DE1082455B - Control device for the fuel supply in internal combustion engines working with external ignition - Google Patents

Description

The invention relates to a control device for the fuel supply in the case of external ignition systems Injection internal combustion engines with an arbitrarily adjustable operating lever that can be used with both a Throttle element in the air supply line of the internal combustion engine as well as with the delivery rate adjustment element the injection pump is mechanically connected, as well as with a centrifugal adjuster, the adjusting member serves to influence the delivery rate of the injection pump as a function of the speed.

Investigations on internal combustion engines have shown that the influence of the speed-dependent adjusting member on the fuel delivery rate with increasing Throttle valve opening must be reduced and at full load must be equal to zero in order to achieve a possible to achieve favorable fuel air ratio. However, it is assumed that the delivery rate the injection pump when its delivery rate adjustment member is at full load to that when it is fully open Throttle element sucked in air volume over the entire full load speed range in a known manner, z. B. is adapted by leveling valves.

The above-mentioned mode of operation of the control device can be compared with the known ones described at the beginning Control facilities are not achieved in full. The object of the invention is to make this possible what is achieved in that between the speed-dependent adjusting member and the Delivery quantity adjustment member is provided in a manner known per se, an intermediate lever which is on a pivot is mounted which is slidable in a slot of the intermediate fog and when moving of the operating lever is adjusted, and that with an injection pump, the delivery rate at full load of the delivery rate adjustment member to the amount of air sucked in when the throttle member is fully open over the entire full load speed range in a known manner, for. B. adjusted by leveling valves is to achieve a favorable air-fuel ratio in the partial load range of the pivot when moving the operating lever is adjusted in the slot that with increasing throttle member opening (from idling to full load) the path of the delivery rate adjustment member with a constant The deflection of the speed-dependent adjusting element decreases and when the throttle element is fully open (full load) is coaxial with a pivot pin arranged on the intermediate lever, which connects the intermediate lever with the connecting linkage leading to the delivery rate adjustment member, so that at full load the path of the delivery rate adjustment member at the deflection of the speed-dependent adjusting element is equal to zero.

In the above-mentioned known arrangement in which between the speed-dependent Control device for the fuel supply

for those working with spark ignition

Internal combustion engines

Applicant:
it, Robert Bosch GmbH,

Stuttgart W, Breitscheidstr. 4th

Dipl.-Ing. Karl Schlichtenmayer, Stuttgart-Wangen,
has been named as the inventor

Adjusting member, and the delivery rate adjusting member Intermediate lever is provided which is mounted on a pivot pin which is in a slot of the intermediate lever is slidable and is adjusted when moving the operating lever, the adjusting element affects the The delivery rate of the injection pump is not only dependent on the speed, but also dependent on the load, so that the object on which the invention is based cannot be achieved by this known arrangement.

In the drawing, a control device is an exemplary embodiment of the subject matter of the invention shown, namely shows

Fig. 1 shows the entire control device and

FIG. 2 shows a detail thereof with additional adjusting members !, each in a schematic representation ¹ ; FIG. FIG. 3 shows a section along line III-III in FIG. 2.

On a shaft 1 driven by an internal combustion engine (not shown) is a centrifugal adjuster arranged, whose flyweights 2 a regulator sleeve 3 against the force of a return spring 4 move. One end of an intermediate lever 5 engages the regulator sleeve and that of the other End contains a slot 6 in which a pivot 7 slides. This is (see also Fig. 3) at the end of the one Fastened leg of an angle lever 8, which is rotatable about a pin 9 and the other leg via a rod 10 with a lever 11 and from this through a further rod 12 with a Control lever 13 is connected. The lever 11 is used to adjust a throttle valve 14 in the intake line 15 of the internal combustion engine.

The intermediate lever 5 has at its end shown in Fig. 3 with a U-shaped bent extension

009 527/102

a bore which is coaxial with the illustrated full load position of the pivot 7 and in the a pivot pin 17 engages. This is attached to a bracket 18, which is shown in FIG Example engages directly on the delivery rate adjustment member 19 of an injection pump, not shown.

In Fig. 1, two different operating positions of the operating lever 13 are shown. When the operating lever is in the fully extended position, the rest are also located. Parts of the control device, which are mechanically connected to the operating lever 13, in their full load position, in which the throttle valve 14 is fully open. From the extended and dashed position of the intermediate lever 5 it can be seen that the speed-dependent movements of the regulator sleeve 3 by the amount α and the associated movements of the intermediate lever 5 have no influence on the position of the delivery volume adjustment member 19, since the pivot 7 is coaxial in the full load position is to pivot pin 17.

In the idle position of the operating lever 13 shown in dash-dotted lines, the parts of the control device mechanically connected to it are also in the idle position. The throttle valve 14 is closed so far that only the amount of air necessary for idling the internal combustion engine flows through the intake pipe 15. In the idling pitch of the pivot pin designated by 7 ', the delivery rate adjustment member 19 of the injection pump is displaced by the amount b in relation to its position in the "stop" direction when the pivot pin 7 is at full load. As is readily apparent from FIG. 1, in this position of the pivot the path of the delivery rate adjusting member is greatest in relation to a certain deflection of the regulator sleeve 3. This path becomes smaller, however, the closer the operating lever 13 and the parts connected to it, including the throttle valve 14, approach the full-load position; it is equal to zero when the operating lever reaches this full load position.

In the embodiment according to FIG. 2, the tab 18 is not directly connected to the delivery rate adjustment member 19 coupled to the injection pump, but instead engages one arm of a two-armed lever 21, which is mounted on a pin 22. The other arm of the lever 21 carries a pin 23 on which a two-armed lever 24 is also mounted. One end grips one arm of this lever a spring 25, which is supported with its other end on a shoulder 26 of the lever 21 and strives to move the lever 24 against one on the lever 21 arranged stop 27 to press. On the other arm of the lever 24 is one end of a tab 28 articulated, the other end of which is articulated on the delivery rate adjustment member 19 of the injection pump attacks. The pin 22 is seated eccentrically on a shaft 30 which is pivoted by a lever 31 can. On this lever, the movements of one on the outside air pressure and the outside air temperature responsive adjusting member 32 transmitted, which is formed in a known manner as a can.

The shaft 30 is rotatably mounted eccentrically in a second shaft 34, which in turn is rotatable in the non The housing of the control device shown is arranged and pivoted by a lever 35 can. On this lever 35, the movements of a temperature-sensitive adjusting member, for example a cooling water thermostat 36, transferred.

A shut-off lever 39, which is actuated by a cable 40, can be pivoted about a pin 38 can.

In the linkage leading from the intermediate lever 5 to the delivery rate adjusting member 19, there are links switched on, which changes the position of the delivery rate adjustment member 19 independently of the

ίο Position of the operating lever 13 as well as the speed-dependent Allow adjusting member serving regulator sleeve 3.

The bearing pin 22 for the two-armed lever 21 is namely both during movements of the can 32 as also adjusted with movements of the thermostat 36 via the eccentrically nested shafts. However, each adjustment of the pin 22 also corresponds to an adjustment of the delivery rate adjustment member 19 the injection pump.

In order to switch off the internal combustion engine, the cable 40 is pulled in the “stop” direction. At this Movement of the cable 40 and thus of the shut-off lever 39, this lever engages at the end of the bracket 28 and pushes it to the left by pivoting the lever 24 against the force of the spring 25. Through this the delivery rate adjusting member 19 is also in the "stop" direction up to a stop, not shown postponed. In this position, the internal combustion engine is not supplied with any amount of fuel thereby shut down the internal combustion engine.

Claims (5)

Claims = 1. Control device for the fuel supply internal combustion engines operating with spark ignition with an arbitrarily adjustable Control lever, both with a throttle element in the air supply line of the internal combustion engine as well as mechanically connected to the delivery rate adjustment element of the injection pump is, as well as with a centrifugal adjuster, the adjusting member for speed-dependent influencing the delivery rate of the injection pump is used, characterized in that between the speed-dependent adjusting member (3) and the flow rate adjusting member (19) in known Way, an intermediate lever (5) is provided which is mounted on a pivot pin (7), which can be slid in a slot in the intermediate lever and when the operating lever (13) is moved is adjusted, and that in the case of an injection pump, the delivery rate at full load position of the delivery rate adjustment member to the amount of air sucked in when the throttle element is fully open via the entire full load speed range in a known manner, for. B. adjusted by adjusting valves, in order to achieve a favorable fuel-air ratio in the partial load range of the pivot pin (7) when moving the operating lever (13) is adjusted in the slot that with increasing Drosseliederoffnung (from idle to full load) the path the Fördermengenverstellgliedes (19) decreases at a constant deflection of the speed-dependent adjusting member (3) and is fully open throttle member (full load) coaxial with, arranged on the intermediate lever (5) pivot pin (17) which connects the. Intermediate lever connects to the linkage (18) leading to the delivery rate adjustment member, so that at full load the Path of the delivery rate adjustment member (19) when The deflection of the speed-dependent adjusting element (3) is equal to zero. 2. Control device according to claim 1, characterized in that in that of the intermediate lever (5) linkage leading to the delivery rate adjustment member (19) in a manner known per se, intermediate members are provided, which a change in the position of the For derhabenver actuator regardless of the position of the operating lever (13) and the speed-dependent one Allow adjusting member (3). 3. Control device according to claim 2, characterized in that one of the intermediate members Lever (21) is part of which the pivot pin (22) is eccentrically mounted and in a manner known per se is adjustable by a member dependent on a company size. 4. Control device according to claim 3, characterized in that the carrier (30) of the pivot pin (22) is mounted eccentrically in a second carrier (34), which in a manner known per se can be adjusted by an adjusting element that is dependent on another operating variable. 5. Control device according to one of the preceding claims, characterized in that In a manner known per se, a non-positive drag link is provided in the linkage, which a displacement of the delivery rate adjusting member, .. independently of the other adjusting members, in allows a position in which no fuel is supplied to the internal combustion engine. Considered publications:
German patent application L 1248 Ia / 46b2 (published April 2, 1953); French Patent Nos. 923 572, 1103697; Italian Patent No. 381 769;
British Patent No. 600 636. 1 sheet of drawings