of increasing the starting filling.
  • This displacement path of the eccentric can be limited by a stop controlled by a temperature-sensitive element influenced by the engine temperature, which takes into account the fact that a lower excess fuel quantity is required when the engine is hot than when starting cold.
  • FIG. 1 shows a simplified schematic illustration of the device according to the invention
  • FIG. 2 shows a cross section through a structurally simple arrangement of signal transmitters and signal receivers
  • FIGS. 3, 4 and 5 detail representations for the constructive design of the speed-dependent adjustment, as well as the start quantity release in various cracks
  • FIG. 4 shows a cross section along the line IV-IV of FIG. 3
  • FIG. 3 shows a cross section along the line III-III of FIG. 5
  • FIG. 6 7 shows a schematic illustration of the temperature-dependent adjustment
  • FIG. 8 shows a schematic illustration of the speed-dependent control of the spray adjustment
  • FIG. 1 shows a simplified schematic illustration of the device according to the invention
  • FIG. 2 shows a cross section through a structurally simple arrangement of signal transmitters and signal receivers
  • FIGS. 3, 4 and 5 detail representations for the constructive design of the speed-dependent adjustment, as well as the start quantity release in various cracks
  • FIG. 4 shows a cross section along the line IV-IV of FIG. 3
  • FIG. 3
  • FIG. 9 shows a cross section through the servo element actuated by the device according to FIG 10 shows a schematic illustration of a further embodiment of the device according to the invention
  • FIG. 11 shows a section along the line XI-XI of FIG. 10
  • FIG. 12 shows a detail of the delivery rate stop in the view according to arrow XIII of FIG. 11.
  • flyweights 1 are for adjusting the winningmengenverstellgliedes or: provided control rod 2, wherein said flyweights are pivoted 1 against the force of the idling spring 3 and the Endabregelfeder. 4
  • a regulator sleeve rod 5 is provided, via which the movement corresponding to the movement of the regulator sleeve in the axial direction of the axis of rotation of the centrifugal weights is transmitted to the control rod 2 via a drag spring mechanism 6 and a regulator lever 7.
  • the design is so made that the regulator sleeve rod 5 is passed through a bore in the motor or pump camshaft 8.
  • the camshaft 8 is driven by the gear 9.
  • the regulator sleeve rod 5 engages via a coupling pin 10 on an arm of the centrifugal weights 1 and is displaced in this way when the centrifugal weights 1 are pivoted out with increasing speed in the axial direction.
  • the centrifugal weights 1 are pivotally mounted on a support 11.
  • centrifugal weights 12, which cooperate with a sleeve 13 are pivotably mounted on the carrier 11.
  • the Centrifugal weights 12 and the sleeve 13 form the speed measuring device, the axial stroke of the sleeve 13 being picked up by a bell crank 16, which is loaded by the force of a spring 17, with the interposition of a slide washer 14 on a sliding piece 15.
  • the bell crank 16 acts on a rack 18, the displacement of which represents an analog signal for the speed.
  • the camshaft 8 has cams 19 and 20 for the control of the valves and cams 21 for the actuation of the injection pump.
  • the position of the control rod 2 can by hand, which is articulated on an axis 23, and via which the pivot axis 37 of the control lever 7 can be adjusted, by hand in the sense of an increase in the delivery rate in the direction of arrow 24 or in the sense of a reduction the delivery rate can be adjusted in the direction of arrow 25.
  • the individual control rods 27 provided for each pump nozzle unit 26 are connected to this control rod 2, such a pump nozzle unit 26 being provided for each cylinder.
  • the path of the control rod 2 is limited by an adjustable delivery quantity scarf 28 which is acted upon by a spring 29 in the sense of increasing the permissible delivery rate.
  • a lever 30 is in abutment with the delivery rate stop 28.
  • the lever 30 has a roller tappet 31, the actuation of which adjusts the delivery quantity stop 28.
  • the toothed segment 32 is connected in a rotationally secure manner to a lifting cam 33, which represents or carries a control cam for the roller tappet 31.
  • a lifting cam 34 is connected in a rotationally secure manner to this toothed segment 32, which together with a counterblow 35 for the adjustment of the injection timing works.
  • the lifting cam 33 causes via the roller tappet 31 and the lever 30 an adjustment of the delivery or full load stop 28 as a function of the speed of the camshaft 8 and it can thus limit the path of the control rod 2 in the direction of increasing amount adapted to the respective requirements of the injection engine which should be optimized in terms of smoke, torque and consumption.
  • the speed-dependent adjustment of the injection time is carried out in an analogous manner to the adjustment of the delivery quantity stop 28 via the deflection lever 16, the rack 18, the toothed segment 32, the lifting cam 34 and the counter stop 35 to the servo device 36, which will be described in detail later.
  • the membrane is shown in FIG. 1 and the piston of a boost pressure measuring unit, which is loaded by a spring 40, is shown in FIG.
  • the charge-pressure-dependent displacement of the membrane 38 is transmitted to a toothed rack 41, which cooperates with a toothed segment 42 mounted coaxially to the toothed segment 32.
  • the toothed segment 42 is non-rotatably connected to a lifting cam 43, which comes into operative connection with the roller tappet 31 when the line of contact with the roller tappet 31, which is created by rotating the nub cam 43, comes at a greater radial distance from the pivot axis 44 than the greatest radial distance of the lifting cam 33 in the direction of the roller tappet 31.
  • the limitation of the control rod travel required by the boost pressure takes precedence over the limitation of the control rod travel by the speed of the camshaft and is passed on to the delivery quantity stop 28 via the lever 30.
  • Fig. 2 the reference numerals of Fig. 1 are retained and it can be seen that the toothed segments 32 and 42 are arranged coaxially pivotable about the axis 44 and are non-rotatably connected to lifting cams 33 and 43.
  • the rack 18 causes a rotation of the lifting cam 33, which interacts with the roller tappet 31 for the adjustment of the delivery quantity stop 28 and, on the other hand, effects the adjustment of the lifting cam 34, which is also arranged coaxially, and which interacts with the counter stop 35 for adjusting the injection timing.
  • the toothed rack 41 effects the boost pressure-dependent adjustment of the lifting cam 43, which likewise causes the delivery quantity stop 28 to be adjusted via the roller tappet 31.
  • the rotation of the toothed segment 42 leads to a rotational position of the lifting cam 43, in which the radial distance a of the circumference of the lifting cam 43 in the direction of the roller tappet 31 is greater than the radial distance of the circumference of the lifting cam 33 in FIG same direction, whereby the signal corresponding to the boost pressure is supplied to the delivery quantity adjusting element 28.
  • FIG. 2 also shows a toothed rack 47 which acts on a toothed wheel or toothed segment 48 to which a lifting cam 49 is connected in a rotationally secure manner.
  • the rack 47 is shifted depending on a temperature measuring mechanism and the lifting cam 49 interacts with the roller tappet 31 when the circumferential curve resulting from the corresponding rotation of this lifting cam extends radially in the direction of the roller tappet over the greatest radial distances of the circumferential curve of the lifting cams 33 and 34 .
  • the delivery rate stop 28 is adjusted as a function of speed, boost pressure or atmospheric pressure and temperature in such a way that the respective tax curve of the lifting cams 33, 34 and 49 cooperates with the roller tappet 31, which has the greatest radial distance from the common pivot axis 44 at a certain rotational position of the corresponding lifting cams, whereby each of the three separate influencing variables influences the delivery rate stop which has the largest amount of fuel that can be processed certainly.
  • the largest amount of fuel that can be processed is one of the operating parameters of a diesel engine.
  • Another operating variable of the diesel engine is, for example, the time of injection.
  • the adjustment of the injection time by the counter-stop 35 is effected as a function of the speed via the cam 34, which is also rotatably supported on the axis 44 about the axis.
  • the spray adjustment can also be carried out as a function of the temperature, for which purpose a lifting cam 50 is provided which is arranged coaxially with the other lifting cams and is non-rotatably connected to the toothed segment or gear 48 via a shaft 51 and bolts 52 and 53, which in turn is connected is connected to the rack 47, which is shifted depending on the temperature.
  • the control curve of the lifting cams 34 and 50 which results in the greater radial distance from the articulation axis 44 and thus comes into operative connection with the stop 35, is also relevant for the adjustment of the injection time.
  • a particularly compact structural design is achieved by this design.
  • the speed-dependent approximation of the limitation of the path of the delivery quantity adjusting element or the control rod 2 is shown in detail on the basis of a preferred design.
  • Fig. 3 the reference numerals from the previous figures are retained and the rack 18, which transmits the speed-dependent signal to the gear 32, is shown.
  • the gear 32 sits on a speed signal shaft 54 and is through with the cam 33 a dowel pin 55 non-rotatably connected.
  • the boost pressure signal shaft 56 is arranged coaxially with the speed signal shaft 54 and carries the ring gear 42, which in turn meshes with the rack 41 of the boost pressure sensor.
  • the lifting cam 43 is connected to the boost pressure signal shaft 56 in a rotationally secure manner by means of a dowel pin 57.
  • a sleeve 58 which carries the lifting cam 34, is connected coaxially and in a rotationally secure manner to the speed signal shaft 54, the rotationally secure connection being secured via a pin 59.
  • the lifting cam 34 interacts with the stop 35, which is pivotably mounted about an axis 60 and, when it is pivoted, acts on the device for adjusting the injection timing by means of a deflection shaft 61.
  • the torsion spring is shown, which releases the stop plate 62 after actuation of the solenoid 45, whereby the start overfilling is made possible.
  • the lifting magnet 45 has an armature 63 which is pulled downward by the magnet against the force of the spring 64.
  • the armature 63 slides within the sleeve 65, which also receives the spring 64.
  • Fig. 4 the rack 18 of the speed sensor can be seen, which is shifted via the bell crank 16 under the action of the movement of the flyweights 12 against the force of the spring 17.
  • the bell crank 16 strikes against an adjustable bolt 66, the precise adjustment of which can be adjusted by the lock nut 67.
  • the rack 18 meshes with the ring gear 32 of the speed signal shaft 54.
  • Deriving the displacement path of the rack 18 from a separate speed measuring device (flyweights 12) has the advantage that the displacement path of this rod by suitable adjustment of the springs 17 or the additional spring 68, can be set separately and can be selected independently of the centrifugal weight regulator acting directly on the control rod.
  • the delivery quantity stop 28 is in engagement with the lever 30, which is pivotably mounted on the eccentric 69.
  • the lever 30 has the roller tappet 31, which cooperates with the lifting cams 33 and 43 and engages the delivery quantity stop 28 via a stop piece 70.
  • the delivery quantity stop 28 is designed as a threaded rod and has a holding piece 71, on which the compression spring 29 acts. The relative position of the full load stop 28 to the stop piece 70 can be adjusted by turning the full load stop 28 after loosening the lock nut 72.
  • the boost pressure sensor is formed by a membrane 38 and a piston 39 loaded by the spring 40, the boost pressure or, in a corresponding embodiment, the atmospheric pressure acting on the membrane 38 via the opening 76.
  • the rack 41 meshes with a gear 42, which sits on the boost pressure signal shaft 56, and the displacement of the rack 41 thus results in a rotation of the lifting cam 43, which in turn cooperates with the roller tappet.
  • FIG. 7 shows schematically the temperature-dependent adjustment of the delivery rate stop, which is not shown in FIGS. 3 to 6 for better clarity. Any characteristic temperature can be used as the operating variable for this adjustment, for which oil, cooling water, cylinder head or fuel temperature of the injection internal combustion engine may be mentioned.
  • An expansion element 77 acts here as a signal transmitter, which causes the displacement of a toothed rack 47, which is already shown in FIG. 2. With this rack 47 meshes a gear 48, which is non-rotatably connected to a control cam 49.
  • the gear 48 is in turn arranged coaxially to the speed signal or the boost pressure signal wave and the lifting cam 49 acts like the stop curves of the lifting cams 33 and 43 on the roller tappet 31, which causes the displacement of the delivery rate stop 28 via the lever 30.
  • control cams of the lifting cams 33, 43 and 49 each act on the same roller tappet 31, if all three adjustment functions are to be used, i. an adjustment to the speed, the boost pressure and the temperature should always take effect effectively the control curve that specifies the lowest delivery rate.
  • FIG. 8 shows an enlarged design of the adjustment of the injection timing as a function of the speed.
  • the lifting cam 34 which cooperates with the counter stop 35 for the adjustment of the injection timing, is connected in a rotationally secure manner to the speed signal shaft 54.
  • the counter-stop 35 is pivotally connected to a spring-loaded shaft 78 arranged concentrically to this axis, the stop 35 being arranged eccentrically to the axis 60 and being connected to the shaft 78 by means of a deflection shaft 61.
  • the shaft 78 is rotated by a torsion spring 79 in the sense that the counter stop 35 bears against the lifting cam 34.
  • a stop piece 80 is connected in a rotationally fixed manner to the shaft 78 and carries an adjustable threaded pin 81 at its end.
  • the setscrew 81 interacts, as shown in FIG. 9, with the control piston 82 of the servo device 83 for the adjustment of the injection timing. 8 only provides the speed-dependent influencing of the control piston 82. However, as shown in FIG. 2, a further cam with a corresponding control curve for the temperature-dependent adjustment of the injection timing can also be provided on the counter-stop 35.
  • the working piston 84 of the injection adjuster which is designed as a follower piston, is brought into the position predetermined by the control piston 82 by the pressure of the engine lubricating oil of the internal combustion engine or a suitable oil pressure of an auxiliary oil circuit.
  • the lubricating oil pressure is constantly applied to the chamber 85.
  • the chamber 86 which has a larger piston end face, is either connected to the chamber 85, which causes an oil flow to the chamber 86, or by pushing it over other (lower) control edge connected to the non-pressurized housing space, which results in an oil flow to the chamber 85.
  • the working piston 84 is connected via the tab 87 to a known device for adjusting the injection timing. When the engine is not running, pressure oil is generally not available. The working piston 84 is therefore held in a defined starting position by a spring 88.
  • the governor is designated 89.
  • the flyweights 90 are pivotably arranged on a carrier 91 and are rotated at the camshaft speed. During rotation, the flyweights 90 compress the springs 92, 93 and 94, and a coupling sleeve rod 96 is moved via a coupling pin 95 when these flyweights swing out.
  • This reciprocating movement of the regulator sleeve rod 96 is transmitted, with the interposition of a trailing spring 97, to a regulator sleeve 98, to which a regulator lever 99 engages, which transmits the reciprocating movement of the regulator sleeve to a delivery quantity adjusting element 100.
  • the control lever 99 is mounted on an eccentric 101, which can be adjusted via a hand lever 102, so that when the hand lever 102 is adjusted, the delivery rate adjustment member 100 can be adjusted independently of the setting tapped by the control sleeve 98.
  • the trailing spring 97 interposed between the control sleeve 98 and a spring plate 103 serves to reduce and limit the forces acting fully on the full load stop 104 or on the control rod or the delivery quantity adjusting member 100 and the lever 102 in the position.
  • a speed measuring device 105 which has centrifugal weights 106.
  • the flyweights 106 are again on the flyweight carrier 91 pivotally mounted and when pivoting these flyweights 106, a spring 107 is compressed.
  • the centrifugal weights 106 are here connected to a sleeve rod 109 via a coupling bolt 108 and the reciprocating movement of this sleeve rod 109 is transmitted via a bolt 110 to a lever 112 mounted in a pivot point 111.
  • the displacement path specified by the speed measuring mechanism 105 is now intended to be effective, for example, for limiting the path of the delivery quantity adjusting member 100, and therefore a rotary body 113 is displaceably mounted on an axis 114 in its axial direction, the lever 112 transmitting the displacement path of the sleeve rod 109 with its bearing 111 turned away end 115 is engaged with the rotating body 113. With increasing speed, the rotating body 113 is thus displaced in the direction of arrow 116.
  • the rotary body 113 has on its periphery control cams 117 and 118 which cooperate with the scanning members 119 designed as rocker arms for the adjustment of the delivery limit stop 104 and 120 for the adjustment of the injection timing.
  • the rocker arms 119 and 120 are hereby pivotable on a shaft 121 parallel to the mounting of the rotating body 113 and are mounted immovably in the axial direction of this shaft 121.
  • the scanning rollers 122 now arrive of the swivel lever 119 and 123 of the swivel lever 120 in contact with different positions of the control cams 118 and 117 and the delivery rate limit stop 104 or the spray timing adjustment device is influenced thereby, the rocker arms 119 and 120 pivoting about the shaft 121.
  • boost pressure cell 124 is also a boost pressure cell 124 is shown, in which the boost pressure acts through openings 125 on a membrane 126 and transmits the resulting displacement of this membrane against the force of a spring 127 to a transmission rod 128 which, with the interposition of a plate 129 on the Membrane 126 is supported.
  • the reciprocating displacement path of this transmission rod 128 is passed on to a rotary body 130 which again cooperates with rollers 131, a displacement of the transmission rod 128 in its axial direction causing the lever connected to the roller 131 to pivot.
  • the roller 131 is connected in a rotationally secure manner to the pivot lever 119 via a hub 132 mounted on the shaft 121, so that a reciprocating movement of the rotary body 130 leads to a pivoting movement of the delivery limit stop 104. Due to the rotationally secure coupling of the scanning elements 119 and 131, that pivoting of the delivery limit stop 104 will occur which results in the larger pivoting path, one of the two rollers 122 and 131 then lifting off from the control surfaces assigned to them.
  • the scanning rollers 114 and 123 are engaged with the rotating body 113 and, depending on the position of the rotating body 113, effect a corresponding adjustment of the pivoting levers 120 for the spray adjuster and the delivery limit stop 104.
  • the storage of the delivery limit stop is dependent on one of the two Start actuatable device for releasing the path of the control rod is eccentrically adjustable and for this purpose a lever 133 actuating the eccentric is provided which is pulled via an electromagnet 134 into a position 133 'corresponding to the start.
  • the lever 133 rests on an expansion element 135, the core 136 of which is shifted as a function of the temperature, so that the adjustment path of the delivery limit stop for releasing the excess starting quantity can still be set as a function of the measured temperature.
  • the fulcrum of the angle lever 119 is shifted such that the roller 122 on the rotating body pivots the delivery limit stop 104 into a position which allows a larger delivery volume and thus a larger free path for the delivery amount adjustment member 100.
  • the electromagnet 134 is de-energized again, with 137 being an electronic delay element which keeps the electromagnet energized even after the switch 138 has been opened until a predetermined delay time has expired.
  • the pivot lever 133 then returns to its operating position due to the force of the spring 139 and the delivery quantity limiting element 104 is pivoted into the operating position, the position of the eccentric being adjustable in the operating position by a stop 140.
  • the conveying quantity limiting element 104 is connected to a spring 141, which holds the rocker arm 119 and thus the roller 123 in contact with the rotating body 113.
  • the rocker arm 120 which is connected to a spring 142, which holds the roller 123 of this rocker arm 120 in contact with the rotating body 113, is provided for the adjustment of the injection time as a function of the rotational speed.
  • an adjustable stop 143 is provided, which interacts with a pressure-oil-controlled servo element 144.
  • the delivery rate limit stop 104 is shown in the stop position on the delivery rate adjustment member 100.
  • the delivery limit stop 104 has a stop ramp 147. By pivoting the delivery limit stop 104, the free path of the delivery rate adjustment member 100 is increased or decreased depending on the inclined surface of the ramp 147.

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)
  • Fuel-Injection Apparatus (AREA)
EP19790890035 1978-09-21 1979-09-21 Dispositif de réglage pour des moteurs Diesel Expired EP0009475B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AT0683778A AT366153B (de) 1978-09-21 1978-09-21 Regeleinrichtung fuer brennstoffeinspritzpumpen von dieselmaschinen
AT6837/78 1978-09-21
AT806578 1978-11-10
AT8065/78 1978-11-10

Publications (3)

Publication Number Publication Date
EP0009475A2 true EP0009475A2 (fr) 1980-04-02
EP0009475A3 EP0009475A3 (en) 1980-09-17
EP0009475B1 EP0009475B1 (fr) 1982-12-29

Family

ID=25603365

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19790890035 Expired EP0009475B1 (fr) 1978-09-21 1979-09-21 Dispositif de réglage pour des moteurs Diesel

Country Status (2)

Country Link
EP (1) EP0009475B1 (fr)
DE (1) DE2964426D1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0041939A1 (fr) * 1980-06-11 1981-12-16 Friedmann & Maier Aktiengesellschaft Dispositif d'injection pour moteurs à combustion interne à injection
FR2504197A1 (fr) * 1981-04-18 1982-10-22 Spica Spa Dispositif d'avance pour des pompes d'injection de carburant dans des moteurs a combustion interne
WO1988002810A1 (fr) * 1986-10-20 1988-04-21 Elsbett L Agencement de regulation pour systeme d'injection de carburant de moteur a combustion interne
WO1988003606A1 (fr) * 1986-11-06 1988-05-19 Elsbett L Couvercle de tete de cylindre
CN114215907A (zh) * 2021-12-24 2022-03-22 江苏经贸职业技术学院 一种带驻车功能的双电机控制液压制动器

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1297616A (fr) * 1961-08-17 1962-06-29 Bosch Gmbh Robert Régulateur pour le mélange air-carburant de machines thermiques à injection et pompe d'injection pourvues dudit régulateur
US3311102A (en) * 1964-11-10 1967-03-28 Bosch Arma Corp Excess fuel starting device for fuel injection engines
FR1488552A (fr) * 1966-08-02 1967-07-13 Daimler Benz Ag Dispositif pour adapter la quantité injectée de carburant à l'air de combustion amené sur des moteurs diesel
US3572303A (en) * 1968-08-22 1971-03-23 Bendix Corp Fuel injection pump
DE2555569A1 (de) * 1975-01-02 1976-07-08 Friedmann & Maier Ag Regeleinrichtung fuer einspritzpumpen
US3968779A (en) * 1975-02-11 1976-07-13 Stanadyne, Inc. Fuel injection pump and injection control system therefor
FR2362280A1 (fr) * 1976-08-20 1978-03-17 Bosch Gmbh Robert Dispositif de regulation pour moteurs a combustion interne a injection du type diesel suralimente

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1297616A (fr) * 1961-08-17 1962-06-29 Bosch Gmbh Robert Régulateur pour le mélange air-carburant de machines thermiques à injection et pompe d'injection pourvues dudit régulateur
US3311102A (en) * 1964-11-10 1967-03-28 Bosch Arma Corp Excess fuel starting device for fuel injection engines
FR1488552A (fr) * 1966-08-02 1967-07-13 Daimler Benz Ag Dispositif pour adapter la quantité injectée de carburant à l'air de combustion amené sur des moteurs diesel
US3572303A (en) * 1968-08-22 1971-03-23 Bendix Corp Fuel injection pump
DE2555569A1 (de) * 1975-01-02 1976-07-08 Friedmann & Maier Ag Regeleinrichtung fuer einspritzpumpen
US3968779A (en) * 1975-02-11 1976-07-13 Stanadyne, Inc. Fuel injection pump and injection control system therefor
FR2362280A1 (fr) * 1976-08-20 1978-03-17 Bosch Gmbh Robert Dispositif de regulation pour moteurs a combustion interne a injection du type diesel suralimente

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0041939A1 (fr) * 1980-06-11 1981-12-16 Friedmann & Maier Aktiengesellschaft Dispositif d'injection pour moteurs à combustion interne à injection
FR2504197A1 (fr) * 1981-04-18 1982-10-22 Spica Spa Dispositif d'avance pour des pompes d'injection de carburant dans des moteurs a combustion interne
WO1988002810A1 (fr) * 1986-10-20 1988-04-21 Elsbett L Agencement de regulation pour systeme d'injection de carburant de moteur a combustion interne
WO1988003606A1 (fr) * 1986-11-06 1988-05-19 Elsbett L Couvercle de tete de cylindre
CN114215907A (zh) * 2021-12-24 2022-03-22 江苏经贸职业技术学院 一种带驻车功能的双电机控制液压制动器
CN114215907B (zh) * 2021-12-24 2023-04-11 江苏经贸职业技术学院 一种带驻车功能的双电机控制液压制动器

Also Published As

Publication number Publication date
DE2964426D1 (en) 1983-02-03
EP0009475B1 (fr) 1982-12-29
EP0009475A3 (en) 1980-09-17

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