CN106030075B - Engine governor device and engine - Google Patents
Engine governor device and engine Download PDFInfo
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- CN106030075B CN106030075B CN201580008910.7A CN201580008910A CN106030075B CN 106030075 B CN106030075 B CN 106030075B CN 201580008910 A CN201580008910 A CN 201580008910A CN 106030075 B CN106030075 B CN 106030075B
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- engine
- operating lever
- force
- governor
- spring
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- 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
- F02D1/04—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 by mechanical means dependent on engine speed, e.g. using centrifugal governors
- F02D1/045—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 by mechanical means dependent on engine speed, e.g. using centrifugal governors characterised by arrangement of springs or weights
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- 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
- F02D2001/0005—Details, component parts or accessories of centrifugal governors
- F02D2001/002—Arrangement of governor springs
- F02D2001/0025—Arrangement of governor springs having at least two springs, one of them being idling spring
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- 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
- F02D2001/0005—Details, component parts or accessories of centrifugal governors
- F02D2001/004—Arrangement of linkages between governor sleeve and pump control
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- 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)
Abstract
The governor device includes a first operating lever and a second operating lever. The first operating lever has a force receiving portion that receives a force based on the rotation speed of the crankshaft, a rack locking groove that locks the rack, and a one-side force application force receiving portion that receives a force from the starting spring. The second operating lever has the other side-applied-force receiving portion that receives the force from the starting spring. The first operating lever and the second operating lever are respectively rotatable around the shaft member. One end of the speed regulating spring is clamped on the second operating rod.
Description
Technical Field
The present invention relates to a governor device for an engine and an engine. The present invention further relates to a governor device and an engine preferably mounted on an engine of an agricultural machine such as a cultivator and a rice transplanter, for example.
Background
Conventionally, as a governor device for an engine, there is a governor device described in japanese patent application laid-open No. 2001-271657 (patent document 1). The governor device includes a first operating lever and a second operating lever. A governor weight (governor weight) is connected to an input portion of the first control lever, and an adjusting tool of the fuel injection pump is connected to an output portion of the first control lever. The second operating lever is connected to the governor operating lever via a governor spring. Since the governor device is provided with the second control lever in addition to the first control lever, the start increment of fuel injection can be increased and the maximum output can be increased as compared with a governor device having only one control lever.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open No. 2001-271657
Disclosure of Invention
Problems to be solved by the invention
The conventional governor device described above includes two operation levers, and therefore can increase the start increment of fuel injection, and can increase the maximum output. However, the above-described conventional governor device cannot control the rotation number at the start (release) timing of the start increment, and cannot appropriately adjust the start (release) timing of the start increment of the large amount of injected fuel. Further, the range of the number of revolutions of the start increment may reach the normal number of revolutions, and smoke (blue-white smoke (unburned fuel due to acceleration) or black smoke) is likely to be generated by acceleration of the engine, thereby causing a problem that the engine life is also reduced.
Accordingly, an object of the present invention is to provide an engine governor device and an engine that can easily control the range of the number of revolutions of the start increment and can suppress the generation of smoke.
Means for solving the problems
In order to solve the above problem, a governor device for an engine according to the present invention includes:
a first force application member having one end portion and the other end portion;
a first operating lever having a force receiving portion that receives a force based on a rotation speed of the crankshaft, a volume adjusting instrument locking portion that locks a volume adjusting instrument that can adjust an injection volume of fuel, and a one-side applied force receiving portion that receives a force from one end portion of the first biasing member, and being rotatable about a first fulcrum;
a second operating lever having a second side urging force receiving portion that receives a force from the other end portion of the first urging member, and being rotatable about a second fulcrum; and
and a second biasing member that is locked to one end portion of the second operation lever and is capable of applying a force to the second operation lever in order to rotate the second operation lever in one rotational direction with respect to the second fulcrum.
It should be noted that the above-mentioned requirement of "force" is satisfied: the force receiving portion, the one side applied force receiving portion, and the other side applied force receiving portion receive a force in an arbitrary revolution number region of the engine.
The first biasing member may be disposed between the one side biasing force receiving portion of the first operating lever and the other side biasing force receiving portion of the second operating lever, and may apply a force to these receiving portions. For example, the first biasing member may not directly contact at least one of the one side biasing force receiving portion and the other side receiving portion, or may be connected to the one side receiving portion via a member such as a spacer.
According to the present invention, since the first biasing member is provided which can apply a force to the one side force receiving portion of the first operating lever and the other side force receiving portion of the second operating lever, the operation of the first operating lever and the second operating lever can be adjusted by adjusting the force applied by the first biasing member, and the position of the gauge can be adjusted via the first operating lever. In other words, the biasing force of the first biasing member can be introduced as a new parameter for adjusting the position of the gauge, and the degree of freedom in adjusting the position of the gauge can be increased. Therefore, by adjusting parameters such as the biasing force of the first biasing member, the operating revolution region increased at the time of starting can be set to a lower revolution region than the stable revolution region of the engine, and the generation of smoke (blue-white smoke, black smoke) can be suppressed.
In addition, in one embodiment,
the first fulcrum and the second fulcrum are on the same first axis.
According to the above embodiment, the first fulcrum, which is the rotation fulcrum of the first operation lever, and the second fulcrum, which is the rotation fulcrum of the second operation lever, are located on the same first axis. Therefore, the calculation of the torque is easy, and an appropriate torque curve is easily realized particularly in a low speed revolution region. Further, according to the above embodiment, since the first fulcrum and the second fulcrum are located on the same first axis, the number of parts can be reduced.
In addition, in one embodiment,
the first force application member is disposed so as to surround the second shaft,
the second biasing member is disposed so as to surround the second shaft.
According to the above embodiment, the biasing force of the third biasing member is introduced as a new parameter, and the metering device can be moved to the fuel-increasing side by the third biasing member when receiving the load. Therefore, the number of revolutions of the engine becomes less likely to decrease when receiving a load.
In addition, in one embodiment,
the structure is provided with a reinforcing part for increasing rigidity.
When a load acts, the governor device may be deformed, and the governor device may not be moved to a desired position due to the deformation, and a desired increase in fuel may not be performed.
According to the above embodiment, since the reinforcing portion that increases the rigidity is provided, the deformation of the governor device can be suppressed. Therefore, the calculation result of the torque can be executed more accurately, and reliable torque boost performance can be ensured.
The engine of the present invention is characterized by being provided with the governor device of the engine of the present invention.
According to the present invention, the operating revolution region in which the fuel injection amount is increased at the time of starting can be adjusted to a revolution region lower than the engine stable revolution region, and the generation of smoke can be suppressed.
Effects of the invention
According to the governor device of the present invention, the operating revolution region in which the fuel injection amount is increased at the time of starting can be adjusted to a revolution region lower than the engine steady rotation region, and the generation of smoke can be suppressed.
Drawings
Fig. 1 is a perspective view of a main part of a horizontal water-cooled diesel engine according to an embodiment of the present invention.
Fig. 2 is a view for explaining the moving direction of the piston of the horizontal water-cooled diesel engine, and is a longitudinal sectional view of a main portion of the horizontal water-cooled diesel engine.
Fig. 3 is a perspective view showing the governor handle and the governor device of the horizontal water-cooled diesel engine.
Fig. 4 is a perspective view of the governor device.
Fig. 5 is a schematic cross-sectional view of the governor device taken along a plane including a center axis of the shaft member around which the starting spring is wound and a height direction of the engine.
Fig. 6 is a diagram for explaining the operation of the governor device in more detail, and is a diagram when the governor device is viewed from above the engine.
Fig. 7 is a side view of the engine when the governor device is viewed.
Fig. 8 is a schematic diagram showing the relationship between the shaft torque (engine output) and the fuel flow rate and the rotational speed of the crankshaft, which is achieved by appropriately adjusting the spring constant of the governor spring, the spring constant of the starter spring, the spring constant of the torque control spring, the maximum value that can be obtained by S, and the maximum value that can be obtained by a in the engine.
Detailed Description
The present invention will be described in detail below with reference to the embodiments shown in the drawings.
Fig. 1 is a perspective view of a main part of a horizontal water-cooled diesel engine according to an embodiment of the present invention.
As shown in fig. 1, the horizontal water-cooled diesel engine (hereinafter, simply referred to as an engine) includes a cylinder block 1, a sub tank 3, a flywheel 4, an intake pipe 5, an exhaust port 6, an air cleaner 7, and a muffler 8.
The water for the cooler flows back into the sub-tank 3. The flywheel 4 is provided to increase the moment of inertia of the rotating system and to reduce the change in the rotational speed. The flywheel 4 stores kinetic energy by rotating and is used as an energy source for supplying torque to other mechanical elements.
The engine further includes a crankshaft (not shown) and a cylinder (not shown). The crankshaft passes through the center of the flywheel 4, and extends in a direction substantially perpendicular to the flywheel 4. Further, the cylinder extends in the horizontal length direction. A piston attached to the crankshaft advances and retreats in the cylinder.
The air passing through the air cleaner 7 is supplied to the combustion chamber in the cylinder via the intake pipe 5. Further, diesel fuel is supplied from a fuel nozzle, not shown, to the combustion chamber, whereby the diesel fuel is combusted in the combustion chamber. Thereby, the piston is moved to rotate the crankshaft, and the load member is driven. The high-temperature exhaust gas generated in the combustion chamber passes through the muffler 8 and the discharge port 6 in this order, and the exhaust sound is reduced and then discharged into the atmosphere. The discharge port 6 plays a role of changing the direction of the exhaust gas from the muffler 8.
In fig. 1, reference numeral 10 is a throttle grip. By moving the governor handle 10, the fuel injection amount at the time of starting the engine can be increased or decreased via a governor device as described below.
Fig. 2 is a diagram for explaining a moving direction of the piston 16 of the engine, and is a longitudinal sectional view of a main portion of the engine.
In the longitudinal section of the engine of fig. 2, the crankshaft 35 extends in a direction perpendicular to the paper. Further, the piston 16 moves laterally with respect to the cylinder block 15. The piston 16 advances and retracts in the cylinder 17 in the direction indicated by the arrow a in fig. 2. Diesel fuel is injected from the fuel injection nozzle 18 into the combustion chamber 19 at an appropriate timing.
Fig. 3 is a perspective view showing the governor handle 10 and the governor device 11.
As shown in fig. 3, the governor device 11 includes a first operating lever 21, a second operating lever 22, a coil spring (hereinafter referred to as a start spring) 23 as an example of a first urging member, and a coil spring (hereinafter referred to as a speed adjusting spring) 24 as an example of a second urging member. The first operating lever 21 includes a force receiving portion 28 and a rack engaging groove 29 as an example of a dial engaging portion. It should be noted that, although it is preferable to form the starting spring 23 by a compression coil spring because the spring load can be stabilized, the starting spring 23 may be formed by a tension coil spring, or the starting spring 23 may be formed by another spring.
The engine includes a governor weight 40 and a governor sleeve 41. The governor weight 40 is directly connected to the crankshaft 35. The governor sleeve 41 is fitted to the crankshaft 35 so as to be slidable in the axial direction of the crankshaft 35. The force receiving portion 28 of the first lever 21 overlaps the stepped portion 42 of the governor sleeve 41 in the axial direction of the governor sleeve 41.
As shown in fig. 3, the first operating lever 21 is rotatable about the central axis of the linearly extending shaft member 37. The central axis of the shaft member 37 constitutes a first axis. The rack locking groove 29 is a through groove. The rack 38 as a measure adjusting tool is held in the rack engaging groove 29 in a state of extending substantially parallel to the shaft member 37. Although not described in detail, the engine has a well-known mechanism for interlocking with the rack 38. By using this known mechanism, the injection amount injected by a fuel injection pump, not shown, can be made to correspond to the position of the rack 38. By adjusting the position of the rack 38, the injection amount of fuel from the fuel injection pump is adjusted.
The second operating lever 22 has a lower end surface that contacts the upper end surface of the first operating lever 21. The second operating lever 22 is also rotatable about the central axis of the shaft member 37. In other words, the first fulcrum, which is the rotation fulcrum of the first operating lever 21, and the second fulcrum, which is the rotation fulcrum of the second operating lever 22, are located on the central axis of the same shaft member 37. The second operating lever 22 is relatively rotatable with respect to the first operating lever 21.
One end portion 45 of the governor spring 24 is locked to the second operating lever 22, and the other end portion 46 of the governor spring 24 is locked to the rotary member 49. The rotary member 49 is rotated about the shaft 48 as a fulcrum by moving as indicated by an arrow a of the throttle handle 10.
Fig. 4 is a perspective view of governor device 11.
Referring to fig. 4, the governor spring 24 acts to apply a biasing force to the second operating lever 22 to pull the second operating lever 22 toward the other end portion 46 side in the extending direction of the governor spring 24. This urging force generates a force that rotates the second operating lever 22 in the direction indicated by the arrow a in fig. 4 about the central axis of the shaft member 37. The direction indicated by the arrow a in fig. 4 constitutes a rotational direction on one side about the central axis of the shaft member 37. When the second operating lever 22 is rotated in the direction indicated by the arrow a in fig. 4, a force is applied from the second operating lever 22 to the first operating lever 21, and the first operating lever 21 is rotated in the direction indicated by the arrow B in fig. 4 about the shaft member 37. When the first operating lever 21 is rotated in the direction indicated by the arrow B in fig. 4, the rack 38 (see fig. 3) moves in the direction indicated by the arrow B.
As shown in fig. 4, the first operating lever 21 has a reinforcing member 90 attached to the plate portion constituting the bottom portion, and the plate portion constituting the bottom portion has a large thickness. Further, there is a rib 91 formed by bending one side of the bottom portion. The first operating lever 21 is increased in rigidity by the reinforcing member 90 and the rib 91. The reinforcing member 90 and the rib 91 constitute a reinforcing portion.
Referring again to fig. 3, the above-described starting spring 23 is disposed so as to surround the outer peripheral surface of the barrel member, not shown in fig. 3. Further, the cylindrical member is disposed so as to cover the shaft member 50. As shown in fig. 3, the first operating lever 21 has a flat plate portion 51 extending in the height direction of the engine, and the second operating lever 22 also has a flat plate portion 52 extending in the height direction of the engine. One end of the shaft member 50 penetrates the flat plate portion 51 of the first operating lever 21, and the other end of the shaft member 50 penetrates the flat plate portion 52 of the second operating lever 22.
As shown in fig. 3, one end of the kick spring 23 contacts the surface 30 of the flat plate portion 51 of the first operating lever 21 facing the flat plate portion 52, and the other end of the kick spring 23 contacts the surface 31 of the flat plate portion 52 of the second operating lever 22 facing the flat plate portion 51. The surface 30 of the flat plate portion 51 of the first operating lever 21 facing the flat plate portion 52 forms one side applied force receiving portion, and the surface 31 of the flat plate portion 52 of the second operating lever 22 facing the flat plate portion 51 forms the other side applied force receiving portion (hereinafter, referred to as one side applied force receiving surface 30 and the other side applied force receiving surface 31).
Fig. 5 is a schematic cross-sectional view of the governor device 11 taken along a plane including the center axis of the shaft member 50 and the height direction of the engine.
As shown in fig. 5, the governor device 11 includes a tubular member 70, a coil spring (hereinafter referred to as a torque control spring) 71 as an example of a third biasing member, in addition to the first operating lever 21, the second operating lever 22, the start spring 23, and the shaft member 50.
As shown in fig. 5, the shaft member 50 includes a head portion 72, a first small-diameter outer peripheral surface portion 73, a large-diameter outer peripheral surface portion 74, and a second small-diameter outer peripheral surface portion 75 in this order, and the first small-diameter outer peripheral surface portion 73 is smaller in outer diameter than the head portion 72 and smaller in outer diameter than the large-diameter outer peripheral surface portion 74. The first small-diameter outer peripheral surface portion 73 penetrates the flat plate portion 51 (see also fig. 3). The head portion 72 is located on the opposite side of the flat plate portion 52 (see also fig. 3) of the flat plate portion 51, and the large-diameter outer peripheral surface portion 74 is located closer to the flat plate portion 52 than the flat plate portion 51. The head portion 72 and the large-diameter outer peripheral surface portion 74 are not allowed to pass through the flat plate portion 51.
As shown in fig. 5, the tubular member 70 has a large diameter inner peripheral surface portion 77 and a small diameter inner peripheral surface portion 78. The inner diameter of the large-diameter inner peripheral surface portion 77 is substantially the same as the outer diameter of the large-diameter outer peripheral surface portion 74, and the inner diameter of the small-diameter inner peripheral surface portion 78 is substantially the same as the outer diameter of the second small-diameter outer peripheral surface portion 75. The large-diameter inner peripheral surface portion 77 is fitted to the large-diameter outer peripheral surface portion 74 slidably in the axial direction, and the small-diameter inner peripheral surface portion 78 is fitted to the second small-diameter outer peripheral surface portion 75 slidably in the axial direction.
As shown in fig. 5, the large-diameter inner peripheral surface portion 77 and the small-diameter inner peripheral surface portion 78 are connected via a stepped portion 80, and the large-diameter outer peripheral surface portion 74 and the second small-diameter outer peripheral surface portion 75 are connected via a stepped portion 81. The torque control spring 71 is disposed in an annular space surrounded by the large-diameter inner peripheral surface portion 77, the second small-diameter outer peripheral surface portion 75, the stepped portion 80, and the stepped portion 81. As shown in fig. 5, the starter spring 23 and the torque control spring 71 are arranged around the central axis of the shaft member 50. The central axis of the shaft member 50 constitutes a second axis. The torque control spring 71 applies a force to the stepped portion 80 in a direction to separate from the stepped portion 81 in the axial direction, and applies a force to the stepped portion 81 in a direction to separate from the stepped portion 80 in the axial direction.
As shown in fig. 5, the shaft member 50 includes a locking portion 57 whose relative position with respect to the head portion 72 in the axial direction is fixed. Further, the governor device 11 has a washer 58. The spacer 58 is disposed between the end 88 of the cylindrical member 70 on the opposite side to the flat plate portion 51 side in the axial direction and the locking portion 57. By adjusting the axial thickness of the shims 58 and the number of the shims 58 arranged (in the figure, only one shim 58 is arranged), the stroke (distance) that the tube member 70 can move on the shaft member 50 can be adjusted.
The governor device basically operates as follows before and at the time of starting the engine. That is, referring again to fig. 3, when the governor handle 10 is pulled in the RUN direction of arrow a in fig. 3 before the engine is started, the second operating lever 22 is relatively rotated in the direction indicated by arrow B in fig. 3 with respect to the center axis of the shaft member 37 by the force applied from the governor spring 24 to the second operating lever 22. In this way, the first operating lever 21, which receives the force from the second operating lever 22 via the tubular member 70 (see fig. 5), rotates relative to the central axis of the shaft member 37 in the direction indicated by the arrow B in fig. 1. As described above, the first operating lever 21 is operated to move the rack 38 locked in the rack locking groove 29 in the fuel increase direction indicated by the arrow C in fig. 3.
When the engine is started and the rotation speed of the crankshaft 35 becomes higher than a predetermined rotation speed, the governor weight 40 is opened outward by a centrifugal force based on the rotation speed of the crankshaft 35. Thus, the governor sleeve 41 receives the force from the governor weight 40, moves relative to the crankshaft 35 in the axial direction on the crankshaft 35, and presses the force receiving portion 28 of the first control lever 21. Then, the first operating lever 21 is rotated relative to the central axis of the shaft member 37 in the direction indicated by the arrow D in fig. 3 by this force, and the rack 38 locked in the rack locking groove 29 is moved in the fuel reduction direction indicated by the arrow E in fig. 3.
Fig. 6 is a diagram for explaining the operation of the governor device 11 in more detail, and is a diagram when the governor device 11 is viewed from above the engine.
In fig. 6, S is an incremental stroke at startup, and is a distance from the seat surface of the head portion 72 of the shaft member 50 to the flat plate portion 51. Note that a is a torque control stroke, which is a distance from the tubular member 70 to the spacer 58 (see also fig. 5). In fig. 6, Fg denotes a force applied by governor sleeve 41 (see fig. 3), Fs denotes a force applied by starter spring 23 (see fig. 4), and Fa denotes a force applied by torque control spring 71 (see fig. 5). Fr represents a force applied by the governor spring 24 (see fig. 4).
Fig. 7 is a side view of the engine when the governor device 11 is viewed. In fig. 7, the forces Fr, Fg, Fs, Fa shown in fig. 6 are forces in the directions shown in the drawing. That is, Fg, Fs, Fa are forces in a direction perpendicular to the paper surface of fig. 7, and Fr is a force inclined in any one of the left-right direction, the up-down direction, and the direction perpendicular to the paper surface of fig. 7.
Referring to fig. 6, before Fg equals 0, i.e., the engine is started, the first operating lever 21 is at the limiter position by Fr, and the second operating lever 22 is at the start increment position by Fs. At this time, when S is equal to a, the rack moves in the fuel increase direction indicated by arrow a in fig. 6.
Subsequently, after the engine is started, Fg increases with an increase in the engine rotation speed, and the starter spring 23 is compressed by Fg. When the engine reaches the operating state, S reaches the maximum, and a is set to 0. In this way, the rack 38 (see fig. 3) moves in the fuel reduction direction indicated by the arrow B in fig. 6.
Next, during the rated operation of the engine, the resultant force of the component of Fr in the extending direction of the shaft member 50 and Fa, Fs is balanced with Fg. At this time, the torque control spring 71 is in a compressed state. At this time, S reaches the maximum, and a state where a is 0 continues.
Finally, when the load increases during the rated operation, the rotational speed of the crankshaft 35 decreases, and the resultant force of the component of Fr in the extending direction of the shaft member 50 and Fa, Fs becomes larger than Fg. In this case, the torque control spring 71 is actuated, and the second operating lever 22 is moved to the fuel increase position by Fa, and the rack is displaced to the fuel increase position side. At this time, S reaches the maximum, and on the other hand, a increases from a ═ 0 until a value of 0< a ≦ a1(a1 is the maximum position a can take) is satisfied.
Fig. 8 is a schematic diagram showing the relationship between the shaft torque (engine output) and the fuel flow rate and the rotational speed of the crankshaft, which is achieved in the engine by appropriately adjusting the spring constant of the governor spring 24, the spring constant of the starter spring 23, the spring constant of the torque control spring 71, the maximum value that can be obtained by the start increment stroke S, and the maximum value that can be obtained by the torque control stroke a.
The larger the stroke is, the larger the torque rise width is. The relationship shown in fig. 8 is obtained when the throttle grip 10 is fixed at the half position (intermediate position). In fig. 8, 0 is satisfied<a1<a2<a3<a4<a5<a6<a7(Nm), satisfies 0<b1<b2<b3<b4<b5<b6(min-1). In fig. 8, 0 is satisfied<c1<c2<c3<c4<c5<c6(mm3In seconds). In fig. 8, f1 is a line showing the trajectory of the shaft torque in the present embodiment, and f2 is a line showing the trajectory of the shaft torque in the case of using a governor device of a single lever type. In fig. 8, g1 is a line showing the trajectory of the fuel flow rate in the present embodiment, and g2 is a line showing the trajectory of the fuel flow rate in the case of using a governor device of a single lever type.
Referring to g1 of fig. 8, when starting the engine, S increases from 0, and the increase in fuel at the time of starting gradually decreases. Then, when the rotation speed reaches j (b 1)<j<k: k is the low idle speed), S reaches a maximum value, and the start-up increment ends. The rotation speed j (min) of the release position of the increment at the time of starting-1) Rotational speed k (min) to become lower than idling-1) The reason for this is mainly the action of the starting spring 23.
Referring to g1 and f1 of FIG. 8, the engine is operated at a rated revolution m (min)-1) The engine bears load during driving, and the rotation speed is reduced to l (min)-1) At this time, the torque control spring 71 operates. In this way, the fuel supplied to the engine is increased to increase the engine speed, thereby making the engine speed close to constant. In this example, the torque control spring 71 is at b4 (min)-1) Above l (min)-1) The following rotational speeds were used.
As shown in f2 of fig. 8, in the conventional example of the single lever type in which the torque control spring 71 is not provided, the rotation speed l (min) is the torque control operation start region-1) In the following region, the shaft torque is significantly reduced as compared with the engine of the present embodiment. Therefore, in the engine of the present embodiment, compared to the conventional example of the single operation lever type, even when a load is applied during traveling at a rated rotation speedAlso, the reduction in the shaft torque can be greatly suppressed.
As shown in fig. 8, in the engine of the present embodiment, even in the middle speed region and the low speed region of the engine rotation speed, the maximum torque can be significantly increased as compared with the case where the governor device of the single operation lever type is mounted.
Referring to g1 and f1 in fig. 8, if the engine speed is not less than a certain level (not less than b3 in the example in fig. 8), both the fuel flow rate and the shaft torque decrease as the engine speed increases. On the other hand, at the time of engine start, the fuel flow rate decreases as the engine rotation speed increases, while the shaft torque increases.
In a test example, with reference to fig. 8, the following was confirmed: when the spring constant of the torque control spring 71 is set to 0.75(kgf/mm), the number of revolutions at which the fuel increase can be started (released) at the time of startup is 650 (min)-1) The maximum torque can be 51(Nm)/1600 (min)-1) As described above, the load at the end of the torque control operation can be set to 1.24(kgf) and the number of revolutions can be set to 2000 (min)-1) The load at the start of the torque control operation can be set to 0.60(kgf) and the number of revolutions can be set to 2400 (min)-1) The low idle revolution number can be set to 800 (min)-1) The rated revolution number can be 2600 (min)-1). However, it is needless to say that the values of these various parameters may be other than those in the test example.
According to the above embodiment, since the second operation lever 22 and the governor spring 24 are provided in addition to the first operation lever 21, and the second operation lever 22 is rotated in one rotational direction with respect to the second fulcrum by the governor spring 24, the first operation lever 21 can be moved to the position for increasing the fuel injection amount by the second operation lever and the governor spring 24 at the time of starting the engine. Therefore, the maximum output can be increased as compared with a governor device having only one operating lever.
Further, according to the above embodiment, since the starting spring 23 capable of applying a force to the one side force receiving surface 30 of the first operating lever 21 and the other side force receiving surface 31 of the second operating lever 22 is provided, the operation of the first operating lever 21 and the second operating lever 22 can be adjusted by adjusting the applied force, the stroke S, and the like of the starting spring 23, and the position of the rack 38 can be adjusted via the first operating lever 21. That is, the urging force of the starter spring 23 can be introduced as a new parameter for adjusting the position of the rack 38, and the degree of freedom of adjusting the position of the rack 38 can be increased. Further, by adjusting the biasing force of the starter spring 23, the fuel increase amount can be canceled at the time of starting at a rotation speed lower than the rotation speed at the low idle speed, and the fuel increase amount can be separated from the steady rotation region. Therefore, the acceleration of the engine in the stable rotation region can be suppressed, the generation of smoke (blue-white smoke, black smoke) can be suppressed, and the engine life can be extended.
Further, according to the above embodiment, the first fulcrum as the rotation fulcrum of the first operating lever 21 and the second fulcrum as the rotation fulcrum of the second operating lever 22 are located on the central axis of the same shaft member 37. Therefore, the calculation of the torque can be easily performed, and a suitable torque curve can be easily achieved particularly in the low speed revolution region. Further, according to the above embodiment, since the first fulcrum and the second fulcrum are located on the central axis of the same shaft member 37, the number of parts can be reduced.
Further, according to the above embodiment, since the torque control spring 71 is provided and the torque control spring 71 surrounds the central axis of the shaft member 50 surrounded by the startup spring 23, the rack 38 can be moved to the fuel increase side by the torque control spring 71 when receiving a load. Therefore, the number of revolutions of the engine is less likely to decrease when receiving a load.
Further, according to the above embodiment, since the reinforcement portion is provided, deformation of the governor device can be suppressed. Therefore, the calculation result of the torque can be executed more accurately, and reliable torque boost performance can be ensured. If the governor device has low rigidity, when the governor device is deformed under a load, the displacement device may not be moved to a desired fuel injection position due to the deformation of the governor device, and a desired fuel increase amount may not be achieved.
In the above embodiment, the first operating lever 21 receives a force from the governor sleeve 41, and the governor sleeve 41 receives a force of the governor weight 40 that operates based on the rotation of the crankshaft 35. However, in the present invention, the force generated by the rotation of the crankshaft may not be generated by the accelerator weight as long as the first operating lever can receive the force.
In the above embodiment, the first fulcrum as the rotation fulcrum of the first operating lever 21 and the second fulcrum as the rotation fulcrum of the second operating lever 22 are located on the central axis of the same shaft member 37. However, in the present invention, the first fulcrum as the rotation fulcrum of the first operating lever and the second fulcrum as the rotation fulcrum of the second operating lever may not be located on the central axis of the same shaft member, and the first operating lever and the second operating lever may rotate about different shaft members.
In the above embodiment, the first to third urging members are constituted by coil springs, but the first to third urging members may be compression coil springs or tension coil springs, respectively. At least one of the first to third biasing members may be a spring other than a coil spring such as a helical spring. At least one of the first to third biasing members may be a tubular elastic member or the like capable of applying a biasing force, instead of a spring.
In the above embodiment, the starting spring 23 can contact both the one side urging force receiving surface 30 of the first operating lever 21 and the other side urging force receiving surface 31 of the second operating lever 22. However, in the present invention, the first biasing member may not contact at least one of the one side biasing force receiving portion of the first operating lever and the other side biasing force receiving portion of the second operating lever, and a member such as a spacer may be provided between the first biasing member and the at least one.
In the above embodiment, the one-side applied force receiving surface 30 constituting the one-side applied force receiving portion is a flat surface, and the other-side applied force receiving surface 31 constituting the other-side applied force receiving portion is a flat surface. However, at least one of the one side applied force receiving portion and the other side applied force receiving portion may not be a flat surface, may be a curved surface, or may have a structure (shape) other than a curved surface. The point is that any structure may be used as long as the one side applied force receiving portion and the other side applied force receiving portion are each a structure capable of receiving a force from the first urging member.
Further, in the above-described embodiment, the torque control spring 71 is disposed so as to surround the central axis of the shaft member 50 surrounded by the startup spring 23, but in the present invention, the torque control spring may not be present, and the third urging member may not be present.
Further, in the above embodiment, the governor device 11 is reinforced by the reinforcing member 90 and the rib 91. However, the governor device may be reinforced only by the reinforcing member, or only by the rib. The reinforcement portion may be located at any position of the governor device, or a part or the whole of the reinforcement portion may be located in the second operating lever. Further, in the present invention, the governor device may not have any reinforcement portion.
Further, the engine of the above embodiment is a horizontal water-cooled diesel engine, but the engine of the present invention may be a vertical engine instead of a horizontal engine, or may be an air-cooled engine instead of a water-cooled engine. Further, the engine of the present invention may be a gasoline engine instead of a diesel engine, or may be a turbine engine. The engine of the present invention may be any engine as long as the engine has a governor device. The governor device of the present invention is preferably mounted on an engine of an agricultural machine such as a cultivator, a rice transplanter, or a tractor, but it is needless to say that the governor device of the present invention can be mounted on an engine of a vehicle other than an agricultural machine or an engine of a vehicle other than a vehicle. It is needless to say that a new embodiment can be constructed by combining two or more of the configurations described in the above embodiment and modification.
Description of the reference numerals
10: a speed-regulating handle; 11: a governor device; 21: a first operating lever; 22: a second operating lever; 23: a start spring; 24: a speed regulating spring; 28: a force receiving portion; 29: the rack clamping groove; 30: one side is applied with a force bearing surface; 31: the other side is provided with a force bearing surface; 35: a crankshaft; 37: a shaft member; 38: a rack; 40: a governor weight; 41: a governor sleeve; 45: one end portion of the governor spring 24; 50: a shaft member; 51: a flat plate portion; 52: a flat plate portion; 71: a torque control spring; 90: a reinforcing member; 91: and a rib.
Claims (4)
1. A governor device for an engine, comprising:
a first force application member having one end portion and the other end portion;
a first operating lever having a force receiving portion that receives a force based on a rotation speed of the crankshaft, a volume adjusting instrument locking portion that locks a volume adjusting instrument that can adjust an injection volume of fuel, and a one-side applied force receiving portion that receives a force from one end portion of the first biasing member, and being rotatable about a first fulcrum;
a second operating lever having a second side urging force receiving portion that receives a force from the other end portion of the first urging member, and being rotatable about a second fulcrum; and
a second biasing member having one end portion engaged with the second operation lever and capable of applying a force to the second operation lever to rotate the second operation lever in one rotation direction with respect to the second fulcrum,
the first urging member is disposed so as to surround the outer peripheral surface of the cylinder member,
the above-mentioned tubular member is disposed so as to cover the second shaft,
the governor device of the engine further includes a third biasing member disposed so as to surround the second shaft.
2. The governor apparatus of an engine according to claim 1,
the first fulcrum and the second fulcrum exist on the same first axis.
3. A governor arrangement of an engine according to claim 1 or 2,
the structure is provided with a reinforcing part for increasing rigidity.
4. An engine, characterized in that,
a governor device provided with the engine according to any one of claims 1 to 3.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2014027716 | 2014-02-17 | ||
| JP2014-027716 | 2014-02-17 | ||
| PCT/JP2015/054170 WO2015122521A1 (en) | 2014-02-17 | 2015-02-16 | Engine governor device and engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106030075A CN106030075A (en) | 2016-10-12 |
| CN106030075B true CN106030075B (en) | 2020-01-03 |
Family
ID=53800258
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201580008910.7A Expired - Fee Related CN106030075B (en) | 2014-02-17 | 2015-02-16 | Engine governor device and engine |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP6424179B2 (en) |
| CN (1) | CN106030075B (en) |
| WO (1) | WO2015122521A1 (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5637067Y2 (en) * | 1975-05-23 | 1981-08-31 | ||
| JP2524130B2 (en) * | 1986-09-26 | 1996-08-14 | ヤンマーディーゼル株式会社 | Governor device for internal combustion engine |
| JP2005061357A (en) * | 2003-08-19 | 2005-03-10 | Yanmar Co Ltd | Governor device |
| JP2012233436A (en) * | 2011-04-28 | 2012-11-29 | Yanmar Co Ltd | Engine governor device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6901909B2 (en) * | 2003-09-15 | 2005-06-07 | Kubota Corporation | Centrifugal governor for horizontal diesel engines |
-
2015
- 2015-02-16 CN CN201580008910.7A patent/CN106030075B/en not_active Expired - Fee Related
- 2015-02-16 JP JP2015562885A patent/JP6424179B2/en active Active
- 2015-02-16 WO PCT/JP2015/054170 patent/WO2015122521A1/en active Application Filing
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5637067Y2 (en) * | 1975-05-23 | 1981-08-31 | ||
| JP2524130B2 (en) * | 1986-09-26 | 1996-08-14 | ヤンマーディーゼル株式会社 | Governor device for internal combustion engine |
| JP2005061357A (en) * | 2003-08-19 | 2005-03-10 | Yanmar Co Ltd | Governor device |
| JP2012233436A (en) * | 2011-04-28 | 2012-11-29 | Yanmar Co Ltd | Engine governor device |
Also Published As
| Publication number | Publication date |
|---|---|
| JP6424179B2 (en) | 2018-11-14 |
| JPWO2015122521A1 (en) | 2017-03-30 |
| CN106030075A (en) | 2016-10-12 |
| WO2015122521A1 (en) | 2015-08-20 |
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| GR01 | Patent grant | ||
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Address after: Osaka, Japan Patentee after: Yangma Power Technology Co.,Ltd. Address before: Osaka City, Osaka Prefecture, Japan Patentee before: YANMAR Co.,Ltd. |
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| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200103 Termination date: 20220216 |