Internal-combustion engines – Engine speed regulator – Having condition responsive means with engine being part of...
Patent
1987-07-27
1988-11-08
Miller, Carl Stuart
Internal-combustion engines
Engine speed regulator
Having condition responsive means with engine being part of...
123366, 123372, F02M 3900
Patent
active
047828048
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
The invention is based on an idling/final speed governor for internal combustion engines. The exacting requirements imposed on the exhaust-gas quality and on the specific performance with regard to the fuel consumption of the allocated internal combustion engine impose corresponding requirements on an idling/final speed governor leading to increasingly more complicated governor designs. On the one hand, this has increased the manufacturing costs of the governors, and on the other hand, special embodiments of the governors have arisen which can be used only for certain internal combustion engines to meet certain demands.
In a known idling/final speed governor (Swiss Patent Specification No. 319,357), the full-load stop of the quantity-control member (control rod) is arranged on a swing-out lever which, via a crescent-shaped lever articulating this swing-out lever, is always swung out of the stop position when the centrifugal-weight regulator moves into its inoperative or initial position. At the same time, a weak pressure spring is compressed. In this stop-free adjustment, the control rod can be displaced into a starting position, i.e. into a position beyond the full-load position, in which an extra fuel quantity required for starting the cold internal combustion engine is delivered by the injection pump. When the internal combustion engine is started at an adequate speed, and the centrifugal-weight regulator, driven by the centrifugal weights, lifts from the crescent-shaped lever, the pressure spring shifts this crescent-shaped lever to the extent that the level bearing the stop is swung back into the full-load stop position so that only the full-load quantity can be delivered as a maximum injection quantity.
Quite apart from the fact that this design is relatively complicated and relatively laborious to assemble, setting the locking and release of the starting travel requires additional assembly time. Moreover, the pressure spring acting on the crescent-shaped lever not only acts in the inoperative position of the centrifugal-weight regulator but also in the idling speed range on its regulating sleeve, so that the force of the pressure spring is superimposed on the force of the idling spring acting against the centrifugal forces of the centrifugal weights. This neutralizing of the pressure spring disadvantageously produces a corresponding "jump" in the idling control curve, which for the operation of the internal combustion engine is manifested as so-called "surging" during idling.
The harmful substances in the exhaust gas always increase if the extra starting quantity required for starting the internal combustion engine is not cut back again by the governor after starting or if, for example when the accelerator pedal is fully depressed, the full-load stop limiting the full-load quantity does not come into action and the extra starting quantity is thereby injected. The latter, in this known governor, can disadvantageously occur if the internal combustion engine, when travelling downhill, is disengaged for saving fuel and is stopped by interruption in the injection. During this procedure, the crescent-shaped and the swing-out levers are displaced by the centrifugal-weight regulator into a position in which the full-load stop is no longer effective. If, for example on an uphill roadway, the internal combustion engine is started up again after engaging while utilising the moving vehicle mass, which can also be effected by the starter, and as long as the accelerator pedal is fully depressed, the control rod maintains the position previously assumed for the extra starting quantity. The swing-out lever, with its stop, is certainly pushed again in the direction of the locking position by the pressure spring, but without being able to exert an effect on the control rod, because the latter is already in the position for the extra starting quantity. The internal combustion engine therefore receives an insufficiently combustible extra quantity of fuel, in fact until the accelerator pedal
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"Fuel Injection Equipment for Diesel Engines (2): Governors for In-Line Pumps" 1975 Robert Bosch GmbH (pp. 36-42; French translation (title page).
"Fuel Injection Equipment for Diesel Engines: Fuel Injection Pumps PE and PF" Robert Bosch GmbH (p. 14).
"Drehzahlregler fuer Einspritzpumpen PE" Robert Bosch GmbH (pp. 34 and 35).
Miller Carl Stuart
Robert & Bosch GmbH
Striker Michael J.
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