EP0158846B1 - Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen - Google Patents

Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen Download PDF

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Publication number
EP0158846B1
EP0158846B1 EP85103151A EP85103151A EP0158846B1 EP 0158846 B1 EP0158846 B1 EP 0158846B1 EP 85103151 A EP85103151 A EP 85103151A EP 85103151 A EP85103151 A EP 85103151A EP 0158846 B1 EP0158846 B1 EP 0158846B1
Authority
EP
European Patent Office
Prior art keywords
control rod
control
stop
spring
stroke
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.)
Expired
Application number
EP85103151A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0158846A2 (de
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/de
Publication of EP0158846A3 publication Critical patent/EP0158846A3/de
Application granted granted Critical
Publication of EP0158846B1 publication Critical patent/EP0158846B1/de
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 speed controller according to the preamble of claim 1.
  • a centrifugal speed controller for injection internal combustion engines is already known, which works as an idling final speed controller and in which the path of the control rod in the direction of increasing flow rate a resilient control rod stop containing a starting spring is limited.
  • 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 document Diesel Injection Equipment (2) speed controller for in-line injection pumps from Robert Bosch GmbH, Stuttgart (VDT-UBP 210/1, first edition September 30, 1975, picture 84 on page 37).
  • This device has also been used for use in idle speed controllers, but is very expensive, difficult to set with regard to the start unlocking, and it can also be used in certain operating states, e.g. B. when starting under heavy load, the starting quantity in full load operation is maintained too long, so that excessive smoke emissions take place.
  • the aim of the invention is now to switch off idle end speed controllers of the generic type, which are provided with a resilient control rod stop, which cause a reduction in power or excessive smoke emissions and the basic setting complicating unwanted control rod movements in full load operation.
  • the centrifugal speed controller according to the invention with the characterizing features of claim 1 allows the centrifugal speed governor working as an idle final speed controller to fix the full-load position of the control rod by the resilient control rod stop and, at the same time, to automatically control an additional starting quantity when the controller is at a standstill, in spite of the adjuster resting on the end stop.
  • the dreaded "control rod tremors" and the resulting inaccuracies in the control of the delivery rate and the Difficulty adjusting allows the centrifugal speed governor working as an idle final speed controller to fix the full-load position of the control rod by the resilient control rod stop and, at the same time, to automatically control an additional starting quantity when the controller is at a standstill, in spite of the adjuster resting on the end stop.
  • the drag spring of the energy accumulator is switched off when the starting spring of the resilient control rod stop is overpressed when the regulator is at a standstill . Due to this very short balancing stroke, the remaining part of the idling stroke is sufficient to push the control rod into the start position. It is no longer possible to drive with a starting surplus after starting.
  • the adjustment of the control rods can be carried out by means of the specified spring adjustment without any effects on the control function.
  • the governor sleeve of which comprises a bearing pin which, at one end, carries a connecting pin which forms a pivot point of the centrifugal weights and which is inserted through a transverse bore in the bearing pin and at the other end carries a pivot point of the intermediate lever, through which in the characterizing part of the claim 2 specified features of the energy accumulator installed in a particularly advantageous manner in the bearing bolt of the regulator sleeve, and the dimension of the evasion stroke A can be determined directly by the shape of the transverse bore in the bearing bolt.
  • the otherwise existing in the bearing pin 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 not necessary.
  • the centrifugal speed governor according to the invention is one with a matching device according to the features contained in the extended preamble of claim 4, then the full load position controlling the highest possible delivery quantity can also be set there by the control rod stop if the governor according to the characterizing features of claim 4 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 otherwise even smaller adjustment control stroke of the centrifugal weights or the regulator sleeve due to the translation of the intermediate lever, regardless of the adjustment path required, to a still manageable degree, e.g. B. 0.2 mm can be adjusted.
  • the resulting adjustment path of 0.4 mm can then be stepless, e.g. B. to 0.2 mm.
  • 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 be set even 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 illustration of the exemplary embodiment working as an idling final speed controller in cross section
  • FIG. 2 shows a section along the line 11-11 in FIG. 1 through the controller sleeve in an enlarged illustration
  • FIG. 3 shows a diagram with control curves made possible by the invention.
  • 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 angle levers 15 transferred to a regulator sleeve 16.
  • an intermediate lever 19 is coupled via a sliding block 17 and its bearing pin 18, which is designed as a two-armed lever and 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 is by means of a Conveyor volume adjustment swiveling adjusting member 27 can be actuated, which consists of an external adjustment lever 28 which can be actuated by the operator and a steering lever 31 which is non-rotatably connected to the adjustment 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 operates as an automatic multi-stroke stop and, when the controller is at a standstill, as explained further below releases a starting path R s which allows a starting quantity.
  • the control rod stop 36 contains a stop pin 37 with its longitudinal axis parallel to the longitudinal axis of the control rod 22, which is supported by two lock nuts 38 on a guide sleeve 39 which is under the pretensioning force of the starting spring 35, the starting position of which 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 lug 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 AR 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 travel or energy accumulator 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 11-11 in FIG. 1.
  • the regulator sleeve 16 comprises a bearing pin 46, which carries at one end 46a as the articulation point of the flyweights 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 pin 18 located on the sliding block 17.
  • the distance between the two articulation points, the connecting bolt 45 and the bearing pin 18 is denoted by 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 via 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 49 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 A , so that when the speed increases, the centrifugal weights 14 after passing through the idling stroke H L have the corresponding adjustment control stroke H A back against the restoring force of the adjustment springs 26 and the Withdraw control rod 22 via regulator sleeve 16 and 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 intermediate lever 19.
  • the diagram in FIG. 3 serves to explain the function of the centrifugal speed controller shown in FIG.
  • the speed n of the camshaft 1 is plotted on the abscissa and the position or 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 centrifugal weights 14, the controller parts are in the position shown in FIG. 1 at a speed n of approximately 600 rpm.
  • the control rod stop 36 has pressed the control rod 22 via the stop lug 42 on the connecting link 21 by the differential path AR 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 stop 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 AR at n2 and the control sleeve 16 has relaxed by the previously depressed portion of the escape 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 element and, as the speed increases further, the regulating rod 22 is withdrawn from the full-load position V into the reduced full-load position Vred.
  • 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 towards the center of the axis of the camshaft.
  • 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 both the setting of the speed limit n ab and the associated full load point V red '. Both difficulties are avoided by the setting of the control rod stop 36 according to the invention in the speed controller described above. An “unwanted adjustment” that is otherwise produced by a longitudinal movement of the camshaft 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 accommodated in the flyweights 14 (control springs 23, 24 and 26), a single spring set acting centrally on the control sleeve 16 can also be used in a known manner, 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, e.g.

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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 Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen Expired EP0158846B1 (de)

Applications Claiming Priority (2)

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

Publications (3)

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

Family

ID=6234018

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85103151A Expired EP0158846B1 (de) 1984-04-19 1985-03-19 Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen

Country Status (5)

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

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005034113B4 (de) * 2005-07-21 2013-04-25 Deutz Ag Verfahren zur Angleichung eines Regelorgans für eine Einspritzvorrichtung

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1987003647A1 (en) * 1985-12-06 1987-06-18 Robert Bosch Gmbh Centrifugal-force speed regulator for internal combustion engines
EP0487748A1 (en) * 1990-06-20 1992-06-03 Mezhotraslevoi Nauchno-Tekhnichesky Tsentr "Yartec" Rotation frequency regulator for the shaft of internal combustion engine
DE4110493C2 (de) * 1991-03-30 1994-08-04 Elsbett L Verfahren und Vorrichtung zum Regeln der Drehzahl von Kraftmaschinen
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

Family Cites Families (7)

* 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
AT175746B (de) * 1950-02-16 1953-08-10 Bosch Gmbh Robert Kraftstoffeinspritzanlage für Brennkraftmaschinen
AT288088B (de) * 1967-11-14 1971-02-25 Bosch Gmbh Robert Fliehkraftregler zur Drehzahlregelung von Dieselmotoren
US3973542A (en) * 1973-03-06 1976-08-10 C.A.V. Limited Liquid fuel injection pumping apparatus
DE2334729B2 (de) * 1973-07-07 1978-04-06 Robert Bosch Gmbh, 7000 Stuttgart Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen
DE2656261C2 (de) * 1976-12-11 1983-10-20 Robert Bosch Gmbh, 7000 Stuttgart Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen
DE2838919C2 (de) * 1978-09-07 1986-02-20 Robert Bosch Gmbh, 7000 Stuttgart Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005034113B4 (de) * 2005-07-21 2013-04-25 Deutz Ag Verfahren zur Angleichung eines Regelorgans für eine Einspritzvorrichtung

Also Published As

Publication number Publication date
JPH0577858B2 (it) 1993-10-27
US4586470A (en) 1986-05-06
EP0158846A2 (de) 1985-10-23
JPS60237129A (ja) 1985-11-26
DE3414846A1 (de) 1985-10-24
EP0158846A3 (en) 1987-02-04
BR8501861A (pt) 1985-12-17
DE3563238D1 (en) 1988-07-14

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