• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Idling and final speed regulator for internal combustion engines with a centrifugal-weight regulator (4) serving to adjust the idling and final-speed and producing, against the force of adjuster springs (8), a setting power corresponding to the rotation speed of the engine, provided with a coupling (9) located between an adjuster rod (3) serving to control the quantity and the centrifugal weight regulator (4), with a regulating sleeve (7) having a drag-link, and with a shackle (13) between an intermediate lever (12) belonging to the coupling (9) and the adjuster rod (3). The shackle (13) is provided with a slide (26) which can be slid in a quantity-adjusting direction, said slide (26) being loaded by a starting spring (27) in the direction of an increase in injection quantity and working in co-operation with a total load stop (32), which is per se stationary, but can be varied as a function of characteristic operating values, for example, by a loading pressure adjuster (33), this variation of the stop position signifying a change in the adjustment travel, which is compensated by a deviation travel (A) of the drag-link (14) in the regulating sleeve (7).
    公开号:SU1657066A3
    申请号:SU874203136
    申请日:1987-08-05
    公开日:1991-06-15
    发明作者:Werner Lehmann
    申请人:Bosch Gmbh Robert；
    IPC主号:
    专利说明:

    The invention relates to the control of an internal combustion engine. The aim of the invention is to provide the ability to control the starting amount of fuel. The centrifugal regulator contains loads 5, balanced by the idle springs 8. Loads are rotated from the shaft 2 of the high-pressure fuel pump and through the levers 6 interact with the sleeve 7. The movement of the sleeve through the lever 9 is transmitted to the rail 3 (body of the fuel supply). A hinge link is installed between the rail and the lever, and the starting spring 22 is installed in the latter. The stroke limiter 26 of the fuel metering body can be shifted depending on the charge pressure by the device 27. A stopper blocking element can be provided. During engine operation, centrifugal weights 5 occupy a position in which their centrifugal force is balanced by the force of springs 8 and 17. The position of the rail 3 and the fuel supply depend on their position. The travel stop 26 limits the maximum fuel supply and is mounted on the starting spring 22 having a movable support. By compressing the spring 22, it is possible to increase the fuel supply at start-up. The connection support spring 21 with the device 27 allows you to adjust the starting amount of fuel depending on the engine parameters. 14 hp ff, 8 ill.
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    The invention relates to the limiting speed regulators of internal combustion engines (ICE).
    The purpose of the invention is to provide the ability to control the starting amount of fuel.
    Figure 1 shows the regulator; in fig. 2 regulator bush, slit; in fig. 3 is a graph with control curves; in fig. 4 regulator with an additional emphasis and the drive for its movement from the temperature sensor, a section; in fig. 5 is an embodiment of the hinge link in the form of a hollow cylinder; in fig. 6 - the option of placing a temperature sensor inside the hollow cylinder; in fig. 7 is a variant with the implementation of the spring material with shape memory; in fig. 8 - regulator bush, slit.
    The regulator is integrated in a high-pressure in-line fuel pump of the injection pump, from which only housing 1 is shown. The cam shaft 2 is driven at rotational speed proportional to the revolutions of the internal combustion engine, the rail 3 regulating, which is the fuel metering organ, is connected to the centrifugal regulator 4 The control rail 3 can move reciprocating in the direction indicated by the double arrow 1, while a shift to the left results in an increase in injection (+), a shift to the right - a decrease in injection (-). The centrifugal regulator 4 has two centrifugal weights 5 which, under the action of centrifugal forces appearing during rotation, act against the forces of the regulator springs through the angular lever 6 on the regulator sleeve 7. Of the regulator springs, respectively, only idle springs 8 are depicted, each of which balances one of the weights. In addition to these idle springs 8, for each centrifugal load 5, at least the limiting control spring as well as the compensation spring are usually valid, but this is not essential for the description of the invention.
    To connect the sleeve 7 of the regulator with the intermediate lever 9, an annular groove 10 is provided on it, which includes the cracker 11. mounted on the end of the intermediate lever 9. The other arm 12 of this lever is connected to the hollow bar 13 and is part of the connection between the centrifugal regulator 4 and the rail 3 The hub 7 of the regulator is also equipped with a traction link 14. To do this, a pressure pin 16 is placed in the central hole 15 of the hub, the traction spring 17 associated with it and the connecting rod located perpendicular to the direction of their movement. 18 is made to which the corner levers 6 are engaged, while this finger 18 is moved in the longitudinal grooves 19 (FIG. 2) of the regulator sleeve 7. The stroke of this finger is limited by the length of the longitudinal grooves 19 and determined by the walls of the sleeve 7, which sets the path offset and the traction link 14.
    Plank 13 forms a hinge between the intermediate lever 9 and the rail
    3. As a starting device, a central rod 20 is installed therein on which slider 21 longitudinally moves as a support for the starting spring 22. The other end rests on the edge 23. supporting rod 20 and rigidly connected to the bar 13. The depicted initial position of the slide 21 also depends on the second support 24. When moving the rail 3 and, accordingly, of the bar 13, the mobile support 21 moves with them.
    On the support 21, a radially protruding pin 25 is provided, which interacts with the stop rail 26. The latter can be moved by the actuator 27 by an amount depending on the boost pressure. The actuator 27 is attached to the entry 28 of the body of the regulator. By acting as a limiter 26 stroke is limited not only the maximum amount of fuel injected during normal operation. Shown in FIG. 1 position of the limiter 26 corresponds to the work with the absorption from the atmosphere, therefore, a slightly lower flow rate than at full load. However, when the ICE works with supercharging, i.e. The combustion air supplied to the cylinders is supplied under pressure, the specific fuel consumption and, consequently, power increase. The full load limiter 26 must allow an increased maximum injection quantity, and the actuator 27 moves it to the left on track B to the position indicated by the dashboard and the corresponding boost pressure.
    The regulator is deliberately applied through the control lever 29, which is hinged on the regulator body and is driven by the driver of the car, for example by means of a gas pedal and which is connected to the intermediate lever 9 through the second arm 30 and pin 31. which enters the rocker guide 32. 31 is the variable point of the lever 9.
    In the embodiment shown in FIG. four,
    travel stop 26 also made in vi5
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    de plate, located at an angle and rigidly connected to the rod 33 of the actuator 27, while its end section, located at an angle, interacts with the pin 25 of the support 21. In addition, through the axis 34 of swing as an additional control link, an additional stop 35 is installed, which consists of an end portion of the lever 36, made of a corner sheet and interacts with the second support 24 of the bar 13. In this case, the stop 35 through the actuator 37 connected to the temperature sensor can be turned towards or away from the bar 13.
    In the embodiments shown in FIG. 5-8, identical with those of FIG. Parts 1 and 2 are denoted in the same way, and parts with structural deviations are indicated in large letters: for the second and fifth variants, letter A, for the third variant, letter B, for the fourth variant, letter C.
    New parts are marked with new positions.
    FIG. 5 shows the second embodiment, according to which the support 21A of the starting spring moves inside the cylinder 38 in which the starting spring 22 is housed. The hinge link in this case is designed as a housing 39 for accommodating the cylinder and the spring. The housing 39 is made with a ledge and in the form of a rotary part, at one end has a transverse drilling (hole) 40 for interfacing with the rail 3, which is shown schematically. Bearing 21 A is made with a pin 25, which interacts with travel stop 26. Along the ledge of the body 39, an additional cylindrical body 41 of the bar moves, which is under the action of the pre-tensioning force of the spacer spring 42 and having transverse drilling (hole) 43 for interfacing with the arm 12 of the lever 9 The traction spring 42 rests on both housings 39 and 41 of the rail and thus holds them in the initial position, defining the distance B between the holes 40 and 43. The two of the rail housings take the shown initial position when normal operation of the regulator at idle mode under load, as well as when starting when rolling with the control lever 29 held in the braking position and the rail 3 already in the braking position, the spacer spring 42 allows to obtain the required increase in the distance 1 between the holes 40 and 43.
    Nafig 6 shows a variant according to which inside through drilling 44,
    passing through the support 21, placed the element 45 V blocking the movement of the movable support formed by a thermal sensor. The 45 V element rests on its 46 V case, on the one hand, on the sleeve
    47, under the action of the pre-tension of the return spring
    48, limiting the starting path 5 and, on the other hand, is under the influence of the force Pg. pre-tensioning the spring 49 offset, which is placed in the Central drilling of the movable support 21, and the latter is associated with the inner wall 50 of the cavity of the cylinder. The projection of the 46 V case, made in the form of a pin with a length of 1 V, rests on the mushroom-shaped counter support 51, which is fixed in guide drilling by means of a spring retaining ring 52. The spring preload forces should be calculated as follows. so that the preloading force Ρι of the return spring 48 would be greater than the preloading force Pz of the starting spring 22, however, less than the preloading force Pg of the displacement spring 49.
    FIG. 7 shows a variant of the 13 C strap with a starting device controlled as a function of temperature to block the increased fuel supply at the start. This variant is made significantly simpler than the variant of FIG. 6. Work element 45 C here is formed from a compression spring made of an alloy with shape memory and mounted coaxially to the starting spring 22. Such alloys tend to change shape within a predetermined specific temperature range. Thus, a shape memory spring in a cold ICE takes a form in which its effective BS length releases the starting path 5 for the 21 C support, but locks it when the hot ICE starts, i.e. at normal operating temperature. Then it is applied to the support 21 C with such a pretension force that the efforts of the idle springs is not enough to displace the support. The relatively simple constructive form of the working element 45 C is obtained when the latter, in the shown position and at very low operating temperatures, takes a blocking length, in which the average turns lie one upon the other (not shown). The support 21 C carrying the pin 25, as in the case shown in FIG. 1 execution example, moves along the central rod 20, reinforced between the edge 23 and the support 24, and determines the starting path 5.
    7
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    FIG. 8 shows the fifth embodiment. The regulator sleeve 7A contains, as does the regulator sleeve 7 in FIG. 1, the traction link 14A with a traction spring 17 and is additionally equipped with a bias spring 53, which, when rolling forward when the braking position of the control lever 35 and when the rail 3, is in the braking position, allows to obtain the required increase in the distance Ι.Μ, so that and with a folding bar 13 A in FIG. 5, the forces acting on the parts of the regulator are limited by the acting force of the bias spring 53. The offset path A required for path B (FIG. 1) during supercharging operation for the 14 A linkage at the regulator hub 7A can be infinitely set by an adjusting nut 54 screwed onto the pressure pin 16 A. The adjusting nut 54 is reinforced with self-braking, for example , by synthetic coating one of the interacting threads. The mounting nut 54 rests on the one hand on the traction spring 17 and on the other hand on the ledge 55 inside the recess 56 formed for the traction spring 17 in the sliding sleeve 57. The sliding sleeve 57 in turn is pressed against the bias spring 51 against the stop 58 formed by the spring retaining ring . The principle of operation of the hub of the regulator, made in such a way, is fundamentally known from the all-speed regulator of the speed, however, taking into account special requirements, for example, to meet the relatively narrow limits of the displacement path A, it is substantially simplified. Kulisny rusk 11 of the intermediate lever 9 for precise setting of the distance 1_M is provided on both sides with intermediate plates 59 and a spring fixing ring 60.
    The bushing 7A (FIG. 8) of the regulator can be applied in all embodiments, except for that described in FIG. 5, it then facilitates the precise setting of the offset path A and the distance 1_M and prevents overloading of the structural parts of the regulator.
    The described centrifugal speed control operates as follows.
    The position of the control lever 29 shown in FIG. 1 corresponds to the full load, which is specified by an unshown limiter. In this position, the pin 25 abuts * to the stroke limiter 26, which corresponds to a certain fuel consumption at full load. As soon as the engine turbocharger begins to operate, stop 27
    in accordance with the charge pressure, it shifts the stopper 26 by the length of the path B to the position shown by dash-dotted lines, and accordingly shifts the rail 3 to the left to the position of the increased flow rate. The depicted position of centrifugal loads 5, on the contrary, corresponds to a low number of revolutions. As soon as the number of revolutions increases, for example due to a decrease in engine load, the loads move apart outward under the action of centrifugal forces against the efforts of the springs of the idle 8 until a balance is established between the centrifugal forces of the loads. 5 and the force of the springs 8. When the centrifugal weights 5 move outwards, the regulator sleeve 7 through the angle levers 6 and through the connecting pin 18 is drawn to the left and at the same time captures Go through the annular groove 10 rusk 11, the intermediate lever 9 and the bar 13. So that the rail 3 moves to the right to the position of lower fuel consumption. Trunnion 31 serves here as a support for intermediate lever 9. Essentially, when the control lever 29 is in position corresponding to the idling mode, the idling speed is maintained (trunnion 25 is not adjacent to the stopper 26).
    The limiter 26 determines only the maximum fuel consumption, while the regulator ensures that the engine, despite this maximum consumption, would not go into spacing. The area of partial loads is arbitrarily chosen by the driver by moving the gas pedal control lever 29, this in turn sets the position of the rail 3. That is, depending on the load of the engine and, consequently, the load of the vehicle, the average number of revolutions in the traction link is set to 14. As a result of the shift to path A and the difference in the rail path between work with supercharging and work with suction, energy is accumulated. During start-up, in which the centrifugal weights 5 are in resting positions, the starting spring 22 is subjected to a force that compresses the spring on the starting path so that the rail 3 moves to the appropriate distance to the left for the full load position. After the ICE has been started up, the centrifugal weights 5 move the rail 3 backwards, the starting spring 22 unloads and takes up a position in which the movable support 21 abuts against the second support 24 of the rod. For the perfect functioning of the regulator it is required that in the resting position of the centrifugal weights 5 the force of the spring 8 of the idling speed exceeds the force
    9
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    preloading Gz starting spring 22. In addition, the force of the traction spring Ι7 should be less than the force of the preload of the starting spring 22 given to the hub 7 of the regulator. However, when freely moving the rail 3 it must be greater than the required for shifting the rail 3 and transmitted bushing regulator permutation effort centrifugal regulator 4.
    In the graph shown in FIG. 3, the revolutions per minute of the centrifugal regulator 4 are plotted on the abscissa axis and the track B on the vertical axis 3. The curve a corresponds to the control function when working with suction, the curve b - when working with supercharging. Additionally, a curve c is shown, which corresponds to the regulation of idling and has a point of idling, b, to which one strives, for example, at front = 300 rpm. On the ordinate axis, except for the regulation path B, the path M of the bush 7 of the regulator is plotted for the gear ratio of the lever on the intermediate lever equal to 1: 2. The starting path 5, which determines the starting fuel consumption, is shown in the graph, based on the horizontal path curve characterized by the horizontal part of the curve and the control path at full load when working with suction.
    When the control lever 29 is in the position shown in FIG. 1, and centrifugal weights 5 passed their idling stroke, the position of the regulator parts corresponds to the speed of approximately 600 rpm, Trunnion 25 is adjacent to the stopper 26, and the maximum flow rate for operation with suction is set. With a varying number of revolutions, the rail 3, in accordance with the horizontal segment of the curve a, remains in the same position as shown in FIG. 1. Only when n = 1200 r / min is reached, the rail 3 shifts to the right in accordance with the falling portion of curve a, as a result of which the consumption decreases until a new one is established, the reduced number of revolutions or the ICE does not stop. The regulator works in the same way when limiter 26 is shifted to the left under the action of boost pressure. In this case, the operation of the regulator corresponds to the curve b, the regulation for reducing the parameter begins then at a slightly lower maximum speed, namely, approximately 25 ° / min earlier than when working with suction, in accordance with which the control lengths a and b are approximately identical. In the transition from work with suction to supercharged operation b, the offset path A of the hub 7 of the regulator is used.
    But in the area of increased supply of starting quantity of fuel, the corresponding segments of control curve a and b flow almost identically, as if the number of revolutions is higher than the number of revolutions of idling, then when working with suction, the transition from the section of starting revolutions to the curve corresponding to the full load occurs at about 350 rpm, which is shifted to the stroke of the regulator bush. This displacement stroke A or the different position of the travel stop when working with suction and when working with supercharging does not have any effect on the starting control section and the regulation section at full load or at the regulation section when idling. Regulation at the maximum number of revolutions proceeds in the same way, so that when working with supercharging, the maximum regulation begins at a slightly lower number of revolutions than when working with suction from the atmosphere. Regulation of the number of revolutions of idling does not depend on the regulation at full load or on the maximum regulation of the number of revolutions. Of course, a change in the position of the full load limiter may also occur due to a change in any operating parameters other than engine boosting.
    In the embodiment (Fig. 4), the limit stop actuator is connected to a temperature sensor. As soon as the internal combustion engine heats up, the actuator 37. associated with the temperature sensor rotates the stop 35 to the position shown in this figure, as a result of which the possibility of moving the rail 3 in the direction of the increased starting feed is bordered. This prevents the possibility that during the so-called hot start there will be smoke emission from the exhaust associated with an increase in the amount of fuel. When the internal combustion engine cools down after a prolonged inactivity, the lever 36 rotates around the axis 34 so that the lever 36 can no longer engage with the support 24. Otherwise, this option works in the same way as the speed regulator shown in FIG. one.
    FIG. 6, the 13 V strap is shown in a position in which the 21 V support of the starting spring when starting a cold engine can go through the starting path 5 specified by the length of the supporting limiting sleeve 47. If the operating temperature of the internal combustion engine rises and this also increases the temperature of parts embedded in the 13 V strap, and thus, also of the working element 45 V, then the effective length 6B increases
    eleven
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    pin, body 46 V of the working element moves to the left, compressing the displacement spring 49, and the supporting limiting sleeve follows this movement under the force of the return spring 48. At the same time, the starting path 5 decreases more and more until the normal internal temperature of the internal combustion engine becomes zero. This blocks the movement of the 21 V support, and when the regulator is in rest, the control command cannot be given to supply increased starting fuel consumption, since the preloading force Ρι of the return spring 48 is greater than the preloading force Pz of the starting spring 22 and greater than that given to the bar 13 In the force of the spring 8 idling in the centrifugal regulator 4.
    Thus, the regulation is made taking into account operating parameters, such as boost pressure and without it having an impact on the increase in starting fuel consumption. Adjusting the position of the rail stroke limiter, depending on the operating parameters, does not cause a change in the efforts of the starting spring, since the starting spring is combined with the flow control link and moves with it. The curve of the idling characteristic does not have a jump due to the compression spring, which can lead to the rocking of the engine speed. It also eliminates the possibility that, after starting, the increased starting fuel consumption will remain.
    The location of the starting spring in the control link allows you to change the amount of fuel during start-up, regardless of whether the engine is supercharged or not. The increased starting quantity of fuel can be set lower than the increased amount of fuel that is required, for example, when working with supercharging at full load. In addition, the starting path can be set by moving the support of the starting spring, regardless of the position of the stopper. The connection of the limiter to the temperature sensor prevents the slats from shifting to the position of the increased starting flow rate in the case of a hot ICE, which could lead to increased smoke.
    权利要求:
    Claims (15)
    [1]
    Claim
    1. Centrifugal governor for the internal combustion engine, containing centrifugal weights, balancing their idle springs, regulator bush, interacting with the weights through the traction spring, installed in the traction link, intermediate
    a lever connecting the regulator bushing to the dispensing unit through the hinge assembly and made with a movable point of support, which is connected to the control lever, the dispensation limiter of the dispensing organ installed in the regulator housing and the starting spring coupled to the travel limiter and mounted on the movable support for receiving the additional starting the amount of fuel compressed by the amount of the starting path of the dispensing organ, which differs in that, in order to provide the ability to control the starting amount of fuel, A spring and its movable support are installed inside the hinge assembly connecting the dispensing organ with the intermediate lever, the movable support is installed with the possibility of adhering to the travel stop and can be moved with the stationary regulator under the motion of the idling springs by the value of the starting path corresponding to an increase in the starting amount of fuel, moreover, the traction link is made with the possibility of changing the length.
    [2]
    2. The regulator according to claim 1, characterized in that the hinge link is made in the form of a hollow plate of sheet metal with a central rod, and the starting spring and its support are made covering the central rod.
    [3]
    3. The regulator in PP.1 and 2, excluding with the fact that the travel stop is driven by the sensor operating parameters.
    [4]
    4. The regulator on p. 3, characterized in that. that the sensor operating parameters made in the form of a boost pressure sensor.
    [5]
    5. The regulator in PP.1-3, characterized in that the stroke limiter is additionally equipped with a stop, a drive for its movement and a temperature sensor, and the drive of the stop stop is connected to the temperature sensor.
    [6]
    6. The regulator according to claim 5, characterized in that the drive stop stop stroke made in the form of a swing arm, and the temperature sensor is made in the form of a thermocouple connected to this lever using a rod.
    [7]
    7. The regulator according to claim 1, characterized in that the hinge link is made in the form of a hollow cylinder, the starting spring and its support are placed in the cavity of the cylinder, and the support is made at least partially covering the spring and is associated with the inner wall of the cavity ^.
    [8]
    8. The regulator according to claim 7, characterized in that the hollow cylinder is made with envelopes13
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    an additional cylindrical housing with a hollow cylinder connected to the metering body, and a cylindrical case connected to an intermediate lever, and an expansion spring is installed between the hollow cylinder and the cylindrical case.
    [9]
    9. The regulator according to claim 2 or 7, which is equipped with an element for blocking the movement of the movable support 10, which is adapted to change its length depending on temperature and is located at least partially inside the starting spring.
    [10]
    10. The regulator according to claim 9, which is different in that it is additionally equipped with a return spring, the movable support of the starting spring is made with a through hole, the locking element is partially located in this hole and 20 is made with a protrusion that is spring loaded with the starting spring, and on the other hand, a return spring and the latter is installed on the stop with a ledge for the stop
    In the blocking element when compressing the return spring, the displacement spring is installed between the return spring support and the movable support of the starting spring.
    [11]
    11. The regulator of claim 10, characterized in that the force of the return spring is made greater than the force of the starting spring, but less than the force of the spring of displacement.
    [12]
    12. The regulator according to claim 9, distinguished by the fact that the blocking element is made of metal with shape memory and with a change in its length by the amount of the starting path, and the element is installed inside the starting spring with the possibility of blocking movement at its elongation,
    [13]
    13. Regulator in pl. 1-7 and 9-12, characterized in that the pulling link is made with a bias spring, the latter is installed in the central hole
    15 regulator bushings on a movable support, coupled with a traction spring and the sleeve is made with a travel stop of this support.
    [14]
    14. The regulator according to item 13, wherein the traction link is made with an adjusting nut to change the tightening of the traction spring, and the nut is located on the central rod and is associated with the end surface of the movable support of the bias spring.
    [15]
    15. A regulator according to claims 1-14, characterized in that the traction spring is made with a lower tightening force than the force of the tightening of the starting spring.
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    类似技术:
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    同族专利:
    公开号 | 公开日
    KR880700891A|1988-04-13|
    JPS63501888A|1988-07-28|
    DE3662431D1|1989-04-20|
    EP0249615A1|1987-12-23|
    US4782804A|1988-11-08|
    WO1987003647A1|1987-06-18|
    EP0249615B1|1989-03-15|
    DE3641794A1|1987-06-11|
    BR8607018A|1987-12-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1069936B|1959-11-26|Friedmann ß. Maier, Haltern |Control device for injection pumps of internal combustion engines with centrifugal governor|
    GB437999A|1934-03-05|1935-11-08|Bosch Robert|Improvements in or relating to fuel-injecting internal combustion engines|
    GB681122A|1949-10-31|1952-10-15|Bosch Gmbh Robert|Improvements in speed governors, particularly for fuel injection pumps of internal combustion engines|
    CH319357A|1953-02-14|1957-02-15|Bosch Gmbh Robert|Fuel injection system for internal combustion engines|
    GB740674A|1953-02-14|1955-11-16|Bosch Gmbh Robert|Improvements in fuel injection systems for internal combustion engines|
    DE1010321B|1954-02-09|1957-06-13|Bosch Gmbh Robert|Speed controller for injection internal combustion engines|
    AT288088B|1967-11-14|1971-02-25|Bosch Gmbh Robert|Centrifugal governor for speed control of diesel engines|
    DE1900675C3|1969-01-08|1975-06-12|Robert Bosch Gmbh, 7000 Stuttgart|Centrifugal governor for speed control of internal combustion engines|
    DE2003927A1|1970-01-29|1971-08-12|Bosch Gmbh Robert|Control device for the fuel-air mixture in internal combustion engines working with external ignition|
    US3973542A|1973-03-06|1976-08-10|C.A.V. Limited|Liquid fuel injection pumping apparatus|
    JPS5441852Y2|1974-08-01|1979-12-06|
    DE2552991C2|1975-11-26|1987-06-04|Daimler-Benz Ag, 7000 Stuttgart, De|
    DE2656261C2|1976-12-11|1983-10-20|Robert Bosch Gmbh, 7000 Stuttgart|Centrifugal governor for internal combustion engines|
    DE2747083A1|1977-10-20|1979-05-03|Bosch Gmbh Robert|DEVICE FOR LIMITING THE FULL-LOAD INJECTION QUANTITY IN A CHARGED AIR-COMPRESSING INJECTION COMBUSTION ENGINE|
    DE2758324C2|1977-12-27|1986-11-13|Robert Bosch Gmbh, 7000 Stuttgart|Quantity regulator for the amount of fuel to be injected in an internal combustion engine with compression ignition|
    DE2804038A1|1978-01-31|1979-08-09|Bosch Gmbh Robert|INJECTION PUMP WITH ELECTRONICALLY CONTROLLED FULL LOAD STOP|
    NL7808685A|1978-08-23|1980-02-26|Groeneveld Transport Effic|DEVICE FOR LIMITING THE MAXIMUM SPEED OF A COMBUSTION ENGINE OF A MOTOR VEHICLE|
    DE2838919C2|1978-09-07|1986-02-20|Robert Bosch Gmbh, 7000 Stuttgart|Centrifugal governor for internal combustion engines|
    JPS6016748Y2|1981-12-19|1985-05-24|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE3543157|1985-12-06|
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