US2663289A

US2663289A - Regulator for injection combustion engines

Info

Publication number: US2663289A
Application number: US237358A
Authority: US
Inventors: Heinrich K Links
Original assignee: Daimler Benz AG
Current assignee: Daimler Benz AG
Priority date: 1950-07-18
Filing date: 1951-07-18
Publication date: 1953-12-22
Anticipated expiration: 1970-12-22
Also published as: FR1045889A; DE865238C; GB700717A

Description

Dec. 22, 1953 H. K. LINKS REGULATOR FOR INJECTION COMBUSTION ENGINES Filed July 18, 1951 2 Sheets-Sheet l Dec. 22, 1953 H. K. LINKS REGULATOR FOR INJECTION COMBUSTION ENGINES 2 Sheets-Sheet 2 Filed July 18, 1951 MpLAM IW 14 HTToRN/Q/ /5 Patented Dec; 22, 1953 I ENGINES Heinrich K. Links, Stuttgart, Germany, assignor to Daimler-Benz Aktiengesellschaft, Stuttgart- Unterturkheim, Germany 7 Application July is, 1951, Serial No. 237,358

Claims priorityQappIication Germany July. 18, 1950 The invention relates to a governor for jection combustion engines automatically controlling the quantity of the fuel injected into the cylinders of the engine in dependence on the load and the number of revolutions of the engine, means being provided for thestarting of the engine which permit a temporary increase of the quantity injected beyond the full load limit-which is determined by a stop provided in the governor It isan object of the present invention to prevent the driver from abusively operating the means: provided for increasing the quantity of fuel beyond the fullload limit contrary to its destination for the purpose of increasing the power output. of the engine, for instance when driving uphill, since such abusive operation would result in a premature wear of important elements of the engine.

More particularly, it is an object of the invention to provide safety means of the character in dicated in connection with a pneumatic governor. Accordingly, it is a feature of the invention to so connect a stop with the linkage actuatinga" throttle valve provided within the intake pipe of the internal combustion engine that such stop will permit the fuel control member, when the throttle valve is closed, to move all the wayinto starting position, said'fuel control member being adjusted by the vacuum prevailing'in the intake pipe. When the throttle valve is closed',the fuel control member of thegovernor cannotfmove-into 4 the starting position unless the engine is stopped because, in that event only, the controlspringwill bev sufficientlyrelaxed for that purpose; whereas, when the engine isrunning intthrottled condition,

said spring will rather tend to reducethe quantity of fuel than to increase the same, As a, conse v quence, the fuel control member willadvance i ast the withdrawn stop into the starting position I6, I

maining in the latter as soonfasthe running. en-

glue is stopped, theithrottle valve' being closed coincidentally thereto. The fuel control member 1 will remain in the advancedstartingposition even if subsequently the throttle valve should be fullyJ re-openedagain for the purpose'of startingjthef, engine.

temporarily more or less closed-afterthefengine has started and has caused the fuel control'ineniI- her by its governing means to be pulled back tola, position corresponding to a fuel quantity'less'than' the full load quantity, will the movable sto upon a re-opening of the throttle valve return into the path of the fuel control'member, being-operative 1 Not until the throttle valvenhas' been henceforth, as long i as ,the engine ke'eps running, to prevent the fuel control memberifrommoving' pin it with the head is, which in turn is fastened in the middle of a diaphragm i? of flexible, mate- 8 Claims. "(01. 123-140) beyond its full load position. Thereby it is ensured that an excess fuel injection exceeding the full load quantity cannot be used except for starting the stopped engine and, more particularly,

can never be used for increasing the power outputof the running engine.

Further objects and characteristics of the invention as well as its mode of operation result from the following description ofan example of 10 construction in connection with the drawing. In

the drawing; V

Figure 1 shows a vertical longitudinal cut through the regulator part of an, injection pump for an air compressing injection combustion engine in the running condition of the latter,

Figure 2 shows a section from Figure 1, in which the regulator parts in question are shown in their positions in the stopped condition of the engine, Figure 3 shows a horizontal longitudinal cut along the line 3-3 of Figure 1,

Figure 4 shows across section along the line 4-4 of Figure 1 and Figure 5 shows a diagrammatic View from which the connection of the regulator parts with the suction pipe of the combustion engine and with the control linkage of same is visible.

- The pistons [3, which are moved toand fro in thecylinders l2 of the injection pump-by a camshaft l0 and by return springs H, are in the known manner provided with inclined control edges, so that the quantity of fuel, which is fed by eachpiston, can be continuously regulated b'y turning the pistons by means of the gear wheels.

[4 andofthe axially slidable toothed rack l5. Therack liispositively connected by a pivot mi." The diaphragm l'l forms the tight seal of a space l9, which isconnected by the nipple 20 and apipe 21 with the air suction pipe 22 of an injection combustion engine, such as a diesel engine. This connection is effected ata point of the suction pipe, which is located behind the throttle valve 23, so that the diaphragm i! is more or less drawn into the space 19 by the vacuum which exists in the suction pipe when "theengine is running, against the tendency of the governor spring 24,-the diaphragm taking along the toothed rack l5 injthe sense of a decrease of the quantity of fuel, which is fed by the injection pump, 1. e. in

direction-of the arrow 25; This applies primarily 'to the throttled operation of the engine, when the throttle valve 23 is more or less closed, but as a safetymeasure it also applies to the full load ;operation, in order'to prevent the engine from running too fast when the throttle is opened and when the load imposed by road conditions is small.

In ordinary full load operation'jwherf tl'fl Ji/acuum in the suction pipe 23, and thus also *in' the space 19, is Weak, the diaphragm H, which forms together with the head [8 the movable fuel con trol member, and the tooth raok l under the effect of the spring 24, occupy'thepositionshown' in Figures 1 and 3. head 18 engages the head 21 of: the detent'lcver 28 and the lever 28 in turn engages-"a st'op-'-30 by means of a cross pin 29 attached to the detent' lever.

Thereby the injection quantity of thpumfii's "moine" limited to the full load quantity, when the-engine is running.

Except for the function described, the lever ZB has nothing further to do with the object "of the" invention. It is pivotally-mounted in the regugo lator casing 3 2 with assistancefnf titre fshaft 3 If" and serves 'asa so-called stop l'evero 1y for stbp fl ping oi the engineg for which purpose'-fthe sh'af t j 3 I is turned in thesens'g of thefarrow by means of a lever 33, which is attached tofit outside the casing 32, and thereby roclr's'fthe=stop ieverin th-*- saine sense by means o 'a "coupling pin j355f- In this'=;operation; the-st lever by 'rnean "s' of tl ie' ea s-"m ve l 'di s ili s ff he t e rack l5-opposite--to-the eifectbfthe'spring V in' gg the direction of the arrow 25 so fan-outwardly that the fuel fee'd ofthe injeetiion pump is eompletely interruptedand the -engine" is -st' opped The stop tenon'iq isjfastehe 1 g '3li f and is slidable withit 13? and outwardlyin a secondbushing"sft-against' th seateof-a spring 385 The guidebushin'g {31 fastened tothegovernor housing 32 w means o a holding plate 39" and of-a screw flu dsprovided at its outer-end at one side with a slot-=4 inwhi'cha tongue 42 'is "i -3' uided',"Whichis bent ofi from 'th'slidabl 'biishing 35 The latter tongue th the-bushing GG-andtHere stop 39in downward dir ect nfso' that 38*can" move *the stopm "ate the positiononi r which is showni n the res 1, 3 and-* ljarrd in which'the fcross "pin 2 engag s thflsto l p v bushing 36 is at itsupper endfc Idsed Wit a meran stopper 43; which-is firmly 'conr-ie Through a narrow-bore ofhis-sto'p er spring steel ora "thin wir" cab is'-providd'=vvith an'abiipm m te inner end. This traction cabl W s al' ri e efi n a o in rg a rem in the suction pipe'of the -combustion engine-and;

OftlltlllQttliVg-IVQin sllch' a ma 'nn tli when the latter is fullyopened-it oco upis the position During this operationit slides iirst in the'*bor e*- or the 1 stopper as; "until -its abutinenft 45 ushes The inner end face 26 0f"'1 4 suction pipe of the engine is so great that it arrests the diaphragm I! and thereby the toothed rack l5 of the regulator in the idling position of the governor spring 24 beingfcompressed'. When the throttle -valve is openedagain while the engine keeps running, the stop 3ii returns already during the first part of the opening motion of the throttle valve under the effect of the spring 38 into the locked position; whicbhis shown in the Figures l and 4 and thereby henceforth prevents the governorfrom the-adjustment of a larger injection quantityf ithan-the" full load quantity.

Upon 'cornplete stopping of the engine, which iseffect by closing of the throttle valve 23 and "operation of the stop lever 28, the conditions;arejhowever different. coincidentally toi 'th'e closing of the throttle valve the stop 3|] is lifted exactly as before in direction of the arrow 48 andthe'reby removed out of the way of the cross pin 29. As soon as now the detent lever 28 is released" after the stoppingof the "e'n'gin'ef-it -is rocked ay-anegovernor spring 2 i througlr 1 the diaphragm *l I and the? head "i 8- opposite toth' direction owns a 34 'until the det'ent"lever" engages the screw {4 (Figure '2) since now'wim theenginat'rest'ther is nol'onger any 'vac'uii-ln' in the suction -pipe 'of 'th *engineari'd the 'goij* ernor 'spring 24 is consequent-1yrelieved? Sii'n' uL- tane'ously the'toothed rack I 5 is'di's'placed y t-he joint bolt wept-oat td the dire 5 arisen-beyond the full 10a "-positi Figure into the starting po'sition n 'whicn adjusts the pump to fe'eda l arger in jecti'on qua tity tlian the full loadquantity; When new ure thrott1e va1v'23 i's opndfiuitewideto start' ingthe engine; the sto 3ll ea 'n *no longer placeitself in 5 a locking manner before the cros's 29, but, as can be seen in Figure 2, can tinder the effect off' the spifmg 38 only engage the' latter from above It cannot rock back the' lev'e'r 3 3 in direction of tli' arrow iid either;"because the spring 3'8l 1a s"a considerably=srnaller tensioirthan the istrorig"goverrior spring andthelattei s and small numbr of revolutions? =i. efiwithoiit idlingiposition-by' "thefiiiaphr'agm 1 i under theefie'ctjj-oftriewaeuum which exis'ts now in the f H as'flong'as th-en'gine -runs'; the sto" I 3o enga'g'e's n*-front"{'of =th cross "pin 29 in aloe n'gman er beingfperm'itted by the-thr ottle linkage to do so no: prevnt'sth'e governor from' the:adjustmentwf a l rger injeeti'on" quantity than 'thef full load-quantity.

Through "the-described V arrangement 4 andcon struction of 1;i1" "re gu-l'ator parts absolute-"- assurthatthe re'gulator cam i. e. 'du rin'g -.the*last art? of the closing motio' of the 'throttle'valve; thetracti'on cabl'e ta kes the bushing- .3 6' and the 1 stop 3 ll positively lalong i in outward direction wherebyZ-the "stopris removedout of the wayuof 'the crosspin 'mf Howeverfk while the'engineis running this ren'iovaliofi'the stop has no'infiu'enoe on' the 'adjustmnfof the fuel-quantity fed by the pump, as theunlatehin does not take place until the throttl alve 'is nearly closed and as" then the vacuum ithe 5" 5 with thesame advantages also be applied to a centrifugal governor.

What I claim is:

1. In a pneumatic governor of a fuel injection pump for an internal cumbustion engine of the type having a diaphragm-actuated fuel control member responsive to a throttle in the air intake conduit of the engine, and a stop mounted for common movement with the closing movement of said throttle from an operative position in which it limits the travel of said control member in a fuel-increasing direction to an inoperative position when the throttle is closed, the combination with said stop of a detent adapted to detain said stop in said inoperative position irrespective of the position of said throttle, when sad diaphragm-actuated fuel control member is relaxed upon stoppage of the engine, and to be disengaged from said stop under control by said control member, when the engine is started.

2. In a pneumatic governor of a fuel injection pump for an internal combustion engine of the type having a diaphragm-actuated fuel control member responsive to a throttle in the air intake conduit of the engine, and a stop mounted for common movement with the closing movement of said throttle from an operative position in which it limits the travel of said control member in a fuel-increasing direction to an inoperative position when the throttle is closed, the combination with said stop of a detent adapted to detain said stop in said inoperative position, said detent being so co-ordinated to said diaphragmactuated control member as to be disabled by the same while said control member is vacuumactuated and to be enabled to function by said control member while the diaphragm thereof is relaxed.

3. In a pneumatic governor of a fuel injection pump for an internal combustion engine of the type having a diaphragm-actuated fuel control member responsive to a throttle in the air intake conduit of the engine, and a stop'mounted for common movement with the closing movement of said throttle from an operative position in which it limits the travel of said control member in a fuel-increasing direction to an inoperative position when the throttle is closed, the combination with said stop of a detent, a spring tending to engage said detent with said stop, when the latter arrives in inoperative position, to detain said stop therein, said spring being so co-ordinated to said diaphragm-actuated fuel control member as to be disabled thereby while the engine is running.

4. The combination claimed in claim 1 in which said stop is constituted by a pin mounted for axial sliding movement transversely to the path of said control member.

5. The combination claimed in claim 1 in which said detent is constituted by a pivotal member adapted to be rocked to locking position by said diaphragm-actuated fuel control member in response to a stoppage of the engine, a spring being provided acting on said stop and adapted, when said control member releases said pivotal member in response to vacuum in said intake conduit, to return said stop to said operative position.

6. The combination claimed in claim 1 in which the means connecting said throttle with said stop include a flexible wire encased in a tube and a lost-motion connection.

'7. The combination claimed in claim 1 including connecting means connecting said stop to said throttle and means encasing said connecting means to prevent manual actuation thereof independently of said throttle.

8. The combination claimed in claim 1 including a guide for said stop and sealing means for said guide adapted to indicate any disassembly of said guide.

HEINRICH K. LINKS.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 2,209,321 Colell July 30, 1940 FOREIGN PATENTS Number Country Date 470,743 Great Britain Aug. 20, 1937 540,738 Great Britain Oct. 28, 1941