EP0298964A1 - Cylindre d'actionnement. - Google Patents

Cylindre d'actionnement.

Info

Publication number
EP0298964A1
EP0298964A1 EP87901355A EP87901355A EP0298964A1 EP 0298964 A1 EP0298964 A1 EP 0298964A1 EP 87901355 A EP87901355 A EP 87901355A EP 87901355 A EP87901355 A EP 87901355A EP 0298964 A1 EP0298964 A1 EP 0298964A1
Authority
EP
European Patent Office
Prior art keywords
actuating cylinder
piston
compression spring
stop
spring
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
EP87901355A
Other languages
German (de)
English (en)
Other versions
EP0298964B1 (fr
Inventor
Ortwin Engfer
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 EP0298964A1 publication Critical patent/EP0298964A1/fr
Application granted granted Critical
Publication of EP0298964B1 publication Critical patent/EP0298964B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/08—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the pneumatic type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to an actuating cylinder according to the preamble of the patent claim.
  • An actuator is known from the magazine “Ingenieurs de l'Automobile", Octobre 1984, page 115, which is built into a linkage which is located between a pedal and an adjusting lever of a diesel injection pump.
  • a piston of the actuating cylinder is then automatically pressurized with compressed air, for example, against the force of a prestressed compression spring when an impermissible traction slip is achieved on the drive wheels of an assigned motor vehicle.
  • the compression spring is partially compressed, so that the length of the linkage changes with the result of a reduction in the injection which the diesel injection pump supplies to a drive motor of the motor vehicle.
  • a control device for speed and speed limitation of a drive motor of a motor vehicle.
  • This control device also adjusts via an actuating cylinder, which contains a piston and a prestressed compression spring, and a linkage of a diesel injection pump in the sense of reducing the fuel injection quantities.
  • This actuating cylinder is also used to switch off the diesel injection pump.
  • the actuating cylinder and a valve arrangement arranged upstream of it, which is part of the control device, can also be used to reduce the fuel supply and thus drive slip.
  • the actuating cylinder according to the invention with the characterizing features of claim 1 has the advantage that, on the one hand, it enables fine speed regulation, for example in the case of traction slip protection, and, on the other hand, requires only an insignificantly greater loading of its piston for switching off the diesel pump.
  • the piston diameter can be selected to be relatively small at a predetermined maximum possible application pressure, which is predetermined by a pump installed in the motor vehicle, whereby installation in the motor vehicle is facilitated and causes less costs.
  • the measures listed in the subclaims permit advantageous developments and improvements of the actuating cylinder specified in the main claim.
  • the characterizing features of claim 2 indicate an advantageous embodiment for the movable stop.
  • the characterizing features of claim 3 indicate an advantageous embodiment for the stop firmly combined with the actuating cylinder.
  • the characterizing features of claim 4 have the advantage that the compression springs are protected against inadmissible compression and damage.
  • FIG. 1 shows a longitudinal section through the actuating cylinder according to the invention and
  • FIG. 2 shows a displacement-force characteristic curve of a spring combination installed in the actuating cylinder according to FIG. 1.
  • the actuating cylinder 2 according to the invention according to FIG. 1 is connected to a valve combination 3, which is supplied from a store 5 which can be loaded by a pump 4.
  • the pump 4 can be the pump that is intended to supply a compressed air brake system.
  • the valve combination 3 can be designed in a manner disclosed in the journal "Engineers de l'Automobile", 1984, page 115 and can be controlled by a traction controller 6 described there. Instead of the in this 3/2-way valve disclosed in this magazine, a valve combination described in DE-PS 33 23 563 can also be used, by means of which the pressure medium consumption can be reduced.
  • the actuating cylinder 2 has two coaxially aligned bores 7 and 8, a piston 9, a piston rod 10, a first compression spring 11 intended for traction control operation, a second compression spring 12, an axially displaceable stop 13 and a cylinder base 14.
  • the bore 7 is designed as a blind bore and forms the actual cylinder bore, which is connected to the valve combination 3 via a connection bore 15 and a flexible line 16.
  • a threaded hole 18 is drilled from the outside at a closed end 17.
  • a part of a linkage which is not shown, which is located between an accelerator pedal 27 and a diesel injection pump 28 or another adjustable fuel supply system, is screwed.
  • the piston 9 is matched to the diameter of the bore 7 and has a sealing ring 19 for sealing relative to this bore 7.
  • the bore 7 is adjoined by a jump in diameter 20 in the direction of an open end 21 of the actuating cylinder 2.
  • the bore 8 has a larger diameter than the bore 7.
  • a securing ring 22 is arranged in the open end 21 and holds the cylinder base 14 in the actuating cylinder 2.
  • the cylinder base 14 has, coaxially with the actuating cylinder 2, a guide bush 23 for the piston rod 10, which protrudes from the actuating cylinder 2 and has, for example, a connecting thread 24.
  • the jump in diameter 20 forms an annular surface which, in the context of the invention, serves as an axial stop rigidly connected to the actuating cylinder 2.
  • the axially displaceable stop 13 is assigned to this rigid axial stop 20 and has a diameter which is larger than that of the bore 7, but smaller than that of the bore 8.
  • the axially displaceable stop 13 is, for example, essentially designed in the manner of an annular disk and has a molded bush 25 in the direction of the piston 9.
  • the compression spring 12 is inserted between the axially displaceable stop 13 and the cylinder base 14. It presses the axially displaceable stop 13 against the axial stop 20.
  • the compression spring 11 is inserted between the axially displaceable stop 13 and the piston 9 and surrounds the piston rod 10 and also the bushing 25 with radial play.
  • the piston rod 10 is an arrow W pointing away assigned.
  • Wires from which the compression springs 11 and 12 are wound have, for example, the same wire diameter. However, the winding radii of the two compression springs 11 and 12 are different.
  • the compression spring 1 2 has, for example, approximately twice as many turns as the compression spring 11. Both compression springs 11 and 12 are installed in the actuating cylinder 2 in the prestressed state.
  • the path-force diagram according to FIG. 2 shows the course of the forces F of the two compression springs 11 and 12 over the path W.
  • the compression spring 11 has a preload V1. When the piston 9 is subjected to a very low pressure, for example air pressure, the remains Piston 9 initially in the basic position shown.
  • the compression spring 12 is pretensioned with a force V2 which, in the diagram according to FIG. 2, lies at a point P2 which is perpendicular to the point P1.
  • V2 which, in the diagram according to FIG. 2, lies at a point P2 which is perpendicular to the point P1.
  • the consequence of this is that after the piston 9 strikes the bushing 25, a further increase in the action on the piston 9 is necessary in order to overcome the force V2 of the spring 12.
  • the piston 9 displaces the axially displaceable stop 13 against the force of the compression spring 12 via the bush 25.
  • the increase in the force of the compression spring 12 as a function of the path W is also shown in the form of a straight line with the designation C2 .
  • the slope of the straight line C2 is less than that of the straight line C1.
  • the distance A is preferably chosen so that a displacement of the piston rod 10 relative to the actuating cylinder 2 results in a reduction of full-load injection quantities to essentially idle injection quantities in the event that the actuating cylinder 2 is located between a fully depressed pedal and an associated diesel injection pump.
  • the adjustment option up to size A is available to limit or reduce drive slip. Therefore, the compression spring 11 can also be referred to as a speed regulating spring. As already indicated at the beginning, for the purpose of sensitive control of traction slip, this speed regulating spring 11 is designed to be relatively rigid.
  • the actuating cylinder 2 also serves to regulate a drive torque of a drive motor of a vehicle to such a size that an optimum drive slip is not exceeded or is not significantly exceeded.
  • the greatest possible acceleration can be achieved with sufficient tracking of the driven vehicle.
  • the use of the actuating cylinder 2 according to the invention in connection with gasoline injection pumps or carburettors is suitable for light vehicles such as small trucks, minibuses and passenger cars. Because a hydraulic pump is sometimes available in such vehicles instead of a compressed air pump, the diameter of the piston 9 can, if necessary, be selected to be smaller than when compressed air is applied.

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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

Le cylindre d'actionnement (2) est un composant d'un système de limitation de la perte par glissement dans une transmission et sert également à arrêter un système d'alimentation en carburant (28) qui peut être commandé par le système de limitation de la perte par glissement de la transmission et peut par exemple être une pompe d'injection diesel d'un moteur de véhicule. Le cylindre d'actionnement (2) est pourvu d'un piston pressurisable (9), une bielle de piston (10), de deux ressorts de compression (11, 12) incorporés à l'état préchargé et, entre ceux-ci, une butée déplaçable axialement (13). Le ressort de plus forte précharge (12) comprime la butée déplaçable axialement (13) contre une butée (20) qui est reliée de manière rigide au cylindre d'actionnement (2). Le ressort de compression de précharge la moins forte (11) est comprimé contre la butée déplaçable axialement (13) et est comprimé contre le piston (9). Ce ressort de compression (11) est conçu relativement raide et, pendant le fonctionnement du système de limitation de la perte par glissement de la transmission, il est plus ou moins fortement comprimé par l'actionnement du piston (9). Pour couper totalement le système d'alimentation en carburant, le piston (9) est actionné plus vigoureusement de sorte que le second ressort de compression à forte précharge (12), qui est d'une rigidité moindre que celle du premier ressort de compression (11), est également comprimé. L'agencement des deux ressorts de compression (11, 12) assure un réglage précis du système de limitation de la perte par glissement de la transmission et simplifie la coupure du système d'alimentation en carburant.
EP87901355A 1986-03-22 1987-02-26 Cylindre d'actionnement Expired - Lifetime EP0298964B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3609838 1986-03-22
DE19863609838 DE3609838A1 (de) 1986-03-22 1986-03-22 Stellzylinder

Publications (2)

Publication Number Publication Date
EP0298964A1 true EP0298964A1 (fr) 1989-01-18
EP0298964B1 EP0298964B1 (fr) 1990-11-28

Family

ID=6297111

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87901355A Expired - Lifetime EP0298964B1 (fr) 1986-03-22 1987-02-26 Cylindre d'actionnement

Country Status (5)

Country Link
US (1) US4972819A (fr)
EP (1) EP0298964B1 (fr)
JP (1) JPH01501884A (fr)
DE (2) DE3609838A1 (fr)
WO (1) WO1987005660A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0415128A (ja) * 1990-05-07 1992-01-20 Hino Motors Ltd 差動制限装置および動力装置
US5315977A (en) * 1991-04-22 1994-05-31 Dwayne Fosseen Fuel limiting method and apparatus for an internal combustion vehicle
DE4126695A1 (de) * 1991-08-13 1993-02-18 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE4126697A1 (de) * 1991-08-13 1993-02-18 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschine
US5293854A (en) * 1993-05-14 1994-03-15 Deere & Company Injection pump throttle dashpot for transient smoke control
DE4325417A1 (de) * 1993-07-29 1995-02-02 Hydraulik Ring Gmbh Betätigungseinrichtung für die Drosselklappe eines Vergasers bei automatisch schaltenden Getrieben von Kraftfahrzeugen
US6845314B2 (en) * 2002-12-12 2005-01-18 Mirenco, Inc. Method and apparatus for remote communication of vehicle combustion performance parameters
US10760598B2 (en) * 2017-09-01 2020-09-01 Enerpac Tool Group Corp. Hybrid spring for a hydraulic cylinder

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB508805A (en) * 1938-01-05 1939-07-05 Westinghouse Brake & Signal Improvements relating to fuel supply controlling cylinders for internal combustion engines
US2897809A (en) * 1956-07-31 1959-08-04 Daimler Benz Ag Control system for an internal combustion engine
US2914056A (en) * 1958-08-22 1959-11-24 Studebaker Packard Corp Smoke control mechanism for diesel engines
SE360902B (fr) * 1969-04-08 1973-10-08 Bolider Munktell Ab
DE2322025C2 (de) * 1973-05-02 1975-06-05 Daimler-Benz Ag, 7000 Stuttgart Verstelleinrichtung an einem mit Motorbremse ausgerüsteten Kraftfahrzeug
BE822172A (fr) * 1973-11-16 1975-03-03 Dispositif moderateur d'acceleration des moteurs a combustibles liquides ou gazeux
US4262642A (en) * 1977-11-16 1981-04-21 Anatoly Sverdlin Device for reducing fuel consumption in internal combustion engines
DE3021116A1 (de) * 1980-06-04 1981-12-10 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zur vortriebsregelung bei einem kraftfahrzeug mit blockierschutzsystem
DE3122666C2 (de) * 1981-06-06 1983-05-26 Daimler-Benz Ag, 7000 Stuttgart Steuereinrichtung zur zusätzlichen Beeinflussung eines von einem Fahrpedal betätigten Kraftstoffzumeßorgans von Kraftfahrzeug-Brennkraftmaschinen
DE3125127A1 (de) * 1981-06-26 1984-08-30 Wabco Fahrzeugbremsen Gmbh, 3000 Hannover Arbeitszylinder
DE3313632C2 (de) * 1983-04-15 1986-01-30 Daimler-Benz Ag, 7000 Stuttgart Leerlauf-Enddrehzahlregler für Einspritzpumpen an Brennkraftmaschinen
SE454905B (sv) * 1984-11-07 1988-06-06 Akermans Verkstad Ab Anordning for varvtalsinstellning av en motor i en arbetsmaskin
DE3713288A1 (de) * 1986-07-25 1988-02-04 Man Nutzfahrzeuge Gmbh Steuereinrichtung fuer die verstellung des einspritzzeitpunktes und/oder der foerdermenge einer kraftstoffeinspritzpumpe

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8705660A1 *

Also Published As

Publication number Publication date
DE3766496D1 (de) 1991-01-10
US4972819A (en) 1990-11-27
WO1987005660A1 (fr) 1987-09-24
JPH01501884A (ja) 1989-06-29
DE3609838A1 (de) 1987-09-24
EP0298964B1 (fr) 1990-11-28

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