EP0158846B1 - Centrifugal governor for fuel injection-type internal-combustion engines - Google Patents

Centrifugal governor for fuel injection-type internal-combustion engines Download PDF

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Publication number
EP0158846B1
EP0158846B1 EP85103151A EP85103151A EP0158846B1 EP 0158846 B1 EP0158846 B1 EP 0158846B1 EP 85103151 A EP85103151 A EP 85103151A EP 85103151 A EP85103151 A EP 85103151A EP 0158846 B1 EP0158846 B1 EP 0158846B1
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EP
European Patent Office
Prior art keywords
control rod
control
stop
spring
stroke
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.)
Expired
Application number
EP85103151A
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German (de)
French (fr)
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EP0158846A2 (en
EP0158846A3 (en
Inventor
Horst Klinger
Werner Lehmann
Michael Dipl.-Ing. Zeuch
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of EP0158846A2 publication Critical patent/EP0158846A2/en
Publication of EP0158846A3 publication Critical patent/EP0158846A3/en
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Publication of EP0158846B1 publication Critical patent/EP0158846B1/en
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    • 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
    • F02D1/04—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 mechanical means dependent on engine speed, e.g. using centrifugal governors
    • 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
    • F02D1/04—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 mechanical means dependent on engine speed, e.g. using centrifugal governors
    • F02D1/045—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 mechanical means dependent on engine speed, e.g. using centrifugal governors characterised by arrangement of springs or weights
    • 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 a centrifugal speed controller according to the preamble of claim 1.
  • a centrifugal speed controller for injection internal combustion engines is already known, which works as an idling final speed controller and in which the path of the control rod in the direction of increasing flow rate a resilient control rod stop containing a starting spring is limited.
  • This stop is shown in Figure 7 of said patent and works as an automatic start quantity stop. It is also known as the "spring control rod stop for RQ controllers for starting quantity limitation" from the document Diesel Injection Equipment (2) speed controller for in-line injection pumps from Robert Bosch GmbH, Stuttgart (VDT-UBP 210/1, first edition September 30, 1975, picture 84 on page 37).
  • This device has also been used for use in idle speed controllers, but is very expensive, difficult to set with regard to the start unlocking, and it can also be used in certain operating states, e.g. B. when starting under heavy load, the starting quantity in full load operation is maintained too long, so that excessive smoke emissions take place.
  • the aim of the invention is now to switch off idle end speed controllers of the generic type, which are provided with a resilient control rod stop, which cause a reduction in power or excessive smoke emissions and the basic setting complicating unwanted control rod movements in full load operation.
  • the centrifugal speed controller according to the invention with the characterizing features of claim 1 allows the centrifugal speed governor working as an idle final speed controller to fix the full-load position of the control rod by the resilient control rod stop and, at the same time, to automatically control an additional starting quantity when the controller is at a standstill, in spite of the adjuster resting on the end stop.
  • the dreaded "control rod tremors" and the resulting inaccuracies in the control of the delivery rate and the Difficulty adjusting allows the centrifugal speed governor working as an idle final speed controller to fix the full-load position of the control rod by the resilient control rod stop and, at the same time, to automatically control an additional starting quantity when the controller is at a standstill, in spite of the adjuster resting on the end stop.
  • the drag spring of the energy accumulator is switched off when the starting spring of the resilient control rod stop is overpressed when the regulator is at a standstill . Due to this very short balancing stroke, the remaining part of the idling stroke is sufficient to push the control rod into the start position. It is no longer possible to drive with a starting surplus after starting.
  • the adjustment of the control rods can be carried out by means of the specified spring adjustment without any effects on the control function.
  • the governor sleeve of which comprises a bearing pin which, at one end, carries a connecting pin which forms a pivot point of the centrifugal weights and which is inserted through a transverse bore in the bearing pin and at the other end carries a pivot point of the intermediate lever, through which in the characterizing part of the claim 2 specified features of the energy accumulator installed in a particularly advantageous manner in the bearing bolt of the regulator sleeve, and the dimension of the evasion stroke A can be determined directly by the shape of the transverse bore in the bearing bolt.
  • the otherwise existing in the bearing pin cross hole are only drilled to an enlarged by the dimension of the evasive stroke diameter, and the expensive production of an elongated hole is not necessary.
  • the centrifugal speed governor according to the invention is one with a matching device according to the features contained in the extended preamble of claim 4, then the full load position controlling the highest possible delivery quantity can also be set there by the control rod stop if the governor according to the characterizing features of claim 4 is designed.
  • the adjustment control stroke is set larger by an amount corresponding to the differential travel on the control rod than the adjustment control stroke otherwise required in the known controllers. This has the very great advantage that, with small adjustment paths, the otherwise even smaller adjustment control stroke of the centrifugal weights or the regulator sleeve due to the translation of the intermediate lever, regardless of the adjustment path required, to a still manageable degree, e.g. B. 0.2 mm can be adjusted.
  • the resulting adjustment path of 0.4 mm can then be stepless, e.g. B. to 0.2 mm.
  • extremely small adjustment paths which previously were not possible due to the existing component tolerances, can be set with great accuracy.
  • different adjustment paths can be set even with the same basic setting without the basic setting having to be changed. The latter is particularly advantageous for series engines that are only set to different levels of performance before delivery.
  • FIG. 1 shows a simplified illustration of the exemplary embodiment working as an idling final speed controller in cross section
  • FIG. 2 shows a section along the line 11-11 in FIG. 1 through the controller sleeve in an enlarged illustration
  • FIG. 3 shows a diagram with control curves made possible by the invention.
  • the centrifugal force governor shown in simplified form in FIG. 1 is an idle end speed governor of the RQ type from Robert Bosch GmbH, Stuttgart.
  • This regulator carries in a housing 10 a centrifugal weight regulator 13 fastened on a camshaft 11 of a known injection pump 12, which is designed as a series injection pump and is only indicated in a hint.
  • This carries two centrifugal weights 14, which act under the action of the centrifugal force against the force of regulating springs via angle levers 15 transferred to a regulator sleeve 16.
  • an intermediate lever 19 is coupled via a sliding block 17 and its bearing pin 18, which is designed as a two-armed lever and is connected in an articulated manner to a control rod 22 of the injection pump 12 via a connecting link 21.
  • the centrifugal weight regulator 13 is of a known type and contains regulating springs and spring plates, as are customary in a centrifugal speed regulator of the RQ type with adaptation by Robert Bosch GmbH, Stuttgart.
  • Each of the flyweights 14 contains an idling spring 23, at least one end regulating spring 24 and a matching spring 26 accommodated in a matching capsule 25.
  • the intermediate lever 19 is by means of a Conveyor volume adjustment swiveling adjusting member 27 can be actuated, which consists of an external adjustment lever 28 which can be actuated by the operator and a steering lever 31 which is non-rotatably connected to the adjustment lever 28 via a lever shaft 29.
  • the steering lever 31 engages by means of a pin 32 in a link guide 33 of the intermediate lever 19 and, with its swivel position, also changes the transmission ratio of the two lever arms of the intermediate lever 19.
  • the adjusting lever 28 lies in its maximum setting of the greatest possible delivery quantity Allowing pivot position on an adjustable end stop 34 fixed to the housing.
  • the path of the control rod 22 in the direction of increasing flow rate is limited by a resilient control rod stop 36 containing a starting spring 35, which operates as an automatic multi-stroke stop and, when the controller is at a standstill, as explained further below releases a starting path R s which allows a starting quantity.
  • the control rod stop 36 contains a stop pin 37 with its longitudinal axis parallel to the longitudinal axis of the control rod 22, which is supported by two lock nuts 38 on a guide sleeve 39 which is under the pretensioning force of the starting spring 35, the starting position of which is in turn fixed by a snap ring 41.
  • the stop bolt 37 forms with a head 37a a limit stop for a counter stop connected to the control rod 22, which is formed by a stop lug 42 attached to the connecting bracket 21.
  • the control rod stop 36 has pressed the control rod 22 by means of the stop lug 42 by a differential path AR from a test basic position P lying above the full load position V and indicated by dash-dotted lines into the full load position V.
  • the regulator sleeve 16 is equipped with a travel or energy accumulator 44 which serves as an evasive element and contains a drag spring 43.
  • FIG. 2 shows an enlarged illustration of a practical exemplary embodiment of such a regulator sleeve 16 in a sectional illustration along the line 11-11 in FIG. 1.
  • the regulator sleeve 16 comprises a bearing pin 46, which carries at one end 46a as the articulation point of the flyweights 16 a connecting pin 45 inserted through a transverse bore 47 of the bearing pin 46, and the articulation point of the intermediate lever 19 is formed by the bearing pin 18 located on the sliding block 17.
  • the distance between the two articulation points, the connecting bolt 45 and the bearing pin 18 is denoted by a (see FIG. 2) and is shown in FIG.
  • the diameter D of the transverse bore 47 is larger by the measure of the evasive stroke A than the diameter d of the connecting bolt 45, and the connecting bolt 45 is pressed in the initial position shown in FIG. 2 (maximum dimension of the distance a) against one outward-facing wall side of the transverse bore 47, while the stroke stop 48 of the energy accumulator 44 is formed by the opposite wall side of the transverse bore 47 is.
  • the trailing spring 43 is supported on the one hand via a pressure pin 49 on the connecting pin 45 and on the other hand on the bottom of a blind hole 51 extending in the longitudinal direction of the bearing pin 46, which receives both the pressure pin 49 and the trailing spring 43.
  • the mode of operation of the controller according to the invention can also be implemented in the case of speed controllers which do not contain any adjustment device and thus no adjustment springs 26.
  • the centrifugal weight controller 13 is designed not only to control the running stroke H L but also to control an adjustment control stroke H A , so that when the speed increases, the centrifugal weights 14 after passing through the idling stroke H L have the corresponding adjustment control stroke H A back against the restoring force of the adjustment springs 26 and the Withdraw control rod 22 via regulator sleeve 16 and intermediate lever 19 by an equalization path R AV increased from a maximum full-load basic position to a reduced full-load position V red in accordance with the lever ratio effective on intermediate lever 19.
  • the diagram in FIG. 3 serves to explain the function of the centrifugal speed controller shown in FIG.
  • the speed n of the camshaft 1 is plotted on the abscissa and the position or control path R of the control rod 22 is plotted on the ordinate.
  • a control curve labeled b shows the course of the control path R over the speed for the idle speed controller shown in Figure 1.
  • a control curve which is shown at a higher level and labeled b 'for a clearer illustration shows the corresponding course of the control path R over the speed n for an idle end speed controller without an adjustment device.
  • the ordinate also shows the sleeve travel M for a lever transmission on the intermediate lever 19 of 1: 2.
  • the controller parts With the adjusting lever 28 of the adjusting member 27 resting against the end stop 34 and after passing through the idle stroke H L of the centrifugal weights 14, the controller parts are in the position shown in FIG. 1 at a speed n of approximately 600 rpm.
  • the control rod stop 36 has pressed the control rod 22 via the stop lug 42 on the connecting link 21 by the differential path AR from the basic test position P into the full load position V.
  • the distance a between the articulation points 45 and 18 on the regulator sleeve 16 has been shortened by the evasive stroke A while compressing the drag spring 43.
  • the stop 36 thus holds the control rod 22 firmly in its full-load position V and also prevents the control rod 22 from moving, that is to say the so-called "control rod tremor", even if there is longitudinal play on the camshaft 11 and corresponding play at the articulation points. If the speed now increases further, the centrifugal weights 14 begin to move outward at the speed n1 against the restoring force of the matching springs 26 while shortening the matching control stroke H A. The position of the control rod 22 only changes when the centrifugal weights 14 or the control sleeve 16 have covered the differential path AR at n2 and the control sleeve 16 has relaxed by the previously depressed portion of the escape stroke A.
  • the articulation points 45 and 18 on the regulator sleeve 16 now take their greatest possible distance a, as shown in FIG. 2.
  • the regulator sleeve 16 acts like a rigid connecting element and, as the speed increases further, the regulating rod 22 is withdrawn from the full-load position V into the reduced full-load position Vred.
  • the control rod 22 now maintains this reduced full-load position above the speed n 3 up to the cut-off speed n ab .
  • the curtailment and idle control take place in the usual way and are therefore not described in more detail here.
  • the operator pivots the adjustment lever 28 into the drawn full load position, in which it rests against the end stop 34.
  • the flyweights 14 are pressed out of the position shown and overcoming the idle stroke H L into their inner position towards the center of the axis of the camshaft.
  • the distance a of the regulator sleeve 16 is shortened by the effective amount of the escape stroke A, and because of the escape stroke A, which is generally less than 1 mm, the remaining portion of the idle stroke H L is sufficient to turn counterclockwise following pivoting of the intermediate lever 19, the control rod 22 from the full load position V to shift the starting path R s into its maximum starting position designated S max in FIG.
  • the starting spring 35 in the control rod stop 36 is overpressed by the corresponding amount.
  • a so-called “starting groove” on the pump element is generally effective, by means of which the additional starting quantity is controlled. Is a start position S controlled by the inclined edge of z. B.
  • the trembling movements that occur are shown by a roughly simplified zigzag line e in the lower speed range, superimposed on the control curve b ', and the amplitude of these movements is designated by z.
  • a so-called "pre-control” occurs, as shown in dashed lines with a curve part d. This complicates both the setting of the speed limit n ab and the associated full load point V red '. Both difficulties are avoided by the setting of the control rod stop 36 according to the invention in the speed controller described above. An “unwanted adjustment” that is otherwise produced by a longitudinal movement of the camshaft is also no longer possible.
  • the resilient control rod stop 36 can of course also be replaced by a start stop (not shown) which acts on the drive-side end of the control rod 22 and has the same function; and instead of the two spring sets accommodated in the flyweights 14 (control springs 23, 24 and 26), a single spring set acting centrally on the control sleeve 16 can also be used in a known manner, without changing anything in the described mode of operation of the idling speed controller according to the invention .
  • the invention can also be implemented with an idle speed controller, in which the energy accumulator 44 is not located in the regulator sleeve 16 but at another location of the control linkage located between the regulator sleeve 16 and the point of application (stop lug 42) of the control rod stop 36, e.g.

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  • 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)

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einem Fliehkraftdrehzahlregler nach dem gattungsbildenden Oberbegriff des Patentanspruchs 1. Aus der AT-A-175 746 ist bereits ein solcher Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen bekannt, der als Leerlauf-Enddrehzahlregler arbeitet und bei dem der Weg der Regelstange in Richtung zunehmender Fördermenge durch einen federnd nachgiebigen, eine Startfeder enthaltenden Regelstangenanschlag begrenzt ist. Dieser Anschlag ist in Figur 7 der genannten Patentschrift dargestellt und arbeitet als automatischer Startmengenanschlag. Er ist auch als "federnder Regelstangenanschlag für RQ-Regler für Startmengenbegrenzung" aus der Druckschrift Diesel-Einspritzausrüstung (2) Drehzahlregler für Reiheneinspritzpumpen der Robert Bosch GmbH, Stuttgart, bekannt (VDT-UBP 210/ 1, erste Ausgabe 30. September 1975, Bild 84 auf Seite 37). Bei diesen Reglern wird bei Stillstand des Reglers und am Endanschlag anliegendem Einstellglied die Startfeder des Regelstangenanschlags durch die Kraftwirkung der Leerlauffedern überdrückt, und die Regelstange geht in ihre Startstellung. Sobald die Brennkraftmaschine nach dem Anlassen läuft, wird durch die Kraftwirkung der Fliehgewichte und der Startfeder die Regelstange mindestens bis kurz vor ihre Vollaststellung zurückgezogen, so daß ein übermäßiger Rauchausstoß nach dem Anlaufen des Motors verhindert wird. Diese Leerlauf-Enddrehzahlregler besitzen im Gegensatz zu Alldrehzahlreglern vom Typ RQV eine starre Reglermuffe mit festen Anlenkstellen für die Fliehgewichte und den Zwischenhebel. Aus diesem Grunde kann die Vollaststellung nicht durch den Regelstangenanschlag begrenzt werden, da sie durch entsprechende Einstellung des gehäusefesten Endanschlages für das Einstellglied festgelegt wird. Bei diesen Reglern wirkt sich nun jede durch Schwingen der Fliehgewichte, durch Lagerspiel an den Verbindungsstellen und Spiel in den Nockenwellenlagern erzeugte Längsbewegung der Reglermuffe mit entsprechender Hebelübersetzung auf die Regelstange aus. Die Regelstange gerät dadurch in Schwingungen. Bei der höchsten Drehzahl tritt eine sogenannte "Vorabregelung" auf, die zu einer Mengenreduzierung und damit zu einer Leistungseinbuße gerade im Bereich der Höchstleistung führt. Durch das Schwingen der Regelstangen, auch "Regelstangenzittern" genannt, ist die Vollaststellung der Regelstange nicht mehr genau definiert, so daß entweder der zulässige Regelstangenweg überschritten wird und damit schlimmstenfalls auch die Rauchgrenze, oder es wird, z. B. auch bei niedrigen Drehzahlen, oder im mittleren Drehzahlbereich die Höchstleistung nicht erreicht; d. h., es tritt eine ungewollte Angleichung (drehzahlabhängige Fördermengenkorrektur) auf. Die Einstellung solcher Regler ist äußerst kostenintensiv und sehr schwierig zu beherrschen, wobei bezüglich der Leistung und Rauchgrenze Kompromisse eingegangen werden müssen.The invention is based on a centrifugal speed controller according to the preamble of claim 1. From AT-A-175 746 such a centrifugal speed controller for injection internal combustion engines is already known, which works as an idling final speed controller and in which the path of the control rod in the direction of increasing flow rate a resilient control rod stop containing a starting spring is limited. This stop is shown in Figure 7 of said patent and works as an automatic start quantity stop. It is also known as the "spring control rod stop for RQ controllers for starting quantity limitation" from the document Diesel Injection Equipment (2) speed controller for in-line injection pumps from Robert Bosch GmbH, Stuttgart (VDT-UBP 210/1, first edition September 30, 1975, picture 84 on page 37). With these regulators, when the regulator is at a standstill and the adjuster resting against the end stop, the starting spring of the regulating rod stop is overpressed by the force of the idle springs and the regulating rod moves into its starting position. As soon as the internal combustion engine runs after starting, the force of the flyweights and the starting spring pulls the control rod back at least until shortly before its full load position, so that excessive smoke emission after starting the engine is prevented. In contrast to all-speed governors of the RQV type, these idle speed governors have a rigid governor sleeve with fixed articulation points for the flyweights and the intermediate lever. For this reason, the full-load position cannot be limited by the control rod stop, since it is determined for the adjusting element by appropriate adjustment of the end stop fixed to the housing. With these regulators, each longitudinal movement of the regulator sleeve, with the corresponding lever ratio, generated by swinging the centrifugal weights, bearing play at the connection points and play in the camshaft bearings, has an effect on the control rod. This causes the control rod to vibrate. At the highest speed, a so-called "pre-regulation" occurs, which leads to a reduction in quantity and thus to a loss of performance, especially in the area of maximum performance. By swinging the control rods, also called "control rod tremors", the full load position of the control rod is no longer precisely defined, so that either the permissible control rod travel is exceeded and, in the worst case, the smoke limit, or it becomes, e.g. B. even at low speeds, or in the medium speed range, the maximum performance is not achieved; d. that is, an undesired adjustment (speed-dependent delivery quantity correction) occurs. The setting of such regulators is extremely cost-intensive and very difficult to master, whereby compromises have to be made in terms of performance and smoke limit.

Bei Alldrehzahlreglern, z. B. vom Typ RQV der Robert Bosch GmbH, Stuttgart, treten diese Nachteile nicht auf, wenn ein fest eingestellter Vollastanschlag verwendet wird, der für die Freigabe einer Startstellung aber entriegelt werden muß, da zur Drehzahlvorwahl die Reglermuffe mit einem einen sehr großen Ausweichhub ausführenden Kraftspeicher versehen ist. Die Schleppfeder des Kraftspeichers muß bei der Drehzahlvorwahl durch das Einstellglied zusammengedrückt werden können, so daß der Regelstangenanschlag mechanisch in einer Vollaststellung verriegelt werden muß. Diese Verriegelung wird bei Stillstand des Reglers zur Startvorbereitung durch eine von der Reglermuffe betätigte Hebelanordnung gelöst oder durch einen Elektromagneten entriegelt. Diese Einrichtung ist für die Anwendung bei Leerlauf-Enddrehzahlreglern auch schon verwendet worden, jedoch sehr kostenaufwendig, bezüglich der Startentriegelung schwierig einzustellen, und es kann auch in bestimmten Betriebszuständen, z. B. beim Anfahren unter großer Belastung, die Startmenge im Vollastbetrieb zu lange beibehalten werden, so daß ein übermäßiger Rauchausstoß stattfindet.For all speed controllers, e.g. B. of the type RQV from Robert Bosch GmbH, Stuttgart, these disadvantages do not occur when a fixed full-load stop is used, which must be unlocked for the release of a starting position, however, since the governor sleeve with a very large evasive stroke executing the energy storage for preselecting the speed is provided. The drag spring of the energy accumulator must be able to be compressed by the setting element when preselecting the speed, so that the control rod stop must be mechanically locked in a full-load position. This lock is released when the controller is ready to start by a lever arrangement actuated by the controller sleeve or unlocked by an electromagnet. This device has also been used for use in idle speed controllers, but is very expensive, difficult to set with regard to the start unlocking, and it can also be used in certain operating states, e.g. B. when starting under heavy load, the starting quantity in full load operation is maintained too long, so that excessive smoke emissions take place.

Ziel der Erfindung ist es nun, bei Leerlauf-Enddrehzahlreglern der gattungsgemäßen Bauart, die mit einem federnd nachgiebigen Regelstangenanschlag versehen sind, die eine Leistungsminderung oder einen übermäßigen Rauchausstoß verursachenden sowie die Grundeinstellung erschwerenden ungewollten Regelstangenbewegungen im Vollastbetrieb auszuschalten.The aim of the invention is now to switch off idle end speed controllers of the generic type, which are provided with a resilient control rod stop, which cause a reduction in power or excessive smoke emissions and the basic setting complicating unwanted control rod movements in full load operation.

Vorteile der ErfindungAdvantages of the invention

Der erfindungsgemäße Fliehkraftdrehzahlregler mit den kennzeichnenden Merkmalen des Patentanspruchs 1 erlaubt bei dem als Leerlauf-Enddrehzahlregler arbeitenden Fliehkraftdrehzahlregler trotz des am Endanschlag anliegenden Einstellgliedes eine Fixierung der Vollaststellung der Regelstange durch den federnd nachgiebigen Regelstangenanschlag und zugleich die automatische Einsteuerung einer Startmehrmenge bei stillstehendem Regler. Dadurch werden das gefürchtete "Regelstangenzittern" und die daraus resultierenden Ungenauigkeiten in der Steuerung der Fördermenge sowie die Einstellschwierigkeiten vermieden. Durch den im Vergleich zum Hub bekannter Kraftspeicher sehr kleinen, lediglich etwas mehr als den Differenzweg zwischen der Prüfgrundstellung und der Vollaststellung erlaubenden Ausweichhub des im Reglergestänge angeordneten Kraftspeichers ist die Schleppfeder des Kraftspeichers ausgeschaltet, wenn bei Stillstand des Reglers die Startfeder des federnd nachgiebigen Regelstangenanschlages überdrückt wird. Aufgrund dieses sehr kurzen Ausgleichhubes genügt der noch verbleibende Anteil des Leerlaufhubes, um die Regelstange in die Startstellung zu drücken. Ein Fahren mit Startmehrmenge nach dem Starten ist unter keinen Umständen mehr möglich. Durch die angegebene Federabstimmung kann die Einstellung der RegetstangenvoHaststettung vorgenommen werden, ohne daß sich Rückwirkungen auf die Reglerfunktion ergeben.The centrifugal speed controller according to the invention with the characterizing features of claim 1 allows the centrifugal speed governor working as an idle final speed controller to fix the full-load position of the control rod by the resilient control rod stop and, at the same time, to automatically control an additional starting quantity when the controller is at a standstill, in spite of the adjuster resting on the end stop. As a result, the dreaded "control rod tremors" and the resulting inaccuracies in the control of the delivery rate and the Difficulty adjusting. Due to the fact that the force accumulator is known to be very small compared to the stroke, only slightly more than the difference between the basic test position and the full load position of the force accumulator arranged in the control linkage, the drag spring of the energy accumulator is switched off when the starting spring of the resilient control rod stop is overpressed when the regulator is at a standstill . Due to this very short balancing stroke, the remaining part of the idling stroke is sufficient to push the control rod into the start position. It is no longer possible to drive with a starting surplus after starting. The adjustment of the control rods can be carried out by means of the specified spring adjustment without any effects on the control function.

Durch die in den Unteransprüchen aufgeführten Maßnahmen und Merkmale sind vorteilhafte Weiterbildungen und Verbesserungen des in Patentanspruch 1 angegebenen Fliehkraftdrehzahlreglers möglich. So ist bei einem Fliehkraftdrehzahlregler der gattungsgemäßen Bauart, dessen Reglermuffe einen Lagerbolzen umfaßt, der an seinem einen Ende einen eine Anlenkstelle der Fliehgewichte bildenden und durch eine Querbohrung des Lagerbolzens hindurchgesteckten Verbindungsbolzen und am anderen Ende eine Anlenkstelle des Zwischenhebels trägt, durch die im Kennzeichenteil des Anspruchs 2 festgelelegten Merkmale der Kraftspeicher in besonders vorteilhafter Weise in den Lagerbolzen der Reglermuffe eingebaut, und es kann das Maß des Ausweichhubes A direkt durch die Formgebung der Querbohrung im Lagerbolzen festgelegt werden. Hierzu kann z. B. die sonst im Lagerbolzen vorhandene Querbohrung lediglich auf einen um das Maß des Ausweichhubes vergrößerten Durchmesser aufgebohrt werden, und die teure Herstellung eines Langloches ist somit nicht notwendig.The measures and features listed in the subclaims allow advantageous developments and improvements of the centrifugal force governor specified in claim 1. Thus, in a centrifugal speed governor of the generic type, the governor sleeve of which comprises a bearing pin which, at one end, carries a connecting pin which forms a pivot point of the centrifugal weights and which is inserted through a transverse bore in the bearing pin and at the other end carries a pivot point of the intermediate lever, through which in the characterizing part of the claim 2 specified features of the energy accumulator installed in a particularly advantageous manner in the bearing bolt of the regulator sleeve, and the dimension of the evasion stroke A can be determined directly by the shape of the transverse bore in the bearing bolt. For this purpose, e.g. B. the otherwise existing in the bearing pin cross hole are only drilled to an enlarged by the dimension of the evasive stroke diameter, and the expensive production of an elongated hole is not necessary.

Handelt es sich bei dem erfindungsgemäßen Fliehkraftdrehzahlregler um einen solchen mit einer Angleicheinrichtung gemäß den im erweiterten Oberbegriff des Anspruchs 4 enthaltenen Merkmalen, dann kann auch dort die die höchstmögliche Fördermenge steuernde Vollaststellung durch den Regelstangenanschlag eingestellt werden, wenn der Regler gemäß den kennzeichnenden Merkmalen des Anspruchs 4 ausgelegt ist. Der Angleichsteuerhub wird dazu um einen dem Differenzweg an der Regelstange entsprechenden Betrag größer eingestellt als der bei den bekannten Reglern sonst benötigte Angleichsteuerhub. Dies hat den sehr großen Vorteil, daß bei kleinen Angleichwegen der durch die Übersetzung des Zwischenhebels ansonsten noch kleinere Angleichsteuerhub der Fliehgewichte bzw. der Reglermuffe unabhängig vom erforderlichen Angleichweg auf ein noch gut beherrschbares Maß, z. B. 0,2 mm, eingestellt werden kann. Der daraus resultierende Angleichweg von 0,4 mm kann dann aber durch den Regelstangenanschlag stufenlos, z. B. auf 0,2 mm, abgedrückt werden. Dadurch können extrem kleine Angleichwege, wie sie vorher wegen der vorhandenen Bauteiletoleranzen überhaupt nicht möglich waren, mit großer Genauigkeit eingestellt werden. Darüber hinaus können auch bei gleicher Grundeinstellung verschiedene Angleichwege eingestellt werden, ohne daß die Grundeinstellung verändert werden muß. Letzteres ist besonders bei Baureihenmotoren von Vorteil, die erst vor der Auslieferung auf eine verschieden hohe Leistung eingegestellt werden.If the centrifugal speed governor according to the invention is one with a matching device according to the features contained in the extended preamble of claim 4, then the full load position controlling the highest possible delivery quantity can also be set there by the control rod stop if the governor according to the characterizing features of claim 4 is designed. For this purpose, the adjustment control stroke is set larger by an amount corresponding to the differential travel on the control rod than the adjustment control stroke otherwise required in the known controllers. This has the very great advantage that, with small adjustment paths, the otherwise even smaller adjustment control stroke of the centrifugal weights or the regulator sleeve due to the translation of the intermediate lever, regardless of the adjustment path required, to a still manageable degree, e.g. B. 0.2 mm can be adjusted. The resulting adjustment path of 0.4 mm can then be stepless, e.g. B. to 0.2 mm. As a result, extremely small adjustment paths, which previously were not possible due to the existing component tolerances, can be set with great accuracy. In addition, different adjustment paths can be set even with the same basic setting without the basic setting having to be changed. The latter is particularly advantageous for series engines that are only set to different levels of performance before delivery.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 eine vereinfachte Darstellung des als Leerlauf-Enddrehzahlregler arbeitenden Ausführungsbeispiels im Querschnitt, Figur 2 einen Schnitt längs der Linie 11-11 in Figur 1 durch die Reglermuffe in vergrößerter Darstellung und Figur 3 ein Diagramm mit durch die Erfindung ermöglichten Regelkurven.An embodiment of the invention is shown in the drawing and explained in more detail in the following description. FIG. 1 shows a simplified illustration of the exemplary embodiment working as an idling final speed controller in cross section, FIG. 2 shows a section along the line 11-11 in FIG. 1 through the controller sleeve in an enlarged illustration, and FIG. 3 shows a diagram with control curves made possible by the invention.

Beschreibung des AusführungsbeispielesDescription of the embodiment

Bei dem in Figur 1 vereinfacht dargestellten Fliehkraftdrehzahlregler handelt es sich um einen Leerlauf-Enddrehzahlregler vom Typ RQ der Robert Bosch GmbH, Stuttgart. Dieser Regler trägt in einem Gehäuse 10 einen auf einer Nockenwelle 11 einer an sich bekannten, als Reiheneinspritzpumpe ausgebildeten und nur andeutungsweise dargestellten Einspritzpumpe 12 befestigten Fliehgewichtsregler 13. Dieser trägt zwei Fliehgewichte 14, die unter der Wirkung der Fliehkraft entgegen der Kraft von Regelfedern über Winkelhebel 15 auf eine Reglermuffe 16 übertragen. Mit der Reglermuffe 16 ist über einen Gleitstein 17 und dessen Lagerzapfen 18 ein Zwischenhebel 19 gekuppelt, der als zweiarmiger Hebel ausgebildet ist und über eine Verbindungslasche 21 mit einer Regelstange 22 der Einspritzpumpe 12 gelenkig verbunden ist.The centrifugal force governor shown in simplified form in FIG. 1 is an idle end speed governor of the RQ type from Robert Bosch GmbH, Stuttgart. This regulator carries in a housing 10 a centrifugal weight regulator 13 fastened on a camshaft 11 of a known injection pump 12, which is designed as a series injection pump and is only indicated in a hint. This carries two centrifugal weights 14, which act under the action of the centrifugal force against the force of regulating springs via angle levers 15 transferred to a regulator sleeve 16. With the regulator sleeve 16, an intermediate lever 19 is coupled via a sliding block 17 and its bearing pin 18, which is designed as a two-armed lever and is connected in an articulated manner to a control rod 22 of the injection pump 12 via a connecting link 21.

Der Fliehgewichtsregler 13 ist von bekannter Bauart und enthält Regelfedern und Federteller, wie sie bei einem Fliehkraftdrehzahlregler vom Typ RQ mit Angleichung der Robert Bosch GmbH, Stuttgart üblich sind. Jedes der Fliehgewichte 14 enthält eine Leerlauffeder 23, mindestens eine Endregelfeder 24 und eine in einer Angleichkapsel 25 untergebrachte Angleichfeder 26.The centrifugal weight regulator 13 is of a known type and contains regulating springs and spring plates, as are customary in a centrifugal speed regulator of the RQ type with adaptation by Robert Bosch GmbH, Stuttgart. Each of the flyweights 14 contains an idling spring 23, at least one end regulating spring 24 and a matching spring 26 accommodated in a matching capsule 25.

Der Zwischenhebel 19 ist mittels eines zur Fördermengeneinstellung schwenkbaren Einstellgliedes 27 betätigbar, das aus einem außenliegenden und von der Bedienungsperson betätigbaren Verstellhebel 28 und einem über eine Hebelwelle 29 drehfest mit dem Verstellhebel 28 verbundenen Lenkhebel 31 besteht. Der Lenkhebel 31 greift mittels eines Zapfens 32 in eine Kulissenführung 33 des Zwischenhebels 19 ein und ändert mit seiner Schwenklage auch das Übersetzungsverhältnis der beiden Hebelarme des Zwischenhebels 19. Wie in Figur 1 dargestellt, liegt der Verstellhebel 28 in seiner maximalen, die Einstellung der größtmöglichen Fördermenge erlaubenden Schwenklage an einem gehäusefesten einstellbaren Endanschlag 34 an.The intermediate lever 19 is by means of a Conveyor volume adjustment swiveling adjusting member 27 can be actuated, which consists of an external adjustment lever 28 which can be actuated by the operator and a steering lever 31 which is non-rotatably connected to the adjustment lever 28 via a lever shaft 29. The steering lever 31 engages by means of a pin 32 in a link guide 33 of the intermediate lever 19 and, with its swivel position, also changes the transmission ratio of the two lever arms of the intermediate lever 19. As shown in FIG. 1, the adjusting lever 28 lies in its maximum setting of the greatest possible delivery quantity Allowing pivot position on an adjustable end stop 34 fixed to the housing.

Der Weg der Regelstange 22 in Richtung zunehmender Fördermenge (siehe Pfeil mit der Angabe +-) ist durch einen federnd nachgiebigen, eine Startfeder 35 enthaltenden Regelstangenanschlag 36 begrenzt, der als automatischer Startmehrmengenanschlag arbeitet und bei Stillstand des Reglers, wie noch weiter hinten ausgeführt, einen eine Startmehrmenge erlaubenden Startweg Rs freigibt. Der Regelstangenanschlag 36 enthält einen mit seiner Längsachse parallel zur Längsachse der Regelstange 22 liegenden Anschlagbolzen 37, der sich über zwei Kontermuttern 38 an einer unter der Vorspannkraft der Startfeder 35 stehenden Führungshülse 39 abstützt, deren gezeichnete Ausgangslage wiederum von einem Sprengring 41 festgelegt ist. In der gezeichneten Lage des Anschlagbolzen 37 bildet dieser mit einem Kopf 37a einen Begrenzungsanschlag für einen mit der Regelstange 22 verbundenen Gegenanschlag, der von einer an der Verbindungslasche 21 angebrachten Anschlagnase 42 gebildet ist. Der Regelstangenanschlag 36 hat die Regelstange 22 mittels der Anschlagnase 42 um einen Differenzweg A R aus einer oberhalb der eingezeichneten Vollaststellung V liegenden und strichpunktiert angedeuteten Prüfgrundstellung P in die Vollaststellung V abgedrückt. Damit dies möglich ist, ist die Reglermuffe 16 mit einem als ein Ausweichglied dienenden und eine Schleppfeder 43 enthaltenden Weg- bzw. Kraftspeicher 44 ausgestattet.The path of the control rod 22 in the direction of increasing flow rate (see arrow with the indication + -) is limited by a resilient control rod stop 36 containing a starting spring 35, which operates as an automatic multi-stroke stop and, when the controller is at a standstill, as explained further below releases a starting path R s which allows a starting quantity. The control rod stop 36 contains a stop pin 37 with its longitudinal axis parallel to the longitudinal axis of the control rod 22, which is supported by two lock nuts 38 on a guide sleeve 39 which is under the pretensioning force of the starting spring 35, the starting position of which is in turn fixed by a snap ring 41. In the position shown, the stop bolt 37 forms with a head 37a a limit stop for a counter stop connected to the control rod 22, which is formed by a stop lug 42 attached to the connecting bracket 21. The control rod stop 36 has pressed the control rod 22 by means of the stop lug 42 by a differential path AR from a test basic position P lying above the full load position V and indicated by dash-dotted lines into the full load position V. In order for this to be possible, the regulator sleeve 16 is equipped with a travel or energy accumulator 44 which serves as an evasive element and contains a drag spring 43.

Die mit dem Kraftspeicher 44 versehene Reglermuffe 16 ist in Figur 1 vereinfacht dargestellt, Figur 2 dagegen zeigt in vergrößerten Darstellung ein praktisches Ausführungsbeispiel einer solchen Reglermuffe 16 in einer Schnittdarstellung längs der Linie 11-11 in Figur 1. Die Reglermuffe 16 umfaßt einen Lagerbolzen 46, der an seinem einen Ende 46a als Anlenkstelle der Fliehgewichte 16 einen durch eine Querbohrung 47 des Lagerbolzens 46 hindurchgesteckten Verbindungsbolzens 45 trägt, und die Anlenkstelle des Zwischenhebels 19 ist von den am Gleitstein 17 befindlichen Lagerzapfen 18 gebildet. Der Abstand zwischen den beiden Anlenkstellen, dem Verbindungsbolzen 45 und dem Lagerzapfen 18 ist mit a bezeichnet (siehe dazu Figur 2) und ist in Figur 1 um einen Ausweichhub A verkürzt eingezeichnet. Um diesen Ausweichhub A ist das Abstandsmaß a verkürzt, weil der Regelstangenanschlag 36 die Regelstange 22 um den Differenzweg A R abgedrückt hat. Dabei ist über den Zwischenhebel 19, bei am Endanschlag 34 anliegendem Verstellhebel 28 der Kraftspeicher 44 der Reglermuffe 16 gespannt worden. Die Fliehgewichte 14 haben dabei ihre nach Durchlaufen eines Leerlaufhubes HL eingenommene Lage beibehalten. Der größtmögliche Ausweichhub A des Kraftspeichers 44 ist durch einen Hubanschlag 48 begrenzt und nur geringfügig größer als der auf die Reglermuffe 16 reduzierte Differenzweg A R an der Regelstange 22. Dazu ist der Durchmesser D der Querbohrung 47 um das Maß des Ausweichhubes A größer als der Durchmesser d des Verbindungsbolzens 45 ausgeführt, und der Verbindungsbolzen 45 wird in der in Figur 2 eingezeichneten Ausgangslage (Größtmaß des Abstandes a) gegen die eine nach außen gerichtete Wandseite der Querbohrung 47 gedrückt, während der Hubanschlag 48 des Kraftspeichers 44 von der gegenüberliegenden Wandseite der Querbohrung 47 gebildet ist. Die Schleppfeder 43 stützt sich einerseits über einen Druckbolzen 49 am Verbindungsbolzen 45 und andererseits am Boden einer sich in Längsrichtung des Lagerbolzens 46 erstreckenden Sacklochbohrung 51 ab, die sowohl den Druckbolzen 49 als auch die Schleppfeder 43 aufnimmt. Damit beim Ausbau des Verbindungsbolzens 45 der Druckbolzen 49 nicht verlorengeht, ist in die Wandung der Sacklochbohrung 51 ein Sprengring 52 eingesetzt. Für eine einwandfreie Funktion des Reglers ist es erforderlich, daß in der Ruhelage der Fliehgewichte 14 die Rückstellkraft der Leerlauffeder 23 die auf dieselbe Stelle, z. B. die Reglermuffe 16, reduzierte Rückstellkraft der Startfeder 35 überwiegt. Außerdem muß die Rückstellkraft der Schleppfeder 43 kleiner sein als die auf die Reglermuffe 16 reduzierte Vorspannkraft der Startfeder 35, jedoch größer als die zur Verstellung der Regelstange 22 benötigte und von der Reglermuffe 16 übertragene Stellkraft des Reglers.The regulator sleeve 16 provided with the energy accumulator 44 is shown in simplified form in FIG. 1, however, FIG. 2 shows an enlarged illustration of a practical exemplary embodiment of such a regulator sleeve 16 in a sectional illustration along the line 11-11 in FIG. 1. The regulator sleeve 16 comprises a bearing pin 46, which carries at one end 46a as the articulation point of the flyweights 16 a connecting pin 45 inserted through a transverse bore 47 of the bearing pin 46, and the articulation point of the intermediate lever 19 is formed by the bearing pin 18 located on the sliding block 17. The distance between the two articulation points, the connecting bolt 45 and the bearing pin 18 is denoted by a (see FIG. 2) and is shown in FIG. 1 shortened by an escape stroke A. The distance a is shortened by this avoidance stroke A because the control rod stop 36 has pushed the control rod 22 down by the differential path AR. In this case, the force accumulator 44 of the regulator sleeve 16 has been tensioned via the intermediate lever 19, with the adjusting lever 28 resting against the end stop 34. The centrifugal weights 14 have retained their position after passing through an idle stroke H L. The largest possible evasive stroke A of the energy accumulator 44 is limited by a stroke stop 48 and is only slightly larger than the differential path AR on the control rod 22, which is reduced to the regulator sleeve 16. For this purpose, the diameter D of the transverse bore 47 is larger by the measure of the evasive stroke A than the diameter d of the connecting bolt 45, and the connecting bolt 45 is pressed in the initial position shown in FIG. 2 (maximum dimension of the distance a) against one outward-facing wall side of the transverse bore 47, while the stroke stop 48 of the energy accumulator 44 is formed by the opposite wall side of the transverse bore 47 is. The trailing spring 43 is supported on the one hand via a pressure pin 49 on the connecting pin 45 and on the other hand on the bottom of a blind hole 51 extending in the longitudinal direction of the bearing pin 46, which receives both the pressure pin 49 and the trailing spring 43. So that the pressure bolt 49 is not lost when the connecting bolt 45 is removed, a snap ring 52 is inserted into the wall of the blind hole 51. For a correct function of the controller, it is necessary that in the rest position of the flyweights 14, the restoring force of the idle spring 23 which in the same place, for. B. the regulator sleeve 16, reduced return force of the starting spring 35 predominates. In addition, the restoring force of the trailing spring 43 must be smaller than the pretensioning force of the starting spring 35 reduced to the regulator sleeve 16, but greater than the actuating force of the regulator required to adjust the regulating rod 22 and transmitted by the regulator sleeve 16.

Wie weiter hinten zum Diagramm in Figur 3 noch näher erläutert wird, ist die erfindungsgemäße Wirkungsweise des Reglers auch bei Drehzahlreglern verwirklichbar, die keine Angleicheinrichtung und somit keine Angleichfedern 26 enthalten. Bei dem vorliegenden Regler, der eine Angleichung der Vollastfördermenge steuert, ist der Fliehgewichtsregler 13 außer zur Steuerung des Laufhubes HL auch zur Steuerung eines Angleichsteuerhubes HA ausgelegt, so daß bei ansteigender Drehzahl die Fliehgewichte 14 nach Durchlaufen des Leerlaufhubes HL den entsprechend eingestellten Angleichsteuerhub HA entgegen der Rückstellkraft der Angleichfedern 26 zurücklegen und die Regelstange 22 über die Reglermuffe 16 und den Zwischenhebel 19 um einen entsprechend der am Zwischenhebel 19 wirksamen Hebelübersetzung vergrößerten Angleichweg RAV aus einer maximalen Vollastgrundstellung in eine reduzierte Vollaststellung Vred zurückziehen. Bei dem beschriebenen Fliehkraftdrehzahlregler ist nun die maximale Vollastgrundstellung gleich der von dem am Endanschlag 34 anliegenden Einstellglied 27 gesteuerten Prüfgrundstellung P der Regelstange 22. Der nun tatsächlich vom Regler gesteuerte Angleichweg AR ist um den Betrag des Differenzweges A R kleiner als es dem von der Angleichfeder 26 gesteuerten Angleichsteuerhub HA entspricht. Das heißt, daß der von der Angleichfeder 26 gesteuerte Angleichsteuerhub HA um einen dem Differenzweg A R an der Regelstange 22 entsprechenden Betrag größer eingestellt werden kann als der für den tatsächlich von der Regelstange 22 zwischen der Vollaststellung V und einer reduzierten Vollaststellung Vred zurückgelegten Angleichweg RA benötigte Angleichsteuerhub. Damit lassen sich durch die erfindungsgemäße Anordnung extrem kleine Angleichwege verwirklichen, die ohne die erfindungsgemäße Ausgestaltung des Fliehkraftdrehzahlregers bei bekannten Drehzahlreglern wegen der wirksamen Hebelübersetzung am Zwischenhebel 19 und der zu berücksichtigenden Bauteiltoleranzen nicht zu verwirklichen sind.As will be explained in more detail later in relation to the diagram in FIG. 3, the mode of operation of the controller according to the invention can also be implemented in the case of speed controllers which do not contain any adjustment device and thus no adjustment springs 26. In the present controller, which controls an adjustment of the full-load delivery rate, the centrifugal weight controller 13 is designed not only to control the running stroke H L but also to control an adjustment control stroke H A , so that when the speed increases, the centrifugal weights 14 after passing through the idling stroke H L have the corresponding adjustment control stroke H A back against the restoring force of the adjustment springs 26 and the Withdraw control rod 22 via regulator sleeve 16 and intermediate lever 19 by an equalization path R AV increased from a maximum full-load basic position to a reduced full-load position V red in accordance with the lever ratio effective on intermediate lever 19. In the described centrifugal speed governor is now the maximum Vollastgrundstellung equal to the controlled by the appended at the end stop 34 adjusting member 27 basic test P of the control rod 22. The now actually controlled by the controller Angleichweg A R is smaller by the amount of the differential path AR than that of the Angleichfeder 26 controlled adjustment control stroke H A corresponds. This means that the adjustment control stroke H A controlled by the adjustment spring 26 can be set larger by an amount corresponding to the differential path AR on the control rod 22 than that for the adjustment path R actually covered by the control rod 22 between the full load position V and a reduced full load position V red A required adjustment control stroke. This allows extremely small adjustment paths to be achieved by the arrangement according to the invention, which cannot be achieved without the inventive design of the centrifugal speed controller in known speed controllers because of the effective lever transmission on the intermediate lever 19 and the component tolerances to be taken into account.

Das Diagramm nach Figur 3 dient der Erläuterung der Funktion des in Figur 1 dargestellten Fliehkraftdrehzahlreglers. In der Abszisse ist die Drehzahl n der Nockenwelle 1 und in der Ordinate die Stellung bzw. der Regelweg R der Regelstange 22 aufgetragen. Eine mit b bezeichnete Regelkurve zeigt den Verlauf des Regelweges R über der Drehzahl für den in Figur 1 dargestellten Leerlauf-Enddrehzahlregler. Eine zur klareren Darstellung höher eingezeichnete und mit b' bezeichnete Regelkurve zeigt den entsprechenden Verlauf des Regelweges R über der Drehzahl n für einen Leerlauf-Enddrehzahlregler ohne Angleicheinrichtung. Eine Leerlaufregelkurve c mit dem Leerlaufpunkt L bei der Leerlaufdrehzahl nL = 300 U/min ist zur Vervollständigung des Diagramms eingezeichnet, für die nachfolgenden Betrachtungen jedoch unerheblich. In der Ordinate ist außer R noch der Muffenweg M für eine Hebelübersetzung am Zwischenhebel 19 von 1 : 2 aufgetragen.The diagram in FIG. 3 serves to explain the function of the centrifugal speed controller shown in FIG. The speed n of the camshaft 1 is plotted on the abscissa and the position or control path R of the control rod 22 is plotted on the ordinate. A control curve labeled b shows the course of the control path R over the speed for the idle speed controller shown in Figure 1. A control curve which is shown at a higher level and labeled b 'for a clearer illustration shows the corresponding course of the control path R over the speed n for an idle end speed controller without an adjustment device. An idle control curve c with the idle point L at the idle speed n L = 300 rpm is drawn in to complete the diagram, but is irrelevant for the following considerations. In addition to R, the ordinate also shows the sleeve travel M for a lever transmission on the intermediate lever 19 of 1: 2.

Anhand der Figuren 1 und 3 wird nun die Funktion des erfindungsgemäß ausgestalteten Fliehkraftdrehzahlregler erläutert.The function of the centrifugal force governor designed according to the invention will now be explained with reference to FIGS. 1 and 3.

Bei am Endanschlag 34 anliegendem Verstellhebel 28 des Einstellgliedes 27 und nach Durchlaufen des Leerlaufhubes HL der Fliehgewichte 14 stehen die Reglerteile bei einer Drehzahl n von etwa 600 U/min in der in Figur 1 dargestellten Lage. Der Regelstangenanschlag 36 hat die Regelstange 22 über die Anschlagnase 42 an der Verbindungslasche 21 um den Differenzweg A R aus der Prüfgrundstellung P in die Vollaststellung V gedrückt. Dabei hat sich unter Zusammendrücken der Schleppfeder 43 der Abstand a der Anlenkstellen 45 und 18 an der Reglermuffe 16 um den Ausweichhub A verkürzt. Der Anschlag 36 hält somit die Regelstange 22 fest in ihrer Vollaststellung V und verhindert auch bei einem eventuell vorhandenen Längsspiel an der Nockenwelle 11 und bei entsprechenden Spielen an den Gelenkstellen ein Bewegen der Regelstange 22, d. h. das sogenannte "Regelstangenzittern". Steigt nun die Drehzahl weiter an, dann beginnen die Fliehgewichte 14 bei der Drehzahl n1 sich gegen die Rückstellkraft der Angleichfedern 26 unter Verkürzung des Angleichsteuerhubes HA nach außen zu bewegen. Die Lage der Regelstange 22 ändert sich aber erst dann, wenn Bei n2 die Fliehgewichte 14 bzw. die Reglermuffe 16 den Differenzweg A R zurückgelegt haben und sich die Reglermuffe 16 um den vorher abgedrückten Anteil des Ausweichhubes A entspannt hat. Die Anlenkstellen 45 und 18 an der Reglermuffe 16 nehmen jetzt ihren größtmöglichen Abstand a ein, wie er in Figur 2 eingezeichnet ist. Jetzt wirkt die Reglermuffe 16 wie ein starres Verbindungsglied und bei weiter ansteigender Drehzahl wird die Regelstange 22 aus der Vollaststellung V in die reduzierte Vollaststellung Vred zurückgenommen. Diese reduzierte Vollaststellung behält die Regelstange 22 nun oberhalb der Drehzahl n3 bis zur Abregeldrehzahl nab bei. Die Abregelung und Leerlaufregelung geschehen in üblicher Weise und werden deshalb hier nicht mehr näher beschrieben.With the adjusting lever 28 of the adjusting member 27 resting against the end stop 34 and after passing through the idle stroke H L of the centrifugal weights 14, the controller parts are in the position shown in FIG. 1 at a speed n of approximately 600 rpm. The control rod stop 36 has pressed the control rod 22 via the stop lug 42 on the connecting link 21 by the differential path AR from the basic test position P into the full load position V. Here, the distance a between the articulation points 45 and 18 on the regulator sleeve 16 has been shortened by the evasive stroke A while compressing the drag spring 43. The stop 36 thus holds the control rod 22 firmly in its full-load position V and also prevents the control rod 22 from moving, that is to say the so-called "control rod tremor", even if there is longitudinal play on the camshaft 11 and corresponding play at the articulation points. If the speed now increases further, the centrifugal weights 14 begin to move outward at the speed n1 against the restoring force of the matching springs 26 while shortening the matching control stroke H A. The position of the control rod 22 only changes when the centrifugal weights 14 or the control sleeve 16 have covered the differential path AR at n2 and the control sleeve 16 has relaxed by the previously depressed portion of the escape stroke A. The articulation points 45 and 18 on the regulator sleeve 16 now take their greatest possible distance a, as shown in FIG. 2. Now the regulator sleeve 16 acts like a rigid connecting element and, as the speed increases further, the regulating rod 22 is withdrawn from the full-load position V into the reduced full-load position Vred. The control rod 22 now maintains this reduced full-load position above the speed n 3 up to the cut-off speed n ab . The curtailment and idle control take place in the usual way and are therefore not described in more detail here.

Soll die Brennkraftmaschine aus dem Stillstand gestartet werden, dann wird durch die Bedienungsperson der Verstellhebel 28 in die gezeichnete Vollastlage verschwenkt, in der er am Endanschlag 34 anliegt. Unter der Kraftwirkung der Leerlauffedern 23 sind die Fliehgewichte 14 aus der gezeichneten Lage und unter Überwindung des Leerlaufhubes HL in ihre Innenlage in Richtung zur Achsmitte der Nockenwelle hin gedrückt. Wegen der geringen Vorspannkraft der Schleppfeder 43 ist dabei der Abstand a der Reglermuffe 16 um das wirksame Maß des Ausweichhubes A verkürzt, und wegen des in der Regel unter 1 mm liegenden Ausweichhubes A genügt der verbleibende Anteil des Leerlaufhubes HL, um durch entgegen des Uhrzeigersinns erfolgendes Verschwenken des Zwischenhebels 19 die Regelstange 22 aus der Vollaststellung V um den Startweg Rs in ihre in Figur 3 mit Smax bezeichnete maximale Startstellung zu verschieben. Dabei wird die Startfeder 35 im Regelstangenanschlag 36 um den entsprechenden Betrag überdrückt. In der maximalen Startstellung Smax kommt in der Regel eine sogenannte "Startnut" am Pumpenelement zur Wirkung, durch die die Startmehrmenge gesteuert wird. Wird am Motor eine durch die Schrägkante gesteuerte Startstellung S von z. B. 16 mm Regelweg verlangt, dann ist es möglich, entweder auf der Pumpenstirnseite durch einen bekannten, nicht dargestellten festen Anschlag den Startweg Rs der Regelstange 22 zu begrenzen, oder dieser Weg wird durch die Länge der Führungshülse 39 festgelegt. Die vorerwähnte Startstellung S ist gestrichelt in das Diagramm nach Figur 3 eingezeichnet. Aus diesem Diagramm ist zu entnehmen, daß etwa bei einer Drehzahl um nL 300 U/min diese Startstellung S auf die Vollaststellung V bei der Regelkurve b zurückgenommen wird. Dabei kommen sowohl die Leerlauffedern 23 als auch die Startfeder zur Wirkung.If the internal combustion engine is to be started from a standstill, the operator pivots the adjustment lever 28 into the drawn full load position, in which it rests against the end stop 34. Under the force of the idle springs 23, the flyweights 14 are pressed out of the position shown and overcoming the idle stroke H L into their inner position towards the center of the axis of the camshaft. Because of the low preload force of the trailing spring 43, the distance a of the regulator sleeve 16 is shortened by the effective amount of the escape stroke A, and because of the escape stroke A, which is generally less than 1 mm, the remaining portion of the idle stroke H L is sufficient to turn counterclockwise following pivoting of the intermediate lever 19, the control rod 22 from the full load position V to shift the starting path R s into its maximum starting position designated S max in FIG. The starting spring 35 in the control rod stop 36 is overpressed by the corresponding amount. In the maximum starting position S max , a so-called “starting groove” on the pump element is generally effective, by means of which the additional starting quantity is controlled. Is a start position S controlled by the inclined edge of z. B. 16 mm control path, then it is possible, either on the pump face through a Known, not shown fixed stop to limit the starting path R s of the control rod 22, or this path is determined by the length of the guide sleeve 39. The above-mentioned starting position S is shown in dashed lines in the diagram according to FIG. 3. It can be seen from this diagram that this starting position S is reduced to the full-load position V on the control curve b at a speed of around n L 300 rpm. Both idle springs 23 and the starting spring come into effect.

Hat der Fliehkraftdrehzahlregler keine Angleicheinrichtung, dann fehlen die Angleichfedern 26 und Angleichkapseln 25. Dieser Regler arbeitet nach der mit b' bezeichneten Regelkurve. Durch den Regelstangenanschlag 36 ist die Regelstange 22 aus der Prüfgrundstellung P' in die Vollaststellung V' abgedrückt worden, die in dem gesamten oberhalb der Leerlaufdrehzahl nL und der Abregeldrehzahl nab liegenden ungeregelten Bereich exakt konstant gehalten wird. Bei den bekannten Leerlauf-Enddrehzahlreglern, bei denen der Endanschlag 34 des Einstellgliedes 27 die Vollaststellung V' direkt bestimmt, treten durch Schwingbewegungen der Reglerteile und Spiele an den Gelenkstellen Abweichungen von der exakten Vollastkennlinie auf, die sich vor allem im unteren und mittleren Drehzahlbereich als Regelstangenzittern zeigen. Die dabei auftretenden Zitterbewegungen sind durch eine grob vereinfachte Zickzacklinie e im unteren Drehzahlbereich, der Regelkurve b' überlagert, eingezeichnet worden und die Amplitude dieser Bewegungen ist mit z bezeichnet. Kurz vor der Abregeldrehzahl nab tritt, wie gestrichelt mit einem Kurventeil d eingezeichnet, eine sogenannte "Vorabregelung" auf. Diese erschwert sowohl die Einstellung der Abregeldrehzahl nab als auch des zugehörigen Vollastpunktes Vred' Beide Schwierigkeiten werden durch die erfindungsgemäße Einstellung des Regelstangenanschlages 36 bei dem vorstehend beschriebenen Drehzahlregler vermieden. Auch eine sonst durch eine Längsbewegung der Nockenwelle erzeugte "ungewollte Angleichung" ist nicht mehr möglich.If the centrifugal speed governor has no matching device, then matching springs 26 and matching capsules 25 are missing. This controller works according to the control curve labeled b '. By the control rod stop 36, the control rod has been pulled the trigger 22 from the basic test P 'in the full-load position V', is maintained constant from the lying unregulated range n in the whole above the idle speed n L and the governed speed. In the known idle end speed controllers, in which the end stop 34 of the setting member 27 directly determines the full-load position V ', deviations from the exact full-load characteristic curve occur as a result of oscillating movements of the controller parts and play at the articulation points, which, especially in the lower and middle speed range, are known as control rod tremors demonstrate. The trembling movements that occur are shown by a roughly simplified zigzag line e in the lower speed range, superimposed on the control curve b ', and the amplitude of these movements is designated by z. Shortly before the cut-off speed n ab , a so-called "pre-control" occurs, as shown in dashed lines with a curve part d. This complicates both the setting of the speed limit n ab and the associated full load point V red '. Both difficulties are avoided by the setting of the control rod stop 36 according to the invention in the speed controller described above. An “unwanted adjustment” that is otherwise produced by a longitudinal movement of the camshaft is also no longer possible.

Der federnd nachgiebige Regelstangenanschlag 36 kann selbstverständlich auch durch einen an dem nicht dargestellten antriebsseitigen Ende der Regelstange 22 angreifenden, in der Funkion gleichwirkenden Startanschlag (nicht dargestellt) ersetzt werden; und anstelle der beiden, in den Fliehgewichten 14 untergebrachten Federsätze (Regelfedern 23, 24 und 26) kann auch in bekannter Weise ein einziger zentral auf die Reglermuffe 16 einwirkender Federsatz Verwendung finden, ohne daß sich an der beschriebenen Wirkungsweise des erfindungsgemäßen Leerlauf-Enddrehzahlreglers etwas ändert. Ebenso kann die Erfindung auch mit einem Leerlauf-Enddrehzahlregler verwirklicht werden, bei dem der Kraftspeicher 44 nicht in der Reglermuffe 16 sondern an einer anderen Stelle des zwischen der Reglermuffe 16 und dem Angriffspunkt (Anschlagnase 42) des Regelstangenanschlages 36 befindlichen Regelgestänges angeordnet ist, z. B. am Gleitstein 17, im Zwischenhebel 19 oder in der Verbindungslasche 21. Die in Bezug auf die Federkräfte, Wege und Reglerfunktion am einfachsten einstellbare und auch kostengünstigste Lösung besteht aber in dem im Ausführungsbeispiel dargestellten Einbau des Kraftspeichers 44 innerhalb der Reglermuffe 16.The resilient control rod stop 36 can of course also be replaced by a start stop (not shown) which acts on the drive-side end of the control rod 22 and has the same function; and instead of the two spring sets accommodated in the flyweights 14 (control springs 23, 24 and 26), a single spring set acting centrally on the control sleeve 16 can also be used in a known manner, without changing anything in the described mode of operation of the idling speed controller according to the invention . Likewise, the invention can also be implemented with an idle speed controller, in which the energy accumulator 44 is not located in the regulator sleeve 16 but at another location of the control linkage located between the regulator sleeve 16 and the point of application (stop lug 42) of the control rod stop 36, e.g. B. on the sliding block 17, in the intermediate lever 19 or in the connecting bracket 21. The easiest adjustable and also most cost-effective solution in terms of spring forces, travel and controller function, however, consists in the installation of the energy accumulator 44 within the controller sleeve 16 shown in the exemplary embodiment.

Claims (4)

1. Centrifugal governor for fuel-injection internal-combustion engines, which works as a final idling-speed governor and is equipped with at least one idling spring (23) and at least one final control spring (24), and of which the governor sleeve (16) shiftable counter to the force of the control springs (23, 24, 26) as a function of rotational speed by means of centrifugal weights (14) moves the control rod (22) of the injection pump (12) via an intermediate lever (19) actuable by means of adjusting member (27) which is pivotable for adjusting the feed rate and which, in its maximum pivoting position allowing the setting of the maximum possible feed rate, rests against an end stop (34) fixed to the housing, and wherein the travel of the control rod (22) is limited in the direction of an increase in feed rate by a resiliently flexible control-rod stop (36) containing a starting spring (35) and engaged on a counter-stop (42) connected to the control rod (22), in the position of rest of centrifugal weights (14) the restoring force of the idling spring (23) outweighing the restoring force of the starting spring (35) reduced to the same point, for example the governor sleeve (16), characterized by the following features:
a) the end stop (34) of the adjusting member (27) is set in a position which is assigned to a basic test position (P; P') of the control rod (22) located by the amount of a small differential travel (A R; A R') above the full-load position (V; V'), this differential travel (A R, A R') being fixed at an amount of the order of a few tenths of a millimetre;
b) a component (16) of the governor linkage located between the point of articulation (45) of the centrifugal weights (14) on the governor sleeve (16) and the counter-stop (42) connected to the control rod (22) is equipped with a force accumulator (44) which contains a drag spring (43) and of which the maximum possible deflection stroke (A) serving for reducing its effective overall length (distance a) is limited by a stroke stop (48) and is only slightly greater than the differential travel (A R; A R') at the control rod (22), reduced to the same point, for example the governor sleeve (16);
c) the control rod (22) is pressed back from the basic test position (P, P') into its full-load position (V; V') by means of the control-rod stop (36) and is held there as soon as and as long as the adjusting member (27) rests against the end stop (34) and the force accumulator and governor sleeve (16) maintain their position assumed after the idling stroke (HL) has been executed;
d) the restoring force of the drag spring (43) is less than the (sic) prestressing force of the starting spring (35) reduced to the governor sleeve (16), but greater than the regulating force of the governor required to adjust the control rod (22) and transmitted by the governor sleeve (16).
2. Centrifugal governor according to Claim 1, the governor sleeve (16) of which comprises a bearing bolt (46) which, at one end (46a) carries a connecting bolt (45) forming a point of articulation of the centrifugal weights (14) and inserted through a transverse bore (47) in the bearing bolt (46) and, at the other end, carries a point of articulation (18) of the intermediate lever (19), characterized in that the force accumulator (44) is installed in the bearing bolt (46) of the governor sleeve (16), and to reduce its effective overall length the distance (a) between the points of articulation (45, 18) of the centrifugal weights (14) and of the intermediate lever (19) can be shortened by the amount of the deflection stroke (A), in that at least the diameter (D) of the transverse bore (47), measured in the direction of the longitudinal axis of the bearing bolt (46), is larger by the amount of the deflection stroke (A) than the diameter (d) of the connecting bolt (45) which is itself pressed by the drag spring (43) against one wall side of the transverse bore (47), and in that the stroke stop (48) of the force accumulator (44) is formed by the opposite wall side of the transverse bore (47).
3. Centrifugal governor according to Claim 2, characterized in that the drag spring (43) is supported, on the one hand, on the connecting bolt (45) via a thrust bolt (49) and, on the other hand, on the bottom of a blind-hole bore (51) extending in the longitudinal direction of the bearing bolt (46) and receiving both the thrust bolt (49) and the drag spring (43).
4. Centrifugal governor according to one of Claims 1 to 3, in which, with an increasing rotational speed, the centrifugal weights (14), after executing idling stroke (HL), execute a fixed matching control stroke (HA) counter to the restoring force of at least one matching spring (26) and, via the governor sleeve (16) and the intermediate lever (19), retract the control rod (22) by the amount of a matching travel (RAV), increased according to the lever transmission effective at the intermediate lever (19), out of a maximum basic full-load position into a reduced full-load position (Vred), characterized in that the basic test position (P) of the control rod (22) controlled by the adjusting member (27) resting against the end stop (34) is set to the maximum basic full-load position, in that the control rod (22) is pressed back by the amount of the differential travel (HA) from the basic test Position (P) into the required full-load position (V) by means of the control-rod stop (36), and in that the matching control stroke (AA) controlled by the matching spring (26) is set larger by an amount corresponding to the differential travel (AR) at the control rod (22) than the matching control stroke required for the matching travel (RA) actually covered by the control rod (22) between the full-load Position (V) and the reduced full-load position (Vred)
EP85103151A 1984-04-19 1985-03-19 Centrifugal governor for fuel injection-type internal-combustion engines Expired EP0158846B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3414846 1984-04-19
DE19843414846 DE3414846A1 (en) 1984-04-19 1984-04-19 CENTRIFUGAL SPEED REGULATOR FOR INJECTION ENGINE

Publications (3)

Publication Number Publication Date
EP0158846A2 EP0158846A2 (en) 1985-10-23
EP0158846A3 EP0158846A3 (en) 1987-02-04
EP0158846B1 true EP0158846B1 (en) 1988-06-08

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Application Number Title Priority Date Filing Date
EP85103151A Expired EP0158846B1 (en) 1984-04-19 1985-03-19 Centrifugal governor for fuel injection-type internal-combustion engines

Country Status (5)

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US (1) US4586470A (en)
EP (1) EP0158846B1 (en)
JP (1) JPS60237129A (en)
BR (1) BR8501861A (en)
DE (2) DE3414846A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005034113B4 (en) * 2005-07-21 2013-04-25 Deutz Ag Method for aligning a control device for an injection device

Families Citing this family (4)

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Publication number Priority date Publication date Assignee Title
US4782804A (en) * 1985-12-06 1988-11-08 Robert Bosch Gmbh Centrifugal speed governor for internal combustion engines
CA2064852A1 (en) * 1990-06-20 1991-12-21 Valery S. Tunik Shaft rotation speed governor of an internal combustion engine
DE4110493C2 (en) * 1991-03-30 1994-08-04 Elsbett L Method and device for regulating the speed of engines
CN1293292C (en) * 2003-04-23 2007-01-03 无锡油泵油嘴研究所 Mechanical variable speed governor

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GB681122A (en) * 1949-10-31 1952-10-15 Bosch Gmbh Robert Improvements in speed governors, particularly for fuel injection pumps of internal combustion engines
AT175746B (en) * 1950-02-16 1953-08-10 Bosch Gmbh Robert Fuel injection system for internal combustion engines
AT288088B (en) * 1967-11-14 1971-02-25 Bosch Gmbh Robert Centrifugal governor for speed control of diesel engines
US3973542A (en) * 1973-03-06 1976-08-10 C.A.V. Limited Liquid fuel injection pumping apparatus
DE2334729B2 (en) * 1973-07-07 1978-04-06 Robert Bosch Gmbh, 7000 Stuttgart Centrifugal governor for internal combustion engines
DE2656261C2 (en) * 1976-12-11 1983-10-20 Robert Bosch Gmbh, 7000 Stuttgart Centrifugal governor for internal combustion engines
DE2838919C2 (en) * 1978-09-07 1986-02-20 Robert Bosch Gmbh, 7000 Stuttgart Centrifugal governor for internal combustion engines

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005034113B4 (en) * 2005-07-21 2013-04-25 Deutz Ag Method for aligning a control device for an injection device

Also Published As

Publication number Publication date
EP0158846A2 (en) 1985-10-23
JPH0577858B2 (en) 1993-10-27
DE3414846A1 (en) 1985-10-24
DE3563238D1 (en) 1988-07-14
BR8501861A (en) 1985-12-17
US4586470A (en) 1986-05-06
EP0158846A3 (en) 1987-02-04
JPS60237129A (en) 1985-11-26

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