EP0487748A1 - Regulateur de frequence de rotation pour l'arbre d'un moteur a combustion interne - Google Patents

Regulateur de frequence de rotation pour l'arbre d'un moteur a combustion interne Download PDF

Info

Publication number
EP0487748A1
EP0487748A1 EP19910910856 EP91910856A EP0487748A1 EP 0487748 A1 EP0487748 A1 EP 0487748A1 EP 19910910856 EP19910910856 EP 19910910856 EP 91910856 A EP91910856 A EP 91910856A EP 0487748 A1 EP0487748 A1 EP 0487748A1
Authority
EP
European Patent Office
Prior art keywords
arm
arm lever
lever
shaft
rotation 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.)
Withdrawn
Application number
EP19910910856
Other languages
German (de)
English (en)
Inventor
Valery Solomonovich Tunik
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.)
MEZHOTRASLEVOI NAUCHNO-TEKHNICHESKY TSENTR "YARTEC"
Original Assignee
MEZHOTRASLEVOI NAUCHNO-TEKHNICHESKY TSENTR "YARTEC"
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 MEZHOTRASLEVOI NAUCHNO-TEKHNICHESKY TSENTR "YARTEC" filed Critical MEZHOTRASLEVOI NAUCHNO-TEKHNICHESKY TSENTR "YARTEC"
Publication of EP0487748A1 publication Critical patent/EP0487748A1/fr
Withdrawn legal-status Critical Current

Links

Images

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
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/10—Transmission of control impulse to pump control, e.g. with power drive or power assistance mechanical

Definitions

  • the invention relates to the engine building industry, in particular, to automatic control of internal combustion engines, and more particularly, to a rotation speed governor of an internal combustion engine shaft.
  • a shaft rotation speed governor of an internal combustion engine (DE, A1, 3,414,846), the leverage mechanism of which is formed by a lever with a link coupled kinematically at one side to the metering element of the fuel injection pump, and at the other side, to the output link of a centrifugal shaft speed sensor.
  • the link of said lever contains a bearing, the shaft of which is kinematically coupled to the control member determining the position of the lever with the link and the transmission ratio of the leverage mechanism.
  • the leverage mechanism of such a shaft rotation speed governor allows the transmission ratio to be functionally varied within the range of 2 to 4.
  • the range of variations in the transmission ratio depends on the design of the leverage mechanism, the limited space allocated for it, and the need to manufacture the linkage with a high accuracy.
  • the restriction of functional variations in the transmission ratio of the leverage mechanism to this range reduces the possibilities of the engine being controlled automatically in part-load modes and being protected against overrunning in the maximum operating mode.
  • the high demands made of the manufacturing precision of linkage elements have complicated the manufacturing technique of the leverage mechanism and the governor as a whole and ultimately raised its costs.
  • a shaft rotation speed governor for an internal combustion engine (US, A, 4,656,980), in which the leverage mechanism is formed by a two-arm lever, the first arm of which is coupled to the output link of a centrifugal sensor detecting changes in the shaft rotation speed, a one-arm lever, whose arm is coupled kinematically to the metering element of a fuel injection pump, and a control member.
  • the second arm of the two-arm lever bears against a spring which is precompressed by the control member.
  • the two-arm and the one-arm levers of the leverage mechanism have a common axis and are interconnected by a resilient member.
  • the kinematic linkage connecting the arm of the one-arm lever to the metering element of the fuel injection pump is formed by a lever with a link, in which a bearing is inserted.
  • the bearing shaft is coupled kinematically to an auxiliary control member that produces a variation function of the transmission ratio of the leverage mechanism depending on the engine operating conditions.
  • the range of functional variations in the transmission ratio of the leverage mechanism of this governor also lies within 2 to 4.
  • the range of variations in the transmission ratio depends on the design of the leverage mechanism and the limited space available for it.
  • the limitation of functional variations of the transmission ratio of the leverage mechanism within the above-mentioned range reduces the possibilities of the engine being controlled automatically in part-load modes and being protected against overrunning in the maximum operating mode.
  • the invention is aimed at developing a shaft rotation speed governor of an internal combustion engine, the leverage mechanism of which is designed to broaden the range of variations of the transmission ratio, thereby expanding the possibilities of the engine controlled automatically in part-load modes and being protected against overrunning in maximum operating conditions.
  • a shaft rotation speed governor of an internal combustion engine the leverage mechanism of which is formed by a two-arm lever, the first arm of which is coupled to the output link of a centrifugal sensor detecting changes in the shaft rotation speed, a one-arm lever, the arm of which is connected kinematically to the metering element of a fuel injection pump, and a control lever
  • the arm of the one-arm lever carries a support roller
  • the two-arm lever is provided with a cantilever guide, the shaped surface of which contacts the support roller
  • the control member is a rotatable two-arm lever, the first arm of which is connected kinematically to the shaft of the one-arm lever and the second arm of which is coupled with the shaft of the two-arm lever cooperating with the output link of the centrifugal sensor, the second arm of the sensor being coupled to the arm of the one-arm lever by a resilient member.
  • This design of the leverage mechanism offers broad possibilities of control characteristics being generated at all part-load modes of engine operation, up to and including the nominal mode, thereby balancing the demands made of an engine by the vehicle against the possibilities of the working process developing in the engine.
  • flat control characteristics are maintained in these modes with a high degree of nonuniformity and the engine is protected reliably against overrunning or maximum rotation speed of the engine shaft being exceeded in the maximum idling mode by means of a steep maximum engine control characteristic with a low nonuniformity degree.
  • the present leverage mechanism being designed to functionally vary its transmission ratio within the range of 1.7 to 12 in the same restricted space.
  • the pattern of changes in the transmission ratio depending on the position of the control member and the engine shaft rotation speed is preset by the configuration of the shaped surface of the cantilever guide that contacts the support roller of the one-arm lever.
  • the shaped surface of the cantilever guide sould have, on the side of the two-arm lever shaft, an ascending portion passing into a descending portion at the side of the free end of the cantilever guide.
  • the ascending portion of the shaped surface of the cantilever guide makes it possible to produce flat control characteristics having a high nonuniformity degree within the range of engine working conditions.
  • the descending portion of the shaped surface of the cantilever guide allows a steep maximum control characteristic protecting the engine against overrunning in the maximum operating mode thereof to be produced.
  • the kinematic link connecting the first arm of the two-arm lever performing the functions of the control member to the shaft of the one-arm lever is formed by a rotary pair, one member of which is provided on the first arm of the two-arm lever and the other member of which is the shaft of the one-arm lever.
  • the two-arm lever functioning as the control member is a cam shaft having a first and a second cams which serve, respectively, as the first and second arms of the two-arm lever functioning as the control member, and located on the opposite sides with respect to the geometric axis of the cam shaft;
  • the two-arm lever cooperating with the output link of the centrifugal sensor is a cylindrical sleeve, the outer surface of which is provided with a cantilever guide and three lugs, two of which are adapted to be coupled to the output link of the centrifugal sensor and serve as the first arm of the two-arm lever, and the third lug is the second arm of the two-arm lever and adapted to be coupled by a resilient member to the one-arm lever comprising two interconnected plates which serve as the arm of the one-arm lever and in which two apertures are provided, the first of them receiving the first cam of the can shaft to provide the kinematic connection between the control member and the one-arm lever, and the second aperture being adapted to be connected to the meter
  • This embodiment of the leverage mechanism for the shaft rotation speed governor in an internal combustion engine is distinguished by improved manufacturing techniques and low manufactiring costs which are achieved by sheet stamping and powder metallurgy processes that ensure a high quality of engine control in operation.
  • the kinematic link connecting the first arm of the two-arm lever functioning as a control member to the shaft of the one-arm lever is formed by an auxiliary two-arm lever, the central orifice of which is fitted on the first arm of the two-arm lever functioning as a control member, the first arm of the auxiliary two-arm lever is connected to the shaft of the one-arm lever, and its second arm is provided with a longitudinal slot embracing a fixed pin.
  • the two-arm lever functioning as the control member is a crankshaft having a first and a second cranks which are, respectively, the first and second arms of the two-arm lever and are located on the opposite sides with respect to the geometric axis of the crankshaft
  • the two-arm lever cooperating with the output link of the centrifugal sensor is a fork having a longitudinal opening in the bridge, the ends of the fork are connectable to the output link of the centrifugal sensor and serve as the first arm of the two-arm lever
  • the fork bridge is provided with a cantilever guide having a shaped surface and a lug which is the second arm of the two-arm lever and is connecteable, via a resilient member, to the arm of the one-arm lever which is a plate provided with a pin serving as the shaft of the one-arm lever and connectable to the first arm of the auxiliary two-arm lever
  • the plate is provided with an orifice connectable to the metering element of the fuel injection pump
  • the plate carries a support
  • the shaft rotation speed governor of an internal combustion engine the leverage mechanism of which has the above-described kinematic layout allows the engine to be controlled at smaller turning angles of the control member and has a compact design.
  • the governor comprises a leverage mechanism 1 (Fig. 1) connecting a centrifugal sensor 2 detecting changes in the engine shaft rotation speed to a metering element 3 of a fuel injection pump (not shown).
  • the centrifugal sensor is identical to the centrifugal sensor described in DE, A1, 3, 414,846, and its design will not be considered further on.
  • the leverage mechanism 1 is formed by a two-arm lever 4, a one-arm lever 5 and a control member 6.
  • a first arm 7 of the two-arm lever 4 is connected to an output link 8 of the centrifugal sensor 2.
  • a second arm 9 of the two-arm lever 4 is connected to an arm 10 of the one-arm lever 5 by a resilient member 11.
  • the arm 10 of the one-arm lever 5 is connected to the metering element 3 of the fuel injection pump by a rod 12.
  • the arm 10 of the one-arm lever 5 carries a support roller 13, and the two-arm lever 4 is provided with a cantilever guide 14, the shaped surface 15 of which contacts the support roller 13 of the one-arm lever 5.
  • the control member 6 is a two-arm lever 16 rotatable about its geometric axis 01-01.
  • a first arm 17 of the two-arm lever 16 is connected by a kinematic link 18 to a shaft 19 of the one-arm lever 5.
  • a second arm 20 of the two-arm lever 16 is connected to a shaft 21 of the two-arm lever 4 cooperating with the output link 8 of the centrifugal sensor 2.
  • the two-arm lever 16 is turned by a pedal 22, the travel of which is limited by stops 23 and 24.
  • the pedal 22 is pressed against the stop 23 by a spring 25.
  • the rod 12 carries an adjustment screw 26, a head 27 of which bears against a stop 28 of a correction mechanism (not shown) generating an external speed characteristic of the engine.
  • the shaped surface 15 of the cantilever guide 14 provided on the two-arm lever 4 has, at the side of the shaft 21 of the two-arm lever 4, an ascending portion 29 passing into a descending portion 30 at the side of the free end 31 of the cantilever guide 14.
  • the kinematic link 18 connecting the first arm 17 of the two-arm lever 16, functioning as the control member 6, to the shaft 19 of the one-arm lever 5, is formed by a rotary pair, one element of which is provided on the first arm 17 of the two-arm lever 16 and the other element of which is the shaft 19 of the one-arm lever 5.
  • the two-arm lever 16 (Fig. 2), functioning as the control member 6, is a cam shaft 32 having a first cam 33 and a second cam 34 which are, respectively, the first arm 17 and the second arm 20 of the two-arm lever 16.
  • the cams 33 and 34 are located on the opposite sides of the geometric axis 01-01, of the cam shaft 32.
  • the two-arm lever 4 cooperating with the output link 8 of the centrifugal sensor 2 is formed as a cylindrical sleeve, the outer surface 35 of which is provided with the cantilever guide 14 and three lugs 36, 37 and 38.
  • the lugs 36 and 37 are adapted to be connected to the output link 8 of the centrifugal sensor 2 and form the first arm 7 of the two-arm lever 4.
  • the third lug 38 forms the second arm 9 of the two-arm lever 4 and is connectable by the resilient member 11 to the arm 10 of the one-arm lever 5.
  • the resilient member 11 is a cylindrical tension spring 39.
  • the one-arm lever 5 is formed by two interconnected plates 40 and 41 which define the arm 10 of the one-arm lever 5 and have two orifices 42 and 43.
  • the first orifice 42 receives the first cam 33 (Fig. 3) of the cam shaft 32, thereby producing the kinematic link 18 between the control member 6 and the one-arm lever 5.
  • the second orifice 43 is intended to connect the metering element 3 of the fuel injection pump.
  • the plates 40 and 41 are provided with a support roller 13 contacting the shaped surface 15 of the cantilever guide 14 of the two-arm lever 4.
  • the plates 40 and 41 are provided with a stud 44 (Fig. 2) to connect the resilient member 11 to the third lug 38 which is the second arm 9 of the two-arm lever 4.
  • the two-arm lever 4 has its central orifice 45 fitted on the second cam 34 (Fig. 3) of the cam shaft 32.
  • the cam shaft 32 has a detachable design, for which purpose one part thereof is provided with a spline stud 46 (Fig. 2), and the other part thereof has a spline orifice 47.
  • This shaft rotation speed governor of an internal combustion engine operates as follows: As the engine shaft rotation speed rises due to, for example, decreasing resistance to the movement of the vehicle, the centrifugal sensor 2 moves its output link 8 in the direction shown by the arrow Z in Fig. 1. As a result, the two-arm lever 4 accordingly turns about the shaft 21, and its cantilever guide 14 moves the arm 10 of the one-arm lever 5, through the support roller 13, in a direction shown by the arrow h in Fig. 1, causing the metering element 3 of the fuel injection pump to move through the rod 12 to reduce the dose of the fuel injected into the engine cylinders, thereby reducing the engine shaft torque and, consequently, decreasing the engine shaft rotation speed to a level corresponding to the preset mode.
  • the centrifugal sensor 2 moves its output link 8 in the direction opposite to the direction indicated by the arrow Z.
  • the two-arm lever 4 turns about its shaft 21 accordingly and moves the arm 10 of the one-arm lever 5, through the resilient member 11, in the direction opposite to the direction indicated by the arrow h, causing displacement of the metering element 3 of the fuel injection pump, through the rod 12, to increase the dose of the fuel injected into the engine cylinders, thereby increasing the torque on the engine shaft and, as a result, raising the engine shaft rotation speed to a level corresponding to the established mode.
  • the maximum dose of the fuel injected into the engine cylinders is limited by the correction mechanism forming the outer speed characteristic of the engine, with the stop 28 which limits the movement of the rod 12 and the metering element 3 of the fuel injection pump as a result of contact between it and the head 27 of the adjustment screw 26 provided on the rod 12.
  • the movement of the output link 8 of the centrifugal sensor 2 in the direction opposite to the direction indicated by the arrow Z causes extension of the resilient member 11 and formation of a gap between the support roller 13 and the cantilever guide 14 of the two-arm lever 4.
  • the transmission ratio of the leverage mechanism 1 of this governor depends on the position of the support roller 13 of the one-arm lever 5 relative to the cantilever guide 14 of the two-arm lever 4 which is preset by the turning of the two-arm lever 16 functioning as the control member 6. Furthermore, with a change in the engine shaft rotation speed the position of the support roller 13 of the one-arm lever 5 relative to the cantilever guide 14 of the two-arm lever 4 also changes depending on the configuration of the shaped surface 15 of the cantilever guide 14 of the two-arm lever 4.
  • the kinematic layout of the leverage mechanism of the governor is identical to the kinematic layout of the leverage mechanism of the governor according to the first embodiment.
  • the kinematic link 18 (Fig. 4) connecting the first arm 17 of the two-arm lever 16 functioning as the control member 6 to the shaft 19 of the one-arm lever 5 is formed by an auxiliary two- arm lever 48, the central orifice 49 of which is fitted on the first arm 17 of the two-arm lever 16 functioning as the control member 6.
  • a first arm 50 of the auxiliary two-arm lever 48 is connected to the shaft 19 of the one-arm lever 5.
  • a second arm 51 of the auxiliary two-arm lever 48 is provided with a longitudinal slot 52 that embraces a fixed pin 53.
  • the two-arm lever 16 functioning as the control member 6 is a crankshaft 54 (Fig. 5) having a first crank 55 and a second crank 56 which serve, respectively, as the first arm 17 and the second arm 20 of the two-arm lever 16.
  • the first crank 55 and the second crank 56 of the crankshaft 54 are positioned on the opposite sides of the geometric axis 01-01 of the crankshaft 54.
  • the two-arm lever 4 cooperating with the output link 8 of the centrifugal sensor 2 is formed as a fork 57 having a longitudinal opening 58 in the bridge 59 thereof.
  • the ends 60 and 61 of the fork 57 are adapted to be connected to the output link 8 of the centrifugal sensor 2, as shown in Fig. 6, and serve as the first arm 7 of the two-arm lever 4.
  • the bridge 59 of the fork 57 is provided with a cantilever guide 14 having a shaped surface 15 and a lug 62 (Fig. 5), which serves as the second arm 9 of the two-arm lever 4.
  • the lug 62 is adapted to be connected by the resilient member to the arm 10 of the one-arm lever 5.
  • the arm 10 of the one-arm lever 5 is a plate 63 which is provided with a pin 64 which serves as the shaft 19 of the one-arm lever 5 and is adapted to be connected to the first arm 50 of the auxiliary two-arm lever 48.
  • the plate 63 is provided with an orifice 65 that is connectable to the metering element 3 of the fuel injection pump, as shown in Fig. 6.
  • the plate 63 carries the support roller 13 and a stud 66 (Fig. 5) for connection by the resilient member 11 to the lug 62 which is connected to the output link 8 of the centrifugal sensor 2 of the two-arm lever 4.
  • the longitudinal orifice 58 of the two-arm lever 4 is fitted on the pin 67 of the second crank 56 of the crankshaft 54 as shown in Fig. 6 and its cantilever guide 14 contacts the support roller 13 of the one-arm lever 5.
  • the auxiliary two-arm lever 48 comprises a plate 68 (Fig.
  • a first portion 70 of the plate 68 located on one side of the central orifice 49 and serving as the first arm 50 of the auxiliary two-arm lever 48 is provided with an orifice 71 to be connected to the pin 64 which is the shaft 19 of the one-arm lever 5.
  • a second portion 72 of the plate 68 located on the other side of the central orifice 49 and serving as the second arm 51 of the auxiliary two-arm lever 48 is provided with a longitudinal slot 52 embracing the fixed pin 53, as shown in Fig. 6.
  • This shaft rotation speed governor of an internal combustion engine operates similarly to the governor according to the first embodiment and allows the engine to be controlled at smaller turning angles of the control member 6.
  • Fig. 7 shows a graph of the torque M t on the engine shaft versus its rotation speed n in different engine operation modes set by turning the control member 6 of the shaft rotation speed governor of the internal combustion engine.
  • the characteristics a, b and c correspond to part-load modes of engine operation, and the characteristic d corresponds to the maximum turning of the control member 6 of the governor.

Landscapes

  • 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)
  • Nitrogen And Oxygen Or Sulfur-Condensed Heterocyclic Ring Systems (AREA)

Abstract

Le régulateur comprend un mécanisme de levier (1) reliant un détecteur centrifuge (2) de variations de fréquence de rotation d'arbre du moteur à l'élément doseur (3) de la pompe à carburant. Le mécanisme de levier (1) se compose d'un levier à double bras (4), d'un levier à bras unique (5) et d'un élément de commande (6). Le premier bras (7) du levier à double-bras (4) est connecté à l'élément de sortie (8) du détecteur centrifuge (2). Le second bras (9) du levier à double bras (4) est connecté au bras (10) du levier à bras unique (5) au moyen d'un élément élastique (11). Le bras (10) du levier à bras unique (5) est connecté à l'élément doseur (3) de la pompe à carburant par une liaison (12). Sur le bras (10) du levier à bras unique (5) est monté un rouleau de support (3), et le levier à double bras (4) est doté d'un guide cantilever (14) dont la surface profilée (15) vient au contact du rouleau de support (13) du levier à bras unique (5). L'élément de commande (6) se compose d'un levier à double bras (16) monté rotatif autour de son axe géométrique (O1-O1). Le premier bras (17) du levier à double bras (16) est relié par une liaison cinétique (18) à l'axe (19) du levier à bras unique (5). Le second bras (20) du levier à double bras (16) est relié à l'axe (21) du levier à double bras (4) interagissant avec l'élément de sortie (8) du détecteur centrifuge (2).
EP19910910856 1990-06-20 1991-06-20 Regulateur de frequence de rotation pour l'arbre d'un moteur a combustion interne Withdrawn EP0487748A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SU4833851 1990-06-20
SU4833851 1990-06-20

Publications (1)

Publication Number Publication Date
EP0487748A1 true EP0487748A1 (fr) 1992-06-03

Family

ID=21517921

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19910910856 Withdrawn EP0487748A1 (fr) 1990-06-20 1991-06-20 Regulateur de frequence de rotation pour l'arbre d'un moteur a combustion interne

Country Status (3)

Country Link
EP (1) EP0487748A1 (fr)
CA (1) CA2064852A1 (fr)
WO (1) WO1992000444A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2710950A1 (fr) * 1993-10-04 1995-04-14 Bosch Gmbh Robert Régulateur de vitesse de rotation pour pompe d'injection de carburant de moteurs à combustion interne.

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09511220A (ja) * 1993-11-10 1997-11-11 ブリストル‐マイヤーズ スクイブ カンパニー バクテリアによって誘発される炎症性疾患の治療
US5681098A (en) * 1995-08-29 1997-10-28 Kelsey Hayes Anti-locking brake system with a switchable orifice control valve

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2902731C2 (de) * 1979-01-25 1987-05-14 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler für Einspritzbrennkraftmaschinen, insbesondere Fliehkraftdrehzahlregler einer Einspritzpumpe für Fahrzeugdieselmotoren
DE3313632C2 (de) * 1983-04-15 1986-01-30 Daimler-Benz Ag, 7000 Stuttgart Leerlauf-Enddrehzahlregler für Einspritzpumpen an Brennkraftmaschinen
DE3414846A1 (de) * 1984-04-19 1985-10-24 Robert Bosch Gmbh, 7000 Stuttgart Fliehkraftdrehzahlregler fuer einspritzbrennkraftmaschinen
DE3703628A1 (de) * 1987-02-06 1988-08-18 Bosch Gmbh Robert Fliehkraftdrehzahlregler fuer einspritzpumpen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9200444A1 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2710950A1 (fr) * 1993-10-04 1995-04-14 Bosch Gmbh Robert Régulateur de vitesse de rotation pour pompe d'injection de carburant de moteurs à combustion interne.

Also Published As

Publication number Publication date
CA2064852A1 (fr) 1991-12-21
WO1992000444A1 (fr) 1992-01-09

Similar Documents

Publication Publication Date Title
US3823700A (en) Combined carburetor throttle and choke control for small gasoline engines
US4286558A (en) Centrifugal rpm governor for fuel injected internal combustion engines, especially an idling and final rpm governor for diesel vehicle engines
EP0487748A1 (fr) Regulateur de frequence de rotation pour l'arbre d'un moteur a combustion interne
GB2056180A (en) Centrifugal switch
US3852379A (en) Carburetor
US5036815A (en) Mechanical injection-pump governor with an electronically controlled torque control
US4267808A (en) Centrifugal RPM governor for fuel injected engines
US3886922A (en) Engine speed governor with peak load control
GB1580987A (en) Centrifugal speed governors
US5172668A (en) Load adjustment device for an internal combustion engine controlled by throttle valve
CA1134685A (fr) Regulateur commande par came pour l'admission du melange combustible a un moteur thermique
US4325342A (en) Fuel injection pump control for internal combustion engines, especially diesel engines
US5027767A (en) Fuel injection pump for internal combustion engines
US4121555A (en) Transmission linkage
GB2033106A (en) Centrifugal speed governor for fuel injection internal combustion engines
JPS5833234Y2 (ja) デイ−ゼル機関用遠心力式調速機
JPH0245011B2 (fr)
JPS5913312Y2 (ja) 内燃機関用調速機
GB2136151A (en) A Centrifugal Speed Governor Having Torque Control for Fuel Injection Pumps
JPH0634588Y2 (ja) エンジンのスロツトル弁制御装置
GB1571425A (en) Internal combustion engine speed governors
SU1033783A1 (ru) Центробежный регул тор частоты вращени двигател внутреннего сгорани
JPH0144755Y2 (fr)
JPS5823958Y2 (ja) 噴射式内燃機関用遠心力調速機
JP3673722B2 (ja) ディーゼルエンジンの燃料供給装置

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19920214

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): FR GB IT

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Withdrawal date: 19930924

R18W Application withdrawn (corrected)

Effective date: 19930924