US3884205A

US3884205A - Centrifugal RPM governor for fuel injected internal combustion engines

Info

Publication number: US3884205A
Application number: US387501A
Authority: US
Inventors: Heinrich Staudt; Ernst Ritter; Hans-Jurgen Jaenke; Rolf Muller
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 1972-08-10
Filing date: 1973-08-10
Publication date: 1975-05-20
Anticipated expiration: 1992-05-20
Also published as: IT992894B; JPS4945225A; FR2195751B1; DE2239372A1; FR2195751A1; BR7306107D0; ATA696373A; JPS587814B2; AT326420B; GB1374220A

Abstract

In a centrifugal rpm regulator for fuel injected internal combustion engines, a fuel quantity control rod is provided which receives the forces associated with the displacements of an adaptor sleeve which in turn is displaceable under the influence of centrifugal fly weights and as a function of engine rpm. The control rod is limited in the direction of increasing fuel supply by a control rod including a cam plate, at least one control lever through which the structure is connected to the adaptor sleeve and an abutment lever having a cam follower member at one end thereof. The control rod is connected to the abutment lever which is pivotable thereby to cause the cam follower member to abut the cam plate and limit the maximum fuel quantity delivered by the injection pump used in conjunction with the regulator for a given rpm.

Description

United States Patent Staudt et al.

[451 May 20, 1975 CENTRIFUGAL RPM GOVERNOR FOR FUEL INJECTED INTERNAL COMBUSTION ENGINES 3,664,319 5/1972 Channing 123/179 L 3,699,941 10/1972 Hughes 123/179 L 3.707.144 12/1972 Galis 123/179 L 3,727,598 4/1973 Knapp 1. 123/140 R Primary ExaminerManuel A. Antonakas Assistant Examiner-James W. Cranson, Jr. Attorney, Agent, or Firm-Edwin Er Greigg [57] ABSTRACT In a centrifugal rpm regulator for fuel injected internal combustion engines, a fuel quantity control rod is provided which receives the forces associated with the displacements of an adaptor sleeve which in turn is displaceable under the influence of centrifugal fly weights and as a function of engine rpm. The control rod is limited in the direction of increasing fuel supply by a control rod including a cam plate, at least one control lever through which the structure is connected to the adaptor sleeve and an abutment lever having a cam follower member at one end thereof. The control rod is connected to the abutment lever which is pivotable thereby to cause the cam follower member to abut the cam plate and limit the maximum fuel quantity delivered by the injection pump used in conjunction with the regulator for a given rpm.

16 Claims, 9 Drawing Figures PATENTEDHAYZOIHYS 884, 205

SHEET 1 [IF 7 PATENTEB HAYZOISYS SHEET 2 OF 7 PATENTEB HAY 2 018. 5

SHEET 3 UF 7 mgmgg MAY 2 0 i975 SHEET 8 BF 7 CENTRIFUGAL RPM GOVERNOR FOR FUEL INJECTED INTERNAL COMBUSTION ENGINES BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a centrifugal rpm regulator for fuel injection combustion engines and more particularly to fuel injection combustion engines such as diesel engines.

The centrifugal rpm regulator of the type under consideration has an adaptor sleeve which is slidable under the influence of centrifugal fly weights, which in turn function in dependence on the rotational speed of the engine. The adaptor sleeve transfers the forces associ ated with its regulatory motions firstly to at least one two-armed intermediate lever whose pivoting point is adjustable depending on the swivel position of an operating lever, and, secondly, to a fuel quantity control rod which adjusts the supply quantity of the fuel injection pump. The excursion of the fuel quantity control rod is limited in the direction of increasing supply quantity by an abutment structure equipped with a cam which is pivotable in dependence on the engine rpm and which governs the maximum supply quantity. The abutment structure is attached to a shaft which is positively connected to the regulator housing and is coupled via at least one control arm to the adaptor sleeve.

2. Description of the Prior Art Diesel engines, especially those for driving motor vehicles, operate in a wide rpm range. The injection pumps installed inthese engines are in many cases provided with regulators, which, in addition to rpm regulation, have the task of varying the maximum fuel quantity setting for the full load operation of the engine within as wide an rpm range as possible, in order that the fuel quantity delivered corresponds as closely as possible to the fuel supply conditions corresponding to those demanded by the engine and/or determined for smokeless or emission-free combustion or for some other particular application.

Known centrifugal rpm regulators of the type described above are equipped with an adaptation mechanism for the adaptation of the fuel quantity supplied by the injection pump to the full load characteristics of the engine. This mechanism consists of an abutment structure equipped with a cam plate which is pivotable in dependence on engine rpm. The abutment cooperates with a cam follower that is rigidly connected with the fuel quantity adjustment member, i.e., with the control rod of the injection pump. Since the abutment is mounted on a shaft which is rigidly connected to the regulator housing, the adjustment of the full load fuel quantity requires that the cam follower be movable relative to the fuel quantity control rod. This movement is realized in known centrifugal rpm regulators by an adjustment screw on the control rod. This known adjustment has the disadvantage, however, that it occurs within the regulator housing so that additional operational parameters, as for example, air temperature, manifold pressure in supercharged engines, air pressure and other supplementary control signals required for modern engines, cannot influence the adjustment. Also disadvantageous is the fact that when a fuel quantity is admitted which is larger than the full load quantity (starting supplementary quantity), then the control rod must be unlocked by special means, for example, electrical, mechanical or hydraulic means.

OBJECTS, SUMMARY AND ADVANTAGES OF THE INVENTION It is, therefore, a general object of the present invention to provide a centrifugal rpm regulator of the type mentioned above which does not have the disadvantages outlined above.

It is a more specific object of the present invention to provide a centrifugal rpm regulator of the type mentioned above which does not have the disadvantages outlined above and according to which the adjustment of the full load quantity, that is, the relative position of the fuel quantity control rod with respect to the cam plate of the abutment structure, can be adjusted from outside the regulator housing without engagement within the regulator.

It is a further more specific object of the present invention to provide a centrifugal rpm regulator of the type mentioned above which does not have the disadvantages outlined above and according to which the additional operational parameters referred to above can be superimposed on the cam controlled adaptation process.

These and other objects are accomplished according to the present invention in that the fuel quantity control rod, in addition to being connected to an intermediate lever which is connected to an adaptor sleeve, is also pivotably connected with an abutment lever, which in turn is mounted to freely swivel to the lever arm of a control lever. The control lever is pivotably mounted in the regulator housing. The abutment lever has a cam follower at one end thereof which abuts the cam plate of an abutment structure, thereby limiting the maximum fuel quantity delivered by the injection pump, used in conjunction with the regulator, for a given rpm.

A constructional simplification is achieved according to the present invention in that the lever axis of the operation lever of the regulator serves as the axis of the pivotable abutment structure.

An advantageous embodiment of the present invention is achieved in that the swivel position of the control lever is fixed in the direction of increasing fuel quantity by an externally adjustable stop screw and in that a play-compensating spring urges the control lever to maintain this position. In this way a playcompensating adjustment is achieved.

The correction of the characteristics of the full load fuel quantity isadvantageously achievable by supplementary operational parameters in that the control lever has a second lever arm on which at least one correcting member engages, and by means of which the pivotal position of the control lever is changeable against the force of a play-compensating spring and where, furthermore, the adjustment member is actuatable by a correction mechanism which depends on physical parameters such as manifold pressure, air pressure or temperature, and which can operate mechanically or electronically.

In a further advantageous embodiment of the present invention, the control lever can be actuated by an arresting mechanism operating electromagnetically, pneumatically or hydraulically. These arresting mechanisms can also be mounted in the same location and advantageously act upon a further control lever pivotably mounted in the regulator housing.

In still a further advantageous embodiment of the present invention, the pivot axis of the control lever carries an externally extended lever shaft which is coupled with the control lever at least in the arrest direction. In this way without supplementary aids a manual arrest (disconnect) of the regulator is possible.

If in a centrifugal rpm regulator of the type described above, in which the intermediate lever is formed as a cam lever with adjustable lever arms depending on the pivotal position of an operating lever and where a cam plate has a curved cam sector which determines the full load fuel quantity supplied and a stepped sector which determines the starting supplementary or excess fuel quantity, it is desired to achieve a locking of the starting supplementary fuel quantity, i.e., to achieve a fixed starting supplementary fuel quantity, for example, up to the full load rpm, then according to a further advantageous embodiment of the present invention, the control arm linking an abutment structure with the adaptor sleeve carries a first draglink equipped with a restoring spring, whose drag lever acts via a bolt with the engaging arm of the abutment structure. This drag link is resilient, only in one direction of motion of the control arm, namely that of increasing rpm. It is advantageous for the return spring to hold the first drag link in its normal position determined by a path limiter or stop, and for the path limiter to be adjustable by an adjusting screw secured on the drag lever, whereby the normal position of a cam plate of the abutment structure with respect to the position of an adjustment member (swiveling abutment lever) is advantageously adjustable.

It is especially advantageous according to the present invention for the control arm to be shaped as a U- formed stirrup which is mounted in the regulator housing with two pivotal studs and carries on its one leg the first drag link and on the other leg a second drag link. The second drag link acts in the same direction as the first drag link and connects the control arm with an intermediate lever. The second drag link is supplied with a return spring which has a bias several times greater than the return spring of the first drag link. In this way an overload of the individual movable members of the regulator linkage is avoided in the case where the ratio of the adaptor sleeve path to the fuel quantity control rod path changes so that path differences of the individual members must be compensated for. In addition, the regulating security is increased for possible supplementary regulatory resistances by the great bias of the return spring of the second drag link. The above described overload of the regulator linkage takes place,

for example, when the fuel quantity control rod is in its stop position and the adaptor sleeve attempts to make a further path to regulate downwardly. Such an additional motion of the adaptor sleeve is produced in the overrunning operation of the engine.

A particular advantageous embodiment according to the present invention derives from making the drag levers of both links pivotable on the two pivot studs, and from making the return springs as spiral springs which rest at one end on the legs of the control arm and at the other end on the drag levers.

In a further embodiment according to the present invention, a third resiliently yielding drag link in the form of a spring-type accumulator acts together with the other two drag links and is inserted between the fuel quantity control rod and the intermediate cam lever. The accumulator has a return spring whose bias is greater than the resistance .to motion of the fuel quantity control rod, yet at the same time is small enough so that increasing rpms outside of the starting range in which the intermediate cam lever attempts to move the fuel quantity control rod beyond the position determined by the abutment structure do not impede the turning motion of the cam plate of the abutment structure. The bias of the first drag link is so great that the frictional resistance at the cam plate is overcome. In this way a flawless functioning of the adaptation mechanism is ensured and a minimum wear of the cam follower mechanism is guaranteed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view in elevation illustrating a longitudinal section through a first exemplary embodiment of the present invention taken along the line II of FIG.

FIG. 2 is a front view in elevation illustrating a cross section through the first exemplary embodiment of the present invention taken along the line IIII in FIG. 1;

FIG. 2a is a more detailed view of a first drag lever in the direction of arrow A in FIG. 2;

FIG. 3 is a side view in elevation illustrating another longitudinal section through a first exemplary embodiment of the present invention taken along the line III- III in FIG. 2;

FIG. 4 is a top view illustrating a section taken along the line IVIV in FIG. 2;

FIG-5 is a partial elevational view illustrating a longitudinal section taken along the line V-V in FIG. 2 for a second exemplary embodiment according to the present invention;

FIG. 6 is a partial elevational view corresponding to FIG. 5 for the third exemplary embodiment according to the present invention;

FIG. 7 is a partial front view corresponding to FIG. 2 for the fourth exemplary embodiment according to the present invention; and

FIG. 8 is an isometric view illustrating the cooperation between certain ones of the more important regulator elements of the adapting installation according to the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENT Turning now to FIG. 1, there is shown a centifugal rpm regulator having a drive shaft 10 of an injection pump (not shown). Both the regulator and injection pump being used in conjunction with an internal combustion engine. The regulator includes a centrifugal governor 11 which is mounted on the shaft 10. The centrifugal governor 11 is provided with pivotably mounted centrifugal fly weights l2 and their arms 13 which act on the front surface 14 of a thrust bearing 16. The thrust bearing 16 is mounted on the extension of an adaptor sleeve 15 which serves as a control member. The thrust bearing 16 serves to transfer the adjustment forces of the centrifugal fly weights 12 to the adaptor sleeve 15. The adaptor sleeve 15 itself is mounted at one end on a cylindrical stud 17 of the drive shaft 10, and at its other end is provided with laterally extending guide pins 18, each of which is guided in a guide slot 19 of a force-transmitting lever 21 (see also FIG. 3).

The force-transmitting lever 21 is constructed to have a substantially U- or I-I-shaped cross section (see also FIG. 4) with its two leg portions 22 being positioned to point towards the injection pump. The leg portions 22 contain guide slots 19 for the guide pins 18 of the adaptor sleeve 15. An adjusting element 23 is screwed into the force-transmitting lever 21 and secured thereto by a nut 24. The adjusting element 23 is installed in the force-transmitting lever 21 at the level of the axis of the drive shaft and of the adaptor sleeve 15. The adjusting element 23 has a plane section 26, against which a convex surface 27 of the adaptor sleeve abuts after traversing a first partial path a.

While traversing the above-mentioned first partial path a, the adaptor sleeve 15 acts upon a leaf spring 28 which serves as a starting or idle control spring. The leaf spring 28 has one end 29 carried in the forcetransmitting lever 21 while its other end 31 exerts pressure against the guide pins 18 of the adaptor sleeve 15. The bias of the leaf spring 28 acting on the adaptor sleeve 15 is produced by an adjustment screw 34 screwed into the force-transmitting lever 21 and secured in its adjusted position by a nut 35.

The force-transmitting lever 21 is a straight twolegged lever having the cross section mentioned above and pivotably mounted on a bearing bolt 38 fixedly attached to the housing 37. The vertical normal position of the lever 21 is determined by a stop 39 attached to the housing 37. The stop 39 is formed by the frontal surface of a self-securing abutment screw 41 screwed into the regulator housing 37.

The force-transmitting lever 21 is pivotable counterclockwise (FIG. 1) about the bearing bolt 38. This pivotable motion occurs when the force derived from the centrifugal fly weights 12 and transferred by the adaptor sleeve 15 via the adjusting element 23 to the force transmitting lever 21 is greater than the return force provided by a control spring 42. This control spring 42 is a tension spring disposed substantially vertically to the axis of the adaptor sleeve 15 and suspended between two mounting

slots

43, 44. The first mounting slot 43 is formed by a helical groove 48 provided in a bearing bolt 49 which is stationary in the housing 37, although the bolt 49 can be rotated. The second mounting slot 44 is formed on a lever arm 45a of an angle lever 45, which is adjustable for the adjustment of the maximum rpm. The angle lever 45 is mounted to the force-transmitting lever 21 by a bearing bolt 46 which passes through both legs 22 of the forcetransmitting lever 21. The position of the angle lever 45, whose one lever arm 45a is shown as extending substantially horizontally from the force-transmitting lever 21, is determined by an adjustment screw 47, which abuts aganist the lever arm 45b. With the aid of the adjustment screw 47 the bias of the control spring 42 is changeable by adjusting the pivotal position of the angle lever 45. The bias of the control spring 42 determines, in a known manner, the maximum rpm to be regulated or limited by the governor.

The bearing bolt 49 can be turned for the adjustment of the proportional range of the regulator, since during the turning of the bearing bolt 49 the attachment point, i.e., the position of the first mounting slot 43 of the control spring 42 is shifted horizontally in such a manner that the active direction of the control spring 42 is changed. In this way, the effective rigidity of the control spring 42 in relation to the force exerted on the force-transmitting lever 21 is altered in a known manner, which serves as a return force against the regulating force of theadaptor sleeve 15.

The adaptor sleeve 15 acting against the resetting forces of the control springs 28 and 42 transfers its control motions via a control arm 53, a cam lever 54, acting as an intermediate lever, and a spring-type accumulator to a control rod 56 serving as the fuel quantity adjustment member of the injection pump (FIGS. 2 and 3).

The linkage between the adaptor sleeve 15 and the control arm 53, which has the shape of a U-shaped

stirrup having legs

53a and 53b (see FIG. 2), is formed by a ball joint 57 (see also FIG. 1) which is mounted at one end in a bearing arm 58 of the adaptor sleeve 15. The control arm 53 is mounted in the regulator housing 37 by means of two pivot studs 59 (see FIG. 2). On its leg 53a the control arm 53 carries a first drag link 62 provided with a return spring 61, whose construction and function will be described in more detail below, and on its other leg 53b it carries a second drag link 64 equipped with a return spring 63. The drag link 64 connects the adaptor sleeve 15 with the intermediate lever 54. This second drag link 64 carries a bolt 65 at its outermost end to which the cam lever 54 is pivotably attached.

The cam lever 54 is equipped with a guide slot 66 (FIG. 3) which guides a guide pin 67 of a control arm 68 which is fixedly mounted on a shaft 69 to the housing 37. Outside of the regulator housing 37 an operating lever 71 is mounted on this shaft 69 (FIG. 2). Through the aid of the operating lever 71, the shaft 69 and hence the control arm 68 are pivotable. During this motion and simultaneously with the change in position of the control rod 56, the transmission ratio of the lever arms of the two-armed cam lever 54 are also changed in a known manner. The cam lever 54 and the springtype accumulator 55 are connected with each other by a connecting bolt 72. The shaft 69 (see FIG. 2) which at one end outside of the regulator housing 37 carries the operating lever 71, carries on its other end a stop lever 73 which serves to limit the pivotal path of the operating lever 71, and therefore also of the control arm 68 in cooperation with corresponding stops which are known per se and are therefore not further shown. Both levers 71 and 73 can, of course, be attached at the same side of the regulator.

The end of the control rod 56 nearest the regulator carries a plate 75 on which the spring-type accumulator 55 is pivotably attached by means of a bolt 76 (see FIG. 4). As a result, the intermediate cam lever 54 is connected to the spring-type accumulator as well. In addition to being connected to the cam lever 54, the plate 75 is further pivotably connected by a pin 74 with a freely swiveling abutment lever 77. The lever 77 is thusby carried along in its motion by the plate 75. The lever 77 is pivotably mounted on a lever arm 79 of a control lever 81 by a pin 78, and the control lever 81 is pivotably mounted by two bearing studs to the regulator housing 37. The abutment lever 77 is developed at one end 77a as a cam follower member 82 which abuts against a cam plate 83 of an abutment 84 and cooperates with this cam plate 83 in order to limit the maximum fuel quantity delivered at each rotational speed of the engine. The other end 77b of the abutment lever 77 has a slot 770 within which the bolt 74 of the plate 75 is received. Through this connection the abutment lever 77 is carried along during movement of the control rod 56.

The abutment 84 has a substantially bushing shaped construction and is mounted on the shaft 69. The abutment 84 is pivotable in dependence on the engine rpm. The' rpm-dependent pivoting of the abutment 84 is controlled by the adaptor sleeve in that its axial displacements are transferred via the ball joint 57 to the control arm 53. Then from the leg 53a of the control arm 53 it is further transferred to the first drag link 62, and finally to an engaging arm 86 of the abutment 84.

The first drag link 62 (see FIGS. 2 and 2a) is equipped with a drag lever 87 acting via a bolt 88 on the engaging arm 86 of the abutment 845 and opposes the resiliently yielding force of the return spring 61, but only in one direction of the control lever 53 which occurs during increasing rpm. The return spring 61 attempts to hold the first drag link 62 in its normal position by means of a path limiter or stop 89 (see FIG. 2a) which is adjustable by an adjusting screw 91 securely positioned in the drag lever 87. The adjusting screw 91 permits adjustment or correction of the rotational position of the abutment 84 or of the cam plate 83 which corresponds to a particular setting of the adaptor sleeve 15.

As may be clearly seen from the isometric view in FIG. 8, the cam plate 83 has a cam sector 92 which determines the full load fuel quantity, and a stepped sector 93 which determines the supplementary starting quantity. The step-like transition between the two

sec tors

92 and 93 is formed by a step 94 which serves as a starting lock during the starting process of the engine, when the cam follower 82 of the abutment lever 77 swings past the step 94 and is located in the region of the stepped sector 93, i.e., the supplementary starting quantity of fuel is retained until the regulator has achieved its control rpm and the control rod 56 is moved by the cam lever 54 in the direction of stoppage (arrow D in FIG. 3). Since during this control procedure the adaptor sleeve 15 attempts to continue to turn the abutment 84 and its cam plate 83, the first drag link 62 begins to function and permits further movement of the adaptor sleeve 15 and of the control arm 53 in spite of the stationary abutment 84. During this process the engaging arm 86 and the bolt 88 of the drag lever 87 are also stationary and the return spring 61 is pretensioned. However, as soon as the regulator returns the control rod 56 in the direction of stoppage below the position corresponding to full load fuel quantity, and when the cam follower member 82 of the abutment lever 77 moves glidingly from the stepped sector 93 along step 94 to the position 82' (designated in dotted lines) (FIG. 8), the drag link 62 is released and moves the abutment 84 and hence the cam plate 83, for example, into the position 83' (designated also in dotted lines). In this position, the cam follower 82 cooperates with the cam sector 92 of the cam plate 83.

The pre-tension Pvl of the first drag link 62 is sufficiently high so that the frictional force at the cam plate 83, i.e., the force generated by the pushing force of the cam follower 82 primarily in the region of the cam sector 92 is overcome. The pre-tension Pvl, however, cannot be so large that the desired starting lock at the step 94 is retained too long. The return spring 63 of the second drag link 64 must have a pretension Pv2 several times higher than that of the return spring 61 of the first drag link 62, because the second drag link 64 acts in the same direction as the first drag link 62 and if return spring 63 were too weak, then during a motion of the control rod 56 which has associatd with it heavy resistance, a shifting of the second drag link 64 could result. For safety reasons such an occurence is not permissible. The stop motion of the regulator must be guaranteed in all instances. During other operational conditions, for example, when the operating lever and consequently the internal regulator parts are positioned in their arrested position due to the engine brake, and the regulator attempts to regulate downwardly, for example, during overrunning operation, the second drag link 64 permits a regulatory motion of the adaptor sleeve 15 and of the control arm 53 by pre-tensioning the return spring 63. In this way, an overload of the inner working parts of the regulator is avoided.

The drag lever 87 of the first drag link 62 and a drag lever of the second drag link 64 are each mounted on one of the two pivot studs 59 of the control arm 53 and their return springs 61 and 63, which are formed as spiral springs, are supported on the one side at

legs

53a and 53b of the control arm 53 and on the other side at the drag levers 87 and 95, respectively.

In order to guarantee the functioning of the regulator described further below, under all operational conditions, the spring-type accumulator 55 inserted between the control rod 56 and the cam lever 54 cooperates with the drag links 62 and 64 and functions as a third resiliently yielding drag link. The accumulator 55 has a return spring 96 which has a pre-tension force Pv3, which is greater than the resistance to motion of the control rod 56; yet at the same time is small enough so that increasing rpms outside of the starting range in which the cam lever 54 attempts to move the control rod 56 or more precisely, the cam follower member 82 of the stop lever 77, beyond the abutment 84 or beyond the cam section 92 of the cam plate 83 do not impede the turning motion of the cam plate 83. The swivel position of the control lever 81 determines the position of the pivotal axis 78' of the abutment lever 77 and therefore also the position of the control rod 56 assigned to the cam plate 83 of the abutment 84. This swiveling motion of the control lever 81 is determined in the direction of increasing fuel supply by an externally adjustable set screw 97 equipped with a head 97a. A playcompensating spring 98 pushes a bolt 80 attached to the control lever 81 against the head 97a in order to hold the control lever 81 in this position.

A cover plate 99 closes the regulator housing 37 at the frontal side turned away from the injection pump, and provides after its removal access to all regulating members of the regulator that are substantiallyhorizontal. A second cover plate 99a.seals the regulator housing 37 from above.

In the second and third exemplary embodiment of the present invention according to FIGS. 5 and 6, the control lever 81 is equipped with a second horizontal lever arm 100 (see also FIG. 8) on which a setting member 101 acts. By means of the setting member 101, the swivel position of the control lever 81 is changeable against the force of the play-compensating spring 98.

In the second examplary embodiment of FIG. 5, the setting member 101 is part of a correction mechanism 102, actuated by the manifold pressure of the engine. In a known manner the manifold pressure of the engine is admitted to a chamber 103 and moves the setting member 101 in opposition to the force of a spring 104. The chamber 103 and a chamber 105, within which the spring 104 is mounted, are connected with the atmosphere and are separated from each other by an airtight membrane 106. In addition to the correction instrument 102 depending on manifold pressure and shown in FIG. 5, the setting member 101 can be actuated by another correction instrument in dependence on other physical quantities. Such correction instruments can, for example, be equipped in a known manner, with setting members which effect a path change depending on air pressure or some temperature to be measured, and in this way act on setting member 101.

In the third exemplary embodiment according to FIG. 6, a setting member 101' can be actuated by an electromagnetically operated arresting mechanism. The arresting mechanism 107 consists substantially of a known and therefore not further shown pressure magnet 108, which after having received a control signal moves the setting member 101 downwardly and acts via the lever arm 100 on the control lever 81 in the clockwise sense and against the force of the playcompensating spring 98. This arresting mechanism 107 serves for emergency stops and can also be actuated in a manner known per se by pneumatic or hydraulic means.

The partially shown section of FIG. 7 shows the fourth exemplary embodiment of the regulator according to the present invention. This embodiment has a manually-activated arresting mechanism (see also FIG. 8). The pivotal axis of the control lever 81, formed by the two bearing studs 85, 85', on one side has a lever shaft 109 extending outwardly from the regulator housing 37 and coupled with the control lever 81 in the stop or abutment direction. On the lever shaft 109 there is mounted an arresting lever 110. Within the regulator housing 37 and next to the control lever 81, lever shaft 109 carries a drag lever 111 which is secured against turning and which presses via a bolt 112 against the vertically drawn lever arms 79 whenever the arresting lever 110 is activated. The

drag lever

111 and 112 turn the control lever 81 against the force of the playcompensating spring 98 in such a way that the control rod 56 is moved in the direction of arrow D (FIG. 8), i.e., into its arrest direction by means of the abutment lever 77 and the plate 75.

FIG. 8 shows the cooperation of the more significant regulator elements cooperating with the cam plate 83 of the abutment 84, with the cam lever 54 and its attendant connecting links, and the second drag link 64 connected with the arm 53!) and also with the plate 75 having been omitted for clarity. This representation according to FIG. 8 serves above all for the better understanding of the subsequent description of the operation of the regulator according to the present invention. Be-

cause of the inclusion, albeit in broken lines, of the second horizontal lever arm 100 of the control lever 81, the correcting member 101, the arresting lever 110 and the

drag lever

111 and 112, this representation is utilizable not only for the first exemplary embodiment according to FIGS. 1-4, but also for the other exemplary embodiments according to FIGS. 5-7.

The first exemplary embodiment of regulator, according to the present invention, according to FIGS. 1-4 and 8 is a so-called adjustable rpm regulator or a muIti-rpm regulator and it operates as follows:

The movable parts of the regulator are shown in their normal rest position, the operating lever 71 and hence the control arm 68 as well as all of the parts starting with the centrifugal fly weights 12 up to the control rod 56 are shown in the arrested position.

When the internal combustion engine is started, the operating lever 71 and therefore also the control arm 68 (see FIG. 3) are pivotably moved in the direction of arrow B into their full load position, or more precisely, into the position for maximum rpm regulation. During this process, the control rod 56 is pushed by the cam lever 54 through the intermediate action of the spring type accumulator 55 in the direction of arrow C and into the starting position. Also during this process, the plate 75 acting via the bolt 74 (see FIGS. 2 and 4) carries along the abutment lever 77 whose cam follower member 82 swings from the position shown in FIGS. 1, 3 and 8 past the step 94 of the cam plate 83 and into a position, where it abuts against the stepped sector 93 of the cam plate 83 (not shown). The cam follower member 82 can also stop a short distance before, if the path of the control rod 56 is limited by other known stops (not shown). In this starting position, of the control rod 56, the injection pump carries a quantity of fuel to the internal combustion engine which is in excess of or supplementary to the full load fuel quantity and facilitates starting of the engine.

Once the engine has started, and if, for example, operating lever 71 is held in the full load position, the rpm increases further and the centrifugal fly weights l2 pivot outwardly, from the inside position as shown, under the influence of centrifugal forces. The centrifugal fly weights 12, by means of their arms 13, press against the thrust bearing 16 and therefore against the adaptor sleeve 15, which is displaced against the force of the leaf spring 28 (see FIG. 1) until it abuts with its convex surface 27 at the plane section 26 of the adjusting element 23. During this motion of the adaptor sleeve 15 through the partial path a, which has already been traversed during the first few seconds of the starting process, the bearing arm 58 bearing the ball joint 57 moves the same distance and attempts to pull the control rod 56 via the pivotably connected

transfer members

53, 54 and 55 in the direction of arrow D from the starting position into the full load position or beyond that into the arrested position.

During this motion of the adaptor sleeve, the first drag link 62, also connected with control lever 53 (see FIGS. 2, 2a and 8), attempts to turn the abutment 84 in a clockwise sense. The step 94 on the cam plate 83 prevents turning, however, until the cam follower member 82 has reached position 82 (shown in broken lines in FIG. 8). This position is only reached when the rpm which is set or which is chosen in advance by the control lever 71 is reached or is exceeded by a small value. During this process, the adaptor sleeve 15 has moved beyond the partial path a by the further partial amount b, and also the force-transmitting lever 21 has turned, yielding to the increasing force of the adaptor sleeve, and has been lifted from its stop 39. As soon as the cam follower member 82 has assumed the position designated 82', the cam plate 83 can turn into the rotational position designated 83. Until the full load rpm was achieved or was exceeded by a small amount, the drag link 62 was pre-tensioned in the manner described above. The pre-tension Pvl of this first drag link 62 is chosen in such a manner that the friction between the cam follower member 82 and the cam sector 92 of the cam plate 83 is definitely overcome, but not so large that an unsuitably high pressure is generated between the step 94 and the cam follower member 82 during the starting process. If this pressure were too high, the retraction of the starting supplementary fuel quantity would be delayed too long.

During full load operation, the rotational position of the abutment structure84 or of the cam plate 83, depending on the corresponding position of the adaptor sleeve and the cam sector 92 which is engaged by the cam follower member 82 determines the position of the control rod 56 corresponding to each rpm and therefore the corresponding maximum fuel quantity.

By a suitable construction of the cam sector 92 any desired supply quantity process (adaptation process) can be realized in a known manner.

When the engine is partially loaded and the maximum rpm setting is exceeded, which is tantamount to an adaptor sleeve path greater than a b, the forcetransmitting lever 21 proceeds further in a counterclockwise sense, and the adaptor sleeve positions the

transfer members

53, 54, 55 and the control rod 56 in such a location that the fuel quantity of the injection pump is reduced until it corresponds to the power taken from the engine, and the rpm is held within the proportional range or until the fuel supply is entirely shut off.

During full load operation and for the adaptation of the fuel quantity to the maximum fuel quantity demanded by the engine and assigned to each rpm, and determined by the cam sector 92 of the cam plate 83, the control rod 56 moves ftrom its full loadposition corresponding to the maximum rpm in the direction of arrow D or C, or both, first in the direction of arrow D and thereafter in the direction of the arrow C and vice versa; therefore, for the bridging of the path differences the spring-type accumulator 55 is inserted in the connection between the control rod 56 and the cam lever 54. The pre-tension force Pv3 of the return spring 96 of the accumulator 55, as has already been described above, is greater than the resistance to motion of the control rod 56, but is small enough so that the rotational motion of the cam plate 83 is not impeded.

The path differences, described above, are build up by the differences between the movement of the control rod 56 determined by the well known-shaped cam sector 92 of the cam plate 83 and the path of the cam lever 54 whilst changing of the rpm of the engine and movement of the adaptor sleeve 15.

In order to be able to adjust the position of the control rod 56 that corresponds to the cam section 92 in a very simple and effective manner, the pivot pin 78 of the abutment lever 77 is pivotably connected to the lever arm 79 of the control lever 81. The position of the control lever 81 may be changed by the externally accessable set screw 97, and when the position of the pivot pin 78 changes, then the position of the control rod 56, that is assigned to the cam plate 83, also changes. The play-compensating spring 98 ensures that the bolt 80 of the control lever 81 always rides in playfree contact with the head 97a of the set screw 97.

The second exemplary embodiment including the manifold pressure dependent correction instrument 102 is pressure-free in the position shown, i.e., the air pressure prevailing in the suction tube of the engine and also in the chamber 103 and acting on the membrane 106 of the correction instrument 102 is smaller than the pressure exerted by the spring 104 on the setting member 101. The setting member 101 loaded by the spring 104 therefore holds the control lever 81 in the shown starting position with the aid of the lever arm 100. In the starting position, a distance c is obtained between the bolt and the head 97a of the set screw97.

.This distance c determines the permissible paths of control rod 56 during maximum manifold pressure and in the direction of arrow C (FIG. 3), i.e., the maximum amount of fuel to be injected during supercharging.

In the third exemplary embodiment of FIG. 6 the arresting mechanism 107 takes effect, if an appropriate control signal has activated the pressure magnet 108. This can occur, for example, for safety reasons during interruption of the current. In that case the setting member 101 presses on the lever arm 100 of the control lever 81 causing the bolt 80 to be lifted from the head 97a of the set screw 97 against the force of the play-compensating spring 98 and the control lever 81 to pivot about its pivotal axis in the direction of arrow E. During this process the abutment lever 77 on the pivotal pin 78 and also the plate 75, and hence also control rod 56, via the bolt 74 are moved in the arrested direction (in the direction of arrow D in FIG. 3), i.e., the supply of the injection pump is stopped.

In a fourth exemplary embodiment in FIG. 7, the stoppage can occur by means of the arresting lever l 10 which acts via the drag lever 111 and its bolt 112 on the arm 79 of the control lever 81 in such a way that it too is pivoted in the direction arrow E as has been described in FIG. 6 and as can be seen in FIG. 8. In this way the control rod 56 is moved in the direction of arrow D and the fuel supply of the injection pump is reduced or terminated.

For good operating conditions the pre-tension forces Pvl, Pv2 and Pv3 of the return springs 61, 63, 98 of the three resiliently yielding drag links 62, 64 and 55 are, for example, as follows: Pvl =4 kp Pv2 1 kp and Pv3 0,5 kp. The pre-tension forces Pv1 and Pv2 of the return springs 61 and 63 which are configured, as spiral springs are definated by the forces transmitted by the bolt 88 of the drag lever 87 and the bolt 65 of the drag link 64.

What is claimed is:

1. In a centrifugal rpm regulator for fuel injected internal combustion engines, especially diesel engines, including a housing mounting; centrifugal weight means, an adaptor sleeve slidably displaceable under the influence ofthe centrifugal weight means and as a function of engine rpm, at least one two-armed intermediate lever, an operating lever, a fuel quantity control rod, the adaptor sleeve transmitting the forces associated with its controlled motions resulting from its slidable displacement through the intermediate lever to the fuel quantity control rod for adjusting the fuel quantity delivered by an injection pump used in conjunction with the regulator, the intermediate lever having a pivot point which is changeable in dependence on the pivotal position of the operating lever, the movement of the control rod being limited in the direction of increasing fuel supply by an abutment structure including a cam plate, and at least one control arm through which the abutment structure is connected to the adaptor sleeve, the abutment structure being fixedly connected to the regulator housing and being pivotable as a function of engine rpm to thereby determine the maximum fuel quantity, the improvement comprising:

a. an abutment lever having a cam follower member at one end thereof;

b. means connecting said abutment lever to said control rod;

c. a control lever having a lever arm;

d. means mounting said abutment lever to said lever arm for free pivotal movement relative to said lever arm; and

e. means mounting said control lever to the housing for pivotal movement relative thereto, said abutment lever being pivotable due to its connecting and mounting means thereby causing said cam follower member to abut said cam plate and limit the maximum fuel quantity delivered by the injection pump for a given engine rpm.

2. The regulator as defined in claim 1, wherein the improvement further comprises a shaft on which the operating lever and the abutment structure are pivotably mounted.

3. The regulator as defined in claim 1, wherein the improvement further comprises a set screw and a playcompensating spring, said set screw being adjustable from outside the regulator housing to thereby adjust the pivotal position of said control lever in the direction of an increasing fuel quantity, with said playcompensating spring being adapted to urge said control lever to maintain the position attained by said set screw.

4. The regulator as defined in claim 3, wherein the improvement further comprises a second lever arm extending from said control lever and at least one setting member which acts upon said second lever and by means of which the pivotal position of said control lever is varied against the forceof the playcompensating spring.

5. The regulator as defined in claim 4, wherein the improvement further comprises a correcting instrument for actuating said setting member, said correcting instrument being dependent upon a physical parameter such as manifold pressure.

6. The regulator as defined in claim 4, wherein the improvement further comprises a correcting instrument for actuating said setting member, said correcting instrument being dependent upon a physical parameter such as air pressure.

7. The regulator as defined in claim 4, wherein the improvement further comprises a correcting instrument for actuating said setting member, said correcting instrument being dependent upon a physical parameter such as temperature.

8. The regulator as defined in claim 4, wherein the improvement further comprises an arresting mechanism for actuating said setting member, said arresting mechanism being operated electromagnetically.

9. The regulator as defined in claim 4, wherein the improvement further comprises an arresting mechanism for actuating said setting member, said arresting mechanism being operated pneumatically.

10. The regulator as defined in claim 4, wherein the improvement further comprises an arresting mechanism for actuating said setting'member, said arresting mechanism being operated hydraulically.

11. The regulator as defined in claim 1, wherein the improvement further comprises a lever shaft coaxial with the pivot axis of said control lever and extending outwardly from the regulator housing, said lever shaft having a stop lever attached thereto and being coupled with said control lever at least in the direction of fuel stoppage.

12. The regulator as defined in claim 1, wherein the intermediate lever is formed as a cam lever having lever arms whose extent is changeable in dependence on the pivotal position of the operating lever, the cam plate includes a full load quantity sector and a stepped supplementary starting quantity sector, and the abutment structure further includes an engaging arm, and wherein the regulator further comprises a first drag link mounted on said control arm, said first drag link having a drag lever and a return spring, said drag lever having a bolt extending therefrom which acts upon said engaging arm, and said return spring serving to render said drag lever resiliently yielding in the increasing rpm direction of motion of said control arm.

13. The regulator as defined in claim 12, wherein the regulator further comprises an adjustment screw mounted to said drag lever, said adjustment screw defining a stop which establishes along with said return spring a normal position for said drag link, said adjustment screw being adjustable to vary the position of said stop and consequently the normal position of said drag link.

14. The regulator as defined in claim 12, wherein said control arm forms a U-shaped stirrup, and wherein the regulator further comprises two pivotal studs mounting said control arm to the regulator housing, a second drag link, and a return spring for said second drag link, said first drag link being mounted on one leg of said stirrup and said second drag link being mounted on the other leg of said stirrup, with said second drag link acting in the same direction as said first drag link and connecting said adaptor sleeve with said intermediate lever and with the return spring of said second drag link having a pre-tension greater than the return spring of said first drag link.

15. The regulator as defined in claim 14, wherein said second drag link has a drag lever, wherein the drag links of said first and second drag levers are mounted on said pivotal studs, and wherein each said return spring is configured as a spiral spring having one end mounted on a respective leg of said stirrup and its other end mounted on the drag lever of its respective drag link.

16. The regulator as defined in claim 12, further comprising a third resiliently yielding drag link which cooperates with said first and second drag links, said third drag link includes a return spring and is connected between said control rod and said intermediate lever and serves as an energy storage, wherein the pretension of said return spring of said third drag link is greater than the resistance to motion of said control rod but small enough so that the pivotal motion of said cam plate is not impeded during increasing rpm outside of the start-up range, when said intermediate lever attempts to move said control rod beyond its position as determined by said abutment structure, and whereinv the pre-tension of the return spring of said first drag link is sufficiently large so that the frictional force occurring at said cam plate is overcome.

Claims

1. In a centrifugal rpm regulator for fuel injected internal combustion engines, especially diesel engines, including a housing mounting; centrifugal weight means, an adaptor sleeve slidably displaceable under the influence of the centrifugal weight means and as a function of engine rpm, at least one twoarmed intermediate lever, an operating lever, a fuel quantity control rod, the adaptor sleeve transmitting the forces associated with its controlled motions resulting from its slidable displacement through the intermediate lever to the fuel quantity control rod for adjusting the fuel quantity delivered by an injection pump used in conjunction with the regulator, the intermediate lever having a pivot point which is changeable in dependence on the pivotal position of the operating lever, the movement of the control rod being limited in the direction of increasing fuel supply by an abutment structure including a cam plate, and at least one control arm through which the abutment structure is connected to the adaptor sleeve, the abutment structure being fixedly connected to the regulator housing and being pivotable as a function of engine rpm to thereby determine the maximum fuel quantity, the improvement comprising: a. an abutment lever having a cam follower member at one end thereof; b. means connecting said abutment lever to said control rod; c. a control lever having a lever arm; d. means mounting said abutment lever to said lever arm for free pivotal movement relative to said lever arm; and e. means mounting said control lever to the housing for pivotal movement relative thereto, said abutment lever being pivotable due to its connecting and mounting means thereby causing said cam follower member to abut said cam plate and limit the maximum fuel quantity delivered by the injection pump for a given engine rpm.

3. The regulator as defined in claim 1, wherein the improvement further comprises a set screw and a play-compensating spring, said set screw being adjustable from outside the regulator housing to thereby adjust the pivotal position of said control lever in the direction of an increasing fuel quantity, with said play-compensating spring being adapted to urge said control lever to maintain the position attained by said set screw.

4. The regulator as defined in claim 3, wherein the improvement further comprises a second lever arm extending from said control lever and at least one setting member which acts upon said second lever and by means of which the pivotal position of said control lever is varied against the force of the play-compensating spring.

10. The regulator as defined in claim 4, wherein the improvement further comprises an arresting mechanism for actuating said setting member, said arresting mechanism being operated hydraulically.

16. The regulator as defined in claim 12, further comprising a third resiliently yielding drag link which cooperates with said first and second drag links, said third drag link includes a return spring and is connected between said control rod and said intermediate lever and serves as an energy storage, wherein the pre-tension of said return spring of said third drag link is greater than the resistance to motion of said control rod but small enough so that the pivotal motion of said cam plate is not impeded during increasing rpm outside of the start-up range, when said intermediate lever attempts to move said control rod beyond its position as determined by said abutment structure, and wherein the pre-tension of the return spring of said first drag link is sufficiently large so that the frictional force occurring at said cam plate is overcome.