EP0377105A1 - Mechanical governor of a fuel injection pump for internal-combustion engines - Google Patents

Abstract

Mechanical governor for internal-combustion engine in which the feed rate adjustment element (16) is operated through the intermediary of a reversing lever (12) on which on the one hand a speed sensor (10) and on the other hand a load range input (20) acts in order to determine the regulating distance, the sleeve bolt (9) arranged between the regulating sleeve (6) and regulating springs (28, 29, 31) being designed in two parts with a first sleeve section (57), on which the centrifugal forces act and a second sleeve section (58) on which the reversing lever acts and with a minus adapter spring (59) between the two sleeve sections (57, 58) and a carrier stop interlocking on the first sleeve section (57), which stop acts in concert with the reversing lever (12). <IMAGE>

Description

State of the art

The invention relates to a mechanical speed controller of a fuel injection pump for internal combustion engines according to the preamble of the main claim. When using the diesel engine in vehicles, the requirements for the performance of the injection equipment have increased accordingly. Not only should the exhaust gas values of the engine be improved and the combustion noise should be reduced, but above all, a good, optimized transition behavior should also be achieved when operating parameters, such as changed air pressure, boost pressure and temperatures. Part of this adjustment is achieved by temporarily increasing or decreasing the injection quantity per speed, the so-called adjustment of the fuel quantity to the actual demand, with particular emphasis here A problem with adaptation is that a different adaptation rate or even a type of adaptation is required when the engine is subjected to a higher load than when the load is lower, for example a direct injection engine requiring a higher adaptation rate than a chamber motor.

While at full load an approximation of the fuel injection quantity to the actual demand has to be striven for in order to achieve an optimal torque or to prevent the smoke formation of the exhaust gases, above all a stable driving behavior is of crucial importance in the low part load range or zero load range, whereby the torque curve (buffalo curve) is flatter than in the full load range anyway. This means that the negative adjustment aimed at at full load and especially with direct injection engines above the idling speed (increasing fuel rate per speed increase) would be harmful in the lower part-load range, as this would increase the already increasing quantity characteristics with the speed, which would cause the vehicle to jerk (unstable Driving conditions).

Such mechanical speed regulators basically work according to the same principle, according to which a delivery quantity adjustment element of the injection pump is displaced via an intermediate lever that can be pivoted about an axis, on which a mechanical centrifugal force adjuster acts against the force of control springs as a speed regulator for quantity regulation, and an arbitrarily actuated adjustment lever acts as load generator one with a heavy load large injection quantity is adjustable, which is reduced by the speed sensor when a cut-off speed is exceeded. In order to be able to take into account different operating parameters and adjustment quantities by simultaneously intervening in a controller, the individual basic elements of such a controller must be decoupled, for example a decoupling of the gearbox relating to the load input from the part of the controller which effects the curtailment, without this the controller becomes too complex.

In a known speed controller of the generic type (DE-PS 28 55 889) a partial decoupling is achieved by using the bellcrank, whereby the setting of different load conditions, but in particular the full load, is possible without large forces acting on the socket bolt, i.e. without influencing their position determined by centrifugal force and regulator spring. In addition, the basic setting of the delivery rate adjustment element can be carried out via the adjustable pivot bearing of the intermediate lever, on the intermediate bearing of which the deflection lever is also temporarily stored.

An example of the intervention in such a controller with the atmospheric pressure as an operating parameter is known from another mechanical speed controller with a generic basic structure (DE-OS 35 23 095), in which a cam plate is pivotally arranged as a gear between the adjusting lever and the deflection lever and an adjusting variable dependent on the atmospheric pressure .

However, such a cam plate is relatively complex, the partial decoupling means that the atmospheric pressure-dependent adjustment provided here is disadvantageously effective in all load ranges. When idling, a quantity correction in the direction of less quantity is not desirable in order to ensure that the motor runs smoothly. The adjustment here enables an adjustment according to the full load requirements in the manner of an increasing adjustment rate above the idling speed, which is then present as a so-called “negative adjustment” in all load ranges. This curve plate mentioned above is also used in connection with supercharger pressure as an operating parameter.

The requirements for a negative adjustment just above the idling speed are particularly extreme when the engine is turbocharged. Correspondingly critical, even with such extreme adjustments, is their occurrence in the partial load range. Since the exhaust gas turbocharger has a relatively low air output in the low engine speed range, which then increases disproportionately with increasing engine speed, a negative adjustment of the fuel above idle speed is required for full load until, after a certain intermediate engine speed, the turbocharger delivers an air volume that is appropriate for the load-appropriate injection quantity is sufficient. The adjustment is particularly difficult with supercharged engines because the unsatisfactory air performance only occurs in the upper part-load and full-load range, and in each case in an intermediate speed range above the idling speed, so that such a negative adjustment in the lower part-load range or at higher speeds would lead to a deterioration of the stoichiometric mixture.

Basically, it is known (DE-PS 25 26 148) to achieve a negative adjustment for a supercharger engine via two mutually associated curves in a governor gear. Here, the one curve is arranged on a pivotable link, which is pivoted by a corresponding air pressure cell depending on the charge air pressure, while the other curve is arranged on the intermediate lever, which connects the centrifugal force-adjusted sleeve to the control rod. A pin penetrating the two curves is in turn connected to the adjusting lever. Since this controller is not decoupled, a negative adjustment is possible through the appropriate design of the curves, but it is not possible to obtain an additional starting quantity. In order to obtain such an additional quantity, the regulating rod in this regulator must be unlocked with correspondingly complex means, quite apart from the fact that there are no additional possibilities of intrusion as a function of operating parameters.

However, a negative adjustment is also desired for non-supercharged direct injection and chamber engines at full load and above idle speed, similar to the supercharged engines.However, this negative adjustment should not occur here in the low partial load range, but on the contrary rather a positive alignment for the purpose of stable driving conditions is desired. For this reason, the known regulators cannot be applied to these engines, all the more because regulators are also required for these motors, in which changes in atmospheric pressure must have an influence on the fuel metering. Of course, with appropriate configurations, such engines can also be charged, for which the speed controller of the injection pump must then enable the fuel rates to be adjusted accordingly.

Advantages of the invention

The centrifugal speed governor according to the invention with the characterizing features of the main claim has the advantage that in a naturally aspirated engine a minus adjustment, i.e. a targeted increase in the amount of fuel injected with the speed, at full load and high part load, can be achieved in a desired intermediate speed range, which is due to the smoke limit of Motors is determined without restricting or worsening the general operating data of the basic controller. The desired adjustment also takes place only in the upper part-load and full-load range, while in the lower load range, in which this adjustment is not necessary, the characteristic curves are unaffected, which essentially depends on the type of coupling between the deflection lever and adjustment lever, for example whether there is a elastic link or a cam track control is provided. The functional range of the controller, which is expanded due to the negative adjustment path in connection with the driving stop, does not prevent the associated curves on the bell crank and a possible backdrop from being designed in accordance with any desired identifiers. Above all, the possibility remains to intervene in the controller map without any disadvantage for this minus adjustment by means of appropriate means.

A major advantage is that the already limited overall path of the regulator sleeve is divided differently by the sleeve division, namely into a longer sleeve path portion required for the negative adjustment and a correspondingly shorter but sufficiently long sleeve path portion for the regulation stage. Of course, the invention also relates equally to those controllers in which there is no special sleeve bolt, but in which the adjusting sleeve itself, as is known per se, is constructed in two parts.

During the readjustment stage, in addition to the pivoting caused by the displacement of the second sleeve part, the reversing lever undergoes an additional relative pivoting as soon as the reversing lever hits the driving stop, the drag spring then yielding. The intermediate store thus experiences a superimposed movement, which has a translation effect with respect to the delivery quantity adjusting element and the sleeve movement.

This translation results in faster fuel consumption per sleeve travel and thus a steeper degree of proportionality with the same control spring.

It is known in principle to design the regulator sleeve in two parts in order to achieve a negative adjustment that is effective just above the idling speed, but this is always a case of non-decoupled regulators, in which additional connection parameters dependent on operating parameters are therefore not possible or only with great effort. In such a known speed controller (DE-PS 12 87 852) is shifted by the first part of the regulator sleeve a slide track on an elongated hole, which serves as a stop of the control rod, so that this slide track sets the map unchangeable.

In another known centrifugal speed governor with a split governor sleeve (De-PS 23 08 260), the bearing of the intermediate lever assigned to the governor sleeve, which on the other hand engages the control rod, is adjusted for the negative adjustment by this bearing being arranged on a lever on the second sleeve part is pivotally mounted and through which the first sleeve part is pivotable. This means that if the adjustment spring is pushed together, the two sleeve parts coming closer, this lever is pivoted by a certain distance, which results in a corresponding increase in fuel by moving the control rod. Even with this known controller an additional possibility of intervention for influencing the characteristic diagram depending on the operating parameters is not possible without significantly impairing the other controlled variables.

According to an advantageous embodiment of the invention, the bell crank is extended beyond the point of engagement on the second sleeve part, this lever extension cooperating with the driving stop in such a way that the drag spring is effective by lifting the driving arm. When the setting lever is withdrawn in the direction of idling, the storage path in the area of full load is reduced. This makes it possible that despite the advantageous, only in the desired range effective, negative adjustment a map can be achieved in which the part-load characteristics largely run only in a horizontal or sloping direction, without the drag spring having any effect on the control in the rest . Depending on the distance between the point of interaction between the driving stop and the lever extension from the regulator sleeve axis, there is a different transmission ratio in the regulation stage. In addition, additional interventions can be carried out in this area facing away from the rest of the transmission with respect to the regulator sleeve.

According to a further advantageous embodiment of the invention, the adjustment path of the coupling point of the deflection lever to the adjustment lever is by means of a functional stop that is adjustable as a function of operating parameters alternating with or simultaneously with the driving stop, but dominating, can be limited, the movement of the adjusting lever on the coupling point being effected by a rocker arm and wherein between the rocker arm and the adjusting lever the one-way trailing spring is arranged, so that the adjusting lever despite Limitation of travel and even when moving the first sleeve part is always pivotable to its full load stop.

In further advantageous refinements of the invention, a transmission of various types can be used in the coupling area. It is thus possible to use a movable (for example pivotable or fixed) backdrop, through which further parameters can be entered. The coupling point directly between the deflection lever and the rocker arm can also influence the map due to curved tracks. The only decisive factor is that when the first sleeve part is adjusted, the driving stop gives the drag spring-loaded deflection lever so much pivoting movement that it causes a corresponding displacement of the delivery quantity adjusting member in the direction of a larger quantity via the intermediate bearing and the intermediate lever.

According to a further advantageous embodiment of the invention, the matching spring consists of two springs connected in parallel. In this way it can be achieved that the adjustment characteristic curve has a kinked curve which is more adapted to the actual fuel requirement than a straight characteristic curve.

Further advantages and advantageous embodiments of the invention can be found in the following description, the drawing and the claims.

drawing

• Fig. 1 einen mechanischen Drehzahlregler,
• Fig. 2 ein Funk­tionsdiagramm der Erfindung und
• Fig. 3 einen Ausschnitt mit einer zweiten Getriebestellung (Teillast ohne Spei­cherwirkung) sowie zweiten Angleichfeder des ersten Ausführungsbeispiels in vergrößertem Maßstab.

An embodiment of the object of the invention is shown in a highly simplified manner in the drawing and is described in more detail below. Show it

• 1 shows a mechanical speed controller,
• Fig. 2 is a functional diagram of the invention and
• Fig. 3 shows a detail with a second gear position (partial load without storage effect) and second adjustment spring of the first embodiment on an enlarged scale.

Description of the embodiment

The exemplary embodiment is shown schematically in the drawing, in particular to make it easier to recognize the function. While all of the parts of the controller that are important for understanding are contained in FIG. 1, essentially only the modified parts are shown in FIG. However, the invention is always explained on an idle speed controller, although it can also be used on other mechanical speed controllers, such as on variable speed controllers. In addition, the external pressure is selected here as an example for other operating parameters, although other operating parameters such as the boost pressure or the temperature could of course also intervene in the same way.

As the name suggests, the idle speed controller regulates the idle speed and the final speed, while in the intermediate speed range the speed is determined by the load, which is entered by the person who operates the internal combustion engine in the form of a specification by the operating lever. With the all-speed governor, on the other hand, the speed to be regulated is regulated in accordance with the specification made by the operating lever, that is to say also in the intermediate speed range. However, the problem of adjusting the amount of fuel to be injected remains the same as that of the idle speed governor.

On the camshaft 1 of an injection pump 2, of which only the corresponding end wall is shown in section, a centrifugal weight carrier 3 is rotatably arranged, on which centrifugal weights 4 are pivotally mounted. The centrifugal weights 4 act on imprint arms 5 on a regulator sleeve 6, which is axially displaceable in accordance with the speed on a guide part 7 rotating with the centrifugal weight carrier 3. With the regulator sleeve 6, a non-nitriding sleeve bolt 9 is moved in the same direction via roller bearings 8.

This centrifugal force-operated speed sensor 10 engages via the socket bolt 9 and a bearing pin 11 present there on a bell crank 12 and at the same time on a guide lever 13. In addition, this sleeve bolt 9, after covering an idling distance (see adjustment path of the pressure arms 5 from the dash-dotted to the solid position), cooperates with a tensioning lever 14 which on one side with the guide lever 13 on its side facing away from the sleeve bolt 9 common fixed pivot axis 15 is mounted.

A control rod 16 serves as the delivery rate adjustment element in the injection pump and is connected to the one end of an intermediate lever 18 via a resiliently resilient tab 17 when the forces exceed the control forces. This intermediate lever is mounted at the other end in a pivot bearing 19, the geometric location of this pivot bearing 19 being adjustable via an adjusting screw 21. The pivot bearing 19 can also be moved against the spring 22, which also serves as a flexible member during adjustment, on the adjusting screw 21, so that a type of energy store is created in addition to the tab 17. The intermediate lever 18 has a common intermediate bearing 23 with the deflection lever 12, a displacement of this intermediate bearing 23, here referred to as the control travel RS, always causing a corresponding displacement of the control rod 16, that is to say by its control travel RW.

The bell crank 12 is coupled at its end 24 facing away from the socket bolt 9 with an adjusting lever 25 which is mounted on a lever shaft 26 and can be operated arbitrarily by the driver, so that a corresponding pivoting operation of the lever 25 results in a corresponding displacement of the bell crank end 24. This load input area 20 thus causes, together with the speed sensor 10, the displacement of the intermediate bearing 23 and thus determines the control travel RS, which is via the intermediate lever 18 as the control travel RW immediately causes the displacement of the control rod 16. The double arrows shown in the drawing indicate with "+" and "-" the change in fuel quantity with a corresponding shift of the respective part. If the control rod 16 is shifted to the left "+", the injection quantity increases; the same applies to the pivoting of the adjusting lever 25 in the counterclockwise direction to the left "+" and for the displacement of the socket bolt 9 to the left "+". Conversely, an adjustment to the right "-" causes a decrease in the injection quantity.

Between the socket bolt 9 and the tensioning lever 14 there is a matching capsule 27 with a matching spring 28 and it also acts on the tensioning lever 14 by a control spring 29 in this control spring area 30, through which the tensioning lever 14 is pressed against a stop 31, and that of the actual curtailment serves.

The guide lever 13, however, is loaded by an idle spring 32, which thus acts directly on the socket bolt 9. The idle spring 32 can be changed in the preload via an adjusting screw 33.

The idle speed controller described so far works as follows: When the engine is at rest (n = 0), the flyweights 4 and the pressure arms 5 assume the position shown in broken lines, so that an adjustment of the adjusting lever 25 for the start moves the control rod 16 as far as possible RW location in Direction "+" results. In this starting position of the control rod 16, a maximum fuel injection quantity (additional starting quantity) is metered on the injection pump side. As soon as the internal combustion engine has started, the centrifugal weights 4 are driven outward into the position shown, the sleeve bolt 9 also being correspondingly displaced to the right as far as the adjustment capsule 27 of the tensioning lever 14 via the regulator sleeve 6. This adjustment takes place against the force of the idle spring 32, which counteracts the centrifugal force adjustment via the guide lever 13 and the bearing pin 11 on the socket bolt 9. As a result of this displacement of the sleeve bolt 9, the intermediate bearing 23 is shifted further to the right and takes the intermediate lever 18 to the right in the direction of a lower injection quantity, so that the control rod 16 is adjusted to a normal working position. This working position also depends on the load that is entered into the controller via the adjusting lever 25. The setting lever 25 is shown here in the full-load position, that is, a position for the largest injection quantity during normal operation, which is why the position of the control rod 16 shown corresponds to the full-load injection quantity. This quantity has not yet been increased or decreased by an intervention dependent on the operating parameters, and there has also been no reduction in the injection quantity. If the adjusting lever 25 now acts from its full-load position in the direction "-", the end 24 of the bell crank 12 is also pivoted and the intermediate bearing 23 is moved in the direction "-" to the right, that is to say in a small position Nerer predetermined by the setting lever 25 load, the intermediate lever 18 pulls the control rod 16 in a corresponding position for less injection quantity. On the adjusting lever 25 there is a stop arm 34 which, in the extreme adjustment in the direction “-”, encounters an adjustable idling stop 35, which in turn pulls the control rod 16 into a position for idling delivery quantity. With the aid of the idle spring 33 and the guide lever 13, the idle speed is then regulated in connection with the speed sensor 10.

Since this is an idle speed controller, only this idle speed and a maximum speed entered into the controller are regulated, while in the intermediate speed range the injection quantity is determined by the position of the adjusting lever 25, that is to say by a predetermined load. If the load on the engine rises in this area and the speed decreases, the driver must increase the adjustment lever 25 in the "+" direction by moving the coupled control rod 16 so that the desired intermediate speed is reached again. Conversely, if the speed increases due to decreasing engine load, the driver must move the adjustment lever 25 to a position for a smaller quantity. Otherwise, the speed sensor 10 automatically reduces the speed when the maximum speed is reached.

Above this arbitrarily adjustable intermediate speed range and the regulation level of the controller is through the adjustment spring 28 switched on a positive adjustment stage, the force of the adjustment spring 28 of the adjustment capsule 27 being overpressed when a certain speed and corresponding adjustment force of the regulator sleeve 6 is reached and a corresponding adjustment path of the sleeve bolt 9 being covered. With this positive adjustment, the injection quantity is slightly reduced with increasing speed in order to achieve an optimal engine torque and in adapting the injection quantity to the smoke-free combustible quantity and slightly increased with falling speed.

If the speed of the engine continues to increase, when a final speed is reached by the force of the flyweights 4, the tensioning lever 14 is displaced against the force of the control spring 29, the intermediate bearing 23 and the control rod 16 correspondingly shifting to the right into a position for smaller injection quantities , up to the zero delivery rate. The start of the regulation is dependent on the pretension of the control spring 29, which can be set from outside the regulator housing.

The control spring area 30 with guide lever 13, tensioning lever 14, adjustment spring 28, control spring 29 and idle spring 32 is therefore decisive for regulating the idle speed, regulating positive adjustment and for regulating down, i.e. regulating the final speed, but not for adapting the pro Speed injected fuel quantity with changed operating parameters such as the external pressure. In the illustrated Such an intervention takes place in the controller in the load input area 20, in that an angle lever 37, which is also mounted on the swivel axis 15, is adjusted in a pressure-dependent manner via a barometer socket 36, which is only shown here by way of example, the free end of the angle lever 37, designed as a functional stop 38, the swivel area of the end 24 of the deflection lever 12 could block in the direction of full load, in order to thereby limit the maximum injection quantity as soon as, for example, the adjusting lever 25 is pivoted from the upper part of the load range into the full load range. The lower the external pressure, for example in the mountains, the more the angle lever 37 would be pivoted downwards in order to reduce the pivoting path of the deflection lever 12 and thus the maximum injection quantity even in the high part-load range. However, this stop, which is adjustable as a function of atmospheric pressure, is not effective in normal operation, but only when there is a sufficient change in atmospheric pressure, which in turn also brings about a change in the filling volume of the engine and thus in the stoichiometrically combustible mixture.

So that the setting lever 25 can still be driven by the driver to a full load stop 39, for example when the accelerator pedal is fully depressed, a rocker arm 41 is mounted indirectly on the setting lever, which is positively carried by a driving arm 42 in the direction of adjustment from full load in the idling direction, on the other hand in the opposite direction of adjustment allows a freewheel via a trailing spring 43. At the transmission shown here, a driving pin 44 is provided on the rocker arm 41, which engages in an elongated hole guide 45 of the bell crank 12. A steering lever 46 is arranged on the setting lever 25 for the indirect articulation of the rocker arm 41, at the free end of which an additional lever 48 is mounted on a pivot axis 47, on which in turn the rocker arm 41 is articulated on a rotary bearing 49 which has a guide pin. The guide pin of the rotary bearing 49 in turn engages in a track 51 of a link 52 which is firmly connected to the controller housing by means of screws 53. The slide path 51 here offers the possibility of realizing almost any, usually complicated, functions of the control travel RS of the intermediate store 23 in connection with the load input via the adjusting lever 25, of course always in connection with a corresponding elongated hole guide 45 at the coupling point to the bell crank 12. Instead of one A barometer box can of course also be used with an appropriately designed sensor that processes other operating parameters, for example for temperatures.

Many engines require a negative adjustment of the fuel to the available air volume at full load and high partial load, i.e. an increase in the injection volume with the engine speed, above the idling speed. This adjustment must be made with due regard to the available torque and the given smoke limit of the exhaust gas, as described at the beginning. To such a negative approach Equation in the controller at least partially decoupled by the bell crank 12 and this at full load and only at low speed, the negative adjustment according to the invention is developed in the speed sensor 10 by for the corresponding adjustment range (speed range) and for a corresponding position of the bell crank 12 (for high part load and full load) an interaction is created which causes this temporary increase in the injection quantity with increasing speed, without basically preventing atmospheric pressure interventions, as shown in the example. In any case, the end 24 of the deflection lever 12 is flexible with respect to the position of the adjusting lever 25, unless the end 24 is fixed by the intervention of operating parameters, the drive pin 44 later being reduced when the control is shown, in the case of the controller shown here, the " actual fulcrum "forms by which the intermediate bearing 23 is pivoted for the injection quantity to be regulated, as described in detail below. This pivoting is caused by the action of the speed sensor 10 against the control spring area 30.

For this purpose, the deflection lever 12 has, for this purpose, a lever extension 54 which extends beyond the bearing pin 11 of the articulation on the socket bolt 9 and which cooperates with an adjustable driving stop 55 which is arranged on a bracket 56. In addition, the sleeve bolt 9 is formed in two parts with a first sleeve part 57, which is directly attacked by the regulator sleeve 6 via the roller bearing 8 and to which the bracket 56 of the driving stop 55 is articulated and a second sleeve part 58, on which the bearing pin 11 of the bell crank 12 is arranged. A minus balancing spring 59 is arranged between the two sleeve parts 57 and 58.

In order to obtain the desired transmission of the path of the first sleeve part 57 to the bell crank 12 or to the intermediate bearing 23, the lever extension 54 of the bell crank 12 cooperates non-positively with the driving stop 55 in the speed range in which the negative alignment is desired. This frictional connection is brought about by the drag spring 41, but can also be effected by another corresponding drag spring in the case of another gear design. When the first sleeve part 57 is displaced counter to the force of the minus adjustment spring 59, that is to say immediately above the idling speed, the deflection lever 12 pivots about the bearing pin 11 of the standing second sleeve part 58 to the left, given the frictional connection between the lever extension 54 and the stop 55, whereby this Bearing pin 11 serves as a fulcrum. Accordingly, if the end 24 of the bell crank 12 permits this, the intermediate bearing 23 and thus the control rod 16 are displaced in the direction of a larger injection quantity via the intermediate lever 18, which results in a negative adjustment. As soon as the end 24 is stopped in its pivoting movement by a stop, the lever extension 54 also stops, while the driving stop 55 lifts off the lever extension 54 as the speed increases further. This interrupts the negative alignment, ie the on spray quantity remains as just set.

The clearance between the lever extension 54 and the driving stop 55 is particularly given when a partial load is set via the adjusting lever 25, i.e. the bell crank 12 is turned clockwise further to the right. This clearance is available in the entire partial load range.

To generate this large negative adjustment and depending on the translation, a relatively large controller sleeve travel was consumed, so that the overall controller sleeve travel for the curtailment, which is always limited, is shortened, including the route required for the positive alignment of the adjustment spring 28. Due to the construction according to the invention, however, a translation between the path of the control sleeve - here the second sleeve part 58 - to the path RW of the control rod 16 is achieved. Characterized in that the end 24 of the bell crank 12 is now the fulcrum and the bearing pin 11 of the second sleeve part 58 completes the path of curtailment, the lever extension 54 undergoes a corresponding pivoting movement which is limited by the driving stop 55 and thus forces the intermediate bearing 23 to accelerate To move direction "-" against the force of the drag spring 41. However, the drag spring force itself is kept so small that it has no effect on the negative adjustment.

In the functional diagram shown in FIG. 2, the control path RW of the control rod 16 (ordinate) is plotted against the speed n (abscissa), which corresponds to the control path of the intermediate bearing 23, each of the curves shown being associated with a specific position of the setting lever 25. While the top line VL corresponds to the full load position of the adjusting lever 25, as shown in FIG. 1, the bottom line LL corresponds to the idle position of the adjusting lever, namely the position shown in FIG. 1. Between these two extremes, different partial load positions of the adjusting lever 25 are assumed, namely HTL for high partial load, TL for partial load and NTL for low partial load. The section NA of the characteristic curve VL1 to VL4 shows the negative adjustment. It is characteristic of such characteristic maps that in the full load range there is a negative adjustment above the idling speed nLL. The negative adjustment is assumed here in a speed range between NZ1 and NZ2, whereby no intervention of the function stop is assumed for the characteristic curve VL1. In the case of the characteristic curves VL2 and VL3, the setting lever 25 is withdrawn from full load position and the maximum injection quantity is reduced by the entrainment stop, with VL3 to a greater extent than with VL2 (principle of the idle speed controller). The intervention is strongest at VL4, which is shown in dashed lines. From here, the negative adjustment by the socket bolt is no longer effective. In the HTL, TL and NTL part load ranges, on the other hand, the quantity curves for the intermediate speed run as desired relatively flat and with increasing The speed drops slightly, which corresponds to stable driving behavior. The regulating branches LA of these curves, on the other hand, run steeply and linearly. The steeper this curve arm, the smaller the degree of non-uniformity of the controller, with the aim here being to effect a large controller travel RW of the control rod 16 with little travel of the controller sleeve 6, that is to obtain the greatest possible reduction ratio.

Such an intervention can take place via the barometer socket 36, in which case the functional stop 38 accordingly limits the path of the free end 24 of the deflection lever. Depending on the limitation, however, there remains a residual curve of negative adjustment. In Fig. 2 this can be seen in the form of the dash-dotted line VL1, as an effect of the superimposed function stop compared to the solid line VL1.

Since, in the embodiment according to the invention, the intervention of the function stop 38 dependent on the operating parameters does not prevent the control rod 16 for its control path RW from being pushed into the start position with a corresponding control travel of the intermediate store 23, the start curve sections LS are thus also retained in the RW range above VL. This means that even when the function stop 38 intervenes, a surplus can be conveyed in its entirety at the start, without the need for cumbersome unlocking. However, this advantage applies not only to the starting situation, but also in the event of overload when idling - for example when the engine is cold or the air conditioning is switched on - when it is equipped with LSL designated curve arm is retained, whereby the amount delivered here can well be in the delivery rate range above the normal full load curve. This also has an advantageous idle control behavior.

The negative adjustment is only effective in the full-load range between VL1 and VL4, since in the exemplary embodiment selected here, the corresponding shifting effect of the intermediate bearing 23 when the minus balancing spring 59 is pressed together is only effective when the adjusting lever 25 is in the full-load position. However, as soon as the adjusting lever 25 is pivoted, for example, up to the idling stop 35, the operative connection between the lever extension 54 and the driving stop 55 is interrupted. It is also understandable that the other control characteristics VL1 to VL4 can only start at this adjustment characteristic.

In the variant of the exemplary embodiment shown in FIG. 3, only the lever parts are shown which are of direct importance for this variant. The variant consists in that the minus adjustment spring 59 can be connected in parallel with a second minus adjustment spring 61, which is not effective immediately at the start of the alignment movement of the first sleeve part 57, but only after covering a distance a. After covering this distance a, the force of both springs 59 and 61 must be overcome for the adjustment, which is shown in the diagram by the characteristic curve KU. By a such a characteristic can be achieved better adaptation to the desired curved torque characteristic of the diesel engine. If a break at the break point is desired, this can be done by presetting the second minus balancing spring 61, but this is not shown here.

All features shown in the description, the following claims and the drawing can be essential to the invention both individually and in any combination with one another.

List of reference numbers

• 1 camshaft EP
• 2 injection pump
• 3 centrifugal weights
• 4 flyweights
• 5 pressure arm
• 6 regulator sleeve
• 7 guide part
• 8 rolling bearings
• 9 socket bolts
• 10 speed sensors
• 11 journals
• 12 bellcranks
• 13 guide lever
• 14 tension levers
• 15 swivel axis
• 16 control rod
• 17 fed. Tab
• 18 control lever
• 19 swivel bearings
• 20 load input area
• 21 set screw
• 22 spring
• 23 interim storage
• 24 end of 12
• 25 adjusting lever
• 26 lever shaft
• 27 alignment capsule
• 28 alignment spring
• 29 control spring
• 30 standard spring range
• 31 stop
• 32 idle spring
• 33 screw
• 34 stop arm
• 35 idle stop
• 36 barometer box
• 37 angle lever
• 38 Functional stop
• 39 full load stop
• 40
• 41 rocker arm
• 42 carrier arm
• 43 drag spring
• 44 Driving pin
• 45 slot guide
• 46 steering lever
• 47 swivel axis
• 48 additional lever
• 49 pivot bearing with guide pin
• 50
• 51 lane
• 52 backdrop
• 53 screws
• 54 Lever extension
• 55 Carriage stop
• 56 stirrups
• 57 first sleeve part
• 58 second sleeve part
• 59 minus adjustment spring
• 60
• 61 second minus adjustment spring

Characteristic designation

• RW control path
• RS control travel
• n speed
• nLL idle speed
• VL full load
• Tsp partial load
• HTL high part load
• NTL low part load
• LA curtailment
• LL no load load
• LSL idle overload
• LS start surplus
• KU kinked minus adjustment

Claims (6)

1. Mechanical speed controller of a fuel injection pump for internal combustion engines,
with an intermediate lever having three points of attack, namely a connection point to a delivery quantity adjusting element, a displaceable intermediate storage (regulating travel path) of the intermediate lever which determines the control path and a bearing position of the intermediate lever which is fixed in position and can be changed in position,
- With a likewise three points of attack lever, namely a correspondingly adjustable coupling point to an arbitrarily actuated, limited in the pivoting adjustment lever, an intermediate bearing that is axially aligned and coupled to that of the intermediate lever determines the control path and a speed sensor engagement point on the bell crank of a socket bolt, which is driven axially depending on the speed by centrifugal forces (centrifugal weights) and via a regulator sleeve,
- With a control spring which counteracts the centrifugal forces and acts at least indirectly on the socket bolt
and with a device enabling an intervention of operating parameters in the controller map in the transmission area of the coupling point between the reversing lever and the adjusting lever,
characterized,
- That the sleeve bolt (9) is formed in two parts, with a first sleeve part (57), on which the centrifugal forces act directly on the regulator sleeve (6) and an axially aligned and relative to the first sleeve part (57) displaceable second sleeve part (58), which has the speed sensor access point (11) to the deflection lever (12),
- That between the sleeve parts (57, 58) with a separating effect acts a minus balancing spring (59)
- That is connected to the first sleeve part (57) with a radial distance from the sleeve part, but with this shifted in the same axial movement adjustable driving stop (55) which cooperates with the bell crank (12) in the direction of increasing injection quantity
- And that on the bell crank (12) a trailing spring (43) acts in the direction of the driving stop (55), so that when the driving stop (55) acts on the deflection lever (12), an increase in the injection quantity is achieved in a correspondingly set load range. 2. Speed controller according to claim 1, characterized in that the bell crank (12) on the point of attack (11) on the second sleeve part (58) is extended and that this lever extension (54) cooperates with the adjustable driving stop (55) so that the The travel of the coupling point (44) can be limited by means of a driving stop (55) which can be set as a function of the operating parameter (speed for minus adjustment). 3. Speed controller according to claim 2, characterized in that the lever extension (54) at the beginning of the adjustment path of the first sleeve part (57) includes a larger angle with the adjustment axis of the two sleeve parts (57, 58) than towards the end of the adjustment path. 4. Speed controller according to one of the preceding claims, characterized in that the adjustment path of the coupling point (44) of the deflection lever (12) when adjusting the adjusting lever (25) from part load to full load by a function of operating parameters (air pressure, boost pressure, temperature, etc .) Adjustable functional stop (38) can be limited so that the movement of the adjusting lever (25) on the coupling point is effected by a rocker arm (41) and that between the rocker arm (41) and the adjusting lever (25) allows free-wheeling in one direction Drag spring (43) is arranged so that the adjusting lever (25) despite the adjustment path limit and always when moving the first sleeve part (57) to its full load stop (39) is pivotable. 5. Speed controller according to one of the preceding claims, characterized in that the minus balancing spring (59), a second minus balancing spring (61) is connected in parallel. 6. Speed controller according to claim 5, characterized in that the second minus equalization spring (61) is only effective after covering a certain adjustment path (a).

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