EP0218927B1 - Electromagnetic shut-down device for a combustion engine - Google Patents

Electromagnetic shut-down device for a combustion engine Download PDF

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Publication number
EP0218927B1
EP0218927B1 EP86112628A EP86112628A EP0218927B1 EP 0218927 B1 EP0218927 B1 EP 0218927B1 EP 86112628 A EP86112628 A EP 86112628A EP 86112628 A EP86112628 A EP 86112628A EP 0218927 B1 EP0218927 B1 EP 0218927B1
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EP
European Patent Office
Prior art keywords
lever
actuator
control lever
electromagnetic device
force
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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 - Lifetime
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EP86112628A
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German (de)
French (fr)
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EP0218927A1 (en
Inventor
Stephan Hotz
Albert Nolte
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Kloeckner Humboldt Deutz AG
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Kloeckner Humboldt Deutz AG
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    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/022—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by acting on fuel control mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions

Definitions

  • the invention relates to an electromagnetic shutdown device of an internal combustion engine according to the preamble of claim 1.
  • the electromagnetic shutdown device is used for quick and also automatically controllable shutdown and for remote shutdown of an internal combustion engine. Deviations from specified limit values, for example insufficient oil pressure of the internal combustion engine, are implemented electrically and passed on to the actuating member for the purpose of stopping the internal combustion engine. Furthermore, this electrical shutdown is selected for internal combustion engine installations in which no free access for the operating personnel for operating the machine is possible and a mechanical actuating linkage is complicated or difficult to install.
  • an electromagnetically actuated control device in which the stroke of the actuating member acts on the control rod of the injection pump via a lever.
  • the structure shows a rigid, predetermined lever ratio due to lever arms of different lengths of a lever connecting the control rod to the actuating member.
  • the lever which has a pivot point off-center, bridges the distance between the actuating member and the control rod, the adjusting movements of which take place at a parallel distance in the same direction.
  • the arrangement brings about a linear lever transmission that changes only slightly over the stroke of the actuating member.
  • DE-A-3 311 201 shows a solenoid-operated seat valve, in which a lever drive is interposed in a housing between a magnet and actuating plunger.
  • the lever drive comprises two lever arms mounted at fixed points, the distance between the contact point and the pivot point being changed by actuation.
  • the fixed points cause a linear change in the distance.
  • the known adjustment device does not show any structure with which the components used to transmit the actuating movement of the actuating member allow a large, constantly changing translation of the actuating path triggered by the actuating member.
  • the setup shows two directly interacting components for transmitting an actuating movement.
  • the components for achieving a changing translation in relation to the stroke of the actuating member are formed by a first component which is rigidly connected to the actuating member and is provided on one side on its longitudinal extension with a cam track which is tapped off by one leg of the angle lever of a second component, whose other leg is connected to the control rod via a longitudinal groove.
  • the invention is therefore based on the object of realizing the greatest possible change in the actuating member ratio over the entire actuating path of the actuating member, while at the same time making the device compact.
  • the components interacting in pairs and performing the lever transmission each have their own fixed pivot point.
  • these components are each provided with a leg in the form of a curved path, which is connected to the actuating member or the control rod.
  • a desired variable contact point is advantageously ensured via the respective leg, with the result that the distance between the contact point and the pivot point of the components performing the lever transmission changes over the stroke. Due to the variable lever ratio, an adaptation to the force-travel characteristics of the actuating member is achieved and the travel is correspondingly transferred to the control rod.
  • the contacting and rolling ends of the release lever and the actuating lever are designed as a continuously changing cam track and further the cam track in relation to one another in relation to the pivot point of the respective lever is arranged.
  • This embodiment advantageously allows a further adaptation of the components performing the lever transmission to the force-displacement characteristic of the solenoids used. Furthermore, this design achieves a large variance in the translation change in relation to the path of the actuating member.
  • the touching, rounded ends of the disengaging and actuating lever formed in a curved path are provided with a toothing which is in engagement with one another.
  • the radii of the toothing change in opposite directions from the point of view of the respective fulcrum of a lever. The toothing compensates for tolerance errors within limits and further ensures the function even when worn.
  • This characteristic is particularly evident in small-sized solenoids.
  • the parking device according to the invention advantageously enables a lever transmission adapted to the above-described solenoid characteristic, so that a large lever arm is present at the start of the stroke with a small force supply of the magnet and a small lever arm is present with a large lifting force.
  • a tension spring is provided, which is attached to the actuating lever so that there is a constant positive engagement of the disengaging lever on the actuating member. With the tension spring, the levers are returned to the starting position and the control rod is thus released for control operation when the actuating element is switched off, ie the degree of freedom is impaired.
  • the parking device provides that the stroke triggered by the actuator is translated in two steps.
  • the lower gear ratio is between the release and operating levers, which either mesh directly or are connected to each other by a rod.
  • the second and larger, continuously changing lever ratio takes place between the actuating lever and the control rod, this lever having a free leg which is provided with a curved path.
  • the arrangement of the release lever and actuating lever is advantageously provided in the interior of the internal combustion engine, preferably in the crankcase. Installation in the interior of the engine does not adversely affect the external dimensions of the internal combustion engine. Furthermore, the function cannot be impaired by external influences, for example dust. Maintenance of the joints and levers in the form of regular lubrication can be dispensed with, since there is sufficient oil mist inside the internal combustion engine.
  • the electromagnetic shut-off device is designed so that the control rod is held in the stop position when the actuating member (solenoid) is de-energized.
  • This type of circuit has the advantage that the solenoid is controlled before the engine starts, for example by connection to the ignition lock, and so the internal combustion engine, preferably a diesel engine, can be started and stopped with the ignition key. Triggered by the ignition key actuation, the actuating lever connected to the control rod is brought into the start position. This is done by the lifting force of the actuator, which acts on the release lever, which is directly engaged with the actuating lever.
  • the lifting force is counteracted by the force of the tension spring which is articulated on the actuating lever so that the control rod is held in the stop position via the actuating lever.
  • Such a position of the actuating lever after the ignition key actuation proves to be advantageous, which ensures that the control rod can be brought into a starting multitask position, which is necessary for cold starts.
  • the control rod adjustment against the direction of force of the tension spring is made possible by the fact that when the control rod begins to move, the lifting force of the actuating member is small, but the lever arm for the introduction of force is large.
  • the actuator is additionally supported by the compression spring of the control rod, which counteracts the force of the tension spring.
  • the idea of the invention also allows an alternative arrangement in which the control rod is released for control operation when the actuating member is switched off and de-energized and the control rod is moved into the stop position when the solenoid is energized.
  • the engine is switched off by switching on the actuator.
  • the control rod is moved in the direction of zero delivery of the injection pump via the release and actuation lever, connected by a rod.
  • the lifting force of the actuator overcomes the force of the lifting spring for the control rod as well as the tension spring force at the start of the stroke. This ensures that the release lever and the actuating lever are non-positively connected to the actuating member.
  • the idea of the invention provides in this type of circuit that with the changing lever ratio during the stroke, the force of the tension spring, which must be overcome at the start of the stroke, supports the actuator. To restart the internal combustion engine, this is only possible when the actuator is de-energized, the control rod is reset by a compression spring.
  • this type of circuit e.g. Safety switches are attached to a device for the rapid shutdown of the internal combustion engine, for example in the event of danger, wherein only the internal combustion engine is stopped, but the lighting via the power supply in the device is not affected.
  • Fig. 1 shows an electromagnetic shut-off device in which the control rod 8 is held in the stop position in the de-energized state of the actuator 1.
  • the shut-off device is partially installed in an internal combustion engine, of which only the front cover 9 is shown.
  • the actuator 1, designed as a solenoid, is connected to the intermediate flange 2, which is fitted and fixed in a sealing manner by the round rubber ring 13 in the front cover 9.
  • the actuator 1 is provided with the magnetic plunger 6, which is arranged centrally in the actuator 1. In the de-energized, non-actuated state, the magnetic plunger 6 protrudes only slightly from the intermediate flange 2.
  • the release lever 3 rests on the magnetic plunger 6 in a force-locking manner by means of the tension spring 5.
  • the release lever 3 is fastened in the bearing 12, which is arranged on the intermediate flange 2, and has a curve shape 19 at the end opposite the pivot point 12.
  • the curve shape 19 of the release lever 3 is that of the actuation lever 4.
  • the tension spring 5 is between the pivot point hooked by the release lever 3 and a side extension on the actuating lever 4.
  • the lifting movement of the magnetic plunger 6 is transmitted from the release lever 3 to the actuating lever 4 via the special curve shape 19.
  • the bearing 11 is provided for the actuating lever 4 and is located on the intermediate flange 2.
  • the actuating lever 4 has at the opposite end of the curve shape 19 a long, tongue-shaped leg with a rounding, which serves as a sliding surface for the adjustment of the control rod 8.
  • the control rod 8 is located in the guide 10, on which the compression spring 7 is supported on one side in the direction of the actuating lever 4, the other end of the compression spring 7 rests on the support 21 of the control rod 8.
  • the guide 10 is in turn fitted into the crankcase 20, which is located between the front cover 9 and a fuel injection pump, not shown.
  • the large translation takes place in this design, in that the release lever 3 is actuated at a large distance from the pivot point in the bearing 12 by the magnetic plunger 6 and the end of the release lever 3, the curve shape 19, travels a relatively small way.
  • the lever length from the curve shape 19 to the fulcrum in the bearing 11 is considerably less for the actuating lever 4 than for the release lever 3, which results in a large displacement ratio.
  • the long leg of the actuating lever makes an angular deflection of the same magnitude as the curve shape 19 of the actuating lever 4 when the magnetic plunger 6 is lifted, but describes a much further path due to the longer lever length.
  • Switching on the actuator 1 causes the magnetic plunger 6 to extend in the direction of arrow A (counterclockwise) from the value 5 in the direction of 0 of the stroke, which has been drawn in dashed lines.
  • the release lever 3 rotates in the same direction of the arrow around the bearing point 12.
  • the release lever 3 engages with the actuating lever 4 via an opposite, changing, rounded shape of the lever ends and causes the levers to roll off each other.
  • the direction of rotation of release lever 3 is reversed for the actuating lever 4, which moves clockwise, arrow direction B.
  • the stroke generated by the magnetic plunger 6, implemented by the release and actuation levers releases the control rod, supported by the compression spring 7, in direction C.
  • the arrangement of release and actuation lever shown corresponds to the force / displacement characteristic of the actuator 1 (solenoid).
  • the actuator 1 (lifting magnet) used for these electromagnetic shutdown devices according to FIGS. 1 and 2 is designed so that the lifting force at point 0 of the plunger stroke shown reaches the greatest value, which decreases at the beginning of the stroke, point 5.
  • This stroke force curve is achieved by a large distance in the solenoid between the armature and the coil at the start of the stroke, which decreases as the stroke increases and the stroke force increases at the same time.
  • the small lifting force present at the start of the stroke overcomes the counteracting spring force of the tension spring 5 with the support of the force of the compression spring 7.
  • FIG. 2 shows an electromagnetic shutdown that is almost identical in construction to FIG. 1.
  • the actuating member 1 is designed as a lifting magnet and is connected to the intermediate flange 2, which is inserted sealingly through the round rubber ring 13 in the front cover 9.
  • the magnetic plunger 6 is only slightly protruding beyond the outer contour in the de-energized, unactuated state.
  • Adjacent to the magnetic plunger 6 is a leg of the release lever 14, which is rotatably mounted in the bearing 12, which is located on the intermediate flange 2.
  • a second leg of the release lever 14 with an almost identical leg length is at an angle of approximately 90 ° from arranged first and has at the end a rotatable attachment for the rod 17, which connects to the operating lever 15.
  • the articulation of the rod 17 on the actuating lever 15 takes place at a substantially smaller distance from the pivot point in the bearing 11 for the actuating lever 15 than in the comparable release lever 14 to the bearing 12.
  • This arrangement requires a strong translation, and so describes the end of the bearing 11 which is remote from the bearing particularly long leg from the operating lever 15 a large way and thus a large adjustment of the control rod 8, which abuts the cam track of the operating lever 15.
  • the lever ratio between the release lever 14 and the actuating lever 15 roughly triples the stroke of the magnetic plunger 6.
  • the control rod 8 is pressed against the actuation lever 15 by the compression spring 18, which is arranged between the guide 10 and the support 21 of the control rod 8. To the spring force of the compression spring 18, the force of the tension spring 16 is added. The sum of both forces must be overcome by the actuator 1 to adjust the control rod 8.
  • the guide 10 for the control rod 8 is located in the crankcase 20, which is between the front cover 9 and an injection pump, not shown.
  • the internal combustion engine is switched off with this switch-off device, in that the actuating element 1 is switched and the magnetic plunger 6 extends in the direction A and in the process rotates the release lever 14, which is designed as an angle lever, in the counterclockwise direction.
  • a rod 17 is arranged, which establishes a connection to the actuating lever 15 and thus also rotates it counterclockwise in the direction of arrow B.
  • the control rod 8 is displaced in the direction C by the force-fitting contact of the actuating lever 15 on the support 21, and the injection pump is thus brought into the stop position.
  • This parking device is also designed based on the force / displacement characteristic of the actuator 1 (solenoid).
  • the small lifting force of the actuator 1 at the beginning of the stroke must overcome the spring forces of the tension spring 16 and the compression spring 18, which together are less than the lifting force.
  • the actuating member 1 is relieved of the lifting force as soon as the actuating lever 15 has been rotated in the direction B until the articulation point of the tension spring 16 in the actuating lever 15 has exceeded the connecting axis between the centers of bearings 11, 12 in the extension to the control rod 8.
  • the force of the tension spring 16 now supports the lifting force of the actuator 1.
  • the now interacting force of the actuator 1 and the tension spring 16 is greater than the force of the compression spring 18 increasing with the stroke.
  • the actuator used for this arrangement with the greatest lifting force at the stroke end is advantageously suitable for this parking device.
  • the lever arm effective for the translation changes between the point of engagement of the actuating lever 15 on the support 21 and the pivot point, center of the bearing 11, and reaches the smallest value due to the curved design of the actuating lever 15.
  • Fig. 3 shows characteristics of the actuator 1, designed as a solenoid, in the previous, conventional engine shutdown in the stop position of the motor with de-energized actuator 1.
  • the constant actuating force over the entire stroke causes this due to the special force / travel characteristics of electromagnets large excess work capacity and, as a further consequence, the use of large-sized lifting magnets for the electromagnetic parking device of internal combustion engines.
  • Fig. 4 shows the required characteristic of the actuator (solenoid) for the same circuit type of the actuator 1 as in Fig. 3, but with a variable stroke ratio.
  • the characteristic curve illustrates the reduction in the excess work capacity, which is made possible by reducing the stroke to approximately 1/3, due to the translation between the release lever 3 and the actuating lever 4.
  • the resultant required is also essential smaller solenoid size.
  • the special lifting magnet design results in a force / displacement curve that is unusual for these actuators in such a way that the actuating force increases with increasing stroke.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electromagnets (AREA)

Description

Die Erfindung betrifft eine elektromagnetische Abstellvorrichtung einer Brennkraftmaschine nach dem Oberbegriff des Anspruchs 1.The invention relates to an electromagnetic shutdown device of an internal combustion engine according to the preamble of claim 1.

Die elektromagnetische Abstellvorrichtung, in der Regel mit einem Hubmagneten versehen, dient zur schnellen und auch automatisch steuerbaren Abstellung sowie zur Fernabstellung einer Brennkraftmaschine. Abweichungen von vorgegebenen Grenzwerten, beispielsweise nicht ausreichender Öldruck der Brennkraftmaschine, werden elektrisch umgesetzt und an das Betätigungsorgan weitergegeben zwecks Stillsetzung der Brennkraftmaschine. Weiter wird diese elektrische Abstellung bei Einbauten von Brennkraftmaschinen gewählt, bei der kein freier Zugang für das Bedienungspersonal zur Bedienung der Maschine möglich ist und ein mechanisches Betätigungsgestänge aufwendig bzw. problematisch zu installieren ist.The electromagnetic shutdown device, usually provided with a lifting magnet, is used for quick and also automatically controllable shutdown and for remote shutdown of an internal combustion engine. Deviations from specified limit values, for example insufficient oil pressure of the internal combustion engine, are implemented electrically and passed on to the actuating member for the purpose of stopping the internal combustion engine. Furthermore, this electrical shutdown is selected for internal combustion engine installations in which no free access for the operating personnel for operating the machine is possible and a mechanical actuating linkage is complicated or difficult to install.

Aus der GB-A-2 067 663 ist eine elektromagnetisch betätigbare Kontrolleinrichtung bekannt, bei der der Hub des Betätigungsorgans über einen Hebel auf die Regelstange der Einspritzpumpe wirkt. Der Aufbau zeigt eine starre, vorgegebene Hebelübersetzung aufgrund verschieden langer Hebelarme eines die Regelstange mit dem Betätigungsorgan verbindenden Hebels. Dabei überbrückt der Hebel, der außermittig einen Drehpunkt aufweist, den Abstand zwischen dem Betätigungsorgan und der Regelstange, deren Stellbewegungen in einem parallelen Abstand in gleicher Richtung erfolgen. Die Anordnung bewirkt eine lineare, sich lediglich geringfügig über den Hub des Betätigungsorgans ändernde Hebelübersetzung.From GB-A-2 067 663 an electromagnetically actuated control device is known, in which the stroke of the actuating member acts on the control rod of the injection pump via a lever. The structure shows a rigid, predetermined lever ratio due to lever arms of different lengths of a lever connecting the control rod to the actuating member. The lever, which has a pivot point off-center, bridges the distance between the actuating member and the control rod, the adjusting movements of which take place at a parallel distance in the same direction. The arrangement brings about a linear lever transmission that changes only slightly over the stroke of the actuating member.

Der DE-A-3 311 201 ist ein magnetbetätigtes Sitzventil entnehmbar, bei dem zwischen einem Magnet- und Betätigungsstößel ein Hebeltrieb in einem Gehäuse zwischengeschaltet ist. Der Hebeltrieb umfaßt dabei zwei an Festpunkten gelagerte Hebelarme wobei es durch Betätigung zu einer Veränderung des Abstandes zwischen dem Anlagepunkt und dem Drehpunkt kommt. Die Festpunkte bewirken eine lineare Veränderung des Abstandes.DE-A-3 311 201 shows a solenoid-operated seat valve, in which a lever drive is interposed in a housing between a magnet and actuating plunger. The lever drive comprises two lever arms mounted at fixed points, the distance between the contact point and the pivot point being changed by actuation. The fixed points cause a linear change in the distance.

Auch der bekannten Verstelleinrichtung gemäß der EP-A-0 099 143 kann kein Aufbau entnommen werden, mit dem die zur Übertragung der Stellbewegung des Betätigungsorgans eingesetzten Bauteile eine große sich stetig verändernde Übersetzung des vom Betätigungsorgan ausgelösten Stellweges möglich ist. Der Aufbau zeigt zwei unmittelbar zusammenwirkende Bauteile zur Übertragung einer Stellbewegung. Die Bauteile zur Erzielung einer sich verändernden Übersetzung bezogen auf den Hub des Betätigungsorgans werden gebildet durch ein erstes Bauteil, welches starr mit dem Betätigungsorgan verbunden und auf seiner Längserstreckung einseitig mit einer Kurvenbahn versehen ist, die von einem Schenkel des Winkelhebels eines zweiten Bauteils abgegriffen wird, dessen weiterer Schenkel über eine Längsnut mit der Regelstange verbunden ist.Also the known adjustment device according to EP-A-0 099 143 does not show any structure with which the components used to transmit the actuating movement of the actuating member allow a large, constantly changing translation of the actuating path triggered by the actuating member. The setup shows two directly interacting components for transmitting an actuating movement. The components for achieving a changing translation in relation to the stroke of the actuating member are formed by a first component which is rigidly connected to the actuating member and is provided on one side on its longitudinal extension with a cam track which is tapped off by one leg of the angle lever of a second component, whose other leg is connected to the control rod via a longitudinal groove.

Der Erfindung liegt daher die Aufgabe zugrunde, eine möglichst große über den gesamten Stellweg des Betätigungsorgans sich ändernde Stellwegübersetzung zu realisieren bei gleichzeitig kompakter Bauweise der Vorrichtung.The invention is therefore based on the object of realizing the greatest possible change in the actuating member ratio over the entire actuating path of the actuating member, while at the same time making the device compact.

Diese Aufgabe wird erfindungsgemäß durch die kennzeichnenden Merkmale des Anspruchs 1 gelöst.This object is achieved by the characterizing features of claim 1.

Die paarweise zusammenwirkenden, die Hebelübersetzung ausführenden Bauteile besitzen jeweils einen eigenen festen Drehpunkt. Darüber hinaus sind diese Bauteile jeweils mit einem in Form einer Kurvenbahn ausgebildeten Schenkel versehen, der mit dem Betätigungsorgan bzw. der Regelstange in Verbindung steht. Über den jeweiligen Schenkel wird vorteilhaft ein gewünschter veränderlicher Anlagepunkt sichergestellt, mit der Folge, daß sich der Abstand zwischen dem Anlage- und dem Drehpunkt der die Hebelübersetzung ausführenden Bauteile über den Hub verändert. Durch die veränderliche Hebelübersetzung wird eine Anpassung an die Kraft-Weg-Charakteristik des Betätigungsorgans erreicht und der Stellweg entsprechend auf die Regelstange übertragen.The components interacting in pairs and performing the lever transmission each have their own fixed pivot point. In addition, these components are each provided with a leg in the form of a curved path, which is connected to the actuating member or the control rod. A desired variable contact point is advantageously ensured via the respective leg, with the result that the distance between the contact point and the pivot point of the components performing the lever transmission changes over the stroke. Due to the variable lever ratio, an adaptation to the force-travel characteristics of the actuating member is achieved and the travel is correspondingly transferred to the control rod.

Bei einer unmittelbar zusammenwirkenden Anordnung der die Hebelübersetzung ausführenden Bauteile bietet es sich vorteilhaft an, daß die sich berührenden und aufeinander abrollenden Enden des Ausrückhebels und des Betätigungshebels als eine stetig sich verändernde Kurvenbahn ausgebildet ist und weiter die Kurvenbahn im Bezug zum Drehpunkt des jeweiligen Hebels zueinander gegenläufig angeordnet ist. Diese Ausgestaltung erlaubt vorteilhaft eine weitere Anpassung der die Hebelübersetzung ausführenden Bauteile an die Kraft-Weg-Charakteristik der eingesetzten Hubmagnete. Weiter wird mit dieser Gestaltung eihe große Varianz der Übersetzungs- änderung bezogen auf den Weg des Betätigungsorgans erreicht.In the case of a directly interacting arrangement of the components carrying out the lever transmission, it is advantageous that the contacting and rolling ends of the release lever and the actuating lever are designed as a continuously changing cam track and further the cam track in relation to one another in relation to the pivot point of the respective lever is arranged. This embodiment advantageously allows a further adaptation of the components performing the lever transmission to the force-displacement characteristic of the solenoids used. Furthermore, this design achieves a large variance in the translation change in relation to the path of the actuating member.

In einer Ausgestaltung der Erfindung ist weiter vorgesehen, die sich berührenden, abgerundeten, in einer Kurvenbahn ausgebildeten Enden des Ausrück- und Betätigungshebels mit einer Verzahnung zu versehen, die miteinander im Eingriff steht. Die Radien der Verzahnung verändern sich dabei gegenläufig zueinander aus Sicht des jeweiligen Drehpunktes eines Hebels. Durch die Verzahnung werden Toleranzfehler in Grenzen ausgeglichen und weiter die Funktion auch bei Verschleiß sichergestellt.In one embodiment of the invention, it is further provided that the touching, rounded ends of the disengaging and actuating lever formed in a curved path are provided with a toothing which is in engagement with one another. The radii of the toothing change in opposite directions from the point of view of the respective fulcrum of a lever. The toothing compensates for tolerance errors within limits and further ensures the function even when worn.

Erfindungsgemäß ist weiter vorgesehen, als Betätigungsorgan einen Elektromagneten vorzusehen, dessen Hubkraftverlauf zum Hubanfang hin abnimmt. Diese Charakteristik weisen insbesondere kleindimensionierte Hubmagnete auf. Durch die erfindungsgemäße Abstellvorrichtung wird vorteilhaft eine an die zuvor beschriebene Hubmagnet-Charakteristik angepaßte Hebelübersetzung möglich, so daß bei geringem Kraftangebot des Magneten bei Hubbeginn ein großer Hebelarm und bei großer Hubkraft ein kleiner Hebelarm vorliegt.According to the invention, provision is further made to provide an electromagnet as the actuating member, the stroke force curve of which decreases towards the beginning of the stroke. This characteristic is particularly evident in small-sized solenoids. The parking device according to the invention advantageously enables a lever transmission adapted to the above-described solenoid characteristic, so that a large lever arm is present at the start of the stroke with a small force supply of the magnet and a small lever arm is present with a large lifting force.

Zur weiteren Einflußnahme auf die Lage des Betätigungs- und Ausrückhebels ist eine Zugfeder vorgesehen, die so am Betätigungshebel befestigt ist, daß es zu einem ständigen kraftschlüssigen Anliegen des Ausrückhebels am Betätigungsorgan kommt. Mit der Zugfeder werden die Hebel in die Ausgangslage zurückgeführt und damit wird bei ausgeschaltetem Betätigungsorgan die Regelstange für den Regelbetrieb freigegeben, d.h. der Freiheitsgrad wird beeinträchtigt.To further influence the situation of the Actuating and disengaging lever, a tension spring is provided, which is attached to the actuating lever so that there is a constant positive engagement of the disengaging lever on the actuating member. With the tension spring, the levers are returned to the starting position and the control rod is thus released for control operation when the actuating element is switched off, ie the degree of freedom is impaired.

Die erfindungsgemäße Abstellvorrichtung sieht vor, daß der vom Betätigungsorgan ausgelöste Hub in zwei Schritten übersetzt wird. Die kleinere Übersetzungsstufe ergibt sich zwischen dem Ausrück- und Betätigungshebel, die entweder direkt ineinandergreifen oder über eine Stange miteinander verbunden sind. Die zweite und größere, sich kontinuierlich verändernde Hebelübersetzung erfolgt zwischen dem Betätigungshebel und der Regelstange, wobei dieser Hebel einen freien Schenkel aufweist, der mit einer Kurvenbahn versehen ist.The parking device according to the invention provides that the stroke triggered by the actuator is translated in two steps. The lower gear ratio is between the release and operating levers, which either mesh directly or are connected to each other by a rod. The second and larger, continuously changing lever ratio takes place between the actuating lever and the control rod, this lever having a free leg which is provided with a curved path.

Aufgrund des gekrümmt ausgeführten freien Schenkels am Betätigungshebel verlagert sich der Angreifpunkt des Betätigungshebels stähdig an der Auflage der Regelstange und damit folglich auch der, für die Übersetzung entscheidende Hebelarm zwischen der Lagermitte vom Betätigungshebel und dem Angreifpunkt an der Regelstange. Dieser Erfindungsgedanke erlaubt eine Vielzahl von veränderlichen Hebelübersetzungen, die auf verschiedene Brennkraftmaschinen abgestimmt einsetzbar sind.Due to the curved free leg on the actuating lever, the point of application of the actuating lever is shifted at the support of the control rod and consequently also the lever arm, which is crucial for the translation, between the center of the bearing of the actuating lever and the point of application on the control rod. This inventive concept allows a large number of variable lever ratios which can be used in a coordinated manner with different internal combustion engines.

Die Anordnung der Ausrückhebel und Betätigungshebel ist vorteilhaft im Inneren der Brennkraftmaschine, vorzugsweise im Kurbelgehäuse, vorgesehen. Der Einbau im Motorinneren wirkt sich auf die Außenabmessung der Brennkraftmaschine nicht nachteilig aus. Weiter kann die Funktion durch äußere Einflüsse, beispielsweise Staub, nicht beeinträchtigt werden. Eine erforderliche Wartung der Gelenke und Hebel in Form von regelmäßiger Schmierung kann entfallen, da im Innern der Brennkraftmaschine ein ausreichender Ölnebel vorherrscht.The arrangement of the release lever and actuating lever is advantageously provided in the interior of the internal combustion engine, preferably in the crankcase. Installation in the interior of the engine does not adversely affect the external dimensions of the internal combustion engine. Furthermore, the function cannot be impaired by external influences, for example dust. Maintenance of the joints and levers in the form of regular lubrication can be dispensed with, since there is sufficient oil mist inside the internal combustion engine.

In Ausgestaltung der Erfindung ist die elektromagnetische Abstellvorrichtung so ausgeführt, daß im stromlosen Zustand des Betätigungsorgans (Hubmagnet) die Regelstange in der Stop- Stellung gehalten wird. Diese Schaltungsart bietet den Vorteil, daß der Hubmagnet vor dem Motorstart, beispielsweise durch Verbindung mit dem Zündschloß angesteuert wird und so die Brennkraftmaschine, vorzugsweise Dieselmotor, mit dem Zündschlüssel gestartet und abgestellt werden kann. Ausgelöst durch die Zündschlüsselbetätigung wird der mit der Regelstange in Verbindung stehende Betätigungshebel in die Startstellung gebracht. Dies geschieht durch die Hubkraft des Betätigungsorgans, die auf den Ausrückhebel wirkt, der direkt mit dem Betätigungshebel in Eingriff steht. Der Hubkraft entgegen wirkt die Kraft der Zugfeder, die am Betätigungshebel angelenkt ist, damit die Regelstange über den Betätigungshebel in der Stop-Stellung gehalten wird. Vorteilhaft erweist sich eine solche Lage des Betätigungshebels nach der Zündschlüsselbetätigung, die sicherstellt, daß die Regelstange in eine Startmehrmengenposition gebracht werden kann, die für Kaltstarts notwqendig ist. Die Regelstangenverstellung entgegen der Kraftrichtung der Zugfeder wird dadurch ermöglicht, daß bei Beginn der Verschiebung der Regelstange die Hubkraft des Betätigungsorgans zwar klein, der Hebelarm für die Krafteinleitung jedoch groß ist. Das Betätigungsorgan wird zusätzlich unterstützt durch die Druckfeder der Regelstange, die der Kraft der Zugfeder entgegenwirkt. Bedingt durch die Kraft-Weg-Charakteristik des Betätigungsorgans findet zum Hubende eine Umkehrung statt. Die Kraft des Hubmagneten erreicht den höchsten Wert bei kleiner werdenden-Hebelarmen. Die Hubkraftzunahme ist so groß, daß auch die größere Federkraft der Zugfeder bei gleichzeitiger Verringerung der Druckfederkraft kompensiert wird. Für diese Schaltungsart des Betätigungsorgans werden vorteilhaft Hubmagnete mit einer Einschaltdauer von 100% gewählt. Anstelle einer Zugfeder ist beispielsweise auch eine Spiralfeder oder eine andere Art eines Kraftspeichers einsetzbar.In an embodiment of the invention, the electromagnetic shut-off device is designed so that the control rod is held in the stop position when the actuating member (solenoid) is de-energized. This type of circuit has the advantage that the solenoid is controlled before the engine starts, for example by connection to the ignition lock, and so the internal combustion engine, preferably a diesel engine, can be started and stopped with the ignition key. Triggered by the ignition key actuation, the actuating lever connected to the control rod is brought into the start position. This is done by the lifting force of the actuator, which acts on the release lever, which is directly engaged with the actuating lever. The lifting force is counteracted by the force of the tension spring which is articulated on the actuating lever so that the control rod is held in the stop position via the actuating lever. Such a position of the actuating lever after the ignition key actuation proves to be advantageous, which ensures that the control rod can be brought into a starting multitask position, which is necessary for cold starts. The control rod adjustment against the direction of force of the tension spring is made possible by the fact that when the control rod begins to move, the lifting force of the actuating member is small, but the lever arm for the introduction of force is large. The actuator is additionally supported by the compression spring of the control rod, which counteracts the force of the tension spring. Due to the force-displacement characteristics of the actuator, a reversal takes place at the end of the stroke. The force of the solenoid reaches the highest value with smaller lever arms. The increase in lifting force is so great that the greater spring force of the tension spring is compensated for while reducing the pressure spring force. Solenoids with a duty cycle of 100% are advantageously selected for this type of switching of the actuator. Instead of a tension spring, a spiral spring or another type of energy accumulator can also be used, for example.

Der Erfindungsgedanke erlaubt darüber hinaus eine alternative Anordnung, bei der im ausgeschalteten, stromlosen Zustand des Betätigungsorgans die Regelstange für den Regelbetrieb freigegeben wird und bei bestromtem Hubmagnet die Regelstange in die Stop-Stellung verschoben wird. Bei dieser Anordnung erfolgt die Abstellung der Brennkraftmaschine durch Einschalten des Betätigungsorgans. Dabei sind die Regelstange über den Ausrück- und Betätigungshebel, verbunden durch eine Stange, in Richtung Null-Förderung der Einspritzpumpe bewegt. Die Hubkraft des Betätigungsorgans überwindet bei Hubbeginn die Kraft der Hubfeder für die Regelstange, wie auch die Zugfederkraft. Damit wird erreicht, daß der Ausrück- und der Betätigungshebel kraftschlüssig mit dem Betätigungsorgan verbunden sind. Der Erfindungsgedanke sieht bei dieser Schaltungsart vor, daß bei der sich verändernden Hebelübersetzung während des Hubs die Kraft der Zugfeder, die bei Hubbeginn mit überwunden werden muß, das Betätigungsglied unterstützt. Für einen erneuten Start der Brennkraftmaschine, dies ist nur möglich bei stromlosem Betätigungsorgan, folgt die Rückstellung der Regelstange durch eine Druckfeder. Mit dieser Schaltungsart können z.B. Sicherheitsschalter an einem Gerät angebracht werden zur schnellen Abstellung der Brennkraftmaschine, beispielsweise bei Gefahr, wobei lediglich die Brennkraftmaschine stillgesetzt wird, jedoch die Beleuchtung über die im Gerät befindliche Stromversorgung davon nicht betroffen ist.The idea of the invention also allows an alternative arrangement in which the control rod is released for control operation when the actuating member is switched off and de-energized and the control rod is moved into the stop position when the solenoid is energized. In this arrangement, the engine is switched off by switching on the actuator. The control rod is moved in the direction of zero delivery of the injection pump via the release and actuation lever, connected by a rod. The lifting force of the actuator overcomes the force of the lifting spring for the control rod as well as the tension spring force at the start of the stroke. This ensures that the release lever and the actuating lever are non-positively connected to the actuating member. The idea of the invention provides in this type of circuit that with the changing lever ratio during the stroke, the force of the tension spring, which must be overcome at the start of the stroke, supports the actuator. To restart the internal combustion engine, this is only possible when the actuator is de-energized, the control rod is reset by a compression spring. With this type of circuit, e.g. Safety switches are attached to a device for the rapid shutdown of the internal combustion engine, for example in the event of danger, wherein only the internal combustion engine is stopped, but the lighting via the power supply in the device is not affected.

Weitere Merkmale der Erfindung ergeben sich aus der nachfolgenden Beschreibung und den Zeichnungen. Es zeigt:

  • Fig. 1 eine elektromagnetische Abstellungsvorrichtung im stromlosen Zustand und eine Regelstange in der Stop-Stellung,
  • Fig. 2 eine elektromagnetische Abstellungsvorrichtung im stromlosen Zustand, verbunden mit einer Regelstange in der Betriebsstellung,
  • Fig. 3 Hubmagnetkennlinien für eine konventionelle Motorabstellung,
  • Fig. 4 Hubmagnetkennlinien für eine Motorabstellung nach dem Erfindungsgedanken.
Further features of the invention result from the following description and the drawings. It shows:
  • 1 is an electromagnetic shutdown device in the de-energized state and a control rod in the stop position,
  • Fig. 2 shows an electromagnetic shutdown direction in the de-energized state, connected to a control rod in the operating position,
  • 3 solenoid characteristics for a conventional engine shutdown,
  • Fig. 4 solenoid characteristics for an engine shutdown according to the inventive concept.

Fig. 1 zeigt eine elektromagnetische Abstellvorrichtung, bei der im stromlosen Zustand des Betätigungsorgans 1 die Regelstange 8 in der Stopstellung gehalten wird. Die Abstellungsvorrichtung ist teilweise eingebaut in einer Brennkraftmaschine, von der andeutungsweise nur der vordere Deckel 9 dargestellt ist. Das Betätigungsorgan 1, ausgeführt als Hubmagnet, ist mit dem Zwischenflansch 2 verbunden, der dichtend durch den Rundgummiring 13 im vordere Deckel 9 eingepaßt und befestigt ist. Das Betätigungsorgan 1 ist versehen mit dem Magnetstößel 6, der im Betätigungsorgan 1 mittig angeordnet ist. Im stromlosen, nicht betätigten Zustand ragt der Magnetstößel 6 nur gering aus dem Zwischenflansch 2 hervor. Kraftschlüssig durch die Zugfeder 5 liegt der Ausrückhebel 3 am Magnetstößel 6 an. Der Ausrückhebel 3 ist im Lager 12 befestigt, das auf dem Zwischenflansch 2 angeordnet ist, und besitzt am vom Drehpunkt 12 entgegengesetzten Ende eine Kurvenform 19. Angepaßt an die Kurvenform 19 des Ausrückhebels 3 ist die des Betätigungshebels 4. Die Zugfeder 5 ist zwischen dem Drehpunkt vom Ausrückhebel 3 und einem seitlichen Ansatz am Betätigungshebel 4 eingehängt. Die Hubbewegung des Magnetstößels 6 wird vom Ausrückhebel 3 auf den Betätigungshebel 4 über die spezielle Kuvenform 19 übertragen. Das Lager 11 ist für den Betätigungshebel 4 vorgesehen und befindet sich auf dem Zwischenflansch 2. Der Betätigungshebel 4 besitzt am gegenüberliegenden Ende der Kurvenform 19 einen langen, zungenförmig ausgebildeten Schenkel mit einer Abrundung, die als Gleitfläche für die Verstellung der Regelstange 8 dient. Die Regelstange 8 befindet sich in der Führung 10, auf die sich einseitig in Richtung zum Betätigungshebel 4 die Druckfeder 7 abstützt, das andere Ende der Druckfeder 7 liegt an der Auflage 21 der Regelstange 8 an. Die Führung 10 ist wiederum eingepaßt in das Kurbelgehäuse 20, welches sich zwischen dem vorderen Deckel 9 und einer nicht dargestellten Kraftstoffeinspritzpumpe befindet. Die große Ubersetzung erfolgt bei dieser Gestaltungsform, indem der Ausrückhebel 3 im großen Abstand zum Drehpunkt im Lager 12 vom Magnetstößel 6 betätigt wird und das Ende des Ausrückhebels 3, die Kurvenform 19, einen relativ kleinen Weg umfährt. Die Hebellänge von der Kurvenform 19 zum Drehpunkt im Lager 11 ist beim Betätigungshebel 4 wesentlich geringer als beim Ausrückhebel 3, wodurch sich eine große Wegübersetzung ergibt. Der lange Schenkel des Betätigungshebels macht beim Hub des Magnetstößels 6 einen gleichgroßen Winkelausschlag wie die Kurvenform 19 des Betätigungshebels 4, umschreibt jedoch einen wesentlich weiteren Weg aufgrund der größeren Hebellänge.Fig. 1 shows an electromagnetic shut-off device in which the control rod 8 is held in the stop position in the de-energized state of the actuator 1. The shut-off device is partially installed in an internal combustion engine, of which only the front cover 9 is shown. The actuator 1, designed as a solenoid, is connected to the intermediate flange 2, which is fitted and fixed in a sealing manner by the round rubber ring 13 in the front cover 9. The actuator 1 is provided with the magnetic plunger 6, which is arranged centrally in the actuator 1. In the de-energized, non-actuated state, the magnetic plunger 6 protrudes only slightly from the intermediate flange 2. The release lever 3 rests on the magnetic plunger 6 in a force-locking manner by means of the tension spring 5. The release lever 3 is fastened in the bearing 12, which is arranged on the intermediate flange 2, and has a curve shape 19 at the end opposite the pivot point 12. The curve shape 19 of the release lever 3 is that of the actuation lever 4. The tension spring 5 is between the pivot point hooked by the release lever 3 and a side extension on the actuating lever 4. The lifting movement of the magnetic plunger 6 is transmitted from the release lever 3 to the actuating lever 4 via the special curve shape 19. The bearing 11 is provided for the actuating lever 4 and is located on the intermediate flange 2. The actuating lever 4 has at the opposite end of the curve shape 19 a long, tongue-shaped leg with a rounding, which serves as a sliding surface for the adjustment of the control rod 8. The control rod 8 is located in the guide 10, on which the compression spring 7 is supported on one side in the direction of the actuating lever 4, the other end of the compression spring 7 rests on the support 21 of the control rod 8. The guide 10 is in turn fitted into the crankcase 20, which is located between the front cover 9 and a fuel injection pump, not shown. The large translation takes place in this design, in that the release lever 3 is actuated at a large distance from the pivot point in the bearing 12 by the magnetic plunger 6 and the end of the release lever 3, the curve shape 19, travels a relatively small way. The lever length from the curve shape 19 to the fulcrum in the bearing 11 is considerably less for the actuating lever 4 than for the release lever 3, which results in a large displacement ratio. The long leg of the actuating lever makes an angular deflection of the same magnitude as the curve shape 19 of the actuating lever 4 when the magnetic plunger 6 is lifted, but describes a much further path due to the longer lever length.

Das Einschalten des Betätigungsorgans 1 bewirkt ein Ausfahren des Magnetstößels 6 in Pfeilrichtung A (Gegenuhrzeigersinn)vom Wert 5 in Richtung 0 des Hubes, der gestrichelt gezeichnet wurde. In die gleiche Pfeilrichtung um den Lagerpunkt 12 drehend bewegt sich dabei der Ausrückhebel 3. Mit dem Betätigungshebel 4 steht der Ausrückhebel 3 über eine gegenläufig ausgeführte, sich verändernde abgerundete Form der Hebelenden im Eingriff und bewirkt ein gegenseitiges Abrollen der Hebel. Durch das Abrollen wird die Drehrichtung von Ausrückhebel 3 für den Betätigungshebel 4 umgekehrt, der sich im Uhrzeigersinn, Pfeilrichtung B, bewegt. Der durch den Magnetstößel 6 erzeugte Hub, umgesetzt durch die Ausrück- und Betätigungshebel, gibt die Regelstange, unterstützt durch die Druckfeder 7, in Richtung C frei.Switching on the actuator 1 causes the magnetic plunger 6 to extend in the direction of arrow A (counterclockwise) from the value 5 in the direction of 0 of the stroke, which has been drawn in dashed lines. The release lever 3 rotates in the same direction of the arrow around the bearing point 12. The release lever 3 engages with the actuating lever 4 via an opposite, changing, rounded shape of the lever ends and causes the levers to roll off each other. By rolling, the direction of rotation of release lever 3 is reversed for the actuating lever 4, which moves clockwise, arrow direction B. The stroke generated by the magnetic plunger 6, implemented by the release and actuation levers, releases the control rod, supported by the compression spring 7, in direction C.

Die dargestellte Anordnung von Ausrück- und Betätigungshebel kommt der Kraft/Weg-Charakteristik des Betätigungsorgans 1 (Hubmagnet) entgegen. Das für diese elektromagnetischen Abstellvorrichtungen gemäß Fig. 1 und 2 verwendete Betätigungsorgan 1 (Hubmagnet) ist so konzipiert, daß die Hubkraft im Punkt 0 des eingezeichneten Stößelhubes den größten Wert erreicht, der zum Hubanfang, punkt 5 abnimmt. Erreicht wird dieser Hubkraftverlauf durch einen großen Abstand im Hubmagnet zwischen Anker und Spule am Hubanfang, der sich bei größer werdendem Hub verringert mit gleichzeitiger Hubkraftzunahme. Die bei Hubbeginn vorhandene kleine Hubkraft überwindet die entgegenwirkende Federkraft der Zugfeder 5 mit Unterstützung der Kraft der Druckfeder 7. Bei weiterem Hub wird die Bewegung stark übersetzt, der Betätigungshebel 4 gleitet dabei auf der Auflage 21 der Regelstange 8 weiter zur Mittelachse der Regelstage bei gleichzeitiger Drehbewegung in Richtung B. Mit zunehmendem Hub des Magnetstößels 6 vergrößert sich dessen Stellkraft. Diese Kraft, unterstützt durch die Federkraft der Druckfeder 7, ist größer als die Kraft der Zugfeder 5, die mit zunehmendem Hub steigt. Der Hebelarm für die Druckfeder der Regelstange 8 ergibt sich zwischen dem Berührungspunkt des Betätigungshebels 4 an der Auflage 21 und der Mitte vom Lager 11. Die Zunahme der Hubkraft des Betätigungsorgans 1 bei zunehmendem Hub entspricht der Elektromagnet-Charakteristik.The arrangement of release and actuation lever shown corresponds to the force / displacement characteristic of the actuator 1 (solenoid). The actuator 1 (lifting magnet) used for these electromagnetic shutdown devices according to FIGS. 1 and 2 is designed so that the lifting force at point 0 of the plunger stroke shown reaches the greatest value, which decreases at the beginning of the stroke, point 5. This stroke force curve is achieved by a large distance in the solenoid between the armature and the coil at the start of the stroke, which decreases as the stroke increases and the stroke force increases at the same time. The small lifting force present at the start of the stroke overcomes the counteracting spring force of the tension spring 5 with the support of the force of the compression spring 7. With a further stroke, the movement is strongly translated, the actuating lever 4 slides on the support 21 of the control rod 8 further to the central axis of the control days with a simultaneous rotary movement in direction B. With increasing stroke of the magnetic plunger 6, its actuating force increases. This force, supported by the spring force of the compression spring 7, is greater than the force of the tension spring 5, which increases with increasing stroke. The lever arm for the compression spring of the control rod 8 results between the point of contact of the actuating lever 4 on the support 21 and the center of the bearing 11. The increase in the lifting force of the actuator 1 with increasing stroke corresponds to the electromagnet characteristic.

Fig. 2 zeigt eine im Aufbau nahezu identische elektromagnetische Abstellung wie Fig. 1. Auch hier ist das Betätigungsorgan 1 ausgeführt als Hubmagnet und mit dem Zwischenflansh 2 verbunden, der dichtend durch den Rundgummiring 13 im vorderen Deckel 9 eingesetz ist. In der Mitte vom Zwischenflansch 2 ist nur gering über die Außenkontur im stromlosen, unbetätigten Zustand hinausragend der Magnetstößel 6 sichtbar. Am Magnetstößel 6 anliegend befindet sich ein Schenkel des Ausrückhebels 14, der im Lager 12, welches sich auf dem Zwischenflansch 2 befindet, drehbar gelagert ist. Ein zweiter Schenkel des Ausrückhebels 14 mit fast identischer Schenkellänge ist im Winkel von ca. 90° vom ersten angeordnet und besitzt am Ende eine drehbare Befestigung für die Stange 17, die eine Verbindung zum Betätigungshebel 15 herstellt. Die Anlenkung der Stange 17 am Betätigungshebel 15 erfolgt in einem wesentlich geringeren Abstand zum Drehpunkt im Lager 11 für den Betätigungshebel 15 als beim vergleichbaren Ausrückhebel 14 zum Lager 12. Diese Anordnung bedingt eine starke Übersetzung, und so umschreibt das vom Lager 11 entfernt liegende Ende des besonders lang ausgeführten Schenkels vom Betätigungshebel 15 einen großen Weg und damit eine große Verstellung der Regelstange 8, die an der Kurvenbahn des Betätigungshebels 15 anliegt. Durch die Hebelübersetzung zwischen dem Ausrückhebel 14 und dem Betätigungshebel 15 wird der Hub des Magnetstößels 6 ca. verdreifacht. Die Regelstange 8 wird durch die Druckfeder 18, die zwischen der Führung 10 und der Auflage 21 der Regelstange 8 angeordnet ist, gegen den Betätigungshebel 15 gedrückt. Zur Federkraft der Druckfeder 18 addiert sich die Kraft der Zugfeder 16. Die Summe beider Kräfte muß vom Betätigungsorgan 1 überwunden werden zur Verstellung der Regelstange 8. Die Führung 10 für die Regelstange 8 befindet sich im Kurbelgehäuse 20, das sich zwischen dem vorderen Deckel 9 und einer nicht dargestellten Einspritzpumpe befindet.FIG. 2 shows an electromagnetic shutdown that is almost identical in construction to FIG. 1. Here too, the actuating member 1 is designed as a lifting magnet and is connected to the intermediate flange 2, which is inserted sealingly through the round rubber ring 13 in the front cover 9. In the middle of the intermediate flange 2, the magnetic plunger 6 is only slightly protruding beyond the outer contour in the de-energized, unactuated state. Adjacent to the magnetic plunger 6 is a leg of the release lever 14, which is rotatably mounted in the bearing 12, which is located on the intermediate flange 2. A second leg of the release lever 14 with an almost identical leg length is at an angle of approximately 90 ° from arranged first and has at the end a rotatable attachment for the rod 17, which connects to the operating lever 15. The articulation of the rod 17 on the actuating lever 15 takes place at a substantially smaller distance from the pivot point in the bearing 11 for the actuating lever 15 than in the comparable release lever 14 to the bearing 12. This arrangement requires a strong translation, and so describes the end of the bearing 11 which is remote from the bearing particularly long leg from the operating lever 15 a large way and thus a large adjustment of the control rod 8, which abuts the cam track of the operating lever 15. The lever ratio between the release lever 14 and the actuating lever 15 roughly triples the stroke of the magnetic plunger 6. The control rod 8 is pressed against the actuation lever 15 by the compression spring 18, which is arranged between the guide 10 and the support 21 of the control rod 8. To the spring force of the compression spring 18, the force of the tension spring 16 is added. The sum of both forces must be overcome by the actuator 1 to adjust the control rod 8. The guide 10 for the control rod 8 is located in the crankcase 20, which is between the front cover 9 and an injection pump, not shown.

Ein Abstellen der Brennkraftmaschine erfolgt mit dieser Abstellvorrichtung, indem das Betätigungsorgan 1 geschaltetwird und der Magnetstößel 6 in Richtung A ausfährt und dabei den als Winkelhebel ausgeführten Ausrückhebel 14 im Gegenuhrzeigersinn verdreht. Am zweiten Schenkel des Ausrückhebels ist eine Stange 17 angeordnet, die eine Verbindung zum Betätigungshebel 15 herstellt und diesen dadurch ebenso im Gegenuhrzeigersinn in Pfeilrichtung B verdreht. Als Folge dieser Bewegung wird durch das kraftschlüssige Anliegen des Betätigungshebels 15 an der Auflage 21 die Regelstange 8 in Richtung C verschoben und damit die Einspritzpumpe in die Stopstellung gebracht.The internal combustion engine is switched off with this switch-off device, in that the actuating element 1 is switched and the magnetic plunger 6 extends in the direction A and in the process rotates the release lever 14, which is designed as an angle lever, in the counterclockwise direction. On the second leg of the release lever, a rod 17 is arranged, which establishes a connection to the actuating lever 15 and thus also rotates it counterclockwise in the direction of arrow B. As a result of this movement, the control rod 8 is displaced in the direction C by the force-fitting contact of the actuating lever 15 on the support 21, and the injection pump is thus brought into the stop position.

Auch diese Abstellvorrichtung ist in Anlehnung an die Kraft/Weg-Charakteristik des Betätigungsorgans 1 (Hubmagnet) ausgelegt. Die kleine Hubkraft des Betätigungsorgans 1 bei Hubbeginn muß die Federkräfte der Zugfeder 16 und der Druckfeder 18 überwinden, die zusammen kleiner als die Hubkraft sind. Der Hub des Betätigungsorgans 1, der vom Ausrückhebel 14 aufgrund gleicher Schenkellängen in gleicher Größe auf einen Anlenkpunkt am Betätigungshebel 15 übertragen wird, erfährt eine große Übersetzung, da der Anlenkpunkt sich in einem geringen Abstand zum Drehpunkt des Betätigungshebels 15 im Lager 11 befindet. Das Betätigungsorgan 1 erfährt eine Hubkraftentlastung, sobald der Betätigungshebel 15 soweit in Richtung B gedreht ist, bis der Anlenkpunkt der Zugfeder 16 im Betätigungshebel 15 die Verbindungsachse zwischen den Mittelpunkten von Lagern 11, 12 in der Verlängerung zur Regelstange 8 überschritten hat. Die Kraft der Zugfeder 16 unterstützt nun die Hubkraft des Betätigungsorgans 1. Die nun zusammenwirkende Kraft des Betätigungsorgans 1 und der Zugfeder 16 ist größer als die mit dem Hub zunehmende Kraft der Druckfeder 18.This parking device is also designed based on the force / displacement characteristic of the actuator 1 (solenoid). The small lifting force of the actuator 1 at the beginning of the stroke must overcome the spring forces of the tension spring 16 and the compression spring 18, which together are less than the lifting force. The stroke of the actuator 1, which is transmitted from the release lever 14 due to the same leg length in the same size to a pivot point on the actuating lever 15, undergoes a large translation, since the pivot point is located at a short distance from the pivot point of the actuating lever 15 in the bearing 11. The actuating member 1 is relieved of the lifting force as soon as the actuating lever 15 has been rotated in the direction B until the articulation point of the tension spring 16 in the actuating lever 15 has exceeded the connecting axis between the centers of bearings 11, 12 in the extension to the control rod 8. The force of the tension spring 16 now supports the lifting force of the actuator 1. The now interacting force of the actuator 1 and the tension spring 16 is greater than the force of the compression spring 18 increasing with the stroke.

Das für diese Anordnung verwendete Betätigungsorgan mit der größten Hubkraft am Hubende eignet sich vorteilhaft für diese Abstellvorrichtung. Zum Hubende verändert sich der für die Übersetzung wirksame Hebelarm zwischen dem Angreifpunkt des Betätigungshebels 15 an der Auflage 21 und dem Drehpunkt, Mitte vom Lager 11, und erreicht den kleinsten Wert aufgrund der gekrümmten Gestaltung des Betätigungshebels 15.The actuator used for this arrangement with the greatest lifting force at the stroke end is advantageously suitable for this parking device. At the end of the stroke, the lever arm effective for the translation changes between the point of engagement of the actuating lever 15 on the support 21 and the pivot point, center of the bearing 11, and reaches the smallest value due to the curved design of the actuating lever 15.

Fig. 3 zeigt Kennlinien des Betätigungsorgans 1, ausgeführt als Hubmagnet, bei der bisherigen, konventionellen Motorabstellung in der Stop- Stellung des Motors bei stromlosem Betätigungsorgan 1. Die über den gesamten Hub gleichbleibende Stellkraft bewirkt aufgrund der speziellen Kraft/Weg-Charakteristik von Elektromagneten das große überschüssige Arbeitsvermögen und als weitere Folge die Verwendung groß dimensionierter Hubmagnete für die elektromagnetische Abstellvorrichtung von Brennkraftmaschinen.Fig. 3 shows characteristics of the actuator 1, designed as a solenoid, in the previous, conventional engine shutdown in the stop position of the motor with de-energized actuator 1. The constant actuating force over the entire stroke causes this due to the special force / travel characteristics of electromagnets large excess work capacity and, as a further consequence, the use of large-sized lifting magnets for the electromagnetic parking device of internal combustion engines.

Fig. 4 zeigt die erforderliche Kennlinie des Betätigungsorgans (Hubmagnet) für eine gleiche Schaltungsart des Betätigungsorgans 1 wie in Fig. 3, jedoch mit einer veränderlichen Hubübersetzung. Die Kennlinie verdeutlicht die Reduzierung des Überschußarbeitsvermögens, die ermöglicht wird durch die Hubverringerung auf ca. 1/3, bedingt durch die Übersetzung zwischen dem Ausrückhebel 3 und dem Betätigungshebel 4. In der Fig. 4 mit aufgeführt ist auch die sich daraus ergebende erforderliche, wesentlich kleinere Hubmagnetgröße.Fig. 4 shows the required characteristic of the actuator (solenoid) for the same circuit type of the actuator 1 as in Fig. 3, but with a variable stroke ratio. The characteristic curve illustrates the reduction in the excess work capacity, which is made possible by reducing the stroke to approximately 1/3, due to the translation between the release lever 3 and the actuating lever 4. In FIG. 4, the resultant required is also essential smaller solenoid size.

Durch die besondere Hubmagnetkonzeption ergibt sich ein für diese Betätigungsorgane unüblicher Kraft/Weg-Verlauf in der Form, daß die Stellkraft mit zunehmendem Hub ansteigt.The special lifting magnet design results in a force / displacement curve that is unusual for these actuators in such a way that the actuating force increases with increasing stroke.

Aus diesem Grund wurde auch die Hubanzeige entsprechend gekennzeichnet, siehe Fig. 1 und 2. Der Maximale Hub ist mit 0 bezeichnet, der Minimalwert dagegen mit 5.For this reason, the stroke display has also been marked accordingly, see Fig. 1 and 2. The maximum stroke is denoted by 0, the minimum value, however, by 5.

Claims (9)

1. An electromagnetic shut-off device for the fuel-injection pump of an internal combustion engine, the device comprising an actuator (1) which, when being lifted, acts via a lever transmission on the injection pump's governor rod (8), wherein, if the actuator (1) is lifted to the maximum possible extent, the rod (8) will thereby be shifted into its extreme position necessary for stopping the engine, and wherein the leverage ratio between the actuator (1) and the rod (8) is variable due to the lifting of the actuator, characterized in that each of the components - i.e. a disengaging lever (3, 14) lockingly resting on the actuator (1) and a control lever (4, 15) lockingly resting, for the purpose of effecting the stoppage, against the governor rod (8), which levers serve to effect the lever transmission and which are arranged to interact either directly or indirectly as a pair - is pivotable about its individual stationary fulcrum, that that arm of each of said levers which rests on the actuator (1) and, respectively, against the rod (8) is constructed as a curved track, that these arms ensure a variable point of contact, and in that the spacing between this point of contact and the fulcrum of the disengaging lever (3, 14) and, respectively, that of the control lever (4, 15) varies during lifting.
2. An electromagnetic device according to claim 1, characterized in that the disengaging lever's (3) and the control lever's (4) respective end portions contacting and rolling one on the other are constructed as continuously varying curved tracks, and in that the curved tracks are arranged, relative to the fulcrum of the respective lever, to pivot in opposite directions.
3. An electromagnetic device according to claim 2, characterized in that the disengaging lever's (3) and control lever's (4) respective end portions contacting one another are serrated and thereby connected to each other.
4. An electromagnetic device according to any of the claims 1 to 3, characterized in that the actuator (1) is an electromagnet the armature and coil of which are arranged so as to obtain a lifting force course in which the force is reduced at the start of the lifting operation.
5. An electromagnetic device according to any of the claims 1 to 4, characterized in that a tension spring (5, 16) is fastened to the control lever (4, 15), and in that this spring permits the control lever (4, 15), and thus the governor rod (8), to be located in a predeterminable position and also ensures that the disengaging lever (3, 14) lockingly rests permanently on the actuator (1).
6. An electromagnetic device according to any of the claims 1 to 5, characterized in that the variation of the lever transmission takes place in two steps.
7. An electromagnetic device according to any of the claims 1 to 6, characterized in that the disengaging lever (3, 14) and the control lever (4, 15) are arranged in the engine's crankcase.
8. An electromagnetic device according to any of the preceding claims, characterized in that, if the actuator (1) is de-energized, the disengaging lever (3) and the control lever (4) keep the governor rod (8) in its stop position.
9. An electromagnetic device according to any of the preceding claims, characterized in that, if the actuator (1) is energized, the disengaging lever (14) and the control lever (15) keep the governor rod (8) in its stop position.
EP86112628A 1985-09-13 1986-09-12 Electromagnetic shut-down device for a combustion engine Expired - Lifetime EP0218927B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3532670 1985-09-13
DE19853532670 DE3532670A1 (en) 1985-09-13 1985-09-13 ELECTROMAGNETIC STORAGE DEVICE FOR AN INTERNAL COMBUSTION ENGINE

Publications (2)

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EP0218927A1 EP0218927A1 (en) 1987-04-22
EP0218927B1 true EP0218927B1 (en) 1991-01-23

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EP86112628A Expired - Lifetime EP0218927B1 (en) 1985-09-13 1986-09-12 Electromagnetic shut-down device for a combustion engine

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DE (2) DE3532670A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10130068A1 (en) * 2001-06-21 2003-01-02 Deutz Ag Internal combustion engine has injection system with shut-off device hydraulically actuated by oil pressure via electrically operated switching valve
RU2518725C1 (en) * 2013-01-29 2014-06-10 Федеральное государственное унитарное предприятие "Научно-производственное объединение автоматики имени академика Н.А. Семихатова" Diesel in-line high-pressure fuel pump electronic control system actuator

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Publication number Priority date Publication date Assignee Title
GB704801A (en) * 1951-10-10 1954-03-03 Su Carburetter Co Ltd Throttle valve control mechanism for internal combustion engines
DE1202570B (en) * 1961-04-22 1965-10-07 Kloeckner Humboldt Deutz Ag Positioning tool between controller and fuel injection pump control rod of an internal combustion engine
GB1392187A (en) * 1971-06-17 1975-04-30 Simms Motor Units Ltd Fuel pumping apparatus
DE2332010C2 (en) * 1973-06-23 1982-03-25 Daimler-Benz Ag, 7000 Stuttgart Fuel injection pump for an air-compressing injection internal combustion engine
DE2646546C2 (en) * 1976-10-15 1986-04-10 Robert Bosch Gmbh, 7000 Stuttgart Fuel injection pump for internal combustion engines
DE3100711A1 (en) * 1980-01-14 1981-11-19 Diesel Kiki Co. Ltd., Tokyo "SAFETY DEVICE FOR AN INJECTION COMBUSTION ENGINE EQUIPPED WITH A CHARGING BLOWER"
IT1151848B (en) * 1982-07-14 1986-12-24 Spica Spa IMPROVEMENTS TO INJECTION PUMP REGULATION SYSTEMS FOR INTERNAL COMBUSTION ENGINES
DE3311201C2 (en) * 1983-03-26 1985-06-20 Mannesmann Rexroth GmbH, 8770 Lohr Solenoid operated poppet valve
DD215607A1 (en) * 1983-05-11 1984-11-14 Fahrzeugwerk Waltershausen 581 SYSTEM FOR DISPOSING DIESEL ENGINES FROM DIFFERENT OPERATING EXPENSES
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DE3402934A1 (en) * 1984-01-28 1985-08-08 Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen Device for a lever linkage

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EP0218927A1 (en) 1987-04-22
DE3532670A1 (en) 1987-03-26
DE3677126D1 (en) 1991-02-28

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