EP0158846A2 - Régulateur centrifuge pour moteurs à combustion interne à injection de combustible - Google Patents

Régulateur centrifuge pour moteurs à combustion interne à injection de combustible Download PDF

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Publication number
EP0158846A2
EP0158846A2 EP85103151A EP85103151A EP0158846A2 EP 0158846 A2 EP0158846 A2 EP 0158846A2 EP 85103151 A EP85103151 A EP 85103151A EP 85103151 A EP85103151 A EP 85103151A EP 0158846 A2 EP0158846 A2 EP 0158846A2
Authority
EP
European Patent Office
Prior art keywords
control rod
spring
stop
stroke
control
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
EP85103151A
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German (de)
English (en)
Other versions
EP0158846B1 (fr
EP0158846A3 (en
Inventor
Horst Klinger
Werner Lehmann
Michael Dipl.-Ing. Zeuch
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0158846A2 publication Critical patent/EP0158846A2/fr
Publication of EP0158846A3 publication Critical patent/EP0158846A3/de
Application granted granted Critical
Publication of EP0158846B1 publication Critical patent/EP0158846B1/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
    • 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
    • F02D1/04—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
    • F02D1/045—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 characterised by arrangement of springs or weights
    • 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

Definitions

  • the invention is based on a centrifugal governor according to the preamble of the main claim.
  • a centrifugal speed controller for injection internal combustion engines is already known, which works as an idle end speed controller and in which the path of the control rod increases in direction - the flow rate is limited by a resilient control rod stop containing a starting spring.
  • This stop is shown in Figure 7 of said patent and works as an automatic start quantity stop. It is also known as the "spring control rod stop for RQ controllers for starting quantity limitation" from the publication - Diesel injection equipment (2) speed controller for in-line injection pumps - from Robert Bosch GmbH, Stuttgart, (VDT-UBP 210/1, first edition September 30th 1975, Figure 84 on page 37).
  • the full load can not be limited by the control rod stop as they go through - is set corresponding adjustment of the housing-end stop for the adjuster.
  • each longitudinal movement of the regulator sleeve which is generated by swinging the centrifugal weights, bearing play at the connection points and play in the camshaft bearings, has an effect on the control rod with a corresponding lever ratio. This causes the control rod to vibrate.
  • a so-called "pre-regulation” occurs, which leads to a reduction in quantity and thus to a loss of performance, especially in the area of maximum performance.
  • control rod tremors Due to the swinging of the control rods, also called “control rod tremors", the full load position of the control rod is no longer precisely defined, so that either the permissible control rod travel is exceeded and, in the worst case, the smoke limit, or it becomes, for example, even at low speeds, or in the middle Speed range does not reach maximum performance; that is, there is an unwanted adjustment (speed-dependent delivery quantity correction).
  • the setting of such controllers is extremely cost-intensive and very difficult to master, whereby compromises have to be made in terms of performance and smoke limit. With all speed controllers, e.g. B.
  • This device has also already been used for use in idle speed controllers, but is very costly, difficult to set with regard to the start unlocking, and it is also possible to maintain the start quantity in full load operation for too long in certain operating states, e.g. when starting under heavy load, so that there is excessive smoke emission.
  • the aim of the invention is now to switch off at idle speed governors of the generic type, which are provided with a resilient control rod stop, which cause a reduction in performance or excessive smoke emissions and the basic setting complicating unwanted control rod movements in full load operation.
  • centrifugal speed governor with the characterizing features of the main claim allows in the case of the centrifugal force governor operating as an idling final speed governor, despite the adjusting member resting on the end stop, the full-load position of the control rod is fixed by the resilient control rod stop and, at the same time, the automatic activation of an additional starting quantity when the governor is stationary. This avoids the dreaded "control rod tremors" and the resulting inaccuracies in the control of the delivery rate as well as the adjustment difficulties.
  • the measures and features listed in the subclaims enable advantageous developments and improvements of the centrifugal force governor specified in the main claim.
  • the spring adjustment specified in the characterizing part of claim 2 enables the setting of the full control rod position without affecting the Result in controller function.
  • the energy accumulator is installed in a particularly advantageous manner in the bearing pin of the regulator sleeve, and the dimension of the escape stroke A can be determined directly by the shape of the transverse bore in the bearing pin.
  • the otherwise existing in the bearing bolt cross hole are only drilled to an enlarged by the dimension of the evasive stroke diameter, and the expensive production of an elongated hole is thus not necessary.
  • the centrifugal speed controller according to the invention is one with a matching device according to the features contained in the extended preamble of claim 5, then the full load position controlling the highest possible delivery quantity can also be set by the control rod stop if the controller according to the characterizing features of claim 5 is designed.
  • the adjustment control stroke is set larger by an amount corresponding to the differential travel on the control rod than the adjustment control stroke otherwise required in the known controllers. This has the very great advantage that, with small adjustment paths, the adjustment control stroke of the centrifugal weights or the regulator sleeve, which is otherwise even smaller due to the translation of the intermediate lever, can be adjusted to a still manageable dimension, for example 0.2 mm, regardless of the required adjustment path.
  • the resulting adjustment path of 0.4 mm can then be continuously reduced, e.g. to 0.2 mm, using the control rod stop.
  • extremely small adjustment paths which previously were not possible due to the existing component tolerances, can be set with great accuracy.
  • Different adjustment paths can also be set with the same basic setting without the basic setting having to be changed. The latter is particularly advantageous for series engines that are only set to different levels of performance before delivery.
  • FIG. 1 shows a simplified representation of operating as idling final speed embodiment in cross-section
  • Figure 2 is a section taken along the - line II-II in Figure 1 by the governor sleeve in an enlarged view
  • Figure 3 a diagram with the invention permitted control curves.
  • the centrifugal force governor shown in simplified form in FIG. 1 is an idle end speed governor of the RQ type from Robert Bosch GmbH, Stuttgart.
  • This regulator carries in a housing 10 a centrifugal weight regulator 13 fastened on a camshaft 11 of a known injection pump 12, which is designed as a series injection pump and is only indicated in a hint.
  • This carries two centrifugal weights 14 which act under the action of the centrifugal force against the force of regulating springs via angled lever 15 transferred to a regulator sleeve 16.
  • An intermediate lever 19, which is designed as a two-armed lever, is coupled to the regulator sleeve 16 via a sliding block 17 and its bearing journal 18 is connected in an articulated manner to a control rod 22 of the injection pump 12 via a connecting link 21.
  • the centrifugal weight regulator 13 is of a known type and contains regulating springs and spring plates, as are customary in a centrifugal speed regulator of the RQ type with adaptation by Robert Bosch GmbH, Stuttgart.
  • Each of the flyweights 14 contains an idling spring 23, at least one end regulating spring 24 and a matching spring 26 accommodated in a matching capsule 25.
  • the intermediate lever 19 can be actuated by means of an adjusting member 27 which can be pivoted to adjust the delivery quantity and which consists of an external adjusting lever 28 which can be actuated by the operator and a steering lever 31 which is connected in a rotationally fixed manner to the adjusting lever 28 via a lever shaft 29.
  • the steering lever 31 engages by means of a pin 32 in a link guide 33 of the intermediate lever 19 and, with its swivel position, also changes the transmission ratio of the two lever arms of the intermediate lever 19.
  • the adjusting lever 28 lies in its maximum setting of the greatest possible delivery quantity Allowing pivot position on an adjustable end stop 34 fixed to the housing.
  • the path of the control rod 22 in the direction of increasing flow rate is limited by a resilient control rod stop 36 containing a starting spring 35, which works as an automatic multi-stroke stop and, when the controller is at a standstill, as explained further below, one releases a starting path R S which allows a starting quantity.
  • the Re gelstangenanschlag 36 contains a with its longitudinal axis parallel to the longitudinal axis of the control rod 22 stop pin 37, which is supported by two lock nuts 38 on a standing under the biasing force of the starting spring 35 guide sleeve 39, the starting position drawn is in turn fixed by a snap ring 41.
  • the stop bolt 37 forms with a head 37a a limit stop for a counter stop connected to the control rod 22, which is formed by a stop nose 42 - attached to the connecting bracket 21.
  • the control rod stop 36 has pressed the control rod 22 by means of the stop lug 42 by a differential path ⁇ R from a test basic position P lying above the full load position V and indicated by dash-dotted lines into the full load position V.
  • the regulator sleeve 16 is equipped with a displacement or energy store 44 which serves as an evasive element and contains a drag spring 43.
  • FIG. 2 shows an enlarged illustration of a practical exemplary embodiment of such a regulator sleeve 16 in a sectional illustration along the line II-II in FIG. 1.
  • the regulator sleeve 16 comprises a bearing pin 46, which carries at one end 46a as the articulation point of the centrifugal weights 16 a connecting pin 45 inserted through a transverse bore 47 of the bearing pin 46, and the articulation point of the intermediate lever 19 is formed by the bearing pins 18 located on the sliding block 17.
  • the distance between the two articulation points, the connecting bolt 45 and the bearing pin 18 is marked a (see FIG. 2) and is shown in FIG.
  • the diameter D of the transverse bore 47 is larger by the measure of the evasive stroke A than the diameter d of the connecting bolt 45, and the connecting bolt 45 is pressed in the initial position shown in FIG. 2 (maximum dimension of the distance a) against one outward-facing wall side of the transverse bore 47, while the stroke stop 48 of the energy accumulator 44 is formed by the opposite wall side of the transverse bore 47 is.
  • the trailing spring 43 is supported on the one hand by a pressure pin 49 on the connecting pin 45 and on the other hand on the bottom of a blind hole 51 extending in the longitudinal direction of the bearing pin 46, which receives both the pressure pin h9 and the trailing spring 43.
  • the mode of operation of the controller according to the invention can also be implemented in the case of speed controllers which do not contain any adjustment device and thus no adjustment springs 26.
  • the centrifugal weight controller 13 is designed not only to control the running stroke H L but also to control an adjustment control stroke H, so that the centrifugal weights 14 after passing through the idle stroke H L have the correspondingly adjusted adjustment control stroke H when the speed increases A against the restoring force of the adjustment springs 26 and pull the control rod 22 back through the regulator sleeve 16 and the intermediate lever 19 by an equalization path R AV increased from a maximum full-load basic position to a reduced full-load position V red in accordance with the lever ratio effective on the intermediate lever 19.
  • the maximum full-load basic position is now equal to the basic test position P of the control rod 22, which is controlled by the adjuster 27 resting on the end stop 34 controlled adjustment control stroke H corresponds.
  • the adjustment control stroke H A controlled by the adjustment spring 26 can be set larger by an amount corresponding to the differential travel ⁇ R on the control rod 22 than that for the control rod 22 actually between the full load position V and a reduced full load position V red adjustment path R required adjustment control stroke.
  • the diagram in FIG. 3 serves to explain the function of the centrifugal speed controller shown in FIG.
  • the speed n of the camshaft 11 is plotted on the abscissa and the position or the control path R of the control rod 22 is plotted on the ordinate.
  • a control curve labeled b shows the course of the control path R over the speed for the idle speed controller shown in Figure 1.
  • a control curve which is shown at a higher level and labeled b 'for a clearer illustration shows the corresponding course of the control path R over the speed n for an idle end speed controller without an adjustment device.
  • the ordinate also shows the sleeve travel M for a lever transmission on the intermediate lever 19 of 1: 2.
  • the controller parts With the adjusting lever 28 of the adjusting member 27 resting against the end stop 34 and after passing through the idle stroke H L of the flyweights 14, the controller parts are at one Speed n of about 600 rpm in the position shown in Figure 1.
  • the control rod stop 36 has pressed the control rod 22 via the stop lug 42 on the connecting link 21 by the difference path ⁇ R from the basic test position P into the full load position V.
  • the distance a between the articulation points 45 and 18 on the regulator sleeve 16 has been shortened by the evasive stroke A while compressing the drag spring 43.
  • the stopper 36 thus holds the control rod 22 firmly in its full-load position V and also prevents the control rod 22 from moving, that is to say the so-called "control rod tremor", even if there is longitudinal play on the camshaft 11 and corresponding play at the articulation points. If the speed now increases further, the centrifugal weights 14 begin to move outward at the speed n1 against the restoring force of the matching springs 26 while shortening the matching control stroke H A. The position of the control rod 22 only changes when the centrifugal weights 14 or the control sleeve 16 have covered the differential path ⁇ R at n2 and the control sleeve 16 has relaxed by the previously depressed portion of the evasion stroke A.
  • the articulation points 45 and 18 on the regulator sleeve 16 now take their greatest possible distance a, as shown in FIG. 2.
  • the regulator sleeve 16 acts like a rigid connecting link and, as the speed increases further, the regulating rod 22 is withdrawn from the full-load position V into the reduced full-load position V red .
  • the control rod 22 now maintains this reduced full-load position above the speed n 3 up to the cut-off speed n ab .
  • the curtailment and idle control take place in the usual way and are therefore not described in more detail here.
  • the operator pivots the adjustment lever 28 into the drawn full load position, in which it rests against the end stop 34.
  • the flyweights 14 are pressed out of the position shown and overcoming the idle stroke H L into their inner position toward the center of the axis of the camshaft 11.
  • the distance a of the regulator sleeve 16 is shortened by the effective amount of the escape stroke A, and because of the escape stroke A, which is generally less than 1 mm, the remaining portion of the idle stroke H L is sufficient to turn counterclockwise following pivoting of the intermediate lever 19, the control rod 22 from the full load position V to shift the starting path R s into its maximum starting position designated S max in FIG.
  • the starting spring 35 in the control rod stop 36 is overpressed by the corresponding amount.
  • a so-called “starting groove” on the pump element is generally effective, by means of which the additional starting quantity is controlled. Is a start position S controlled by the inclined edge of z. B.
  • the trembling movements that occur are shown by a roughly simplified zigzag line e in the lower speed range, superimposed on the control curve b ', and the amplitude of these movements is designated by z.
  • a so-called "pre-control” occurs, as shown in dashed lines with a curve part d. This complicates the setting of the regulation speed n ab as well as the associated full load point V red . Both difficulties are avoided by the inventive setting of the control rod stop 36 in the speed controller described above. An “unwanted adjustment” that is otherwise produced by a longitudinal movement of the camshaft 11 is also no longer possible.
  • the resilient control rod stop 36 can of course also be replaced by a start stop (not shown) which acts on the drive-side end of the control rod 22 and has the same function; and instead of
  • the two spring sets (control springs 23, 24 and 26) accommodated in the flyweights 14 can also be used in a known manner using a single spring set acting centrally on the control sleeve 16, without changing anything in the described mode of operation of the idling speed controller according to the invention.
  • the invention can also be implemented with an idle speed controller, in which the energy accumulator 44 is not located in the regulator sleeve 16 but at another location of the control linkage located between the regulator sleeve 16 and the point of application (stop lug 42) of the control rod stop 36, for example on Sliding block 17, in the intermediate lever 19 or in the connecting bracket 21.
  • the easiest and cheapest solution in terms of spring forces, travel and controller function is the installation of the energy accumulator 44 within the controller sleeve 16 shown in the exemplary embodiment.

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  • 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)
EP85103151A 1984-04-19 1985-03-19 Régulateur centrifuge pour moteurs à combustion interne à injection de combustible Expired EP0158846B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3414846 1984-04-19
DE19843414846 DE3414846A1 (de) 1984-04-19 1984-04-19 Fliehkraftdrehzahlregler fuer einspritzbrennkraftmaschinen

Publications (3)

Publication Number Publication Date
EP0158846A2 true EP0158846A2 (fr) 1985-10-23
EP0158846A3 EP0158846A3 (en) 1987-02-04
EP0158846B1 EP0158846B1 (fr) 1988-06-08

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ID=6234018

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85103151A Expired EP0158846B1 (fr) 1984-04-19 1985-03-19 Régulateur centrifuge pour moteurs à combustion interne à injection de combustible

Country Status (5)

Country Link
US (1) US4586470A (fr)
EP (1) EP0158846B1 (fr)
JP (1) JPS60237129A (fr)
BR (1) BR8501861A (fr)
DE (2) DE3414846A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0507201A2 (fr) * 1991-03-30 1992-10-07 Elsbett, Ludwig Procédé de contrôle du nombre de tours moteur

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4782804A (en) * 1985-12-06 1988-11-08 Robert Bosch Gmbh Centrifugal speed governor for internal combustion engines
CA2064852A1 (fr) * 1990-06-20 1991-12-21 Valery S. Tunik Regulateur de vitesse de rotation d'arbre pour moteur a combustion interne
CN1293292C (zh) * 2003-04-23 2007-01-03 无锡油泵油嘴研究所 机械全程式调速器
DE102005034113B4 (de) * 2005-07-21 2013-04-25 Deutz Ag Verfahren zur Angleichung eines Regelorgans für eine Einspritzvorrichtung

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB681122A (en) * 1949-10-31 1952-10-15 Bosch Gmbh Robert Improvements in speed governors, particularly for fuel injection pumps of internal combustion engines
FR1585720A (fr) * 1967-11-14 1970-01-30
US3973542A (en) * 1973-03-06 1976-08-10 C.A.V. Limited Liquid fuel injection pumping apparatus
FR2373682A1 (fr) * 1976-12-11 1978-07-07 Bosch Gmbh Robert Regulateur de vitesse de rotation a force centrifuge pour moteurs a combustion interne a injection
GB2030321A (en) * 1978-09-07 1980-04-02 Bosch Gmbh Robert Centrifugal speed regulator for fuel injection internal combustion engines

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT175746B (de) * 1950-02-16 1953-08-10 Bosch Gmbh Robert Kraftstoffeinspritzanlage für Brennkraftmaschinen
DE2334729B2 (de) * 1973-07-07 1978-04-06 Robert Bosch Gmbh, 7000 Stuttgart Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB681122A (en) * 1949-10-31 1952-10-15 Bosch Gmbh Robert Improvements in speed governors, particularly for fuel injection pumps of internal combustion engines
FR1585720A (fr) * 1967-11-14 1970-01-30
US3973542A (en) * 1973-03-06 1976-08-10 C.A.V. Limited Liquid fuel injection pumping apparatus
FR2373682A1 (fr) * 1976-12-11 1978-07-07 Bosch Gmbh Robert Regulateur de vitesse de rotation a force centrifuge pour moteurs a combustion interne a injection
GB2030321A (en) * 1978-09-07 1980-04-02 Bosch Gmbh Robert Centrifugal speed regulator for fuel injection internal combustion engines

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
CAHIER TECHNIQUE - EQUIPEMENTS D'INJECTION POUR MOTEURS DIESEL (2). REGULATEURS POUR POMPES D'INJECTION EN LIGNE, 30. September 1975, Seiten 36-42, Robert Bosch GmbH: "Butées de levier de commande et de tige de réglage pour régulateurs mécaniques" *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0507201A2 (fr) * 1991-03-30 1992-10-07 Elsbett, Ludwig Procédé de contrôle du nombre de tours moteur
EP0507201A3 (en) * 1991-03-30 1993-03-17 Elsbett, Ludwig Method for controlling the speed of rotations of engines

Also Published As

Publication number Publication date
JPH0577858B2 (fr) 1993-10-27
BR8501861A (pt) 1985-12-17
JPS60237129A (ja) 1985-11-26
EP0158846B1 (fr) 1988-06-08
US4586470A (en) 1986-05-06
DE3563238D1 (en) 1988-07-14
DE3414846A1 (de) 1985-10-24
EP0158846A3 (en) 1987-02-04

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