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EP0171681B1 - Régulateur de vitesse de rotation pour pompe à injection de combustible - Google Patents

Régulateur de vitesse de rotation pour pompe à injection de combustible Download PDF

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Publication number
EP0171681B1
EP0171681B1 EP85109377A EP85109377A EP0171681B1 EP 0171681 B1 EP0171681 B1 EP 0171681B1 EP 85109377 A EP85109377 A EP 85109377A EP 85109377 A EP85109377 A EP 85109377A EP 0171681 B1 EP0171681 B1 EP 0171681B1
Authority
EP
European Patent Office
Prior art keywords
spring
regulator
lever
adjusting
speed
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
EP85109377A
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German (de)
English (en)
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EP0171681A1 (fr
Inventor
Franz Eheim
Max Dr. Straubel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0171681A1 publication Critical patent/EP0171681A1/fr
Application granted granted Critical
Publication of EP0171681B1 publication Critical patent/EP0171681B1/fr
Expired legal-status Critical Current

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Classifications

    • 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

Definitions

  • the invention relates to a speed controller for fuel injection pumps of the type specified in the preamble of claim 1 (or 13, or 20).
  • P degree proportional degree of the speed controller.
  • a P-degree is defined as a defined increase in speed when the engine is relieved with the speed adjustment lever position unchanged. The speed increase must not exceed a certain level in the control range. The P-degree depends on the stiffness of the control spring arrangement that is effective in the speed controller. With low spring stiffness, the P degree is small and vice versa.
  • the control spring designed as a helical compression spring is supported on the one hand on a support part coupled to the speed adjustment lever and on the other hand on a support part coupled with the control lever.
  • the adjusting device for adjusting the P-degree has an adjusting cylinder, which is connected to the one support part and can be screwed into the helical compression spring, with a helical circumferential groove, in which windings of the helical spring partially lie.
  • the spring stiffness and the spring preload can thus be adjusted by screwing the adjusting cylinder more or less into the helical compression spring.
  • there is an inseparable relationship between spring stiffness and spring preload so that the P-degree cannot be set as precisely as is necessary for unit motors.
  • the spring steepness can only be corrected when the fuel injection pump is disassembled.
  • a speed controller is also known, in which the setting device for changing the controller proportional degree is realized in that the control spring can be hooked in at various suspension points of an adjusting lever located within the controller housing.
  • the spring stiffness of the control spring arrangement cannot be continuously adjusted during operation of the internal combustion engine or the fuel injection pump. The pump must be disassembled to adjust the spring stiffness.
  • a fuel injection pump is known from DE-A-1 961 874, in which the main control spring of the speed controller consists of a leaf spring, which, however, is suspended at its fastening point without torque. A tension bolt sliding on the leaf spring does not change the effective spring length of the leaf spring and thus its rigidity.
  • the speed controller according to the invention with the characterizing features of claim 1 has the advantage that the setting for the proportional degree of the speed controller is structurally simple by adjusting the spring stiffness of the control spring arrangement of the speed controller and the proportional degree is highly accurate, continuously with the internal combustion engine running from outside the fuel injection pump is adjustable and adjustable.
  • the speed controller according to the invention is inexpensive to manufacture and enables the spring stiffness of the control spring arrangement to be set independently of the spring tension. The speed controller can thus be used in fuel injection pumps for unit engines.
  • the speed controller according to the invention with the characterizing features of claims 13 and 20 also has the advantage over the prior art that the adjustment device for the P-degree is structurally simple to solve by adjusting the spring stiffness of the control spring arrangement.
  • the P-grade can be easily and precisely adjusted and adjusted continuously from outside the fuel injection pump while the internal combustion engine is running.
  • the speed controller is inexpensive to manufacture and can be used advantageously in fuel injection pumps for unit engines.
  • the speed controller shown in variants in the various figures which is flanged with its controller housing 10 to a housing 11 of a fuel injection pump, has a speed adjustment lever 12 connected to the accelerator pedal, the pivoting movement of which is transmitted via a control spring 13 of a control spring arrangement to a controller or tensioning lever 14 and pivots it counterclockwise.
  • the pivoting movement of the tensioning lever 14 is transmitted to a starting lever 17 via a stop 15 which is fixed to the tensioning lever or via a starting spring 16.
  • Tension lever 14 and start lever 17 pivot about a common pivot point 18, which is arranged on a pivotable adjusting lever 19.
  • the two-armed start lever 17 is coupled at one end to a control slide 20.
  • control slide 20 is displaced axially, the latter sliding on a lower section of a pump and distributor piston 21 of the fuel injection pump and controlling the fuel injection quantity and the end of the fuel injection in a known manner.
  • a control sleeve 23 coupled with centrifugal weights 22 acts in such a way that the starting lever 17 is pivoted clockwise with increasing speed.
  • the centrifugal weights 22 arranged diametrically opposite one another on the regulator sleeve 23, of which only one is shown schematically, are driven by a drive shaft (not shown) for driving the pump and distributor piston 21, the two centrifugal weights 22 spreading with increasing speed and thus the regulator sleeve 23 move axially to the right.
  • the resulting pivoting of the starting lever 17 - and after overcoming the force of the starting spring 16 - of the tensioning lever 14 leads to a shift of the control slide 20 to the left and thus to a reduction in the fuel injection quantity.
  • the displacement of the tensioning lever 14 under the influence of the control spring 13 in the counterclockwise direction leads to an opposite pivoting of the starting lever 17 via the tensioning lever fixed stop 15, thus to a displacement of the control slide 20 to the right and thus to an increase in the fuel injection quantity.
  • the position of the adjusting lever 19 can be influenced by means of an adjusting screw 9.
  • the control spring 13 which is designed as a helical tension spring in the exemplary embodiments according to FIGS. 1-7, is coupled at one end to the speed adjustment lever 12 via a crank mechanism 24 and at its other end via an idle spring 25 of the control spring arrangement to the tensioning lever 14.
  • the idle spring 25 is supported on the one hand on the rear side of the tensioning lever 14 facing away from the control spring 13 and on a support and guide member 26 connected to the end of the control spring 13.
  • the crank mechanism 24 is designed such that the end of the control spring 13 connected to the crank mechanism 24 is axially displaced when the speed adjustment lever 12 is pivoted.
  • An adjusting device 27 is provided for adjusting the spring stiffness of the control spring arrangement and thus the proportional or P degree of the speed controller.
  • this adjusting device 27 has a correction spring 28 in the form of a leaf spring-shaped spiral spring with a spring stiffness that is much smaller than the spring stiffness of the control spring 13 and two adjusting members 29, 30 for the separate setting of pretension and effective spring stiffness Correction spring 28 on.
  • the correction spring 28 is arranged such that its direction of action is opposite to that of the control spring 13.
  • the spring preload of the correction spring 28 is set such that it is greater than that of the control spring 13.
  • the correction spring 28 is designed and arranged in such a way that its direction of action is the same as that of the control spring 13. In this case, the pretension of the correction spring 28 is smaller than that of the control spring 13.
  • the correction spring 28 engages near the free end on the tensioning lever 14, specifically via a force transmission element designed as a ball 31.
  • the ball 31 with the setting element 29 is the point of application of the bending or correction spring 28 on the tensioning lever 14 and thus the effective spring stiffness of the bending or correction spring 28 - and on the other hand by means of the setting element 30 the pretensioning force of the Bending or correction spring 28 can be adjusted.
  • the bending or correction spring 28 is held on one leg of an angle 32 which is axially displaceably arranged on a bolt 34 against the force of a helical spring 35 and is axially displaceably guided by means of its other leg on the controller housing 10.
  • the angle 32 on the bolt 34 can be displaced by means of an adjusting spindle 33, whereby the pretensioning force with which the bending and correction spring 28 abuts the tensioning lever 14 via the ball 31 can be changed.
  • the ball 31 is fastened to a rod-shaped holding member 36 which is coupled to an adjusting spindle 38 of the adjusting member 29 by means of a joint head 37.
  • the adjusting spindle 38 can be screwed into the controller housing 10, so that the ball 31 can be displaced approximately parallel to the tensioning lever 14 and the leaf spring-shaped spiral spring 28 by screwing the adjusting spindle 38 more or less deeply. As a result, the point of application of the spiral spring 28 on the tensioning lever 14 can be shifted, as a result of which the effective spring stiffness of the correction spring 28 can be set within limits.
  • the stiffness of the control spring arrangement consisting of the control spring 13 and the correction spring 28 acting on the tensioning lever 14 can be varied and the P-degree of the speed controller can thus be set with high precision.
  • the correction spring 28 which is designed as a leaf spring-shaped bending spring, is fastened to a holding element 39 with a U-shaped cross section, specifically to the connecting part of the two U-legs.
  • One U-leg can be screwed onto an adjusting spindle 40 of the adjusting member 30, while the other U-leg is opposite the end face of the adjusting spindle 40.
  • the adjustment spindle 40 which can be screwed into the controller housing 10
  • the lower U-leg of the holding element 39 is spread apart, as a result of which the bending or correction spring 28 is pivoted within limits and thus its pretensioning force on the tensioning lever 14 is changed.
  • the ball 31 is fastened to one leg of an angularly bent holding member 41, the other leg of which is held loosely on an adjusting spindle 42 of the adjusting member 29, but is axially immovable.
  • the adjusting spindle 42 By screwing the adjusting spindle 42 into the controller housing 10 to a greater or lesser extent, the ball 31 is in turn displaced parallel to the tensioning lever 14 and to the correction spring 28 and thus the point of application of the correction spring 28 on the tensioning lever 14 changes.
  • the bending or correction spring 28 which in turn is in the form of a leaf spring, is fastened to a T-profile-like holding element 43, specifically to the middle part of the T-profile.
  • the holding element 43 With the one transverse arm, the holding element 43 is resiliently attached to the controller housing 10, while the end face of an adjusting spindle 44 of the adjusting member 30 bears against the other transverse arm.
  • the adjusting spindle 44 By screwing the adjusting spindle 44, which can be screwed into the controller housing 10 to a greater or lesser depth, the holding element 43 can be spread apart from the controller housing 10, so that a more or less large prestress is generated at the free end of the bending or correction spring 28.
  • This pretension is in turn passed through the ball 31 to the tensioning lever 14, the ball 31 being fastened to a rod-shaped holding member 36 in the same way as in the exemplary embodiment according to FIG. 1, which has an articulated head 37 in the adjusting spindle 38 of the adjusting member which can be screwed into the controller housing 10 30 is held.
  • the correction spring 28 which is again in the form of a leaf spring-shaped spiral spring, is fastened to the tensioning lever 14 and rests with its free end on the adjusting device 27.
  • a force transmission element designed as a ball 45.
  • the adjusting device 27 in turn has the two adjusting members 29 and 30 for adjusting the spring stiffness and the pretension of the correction spring 28.
  • the adjusting member 29 is in turn an adjusting spindle 46 which can be screwed into the control housing 10 and on which a rocker arm 47 with cutting edges is held by means of a compression spring 48.
  • the rocker arm 47 has a substantially C-profile, one leg of which is designed as a guide and the other leg as a bearing.
  • the leg on the bearing side is extended beyond the cutting bearing and is supported on the regulator housing 10 by means of a cylinder spring 49.
  • a further lever arm 50 is fastened to the rocker arm 47, on which an adjusting spindle 51 of the second adjusting member 30 rests with its end face.
  • the ball 45 is attached to the rocker arm 47. By turning or unscrewing the adjusting spindle 46, the rocker arm 47 in the illustration according to FIG. 4 is displaced vertically and thus the position of the ball 45.
  • the direction of action of the correction spring 28 in the exemplary embodiments of the speed controller according to FIGS. 5-7 is rectified to the direction of action of the control spring 13.
  • the tensioning lever 14 is cranked at its free end and the correction spring 28, which in turn is designed as a leaf spring-shaped spiral spring, engages on the rear side of the tensioning lever 14 facing away from the control spring 13, again here with the interposition of a force transmission element designed as a ball 31.
  • the ball 31 fastened to a holding member 36 which is held with its joint head 37 in an adjusting spindle 38 of the one adjusting member 29 of the adjusting device 27.
  • the correction spring 28 is attached to an angle 52, which can be screwed with its one leg onto a threaded section 53 of an adjusting bolt 54 and is guided axially with its other leg on the controller housing 10.
  • the adjustment bolt 54 which is mounted twice in the controller housing 10, has a slot 56 at one end for inserting a turning tool, such as a screwdriver and the like. Like., And protrudes with its other end through the controller housing 10 into the movement path of an adjusting cam 55 coupled to the speed adjustment lever 12.
  • the adjusting cam 55 comes into engagement with the free end of the adjusting bolt 54 and pushes it against the force of a compression spring 57 into the regulator housing 10.
  • the adjustment cam 55 is at the speed! lever 12 pivotally arranged and can be fixed by means of a locking screw 58 in the respectively set position (Fig. 6).
  • the max. Displacement of the adjusting bolt 54 determined. Since the adjusting cam 55 is designed such that it only engages with the adjusting bolt 54 when the speed adjustment lever 12 is in the idle position, the bias of the correction spring 28 can be adjusted while the engine is idling by adjusting the adjusting cam 55 on the speed adjustment lever 12 accordingly.
  • the adjusting cam 55 can also be rotated so that in the idle position of the speed adjustment lever 12 it shifts the adjusting bolt 54 so that the correction spring 28 lifts off the ball 31 and thus from the tensioning lever 14. This prevents the tensioning lever 14 from being influenced by the correction spring 31 in the idle position of the speed adjustment lever 12 and thus the idling conditions being changed.
  • the correction spring 28 is fastened to an angle 59, which is held at or near the free end of a spring arm 60 fastened to the regulator housing 10.
  • an adjusting spindle 61 of the adjusting member 30 which can be screwed into the controller housing 10 engages with its end face.
  • the spring arm 60 and thus the angle 59 are pivoted by screwing in or unscrewing the adjusting spindle 61. This causes the biasing force of the correction spring 28 to change.
  • the correction spring 28 also acts on the tensioning lever 14 in the idle position of the speed adjustment lever 12. This changes the conditions when the engine is idling, which is compensated for by an increased warm-up stage.
  • the control spring 13 is designed as a trapezoidal leaf spring 70 which is attached directly to the shaft 71 of the speed adjustment lever 12, which is not shown here.
  • a coupling member 72 is connected between the regulator or tensioning lever 14 and the point of engagement of the leaf spring 70 on the tensioning lever side.
  • the setting device 27 for setting the P degree of the speed controller is connected to the coupling element 72 here.
  • the coupling member 72 is designed as a rod 73 and in the exemplary embodiments according to FIGS. 16 and 17 as a tension spring 74.
  • the coupling rod 73 passing through the leaf spring 70 at one end is held on the latter by means of a compression spring 75 supported on a stop on the coupling rod 73.
  • the other end of the coupling rod 73 projects through the tensioning lever 14 and is articulated on a holder 76 of the adjusting device 27.
  • the holder 76 seen in plan view in FIG. 9, rotatably carries a roller member 77 comprising two rollers 79, 80 which are rotatably held on an axis 78 at a distance from one another.
  • the rollers 79, 80 lie on both sides of a longitudinal slot 81 on the side facing away from the leaf spring 70 Back of the clamping lever 14.
  • the coupling rod 73 is held on the axis 78 via an eyelet-shaped link 82.
  • a compression spring 83 seated on the coupling rod 73 is supported on the one hand by a stop on the coupling rod 73 and on the other hand on the front side of the tensioning lever 14 facing the leaf spring 70 and thereby presses the rollers 79, 80 against the back of the tensioning lever 14.
  • the holder 76 is with a joint head 84 held rotatably in an adjustment spindle 85 which can be screwed into the controller housing 10. By turning or unscrewing the adjusting spindle 85, the position of the holder 76 with respect to the tensioning lever 14 and thus the point of engagement of the coupling rod 73 on the tensioning lever 14 can be changed.
  • the idle spring 25 which is not shown in FIG. 8 for the sake of clarity, can be arranged and configured, for example, as in FIG. 12. Here supports the idle spring 25 as a helical compression spring between the start lever 17 and a projection 86 of the tensioning lever 14.
  • the axis 78 of the holder 76 protrudes through a longitudinal slot in the coupling rod 73, so that the coupling rod 73 can be displaced relative to the axis 78.
  • the coupling rod 73 carries at the end an annular shoulder 87 behind which a spiral spring 98 fastened to the adjusting spindle 85 engages.
  • the spiral spring 98 loads the coupling rod 72 to the right in FIG. 11. This spiral spring 98 takes over the function of the play compensation.
  • the idle spring 83 is not supported here on the coupling rod 73, but on a projection 88 of the tensioning lever 14.
  • the end of the coupling rod 73 passing through the tensioning lever 14 is held on the back of the tensioning lever 14 facing away from the leaf spring 70 by means of a cutting edge bearing 89.
  • the adjusting device 27 is arranged on the leaf spring end of the coupling rod 73 and is of identical design to that described in FIGS. 8-12, with the only difference that the rolling element 77 rests on the rear side of the leaf spring 70 facing away from the tensioning lever 14, again two with At a distance from each other, rollers arranged on the axis 78 abut the leaf spring 70 on both sides of a longitudinal slot 90.
  • a helical compression spring 91 surrounding the coupling rod 73 is supported between the leaf spring 70 and the front of the tensioning lever 14.
  • the idle spring 25 is arranged in FIG. 13 in the same way as in FIG. 12, the idle spring 25 in FIG. 14 is supported on the tensioning lever 14 and on a guide member 93 which can be adjusted by means of an adjusting screw 92.
  • the idle spring 25 is arranged between the tensioning lever 14 and a support and guide member 94, which is fastened to the end of the coupling rod 73 passing through the tensioning lever 14.
  • the support and guide member 94 simultaneously forms a bearing between the coupling rod 73 and the tensioning lever 14.
  • the embodiment of the speed controller according to FIG. 16 is identical to the speed controller according to FIG. 13, with the only exception that here the coupling member 72 is not designed as a coupling rod but as a tension spring 74.
  • the leaf spring 70 and the tension spring 74 are connected in series. This has the advantage that the individual springs can be designed with higher spring stiffness, since the reciprocal values of the spring constants add up.
  • the tension spring 74 is, on the one hand, suspended in the holder 76 and, on the other hand, fastened to a bearing member 95 of the cutting edge bearing 89, which acts on the back of the tensioning lever 14 on the rear side thereof, which is remote from the tension spring 74, in the same way as in FIG. 13. In Fig. 13, this bearing member 95 is fixed to the coupling rod 73.
  • the speed controller according to the exemplary embodiment in FIG. 17 is of identical design to the speed controller according to FIG. 15, again with the only difference that the coupling rod there is replaced by the tension spring 74.
  • the tension spring 74 is fastened on the tension lever side to the support and guide member 94, which projects through a recess in the tension lever 14.
  • the idle spring 25 is supported on the back of the tension lever 14 and on the support and guide member 94.
  • the control spring 13 is, as in the exemplary embodiments in FIGS. 1-7, designed as a cylindrical helical tension spring and is attached at one end to the crank mechanism 24 coupled to the wire number adjusting lever 12 and at the other end to the Adjustment device 27 attached.
  • the setting device 27 has a holder 76 which is held in a setting spindle 85 with a joint head 84 so that it can rotate.
  • the holder 76 rests with a rolling element 77 on the rear side of the tensioning lever 14 facing away from the control spring 13.
  • the roller member 77 is in turn formed by two rollers 79, 80 (FIG.
  • the position of the holder 76 relative to the tensioning lever 14 and thus the contact point of the rolling element 77 on the tensioning lever 14 can be changed.
  • the control spring 30 acts on the tension lever 14 via a modified lever arm, which in turn changes the effective spring stiffness of the control spring 13.
  • the bias of the control spring 13 is changed.
  • the setting device 27 can be actuated from outside the controller housing 10, so that the setting of the P- Degree during operation, that is, with the internal combustion engine running.

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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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (23)

1. Régulateur de la vitesse de rotation pour pompe à injection de carburant, muni d'un manchon de régulateur (23) déplaçable en fonction de la vitesse de rotation, d'un levier de régulateur (14) supporté de façon pouvoir pivoter dans un carter de régulateur (10) pour la transmission directe ou indirecte du déplacement du manchon (23) à un tiroir de régulateur (20) commandant les quantités de carburant injectées des pompes à injection, avec une force antagoniste d'un ressort de régulateur (13) vis-à-vis du déplacement du manchon par suite de l'augmentation de la vitesse de rotation, ressort faisant partie d'une structure de ressort de régulateur qui d'un côté, au moins, engage directement un levier de régulateur, et d'un autre côté est couplé à un levier de changement de vitesse de rotation (12), grâce auquel on peut faire varier la tension du ressort (13) et d'un système de régulation pour maîtriser la caractéristique de la force antagoniste du système de ressort vis-à-vis du déplacement du manchon, lors de l'augmentation de la vitesse de rotation, pour adapter le degré de proportionnalité du régulateur, caractérisé en ce que la structure de ressort de régulateur comporte un ressort de correction (28) venant en prise sur un levier de régulateur (14) dont la raideur est beaucoup plus petite que celle du ressort (13), et le système de réglage (27) comporte un élément de réglage (29, 30) déplaçable à travers la paroi du carter de régulateur (10) pour le réglage séparé de la raideur efficace et de la pré-tension du ressort de correction (28), le dispositif pour le réglage de la raideur comportant un élément de transmission de force (31 ) pouvant se déplacer pratiquement parallèlement au développement longitudinal du levier (14) et perpendiculairement à la direction de la force de la structure de ressort agissant sur le levier de régulateur, sur lequel d'un côté s'engage le ressort de correction (28) en tant que ressort de la structure de ressort de régulateur dont la force est transmise par l'élément de transmission (31,77) du levier de régulateur.
2. Régulateur de vitesse de rotation selon la revendication 1, caractérisé en ce que le sens de l'action du ressort de correction (28) est dirigé à l'encontre du sens de l'action du ressort de régulation (13) et en ce que la pré-tension du ressort de correction (28) est supérieure à celle du ressort de régulation (13).
3. Régulateur de vitesse de rotation selon la revendication 1, caractérisé en ce que les sens d'action du ressort de correction (28) et du ressort de régulation (13) sont les mêmes et que la préten- sion du ressort de correction (28) est inférieure à celle du ressort de régulation (13).
4. Régulateur de vitesse de rotation selon l'une des revendications 1 à 3, caractérisé en ce que le ressort de correction (28) est constitué avantageusement d'un ressort de flexion en forme de ressort à lame dont le point d'ancrage sur le levier du régulateur (14) se situe avantageusement au voisinage de l'extrémité libre du levier.
5. Régulateur de vitesse de rotation selon la revendication 4, caractérisé en ce que le ressort de flexion (28) et maintenu au moyen du système de réglage (27) sur le carter de régulateur (10) et se trouve par son extrémité libre en liaison active avec le levier (14).
6. Régulateur de vitesse de rotation selon la revendication 5, caractérisé en ce qu'entre le ressort de flexion (28) et le levier de régulation (14) est placé un élément de transmission de force, avantageusement une bille (31) qui au moyen d'un premier élément de réglage (38) peut se déplacer de façon pratiquement parallèle au levier (14) et au ressort (28).
7. Régulateur de vitesse de rotation selon la revendication 6, caractérisé en ce que le ressort de flexion (28) est fixé dans une pièce de maintien (32, 39, 43, 52, 59) qui peut pivoter ou se déplacer au moyen d'un second élément de réglage (33, 40, 44, 54, 61 ), de telle sorte que l'extrémité libre du ressort de flexion (28) provoque un déplacement pratiquement à angle droit par rapport à la direction de déplacement de l'élément de transmission de force (31 ).
8. Régulateur de vitesse de rotation selon la revendication 4, caractérisé en ce que le ressort de flexion (28) est fixé au levier de régulation (14) et se trouve par son extrémité libre sur le système de réglage (27).
9. Régulateur de vitesse de rotation selon la revendication 8, caractérisé en ce qu'entre l'extrémité libre du ressort de flexion (28) et le système de régulation (27) est disposé un élément de transmission de force, avantageusement sous forme de bille (45).
10. Régulateur de vitesse de rotation selon la revendication 9, caractérisé en ce que l'élément de transmission de force (45) est fixé à un élément de positionnement (29) qui peut se déplacer de façon pratiquement parallèle au ressort de flexion (28) au moyen d'une broche filetée (46) et peut pivoter grâce à une seconde broche filetée (51) dans un plan s'étendant pratiquement à angle droit par rapport au plan du ressort de flexion.
11. Régulateur de vitesse de rotation selon la revendication 3 ou 5, caractérisé en ce que le levier de changement de vitesse de rotation (12) est couplé au système de réglage (27) d'une façon telle que la pré-tension du ressort de flexion (28) s'exerçant sur le levier de régulateur (14) en position de ralenti soit réglable.
12. Régulateur de vitesse de rotation selon la revendication 7 ou 11, caractérisé en ce que sur l'élément de maintien (52) s'engagent un goujon de réglage (54) et un ressort de rappel (57) et que le goujon (54) est déplaçable au moyen d'un ergot de positionnement (55) à l'aide du levier de changement de vitesse de rotation (12) solidairement, mais de façon déplaçable.
13. Régulateur de vitesse de rotation pour pompe à injection de carburant comportant un manchon de régulateur (23) se déplaçant en fonction de la vitesse de rotation, un levier de régulateur (14) supporté de façon pivotante sur le carter de régulateur (10) pour la transmission directe ou indirecte du déplacement de réglage du manchon (23) à un tiroir de régulateur (20) commandant les quantités de carburant injectées de la pompe à injection de carburant, une force antagoniste du déplacement du manchon d'un ressort de régulateur (13) en fonction de la vitesse de rotation faisant partie d'une structure de ressort de régulation qui, d'un côté, s'engage au moins directement sur le levier de régulateur et d'un autre côté, est couplé à un levier de changement de vitesse de rotation grâce à un levier de changement de vitesse de rotation grâce auquel, on peut changer la tension du ressort (13) et un dispositif de réglage de la caractéristique de la force antagoniste au déplacement du manchon (23) lors de l'augmentation de la vitesse de rotation pour l'adaptation du coefficient de proportionnalité du régulateur, caractérisé en ce que le ressort de régulateur (13) est constitué d'un ressort à lame (70) qui est solidaire à une de ses extrémités avec un arbre rotatif (71 ) par l'intermédiaire du levier de changement de vitesse de rotation (12), et à son autre extrémité sur le côté tourné vers le levier de régulateur qui s'engage par une extrémité d'un élément de couplage (72) dont l'autre extrémité s'engage sur le côté tourné vers le ressort à lame (70) du levier de régulateur (14) et en ce que le dispositif de réglage de la raideur du ressort comporte un élément de transmission de force (77) déplaçable dans une direction sensiblement parallèle à l'extension longitudinale du levier de régulateur et perpendiculaire à la direction de la force de la structure de ressort s'exerçant sur le levier de régulateur, la force du ressort à lame (70) s'exerçant d'un côté sur l'élément de transmission de force (70) de la structure de ressort de régulateur, dont la force s'applique au levier de régulateur par l'intermédiaire de l'élément de transmission de force (77), le dispositif de réglage comportant une broche de positionnement (85) déplaçable à travers la paroi du carter de régulateur (10) qui est lié par une bille ou une articulation à bielle (84) à l'élément de transmission de force (77) et grâce à cette dernière à une des extrémités de la pièce de couplage (72) et peut se déplacer sur le levier de régulateur (14) ou sur le ressort à lame (70) par la broche de réglage (85), le ressort à lame (70) ou le levier de régulateur (14) comportant, sur la traversée de la pièce de couplage (72) ou du ressort (14) pour la transmission de la force, une fente allongée (90, 81 ) s'étendant dans le sens longitudinal par rapport au levier de régulateur ou du ressort à lame.
14. Régulateur de vitesse de rotation selon la revendication 13, caractérisé en ce que l'élément de transmission de force est un ensemble à roulement (77).
15. Régulateur de vitesse de rotation selon la revendication 14, caractérisé en ce que l'ensemble à roulement (77) sur le côté partant du ressort à lame (70) du levier de régulateur (14) se trouve sur celui-ci et ce côté du levier (14) présente dans la zone de l'ensemble de roulement (77) un profil rectiligne ou concave dont la surface forme angle aigu avec le ressort à lame (70).
16. Régulateur de vitesse de rotation selon la revendication 14, caractérisé en ce que l'ensemble de roulement (77) se situe sur le côté arrière s'éloignant du levier de régulateur (14) du ressort à lame (70).
17. Régulateur de vitesse de rotation selon l'une des revendications 13 à 15, caractérisé en ce que la pièce de couplage (72) est formée d'une tige de couplage (73), munie avantageusement d'un rattrapage de jeu à ressort.
18. Régulateur de vitesse de rotation selon l'une des revendications 13 à 16, caractérisé en ce que l'élément de couplage (72) est constitué d'un ressort de traction (74).
19. Régulateur de vitesse de rotation selon la revendication 16 et la revendication 17, caractérisé en ce que l'extrémité côté levier de régulateur de la tige de couplage (7, 73) traverse le levier de régulateur (14) à travers une cavité et est couplée avec celui-ci par un palier à couteau (89) placé sur son côté arrière.
20. Régulateur de vitesse de rotation pour pompe à injection de carburant comprenant un manchon de régulateur (23) déplaçable en fonction.de la vitesse de rotation, un levier de régulateur (14) supporté de façon à pouvoir pivoter dans un carter de régulateur (10) pour la transmission directe ou indirecte du déplacement du manchon (23) à un tiroir (20) de régulateur commandant les quantités de carburant apportées, une force antagoniste du déplacement du manchon (23) liée à l'augmentation de la vitesse de rotation venant du ressort de régulateur (13) en tant qu'élément d'une structure de ressort de régulation qui d'un côté au moins directement sur le levier de régulateur et de l'autre côté est couplé à un levier de changement de vitesse de rotation (12), grâce auquel la tension du levier de régulateur (13) peut être changée, et un dispositif de réglage de la caractéristique du mouvement de déplacement du manchon (23) par la force antagoniste s'opposant à l'augmentation de la vitesse de rotation de la structure de ressort de régulation pour l'adaptation du degré de proportionnalité du régulateur, caractérisé en ce que le ressort de régulation (13) est un ressort de traction et le dispositif de réglage de la raideur du ressort comporte un élément de transmission de force (77) déplaçable de façon pratiquement parallèle au développement longitudinal du levier de régulateur et perpendiculairement à la direction de la force de la structure de ressort de régulation agissant sur le levier de régulateur, dont la force est appliquée par l'élément de transmission de force sur le levier de régulateur et ou le dispositif de réglage comporte une broche de réglage (85) pouvant se déplacer à travers la paroi du carter de régulateur (10) et qui est liée par une bille ou une articulation à bille (84) à l'élément de transmission de force et par ce dernier à l'extrémité côté levier de régulateur du ressort de régulateur (13), l'élément de transmission de force (77) se situant sur le côté arrière du levier de régulateur (14) tourné du côté du ressort de régulateur (13).
21. Régulateur de vitesse de rotation selon la revendication 20, caractérisé en ce que l'élément de transmission de force est un ensemble de roulement (77).
22. Régulateur de vitesse de rotation selon la revendication 21, caractérisé en ce que l'ensemble de roulement (77) comporte espacés l'un de l'autre sur un axe (78) maintenu dans un support en forme d'étrier (76) deux galets (79, 80) et en ce qu'une attache (97) est maintenue rotative sur l'axe (78) et pénètre à travers une fente allongée (81) dans le levier de régulateur (14) et là est couplée à l'une des extrémités du ressort de régulateur.
23. Régulateur de vitesse de rotation selon la revendication 21 et 22, caractérisé en ce que le côté arrière du levier de régulateur (14) dans la zone de déplacement de l'ensemble à galets (77) comporte une surface de positionnement formant un angle aigu par rapport à la direction de traction du ressort de régulateur (13) avec un profil rectiligne ou concave.
EP85109377A 1984-08-17 1985-07-25 Régulateur de vitesse de rotation pour pompe à injection de combustible Expired EP0171681B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3430295 1984-08-17
DE19843430295 DE3430295A1 (de) 1984-08-17 1984-08-17 Drehzahlregler fuer kraftstoffeinspritzpumpen

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EP0171681A1 EP0171681A1 (fr) 1986-02-19
EP0171681B1 true EP0171681B1 (fr) 1988-10-05

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JP (1) JPS6165028A (fr)
DE (2) DE3430295A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE1120849B (de) * 1960-05-12 1961-12-28 Ammann A G U Schwingmuehle
GB1284408A (en) * 1968-12-11 1972-08-09 Simms Motor Units Ltd Improvements in or relating to variable rate spring devices in governor mechanisms
DE3301416A1 (de) * 1983-01-18 1984-07-19 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler einer kraftstoffeinspritzpumpe

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DE3430295A1 (de) 1986-02-27
EP0171681A1 (fr) 1986-02-19
JPS6165028A (ja) 1986-04-03
DE3565420D1 (en) 1988-11-10

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