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Bosch-webstedet indeholder cookies, sa du kan bruge din indkobskurv, bestille en tekniker online og give Bosch mulighed for at fore anonyme statistiske data for at forbedre webstedets indhold og navigation.Bosch Appliances Mixer Bosch typ um4 6. Rated 5 out of 5 by Sunshine from Fantastic Mixer! - Duration: Scrumdiddlyumptious 1,, views. Maintaince on motor shaft. Where To Buy A Bosch Compact Mixer. With the 1, Watt and Horsepower motor, the new MUM86 Bosch food processor gives you the power and performance unlike any other food processor. Mixer with Watt Motor The Bosch Universal Mixer is our most popular mixer for bread bosch mum 86 professional 1600w manual mixer making. Bosch Compact Series Kitchen Machine is a continuing process. Find owners guides and pdf support documentation for blenders, coffee makers, juicers and more. Also for: Mum uc, Mum uc, Mum uc. Beat 2 egg whites in Bosch mixer on Place sugar side up, 3” apart on speed 4 until stiff. 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Find owners guides and pdf support documentation for blenders, coffee makers, juicers and more. Free kitchen appliance user manuals, instructions, and product support information.http://www.diamondsinthemaking.com/content/3m-x66-service-manual View and Download Bosch MUM UC owner's manual online. Varenummer (2),. MUM UC Kitchen Appliances pdf manual download. Use the Quart bowl to easily make cookies at a time, just in time for soccer practice. Hier wird es gezeigt. I've been borrowing a new stand mixer for a few weeks now - a Bosch MUM I am a true Kitchen-Aid fan and have had my machine for many years now, but as I've been baking more bread recently, I'm thinking bosch mum 86 professional 1600w manual mixer about getting something bosch mum 86 professional 1600w manual mixer a bit more powerful. “I absolutely LOVE my Bosch Universal Plus Kitchen Machine. User manuals, Bosch Mixer Operating guides and Service manuals. Capacity: qt. 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Dynamic planetary gearing allows mixing of raw materials in three directions at the same time, and electronic speed control allows up to 7 power levels. Forventet levering: hverdage. Turn your Bosch Universal Mixer in an even more useful multi-purpose machine with the Bosch Universal Leg Adapter. Today, Bosch makes a wide variety of tools, kitchen appliances, and more. Download 53 Bosch Mixer PDF manuals. Find a Bosch Dealer Today. If there is some type of accessory in which you are interested in that you cannot find at the back of the book or on our Web site, please call us Toll Free at: Power Unit Features Motor The MUM and MUM have a watt motor while the MUM and MUM. 1 Solutions. Should You Get the Bosch MUM Mixer. Page Service And Repair Product and are not transferable. DKK. My crabgrass is not dying. Bosch MUM Food Mixer Thanks to its versatile use, the Bosch MUM kitchen robot will become an indispensable helper in your kitchen. Built-under kits; Fixing kits. 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I've been borrowing a new stand mixer for a few weeks now - a Bosch MUM I am a true Kitchen-Aid fan and have had my machine for many years now, but as I've been baking more bread recently, I'm thinking about getting something a bit more powerful. \nThe plunger-return springs abut at one\nend against the distributor head and at\nthe other their force is directed to the\nplunger through a link element. These\nsprings also prevent the cam plate\njumping off the rollers during harsh\nacceleration. The lengths of the return\nsprings are carefully matched to each\nother so that the plunger is not displaced\nfrom its centered position (Fig. 8).\n \n Cam plates and cam contours\n The cam plate and its cam contour in-\nfluence the fuel-injection pressure and \nthe injection duration, whereby cam\nstroke and plunger-lift velocity are the\ndecisive criteria. Considering the different\ncombustion-chamber configurations and\ncombustion systems used in the various\nengine types, it becomes imperative that\nthe fuel-injection factors are individually\ntailored to each other. For this reason, a\nspecial cam-plate surface is generated for\neach engine type and machined into the\ncam-plate face. This defined cam plate is\nthen assembled in the corresponding\ndistributor pump. Small\nleakage losses are nevertheless un-\navoidable, as well as being desirable for\nplunger lubrication. For this reason, the\ndistributor head is only to be replaced \nas a complete assembly, and never the\nplunger, control collar, or distributor\nflange alone.\n \n Fuel metering\n The fuel delivery from a fuel-injection\npump is a dynamic process comprising\nseveral stroke phases (Fig. 9). The\npressure required for the actual fuel \ninjection is generated by the high-pres-\nsure pump. It has the \njob of relieving the pressure in the line \nby removing a defined volume of fuel \nupon completion of the delivery phase.\nThis ensures precise closing of the in-\njection nozzle at the end of the injection\nprocess. At the same time, stable\npressure conditions between injection\npulses are created in the high-pressure\nlines, regardless of the quantity of fuel\nbeing injected at a particular time.\n \n The delivery valve is a plunger-type\nvalve. During delivery, \nthe pressure generated in the high-\npressure chamber above the plunger\ncauses the delivery valve to open. This\nthough generates pressure waves \nwhich are reflected at the delivery \nvalve. These cause the delivery valve \nto open again, or cause vacuum phases\nin the high-pressure line. These pro-\ncesses result in post-injection of fuel with\nattendant increases in exhaust emis-\nsions or cavitation and wear in the injec-\ntion line or at the nozzle. To prevent such\nharmful reflections, the delivery valve is\nprovided with a restriction bore which is\nonly effective in the direction of return\nflow. The high-pres-\nsure lines connect the injection pump \nto the injection nozzles and are routed \nso that they have no sharp bends. Apart from this, upon driving off\nthe engine must not tend to stall. The\nengine must respond to accelerator-\npedal changes by accelerating or decel-\nerating smoothly and without hesitation.\nOn the flat, or on a constant gradient,\nwith the accelerator pedal held in a given\nposition, the vehicle speed should also \nremain constant. When the pedal is \nreleased the engine must brake the\nvehicle. It is a sensitive control\ndevice which determines the position \nof the control collar, thereby defining \nthe delivery stroke and with it the injected\nfuel quantity. Depending upon type, the gov-\nernor is also responsible for keeping\ncertain engine speeds constant, such \nas idle speed, or the minimum and\nmaximum engine speeds of a stipulated\nengine-speed range, or of the complete\nspeed range, between idle and maxi-\nmum speed. Within \ncertain limits, these governors can also\nmaintain the engine speeds between \nidle and maximum constant. Within the\nspeed-control range, the increase in \nengine speed is not to exceed a given \nfigure. This is stipulated as the high idle\nspeed. This is the engine speed which\nresults when the diesel engine, starting\nat its maximum speed under full load, is\nrelieved of all load. For instance, on an\nengine used to power an electrical gen-\nerator set, a small speed droop is re-\nquired so that load changes result in \nonly minor speed changes and there-\nfore minimal frequency changes. On the\nother hand, for automotive applications\nlarge speed droops are preferable\nbecause these result in more stable\ncontrol in case of only slight load\nchanges (acceleration or deceleration)\nand lead to better driveability. The variable-speed governor \nis also often fitted in commercial and\nagricultural vehicles (tractors and\ncombine harvesters).\n \n Design and construction\n The governor assembly is driven by the\ndrive shaft and comprises the flyweight\nhousing complete with flyweights.\nThe governor assembly is attached to \nthe governor shaft which is fixed in the\n \n governor housing, and is free to rotate\naround it. When the flyweights rotate \nthey pivot outwards due to centrifugal\nforce and their radial movement is\nconverted to an axial movement of the \nsliding sleeve. The sliding-sleeve travel\nand the force developed by the sleeve\ninfluence the governor lever assembly.\nThis comprises the starting lever, ten-\nsioning lever, and adjusting lever (not\nshown). The interaction of spring forces\nand sliding-sleeve force defines the \nsetting of the governor lever assembly,\nvariations of which are transferred to \nthe control collar and result in adjust-\nments to the injected fuel quantity.\n \n Starting\n With the engine at standstill, the fly-\nweights and the sliding sleeve are in their\ninitial position (Fig. 3a). The start-\ning lever has been pushed to the start\nposition by the starting spring and has\npivoted around its fulcrum M2. At the\nsame time the control collar on the dis-\ntributor plunger has been shifted to its\n \n Axial-piston\ndistributor\n \n pumps\n \n 24\n \n Variable-speed governor.It can be\nshifted by the fuel-delivery adjusting\nscrew (not shown in Figure 3). Similarly,\nthe start lever and tensioning lever are\nalso able to rotate in the adjusting lever.\nA ball pin which engages in the control\ncollar is attached to the underside of \nthe start lever, and the start spring to \nits upper section. The idle spring is \nattached to a retaining pin at the top \nend of the tensioning lever. Also \nattached to this pin is the governor\nspring. The connection to the engine-\nspeed control lever is through a lever and\nthe control-lever shaft.\nIt only needs a very low speed for the \nsliding sleeve to shift against the soft\nstart spring by the amount a. In the \nprocess, the start lever pivots around\nfulcrum M2 and the start quantity is auto-\nmatically reduced to the idle quantity.\n \n Low-idle-speed control\n With the engine running, and the\naccelerator pedal released, the engine-\nspeed control lever shifts to the idle \nposition (Figure 3b) up against the idle-\nspeed adjusting screw. The idle speed \nis selected so that the engine still runs\nreliably and smoothly when unloaded or\nonly slightly loaded. At speeds\nabove idle, the spring has been\ncompressed by the amount c and is no \nlonger effective. Using the special idle\nspring attached to the governor housing,\n \n this means that idle speed can be\nadjusted independent of the accelerator-\npedal setting, and can be increased or\ndecreased as a function of temperature\nor load.\n \n Operation under load\n During actual operation, depending \nupon the required engine speed or\nvehicle speed, the engine-speed control\nlever is in a given position within its \npivot range. This is stipulated by the \ndriver through a given setting of the \naccelerator pedal. At engine speeds \nabove idle, start spring and idle spring\nhave been compressed completely and\nhave no further effect on governor\naction. As a result of \nthis adjustment of the control-lever \nposition, the governor spring is ten-\nsioned by a given amount, with the \nresult that the governor-spring force \nexceeds the centrifugal force of the \nflyweights and causes the start lever and\nthe tensioning lever to pivot around \nfulcrum M2. As a result, the \ndelivery quantity is increased and the\nengine speed rises. This\nmeans that during operation, and as long\nas the engine is not overloaded, every\nposition of the engine-speed control lever\nis allocated to a specific speed range\nbetween full-load and zero. The \nresult is that within the limits set by its\nspeed droop, the governor maintains the\ndesired speed (Fig. 4).\nIf the load increases to such an extent\n(for instance on a gradient) that even\nthough the control collar is in the full-\nload position the engine speed con-\ntinues to drop, this indicates that it is \nimpossible to increase fuel delivery any\nfurther. This causes\nthe flyweights to move outwards so that\nthe sliding sleeve presses against the\ntensioning and start levers. Both levers\nchange their position and push the\ncontrol collar in the direction of less fuel \ndelivery until a reduced fuel-delivery \nfigure is reached which corresponds to\nthe new loading level. At the extreme,\nthe delivery figure is zero. The speed range between these\npoints is directly controlled by the ac-\ncelerator pedal (Fig. 6).\n \n Design and construction\n The governor assembly with flyweights,\nand the lever configuration, are com-\nparable with those of the variable-speed \ngovernor already dealt with. The main\ndifference lies in the governor spring and\nits installation. It is in the form of \na compression spring and is held in a\nguide element. Tensioning lever and \ngovernor spring are connected by a\nretaining pin.\n \n Starting\n With the engine at standstill, the fly-\nweights are also stationary and the \nsliding sleeve is in its initial position. This\nenables the starting spring to push the\nflyweights to their inner position through\nthe starting lever and the sliding sleeve.\nOn the distributor plunger, the control\ncollar is in the start-quantity position.\n \n Idle control\n Once the engine is running and the\naccelerator pedal has been released, the\nengine-speed control lever is pulled back\nto the idle position by its return spring.\nThe centrifugal force generated by the\nflyweights increases along with engine\nspeed (Fig. 7a) and the inner flyweight\nlegs push the sliding sleeve up against\nthe start lever. The idle spring on the\ntensioning lever is responsible for the\ncontrolling action. The\nstarting and idle springs are no longer\neffective and the intermediate spring \ncomes into effect. If the engine-\nspeed control lever is pressed even \nfurther in the full-load direction, the \nintermediate spring is compressed until\nthe tensioning lever abuts against the\nretaining pin (Fig. 7b). The intermediate\nspring is now ineffective and the\nuncontrolled range has been entered.\nThis uncontrolled range is a function of\nthe governor-spring pretension, and in\nthis range the spring can be regarded as \na solid element. The accelerator-pedal\nposition (engine-speed control lever) is\nnow transferred directly through the \ngovernor lever mechanism to the control\ncollar, which means that the injected \n \n fuel quantity is directly determined by the\naccelerator pedal. Example (Fig. 1):\nStart of delivery (FB) takes place after\nthe inlet port is closed. The high pres-\nsure then builds up in the pump which, \nas soon as the nozzle-opening pres-\nsure has been reached leads to the \nstart of injection (SB). The period\nbetween FB and SB is referred to as the \ninjection lag (SV). The increasing\ncompression of the air-fuel mixture in the\ncombustion chamber then initiates the\nignition (VB). The period between SB\nand VB is the ignition lag (ZV). As soon\nas the cutoff port is opened again the\npump pressure collapses (end of pump\ndelivery), and the nozzle needle closes\nagain (end of injection, SE). This is \nfollowed by the end of combustion (VE).\n \n Assignment\n During the fuel-delivery process, the\ninjection nozzle is opened by a pressure\nwave which propagates in the high-\npressure line at the speed of sound. \nBasically speaking, the time required for\nthis process is independent of engine\nspeed, although with increasing engine\nspeed the crankshaft angle between\nstart of delivery and start of injection \nalso increases. This must be\ncompensated for by advancing the \nstart of delivery. The interval\nrepresented by this propagation time is\ntermed the injection lag. In other words,\nthe start of injection lags behind the start\nof delivery. As a \nrule, the ignition lag is in the order \nof 1 millisecond. This means that pre-\nsuming a constant start of injection, the\ncrankshaft angle between start of\ninjection and start of combustion\nincreases along with increasing engine\nspeed. In other\nwords, the roller ring has been rotated\nthrough a defined angle with respect \nto the cam plate and the distributor \nplunger. In other words,\nthe engine should receive precisely the\namount of fuel it needs. The \nfuel-delivery curve of an injection pump\nwithout torque control is shown in Fig. 3.\nAs can be seen, with the same setting of\nthe control collar on the distributor\nplunger, the injection pump delivers\nslightly more fuel at high speeds than it\ndoes at lower speeds. Performance would be below\noptimum. Full-load\ntorque control using the governor lever\nassembly is applied in those cases in\nwhich the positive full-load torque control\nwith the delivery valve no longer suffices,\nor a negative full-load torque control has\nbecome necessary.\n \n Positive torque control\n Positive torque control is required on\nthose injection pumps which deliver too\nmuch fuel at higher engine revs. When this speed\nis reached, the sliding-sleeve force ( F M)\nand the spring preload must be in \nequilibrium, whereby the torque-control\nlever (6) abuts against the stop lug (5) \nof the tensioning lever (4). The free end\nof the torque-control lever (6) abuts\nagainst the torque-control pin (7).\nIf engine speed now increases, the \nsliding-sleeve force acting against the\nstarting lever (1) increases and the \ncommon pivot point (M4) of starting \nlever and torque-control lever (6) \nchanges its position. Torque control ceases\nas soon as the torque-control-pin collar\n(10) abuts against the starting lever (1).\n \n Negative torque control\n Negative torque control may be \nnecessary in the case of engines which\nhave black-smoke problems in the \nlower speed range, or which must \ngenerate specific torque characteristics.\nSimilarly, turbocharged engines also\nneed negative torque control when the\nmanifold-pressure compensator (LDA)\nhas ceased to be effective. In this case,\nthe fuel delivery is increased along with\nengine speed (Fig. 3).\n \n Negative torque control using the\ngovernor lever assembly (Fig. 4b)\nOnce the starting spring (9) has been\ncompressed, the torque-control lever \n(6) applies pressure to the tensioning \nlever (4) through the stop lug (5). The\ntorque-control pin (7) also abuts against\nthe tensioning lever (4). If the sliding-\nsleeve force ( F M) increases due to rising\nengine speed, the torque-control lever\n \n presses against the preloaded torque-\ncontrol spring.