EP0097887B1 - Centrifugal speed regulator for injection combustion engines - Google Patents

Abstract

A flyweight governor comprising first and second sets of flyweights disposed pivotably on a flyweight support, the flyweights of the first set are arrested by stops after having traversed an idle speed angle of traverse ( alpha LL), on which stops the flyweights of said second set rest only after having traversed the total angle of traverse ( alpha max). The flyweight masses of the first set of flyweights acting only in the idle speed control have, in their position of rest, an outer contour which is, in comparison to said second set of flyweights, displaced further outwardly with an inclination angle ( beta LL) to the rotational axis (A) corresponding to the idle speed angle of traverse ( alpha LL). The flyweight governor can be used in particular for the idle speed-maximum speed rpm governors of Diesel engines for vehicles and causes a large reduction of the centrifugal forces ordinarily appearing at maximum rpm, while at the same time allowing an increase in the performance capacity in the idle speed control range.

Description

State of the art

The invention relates to a centrifugal governor according to the preamble of the independent claim. A centrifugal speed governor of the generic type is already known (AT-A-286 030), which has two groups of centrifugal weights that can be switched off in succession. In this known speed controller, the first group consisting of four flyweights is only effective in the idle control range, takes the same starting position in the idle position of the controller as the other flyweights effective in the final speed range and is intercepted by stops attached to the flyweight carrier after a predetermined swivel angle. This disadvantageously gives away the residual swivel angle that just enables a larger centrifugal force radius in the idle control, but this is compensated for in the known speed controller by twice the number of effective centrifugal weights in the idle control. There are also other speed controllers with sequentially switchable centrifugal weight groups known. B. by different lever arm ratios or by different weights in the lower, d. H. the control range serving the idling control apply the required adjusting force, and which only produce a sufficiently large adjusting force in the upper speed range due to the centrifugal force increasing in square of the speed with only two, preferably lighter, centrifugal weights. This ensures that the setting or adjusting forces during the setting of the speed control springs and the dimensioning of the springs themselves remain in a range which is favorable for production and is easy to control.

In another centrifugal speed governor known from DE-B-1 200 063, this is equipped with two groups of differently designed centrifugal weights which already have stops of the same design in such a way that a stop ring is provided which is concentric with the axis of the centrifugal speed governor. In the end position, the essentially outermost radial contour of these centrifugal weights comes to rest against this stop ring in the one centrifugal weight group. In the other centrifugal weight group, however, this stop ring engages in a radial recess of these centrifugal weights, as seen in the starting position, so that the radial outermost contour radially projects significantly beyond this stop ring. These centrifugal weights also access a second adjusting sleeve, which is mounted on the actual centrifugal speed regulator adjusting sleeve, which is actuated by the former centrifugal weights, and which is coupled to this sleeve via a spring.

The known centrifugal speed governor has the disadvantage that it takes up a considerable amount of space in the radial direction, the one centrifugal weight group not making much use of the working capacity that can be achieved with a given diameter.

The present invention has the purpose, particularly for use in idle speed governors for vehicle diesel engines, to improve a centrifugal speed governor in such a way that the possible centrifugal force radius is optimally utilized and thus a necessary multiplication of the centrifugal weights effective in the idle control range is avoided compared to the other centrifugal weights working only in the final speed range becomes.

Advantages of the invention

The centrifugal speed governor according to the invention with the characterizing features of the independent patent claim has the advantage that the centrifugal weights effective in idling control, due to their outer contour shifted to the outside, exert a stronger centrifugal force at low speeds due to the correspondingly increased centrifugal force radius than known, from the inner position, with identical stops centrifugal weights only pivoting outward by the idle swivel angle. The outermost swivel position, which is determined by the maximum permissible centrifugal diameter, is optimally used for the centrifugal weights effective during idle control to achieve the greatest possible centrifugal force.

If the centrifugal force speed controller, as is known from the publication mentioned at the outset, is provided with the same centrifugal weight masses on all centrifugal weights, then there is an optimal design and advantageous use of the centrifugal forces available through the characterizing features of claim 2.

Due to the features claimed in connection with the features of the main claim in the characterizing part of claim 3, the entire available space is used for the centrifugal weights effective in idle control and thus their centrifugal mass is increased with the centrifugal center of gravity shifted outwards according to the invention.

drawing

An embodiment of the centrifugal speed controller according to the invention is shown in the drawing in a longitudinal section and is described below.

Description of the embodiment

On a as the drive shaft of the controller Ending camshaft 10 of an injection pump for injection internal combustion engines, not shown with the exception of a control rod 11, a centrifugal weight carrier 12 of a centrifugal weight regulator 13 is attached. Because of the high masses to be accelerated, the centrifugal weight carrier is fastened to a shaft stub 19 of the camshaft 10 projecting into the interior of the controller housing 18 by means of a vibration damper 14 containing a rubber element 14a by means of cover plates 15 and 16 and a round nut 17. The centrifugal weight carrier 12 contains four bearing bolts 21, of which two bolts, each offset by 90 degrees, are shown in section in the drawing, and each form a pivot bearing for one of the angular centrifugal weights denoted by 22 and 23.

The centrifugal weight 22 represents one of two centrifugal weights which are effective only in the idle control and consists of a centrifugal weight 22a and a pressure arm 22b arranged approximately at right angles to it. To simplify the drawing, the second centrifugal weight 22 opposite this centrifugal weight 22 is not shown, in its place one of the centrifugal weights 23, which are in themselves offset by 90 degrees to the centrifugal weights 22, are shown, which are also effective in idle control only in the final speed control . Its centrifugal weight is designated 23a and its pressure arm 23b. The two pressure arms 23b of the centrifugal weights 23 are drawn in the correct position in cross-section, based on the representation of the centrifugal weight 22, and lie against an end face 24 of a regulator sleeve 25 at least in the idle control range. The end face 24 is formed by a thrust bearing 26 fastened to the regulator sleeve 25, and all the pressure arms 22b and 23b of the flyweights 22 and 23 take the same position in the illustrated zero position of the flyweights 22 and 23, which extends at least approximately perpendicular to an axis of rotation A of the regulator Starting position. The axis of rotation A is also the longitudinal axis of the drive shaft 10 and the regulator sleeve 25.

The centrifugal weight carrier 12 is provided with the same stops 27 for all centrifugal weights 22 and 23, against which the centrifugal weights 22 and 23 come to rest in their outermost, pivoted position determined by a maximum permissible centrifugal circle diameter D _F. This outermost swivel position of both centrifugal weights 22 and 23 is indicated by dash-dotted lines, and the idle swivel angle corresponding to an idle sleeve path H ₁₁ of regulator sleeve 25 is designated by all and, to simplify the drawing, is shown as a swivel angle of an outer contour 22c of centrifugal weight 22. After the swivel angle a _{ll has} lain behind, the outer contour 22c lies in the outer position shown in dash-dot lines with 22c ', which according to the invention forms the centrifugal circle diameter D _F. An outer contour of the centrifugal weight 23 is correspondingly designated 23c and passes through a total swivel angle a _max which is proportional to the maximum sleeve path not shown and, after this swivel angle, assumes its outer position indicated by dot-dash lines 23c '.

As shown in full lines, the flyweight mass 22a is as large as the flyweight mass 23a, but it has already been moved outwards in the rest position shown so that the outer contour 22c is inclined to the axis of rotation A with an inclination angle β _LL corresponding to the idle _pivot angle a _ll . Deviating from this, however, it is also possible, in order to increase the centrifugal forces acting in the idle control, to provide the flyweight masses 22a of the flyweights 22, which are only effective with the idle control, with a larger volume in comparison to the other flyweights 23 and their inner contour up to the lateral surface 25a of the control sleeve 25 sufficient to enlarge. This embodiment variant is shown in dash-dot lines and the associated flyweight mass has been designated 22a 'and its inner contour 22d'.

If, for reasons of production simplification and with a sufficiently large work capacity, the flyweight masses 22a of the flyweights 22, as shown in the drawing, are the same size as the flyweight masses 23a of the other flyweights 23, then these flyweight masses 22a already have a difference in angle Δa between them in the rest position Total swivel angle α _max and idle swivel angle a _LL swung outward starting position. This angle difference Δa can be read from the angle of inclination which the inner contour 22d of the centrifugal weight 22 assumes in the initial position shown with reference to the axis of rotation A.

Although the flyweight controller 13 described can be used in various types of idle speed controller, the most important components of an idle speed controller provided with a leaf spring 28 are shown to illustrate the controller function. The regulator sleeve 25, which is displaceable in the direction of the axis of rotation A of the regulator, actuates the regulating rod 11 of the associated injection pump via a deflection lever 29, a regulating lever 31 and a bracket 32. The position of the control rod 11 can be arbitrarily changed in a manner known per se by means of an adjustment lever arrangement 36 which can be pivoted about a pivot axis 33 in the controller housing 18 and engages via a pin 34 in a link guide 35 of the control lever 31.

The applied already in the rest position on the lost motion spring 28 by means of a pressure pin 37 governor sleeve 25 reaches after covering the idle sleeve path H _ll at one adjustably mounted in a power transmission lever 38 stop 39 to the system and adjusts the transmission lever 38 after reaching the final speed against the force of a main control spring 41 and does not suggest that designated maximum sleeve path back. The control rod 11 is moved in the direction of an arrow 42 into its stop position.

• Bei in der gezeichneten Ruhelage stehenden Fliehgewichten 22 und 23 hält die zugleich auch als Startfeder wirksame Leerlauffeder 28 die Reglermuffe 25 in ihrer Ausgangslage, wodurch die Regelstange 11 bereits in eine Startstellung verschoben ist, die von der Lage des Verstellhebels 36 abhängig ist und durch Verschwenken des Verstellhebels 36 entgegen dem Uhrzeigersinn für den Kaltstart auf eine über die Vollaststellung hinausgehende Startstellung verschoben werden kann. Läuft die Brennkraftmaschine nach dem Start mit der Leerlaufdrehzahl, dann nehmen die Fliehgewichte 22 und 23 eine innerhalb des Leerlaufschwenkwinkels α_LL Liegende Stellung ein, und bei Überschreiten der Leerlaufdrehzahl und bei in der Leerlaufstellung verbleibender Stellhebelanordnung 36 wird der volle Leerlaufschwenkwinkel α_LL zurückgelegt, und die nur der Leerlaufregelung dienenden Fliehgewichte 22 schlagen an den zugehörigen Anschlägen 27 an. Ist die Verstellhebelanordnung 36 in die nicht gezeichnete Vollaststellung verschwenkt, dann steigt die Drehzahl weiter an, die Fliehgewichte 22 bleiben in ihrer durch 22c' angedeuteten Außenlage stehen, und es wirken nur noch die Fliehgewichte 23 auf die Reglermuffe 25 ein. Bei Überschreiten der Enddrehzahl haben auch diese den Gesamtschwenkwinkel α_max zurückgelegt und schlagen in der die Stoppstellung der Regelstange steuernden und durch 23c' strichpunktiert angedeuteten Außenlage an den zugehörigen Anschlägen 27 des Fliehgewichtsträgers 12 an.

The operation of the centrifugal speed governor according to the invention is as follows:

• With the centrifugal weights 22 and 23 standing in the drawn rest position, the idle spring 28, which also acts as a starting spring, holds the regulator sleeve 25 in its starting position, as a result of which the control rod 11 is already displaced into a starting position, which is dependent on the position of the adjusting lever 36 and by pivoting the Adjustment lever 36 can be moved counterclockwise for the cold start to a starting position going beyond the full load position. If the internal combustion engine is running at idle speed after starting, then the flyweights 22 and 23 assume a position lying within the idle swivel angle α _LL , and if the idle speed is exceeded and the control lever arrangement 36 remains in the idle position, the full idle swivel angle α _LL is covered, and that only the centrifugal weights 22, which serve to regulate the idling speed, strike the associated stops 27. If the adjusting lever arrangement 36 is pivoted into the full-load position (not shown), then the speed increases further, the centrifugal weights 22 remain in their outer position indicated by 22c ', and only the centrifugal weights 23 act on the regulator sleeve 25. When the final speed is exceeded, these have also covered the total swivel angle α _max and strike the associated stops 27 of the centrifugal weight carrier 12 in the outer position which controls the stop position of the control rod and is indicated by dot-dash lines 23c '.

With the arrangement according to the invention, the centrifugal force ratio is reduced from 1:70 to 1:30, and with a correspondingly increased centrifugal weight 22 to the centrifugal weight 22a ', an even smaller centrifugal force ratio can be achieved.

Claims (3)

1. Centrifugal speed governors for injection internal combustion engines, in particular idling final speed governors for vehicle diesel engines, with two groups of angular centrifugal weights (22, 23) pivotably mounted on a centrifugal weight carrier (12), which each consist of a centrifugal weight mass (22a, 22a', 23a) and a thrust arm (22b, 23b), and, at least in the idle governing range, directly abut with the thrust arms (22b, 23b) against a governor sleeve (25) displaceable in the direction of the rotation axis (A) of the governor, and with stops (27) located on the centrifugal weight carrier (12), by which stops the centrifugal weights (22) of one group are intercepted after covering an idling pivot angle (a_LL) proportional to the idling sleeve travel (H_LL) and against which stops the centrifugal weights (23) of the other group come to abut after passing through a total pivot angle (a_max) proportional to the maximum sleeve travel, the thrust arms (22b, 23b) of all centrifugal weights (22, 23) assuming in their rest position an identical initial position extending at least approximately perpendicular to the rotation axis (A), characterised in that the stops (27) located on the centrifugal weight carrier (12) are identically designed and limit the outermost pivot position in each case of all centrifugal weights (22, 23), specified by a maximum permissible centrifugal weight diameter (D_F), in which the radially outer contours of all centrifugal weights lie on a common rotationally symmetrical envelope curve, and in that the centrifugal weight masses (22a) of the centrifugal weights (22) only effective during idle governing have, already in the rest position, an outer contour (22c) moved further outwards in comparison with the centrifugal weight masses (23a) of the remaining centrifugal weights (23) by an angle of inclination (β_LL) from the rotation axis (A) corresponding to the idling pivot angle (α_LL).

2. Centrifugal speed governors according to Claim 1, with equally large centrifugal weight masses (22a, 23a) on all centrifugal weights (22, 23), characterised in that the centrifugal weight masses (22a) of the centrifugal weights (22) only effective during idle governing assume, already in the rest position, an initial position pivoted outwards in comparison to the centrifugal weight masses (23a) of the remaining centrifugal weights (23) by the angular difference (Aa) between total pivot angle (α_max) and idling pivot angle (α_LL).

3. Centrifugal speed governors according to Claim 1, characterised in that the centrifugal weight masses (22a') of the centrifugal weights (22) only effective during idle governing have a greater volume in comparison to the centrifugal weight masses (23a) of the remaining centrifugal weights (23) and are designed with their inner contours (22d') reaching up to the circumferential surface (25a) of the governor sleeve (26).

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