EP0249615A1 - Regulateur de vitesse centrifuge pour moteurs a combustion interne. - Google Patents

Regulateur de vitesse centrifuge pour moteurs a combustion interne.

Info

Publication number
EP0249615A1
EP0249615A1 EP87900047A EP87900047A EP0249615A1 EP 0249615 A1 EP0249615 A1 EP 0249615A1 EP 87900047 A EP87900047 A EP 87900047A EP 87900047 A EP87900047 A EP 87900047A EP 0249615 A1 EP0249615 A1 EP 0249615A1
Authority
EP
European Patent Office
Prior art keywords
spring
starting
stop
sleeve
idle speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP87900047A
Other languages
German (de)
English (en)
Other versions
EP0249615B1 (fr
Inventor
Werner Lehmann
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 EP0249615A1 publication Critical patent/EP0249615A1/fr
Application granted granted Critical
Publication of EP0249615B1 publication Critical patent/EP0249615B1/fr
Expired legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/025—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 means dependent on engine working temperature
    • 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
    • F02D1/06—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 means dependent on pressure of engine working fluid
    • F02D1/065—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 means dependent on pressure of engine working fluid of intake of air
    • 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 an idle speed controller for internal combustion engines according to the preamble of the main claim ' .
  • idle speed governors because of the high Anfotf 4 - changes made on the exhaust gas quality as well as to the specific performance in terms of fuel consumption of the assigned machine Brennkraft ⁇ appropriate requirements to ever more refined kompli ⁇ regulator onstrutationen led.
  • this has increased the manufacturing costs of the controllers and, on the other hand, special designs of the controllers have arisen which can only be used for certain internal combustion engines to meet certain requirements.
  • the full load stop of the quantity control element (control rod) is arranged on a swing-out lever, which is pivoted out of the stop position by means of a crescent-shaped lever which pivots this swing-out lever whenever the centrifugal weight adjuster is in its - Rest or starting position.
  • a weak pressure spring is compressed.
  • the control rod can move into a start position, ie into a position the full-load position can be shifted, in which a fuel quantity required for starting the cold internal combustion engine is delivered by the injection pump.
  • the centrifugal weight adjuster when the internal combustion engine starts, lifts off the sickle-shaped lever at sufficient speed by the centrifugal weights, the pressure spring adjusts this sickle-shaped lever so that the lever carrying the stop is pivoted back into the full-load stop position, so that only the full load quantity can be delivered as the maximum injection quantity.
  • the pollutants in the exhaust gas increase if the starting additional quantity required for starting the internal combustion engine is not withdrawn by the controller after the start or if, for. B. when the accelerator pedal is depressed, the full-load stop which limits the full-load quantity does not come into force and the additional starting quantity is thereby injected.
  • the latter can disadvantageously occur with this known controller if the internal combustion engine is disengaged when driving downward to save fuel and is switched off by interrupting the injection.
  • the sickle-shaped and the swing-out lever are moved by the flyweight adjuster into a position in which the full load stop is no longer effective.
  • the internal combustion engine is put back into operation using the moving vehicle mass after engagement, which can also be done by the starter, and as long as the accelerator pedal is depressed, the control rod retains the previously assumed position Start with quantity.
  • the swing-out lever is pushed with its stop by the pressure spring again in the direction of the locking position, but without being able to influence the control rod, since it is already in the starting multitask position.
  • the internal combustion engine thus receives an insufficiently combustible fuel quantity until the accelerator pedal is released and the control rod is pulled into a normal working position, which is then limited in the direction of the maximum injection quantity by the full load stop.
  • the amount of fuel combustible without soot is greater when the combustion air supplied to the internal combustion engine is charged (compressed).
  • the full-load stop between suction operation and loader operation is correspondingly adjustable, which is usually done by a device on the side of the fuel injection pump facing away from the regulator (Bosch publication VDT-AKP 4/1, 1st edition August 73; p. 34).
  • the end stop of the control rod is also arranged on this side of the injection pump, by means of which the maximum additional starting quantity is also determined. The position of this end stop must be such that the required full-load injection quantity can still be promoted in loader operation, which in some internal combustion engines can be larger than the additional starting quantity in suction operation.
  • the additional starting quantity is controlled via a starting spring, which is compressed for the start after the accelerator pedal has been depressed and the control rod has been moved into the starting quantity position position, and then, after the start, expand again in order to shift the control rod into a normal working position between idling and full load.
  • the starting spring acts on a full-load stop bolt, which limits the full-load injection quantity to one head with the spring extended and in the initial position of the bolt.
  • this simpler speed controller has the disadvantage that the position of the stop cannot be changed as a function of operating parameters, such as the boost pressure, without interfering with the control area of the starting spring.
  • the idle speed controller according to the invention with the characterizing features of the main claim has the advantage that interventions in the control can be made taking into account operating parameters, such as the boost pressure, without influencing the control of the starting additional quantity.
  • operating parameters such as the boost pressure
  • this spring and also the starting path of the quantity control element, for example the control rod can be set in a simple manner on the regulator side of the injection system.
  • the adjustment of the full-load stop as a function of the operating parameters does not change the starting spring force, since the starting spring is integrated in the quantity control element and moves back and forth with it.
  • the described starting spring solution can advantageously also be used with such idle end speed controllers if an additional connection is required which requires a change in position of the full load stop.
  • the additional starting quantity can be set to be smaller than the increased full-load quantity that is required, for example, in loader operation.
  • the starting path can also advantageously be determined by the stroke of the slide interacting with the starting spring, which occurs completely independently of the position of the full-load stop, which can be adjusted as a function of operating parameters.
  • the starting device connected to the quantity control member is arranged within a tab with a guide rod for the slide surrounded by the starting spring, the tab serving as a link between the quantity control member on the one hand and the intermediate lever of the coupling leading to the regulator sleeve.
  • the slider thus also acts as a drag link, since it can be displaced on the guide rod against the force of the starting spring, so that it is possible to achieve perfect sliding without snagging.
  • the arrangement within the bracket not only maintains the required flexibility in the transmission of force between the coupling and the quantity control element, but also creates the possibility of obtaining an independent, independently producible part here, which is first preset and then installed in the controller.
  • the position of the full-load stop can be changed in the direction of adjustment of the quantity control element as a function of operating parameters, such as, for example, the charging, an evasive path corresponding to this path and at least approximately limited to this amount in the regulator sleeve of the towing element of the flyweight adjuster for is standing.
  • the quantity control member has an additional stop which can be switched on as a function of temperature and by means of which a shift in the direction of the additional starting quantity, ie also an overpressure of the starting spring, is prevented during warm start.
  • this additional stop is articulated directly to the element carrying the full load stop, so that if, for example, due to operating parameters, this full load stop is shifted, the additional stop is also displaced by the same distance without disadvantage is, since the additional starting quantity is only possible in the suction operating position, so that this results in a very simple constructive solution.
  • a production-technically favorable design, prepared for the installation of further functions, of the tab serving as a link between the quantity control element on the one hand and the intermediate lever leading to the regulator sleeve results when the starting device connected to the quantity control element within this tab in a guiding the slide and the start spring receiving the guide bore is arranged.
  • the .Schleppfeder is supported on two side plate bodies and holds the same in the two Arilenkstellen a fixed distance-holding starting position during normal and starting operation 'of the regulator in ih ⁇ rer fixed. This makes it necessary to increase the distance between the articulation points when pushing with the adjustment lever held in the stop position.
  • the additional starting quantity designed for the cold start is not injected into the working cylinders of the internal combustion engine during warm start, that is to say when the internal combustion engine is heated to normal operating temperature, it is proposed to change its effective length within the tab receiving the starting device to arrange the starting path S of the slide at least indirectly blocking working element.
  • these ⁇ deprives the tampering within the regulator housing lying apparatus.
  • the starting additional quantity blocking design of the tab receiving the starter device results if, according to the characterizing features of claim 9, preferably of an expansion element formed working element is arranged in a bore penetrating the slide.
  • the required starting path S is controlled by a stop sleeve on which the housing of the working element is supported.
  • a return spring for the stop sleeve and an escape spring for the working element prevent the components of the tab from being destroyed by the very high acceleration forces which occur in diesel internal combustion engines, the backup spring absorbing, in a known manner, an overstroke of the working element which occurs when the temperatures continue to rise .
  • the biasing force of the return spring must be greater than the biasing force of the starting spring, but less than the biasing force of the alternative spring.
  • a particularly space-saving design of the tab equipped with the thermostatically working work element results in no additional installation space if the work element.
  • a stepless adjustment of the evasion path A of the towing member is particularly expedient by means of a screw bolt provided with a threaded bolt and the threaded bolt - lü ⁇
  • Adjusting nut screwed on by the pressure bolt the adjusting nut being supported on the one hand on the trailing spring and on the other hand on a shoulder within a recess accommodating the trailing spring of a sliding sleeve which is longitudinally displaceable in a central bore of the regulator sleeve and which in turn is supported by the alternative spring against one Position assurance stop is pressed.
  • FIG. 1 shows a simplified illustration of an idling final speed controller
  • FIG. 2 shows a longitudinal section through the controller sleeve along line II-II in FIG. 1
  • FIG. 3 shows a functional diagram with controller curves
  • FIG. 4 shows a detail of the first variant of the controller shown in FIG. 1 an additional thermostatic control element
  • FIG. 5 the tab of the second variant containing the starting device
  • FIG. 6 the tab of the third variant equipped with a temperature-dependent member in the starting device
  • FIG. 7 the thermostatically controlled
  • constructive of the tab in 6 shows a differently designed tab of the fourth variant
  • FIG. 8 shows a longitudinal section corresponding to FIG. 2, but through a regulator sleeve provided for a fifth variant of the regulator according to the invention.
  • FIG 1 the essential parts of an idle speed controller according to the invention are shown.
  • This is just an example controller is attached to a series injection pump, of which only the housing 1, a camshaft 2 and a control rod serving as a quantity control element 3 are shown here (position “3" is now assigned to this term).
  • the camshaft 2 is driven at a speed proportional to the engine speed and drives a flyweight adjuster 4.
  • the control rod 3 can be moved back and forth in the adjustment direction I, which is indicated by a double arrow, a shift to the left resulting in an increasing injection quantity (+), to the right a decreasing injection quantity (-).
  • the centrifugal weight adjuster 4 has two centrifugal weights 5 which, under the action of the centrifugal forces generated during rotation, actuate a regulating sleeve 7 against the forces of control springs via angled lever 6. Only one of the control springs is shown, namely the idle spring 8. In addition to this idle spring 8, at least one end regulating spring and a matching spring usually act on each centrifugal weight 5, which is irrelevant for the description of the function of the invention.
  • an annular groove 10 is provided, into which a slide block 11, shown in a very simplified manner, engages, which is arranged at the end of an intermediate lever 12, which is connected at its other end to a tab 13 of the regulating rod 3 and thus part of a coupling 9 between the flyweight adjuster 4 and control rod 3.
  • the regulator sleeve 7 is also equipped with a drag member 14 which has a pressure bolt 16 which can be axially displaced into a central bore 15 of the regulator sleeve 7, a drag spring 17 which engages on this pressure bolt 16 and a connecting bolt 18 which is mounted transversely to the adjustment direction, on which the angle levers 6 engage, this pin 18 being guided in longitudinal grooves 19 (FIG.
  • a pin 31 is provided radially on the slide 26, which cooperates with a full-load stop 32, which can be displaced via a boost pressure adjuster 33, which is fastened to the housing 34 of the regulator.
  • This stop 32 serves as a full-load stop of the control rod 2 that is adjustable as a function of boost pressure, i.e. it is not only the maximum amount of fuel that can be injected during normal operation that is limited by this stop 32.
  • the position of the stop 32 shown in FIG. 1 corresponds to the suction mode, that is to say a somewhat smaller full-load injection quantity. But when the engine is being charged, i.e.
  • the arbitrary intervention in the controller takes place via an adjusting lever 35, which is mounted on the controller housing 34 and is actuated by the driver of the motor vehicle, for example via the accelerator pedal, and which engages in a link guide 38 of the intermediate lever 12 via a steering lever 36 and a pin 37.
  • the described centrifugal speed governor works as follows: In the position shown, the adjusting lever 35 is in the full load position, which is generally determined by a stop, not shown. In this position, the pin 31 bears against the full-load stop 32, which corresponds to a specific full-load injection quantity.
  • the stop 32 is displaced by the path B into the dashed position via the boost pressure adjuster 33 and, accordingly, the control rod 3 is moved to the left into a position for a larger full-load injection quantity.
  • the position of the flyweights 5 shown corresponds to a low speed. As soon as the speed increases, for example as a result of a decrease in the load on the engine, they move the centrifugal forces 5 against the force of the idle springs 8 outward until a balance is achieved between the speed-induced centrifugal force of the weights 5 and the force of the springs 8.
  • the regulator sleeve 7 is pulled to the left by the angle lever 6 and by the connecting bolt 18 and thereby takes the sliding block 11, the intermediate lever 12 and the tab 13 with it, so that the control rod 3 is shifted to the right into a position for smaller injection quantities.
  • the pin 37 serves as a pivot bearing of the intermediate lever 12. Basically, the idle speed is regulated when the adjusting lever 35 is in an idle position (the pin 31 is not in contact with the stop 32), while the stop 32 only determines the maximum injection quantity, the Regulator ensures that the engine does not run despite this maximum injection quantity.
  • the part-load range is arbitrarily selected by the driver by more or less adjusting the adjusting lever 35 in accordance with the accelerator pedal, which in turn is followed by a corresponding position of the control rod 3, which is followed by an average speed depending on the load on the engine, that is, the load on the vehicle sets.
  • the energy store 14 also saves the difference in the control path between charging and suction operation by means of the evasion path A.
  • the starting spring 27 is overpressed in accordance with the starting path S, so that the control rod 3 is shifted correspondingly far to the left into a multi-position position which more or less exceeds the full load position.
  • the control rod 3 is retracted in the manner previously described by the flyweights 5 so that the starting spring 27 is relieved and assumes the position shown in which the slide 26 rests on the web 29.
  • the force of the idle springs 8 it is therefore necessary for the force of the idle springs 8 to outweigh the biasing force F3 of the starting spring 27 when the centrifugal weights 5 are at rest.
  • the force of the trailing spring 17 must be less than the pretensioning force of the starting spring 27 reduced to the regulator sleeve 7, however, when the control rod 3 is freely movable, it must be greater than that required to adjust the control rod 3 and is required by the regulator sleeve 7 Transferred force of the flyweight adjuster 4.
  • the rotational speed n in revolutions per minute of the flyweight adjuster 4 is plotted on the abscissa and the control path R of the control rod 3 is plotted on the ordinate.
  • Curve a corresponds to the controller function in suction mode, curve b in charger mode.
  • the sleeve path M of the regulator sleeve 7 is also plotted on the side facing the curves for a lever ratio on the intermediate lever of 1: 2.
  • the starting path S determining the additional starting quantity is drawn into the diagram on the basis of the full-load control path marked by the horizontal part of curve a during suction operation.
  • the position of the controller parts shown corresponds to a speed of approximately 600 rpm.
  • the pin 31 bears against the stop 32, the maximum delivery quantity being set for suction operation. Even when the speed changes, the control rod 3 remains in the position shown in accordance with the horizontal section of curve a.
  • a further stop 41 is arranged on the full-load stop 32 as part of an additional control member via a pivot axis 40, which stop also consists of an end section of a lever made of angled sheet metal
  • This first link body 46 formed as a turned part, carries at one end a linkage 47 for the control rod 3 which is formed by a transverse bore and which, like the intermediate lever 12 articulated at the other end of the link 13A, is only partially and schematically indicated.
  • the slider 26A like the slider 26 guided on the guide rod in FIGS. 1 and 4, carries the laterally projecting pin 31 which cooperates with the full-load stop 32.
  • the trailing spring 48 is supported on both link plates 46 and 51 and thus holds them in the ' starting position shown ' , which defines a distance L between the two articulation points 47 and 49.
  • the drawn starting position is taken up by the two link plates 46 and 51 during normal idling and load and start-up operation of the controller.
  • the drag spring enables 48 a necessary increase in the distance L of the articulation points 47 and 49, so that the actuating forces introduced into the controller are limited by the then effective force of the drag spring 48.
  • FIG. 6 shows the tab 13B of the third variant, which receives a working element 43B formed by an expansion element within a bore 52 penetrating the slide 263.
  • the working element 43B is supported with a housing 44B on the one hand on a stop sleeve 54 which is under the pretensioning force F1 of a return spring 53 and which delimits the starting path S with a base part 54a and is on the other hand under the pretensioning force F2 of an evasion spring 55, which extends through the bore 52 of the slide 26B up to a shoulder 45a of the multiple stepped guide bore 45 which penetrates the tab 13B in the longitudinal direction.
  • a pin-like actuator 56 protruding from the housing 44B of the working element 43B with an effective length LB is supported on a mushroom-shaped abutment 57 fastened in the guide bore 45 by means of a snap ring 58.
  • the pretensioning forces of the springs must be designed so that the pretensioning force F1 of the return spring 53 is greater than the pretensioning force F3 of the starting spring 27, but less than the pretensioning force F2 of the alternative spring 55.
  • the tab 13B is capable drawn, in which the slide 26B belonging to the starting device 23B during the cold start can run through the starting path S predetermined by the length of the stop sleeve 54.
  • the working element 43C is formed here by a compression spring which is made of a memory alloy and is arranged coaxially to the starting spring 27. So-called memory alloys have the property that the components made from them change their shape within a predetermined, definable temperature range.
  • the compression spring used in the link 13C as the working element 43C takes on a form in which its effective length LC clears the start path S for the slide 26C, but blocks it during a warm start, ie at normal operating temperatures. It is then present with such a pretensioning force on the slide 26C that it cannot be moved by the actuating forces exerted by the idle springs 8.
  • a relatively simple design of the working element 43C is obtained if it takes up its block length in the drawn installation position and at very low operating temperatures, in which the individual turns lie against one another (not shown).
  • the slide 26C carrying the pin 31 is guided in a longitudinally displaceable manner on a guide rod 25 fastened between two webs 28 and 29, and its length determines the starting path S with the adjacent components.
  • the regulator sleeve 7A shown in FIG. 8 for the fifth variant of the exemplary embodiment contains the drag member 14A containing the drag spring 17 and is additionally equipped with an alternative spring 61 which is held in the stop position in the sliding mode Adjusting lever 35 and, when the control rod 3 is in the stop position, allows a necessary enlargement of the distance LM in the unloaded state between the connection points formed by the connecting pin 18 and sliding block 11 to the centrifugal weights 5 and to the coupling 9, so that, as in the case of the separable one Tab 13A in Figure 5, the forces acting on the controller parts by the then effective force the alternative spring 61 are limited.
  • the evasive path A of the towing member 14A on the regulator sleeve 7A which is required for the loader operation for the path B (see FIG. 1) is infinitely variable by means of an adjusting nut 62 screwed onto the pressure bolt 16A provided with a threaded bolt 16a and carrying the connecting bolt 18.
  • the adjusting nut 62 is fastened in a self-locking manner in a known manner on the threaded bolt 16A, which is made possible, for example, by a plastic coating on one of the cooperating threads.
  • the adjusting nut 62 is supported on the one hand on the trailing spring 17 and on the other hand on a shoulder 63 within a recess 64 receiving the trailing spring 17 of a sliding sleeve 65 which can be moved slowly in the central bore 15 of the regulating sleeve 7A.
  • the sliding sleeve 65 is in turn pressed by the alternative spring 61 against a position securing stop 66 formed by a snap ring.
  • the mode of operation of a controller sleeve designed in this way is known in principle from variable speed controllers, but here, taking into account the special requirements, for example the alternative path A to be set here with relatively narrow tolerances, for the intended use and designed with regard to the individual Components significantly simplified, so that forces and paths can be easily adjusted.
  • the sliding block 11 shown here only partially for the articulation of the intermediate lever 12 is provided on both sides with intermediate disks 67 for precise adjustment of the distance LM and is held in the installation position shown by a retaining ring 68.
  • the regulator sleeve 7A previously described in relation to FIG. 8 can be used in all design variants except for the one described in FIG. 5, then facilitates the exact setting of the identification path A and the distance LM and prevents overloading of the regulator components.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)

Abstract

Régulateur de vitesse finale et au ralenti pour moteurs à combustion interne, pourvu d'un régulateur à boule (4) servant à régler la vitesse finale et la vitesse au ralenti et produisant, contre la force de ressort de réglage (8), une puissance de réglage correspondant à la vitesse de rotation du moteur, pourvu également d'un accouplement (9) situé entre une tige de réglage (3) servant à réguler la quantité et le régulateur à boule (4), et comportant un manchon de régulateur (7) muni d'un organe de liaison et une barette (13) entre un levier intermédiaire (12) appartenant à l'accouplement (9) et la tige de réglage (3). La barette (13) possède un coulisseau (26) qui peut être déplacé dans le sens de régulation de la quantité, ledit coulisseau (26) étant chargé par un ressort de lancement (27) dans le sens de l'augmentation de la quantité d'injection et coopérant avec une butée de pleine charge (32), laquelle est fixe en soi mais peut être modifiée en fonction de grandeurs caractéristiques de fonctionnement, par exemple par un régulateur d'admission (33), cette variation de la position de la butée signifiant une modification de la course de réglage, laquelle est compensée par une course de déviation (A) de l'organe de liaison (14) dans le manchon de régulateur (7).
EP87900047A 1985-12-06 1986-12-04 Regulateur de vitesse centrifuge pour moteurs a combustion interne Expired EP0249615B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3543157 1985-12-06
DE3543157 1985-12-06

Publications (2)

Publication Number Publication Date
EP0249615A1 true EP0249615A1 (fr) 1987-12-23
EP0249615B1 EP0249615B1 (fr) 1989-03-15

Family

ID=6287802

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87900047A Expired EP0249615B1 (fr) 1985-12-06 1986-12-04 Regulateur de vitesse centrifuge pour moteurs a combustion interne

Country Status (8)

Country Link
US (1) US4782804A (fr)
EP (1) EP0249615B1 (fr)
JP (1) JPS63501888A (fr)
KR (1) KR880700891A (fr)
BR (1) BR8607018A (fr)
DE (2) DE3662431D1 (fr)
SU (1) SU1657066A3 (fr)
WO (1) WO1987003647A1 (fr)

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DE4129837C2 (de) * 1991-09-07 2002-06-27 Bosch Gmbh Robert Drehzahlregler für Kraftstoffeinspritzpumpen von Brennkraftmaschinen
DE4209956A1 (de) * 1992-03-27 1993-09-30 Bosch Gmbh Robert Drehzahlregler für Kraftstoffeinspritzpumpen
JP2852874B2 (ja) * 1994-11-04 1999-02-03 株式会社小松製作所 内燃機関の燃料噴射装置
US7339283B2 (en) * 2006-04-27 2008-03-04 Ztr Control Systems Electronic load regulator
US10216523B2 (en) 2015-07-17 2019-02-26 General Electric Company Systems and methods for implementing control logic

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WO1987003647A1 (fr) 1987-06-18
US4782804A (en) 1988-11-08
DE3662431D1 (en) 1989-04-20
JPS63501888A (ja) 1988-07-28
DE3641794A1 (de) 1987-06-11
KR880700891A (ko) 1988-04-13
BR8607018A (pt) 1987-12-01
SU1657066A3 (ru) 1991-06-15
EP0249615B1 (fr) 1989-03-15

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