JP2008297918A - Electronic governor control type engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electronic governor control type engine capable of moving a working vehicle and, in the case of a working machinery, operation can be completed if it is almost completed by urgently starting the engine with a simple operation when an engine becomes unstartable. <P>SOLUTION: In the electronic governor control type engine, a lack actuator 4 is connected to an engine control unit (ECU) 5 for controlling rotation of the engine 1 to control the rotation speed. A harness for connecting the ECU 5 and an electric device for controlling or providing electric power is structured to be removable when the harness connected to the ECU 5 is disconnected and, instead, a simplified ECU 85 is provided to be connected to the electric device so that the engine 1 is startable. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an electronic governor-controlled engine, and more particularly to a technology of an electronic governor-controlled engine that can operate an engine even when an electronic component such as a harness or an actuator fails.

2. Description of the Related Art Conventionally, fuel injection pumps configured to adjust the fuel injection amount by sliding a control rack with an electronic control governor, that is, controlling the rack position of the control rack, are well known. (For example, refer to Patent Document 1).
On the other hand, a battery, a key switch, an accelerator, various switches, a cooling water temperature sensor, a rack position sensor, a rotation speed sensor, and the like are connected to the input side of the control device.
Japanese Patent Laid-Open No. 11-2137

In the conventional configuration, if the engine cannot be started, it is difficult to determine whether the failure is due to the disconnection of the harness or the various devices. Removed and inspected and replaced the part if there was a problem. In addition, when the electrical equipment is normal, it can be diagnosed that the harness is disconnected, but the harness is wired along the work machine (inside the machine body) or between parts and equipment. In addition, it takes a lot of time to exchange. In particular, when an electronic governor-controlled engine is mounted on a work vehicle such as a construction machine, if it does not move when working in a public place, for example, working on a road, it will interfere with traffic. It is not possible to leave the work vehicle in place. In addition, a large heavy machine is required to move the work vehicle.
Therefore, in view of such a problem, the present invention can make an emergency start with a simple work and move a work vehicle when the engine can no longer be started. Provide an electronic governor controlled engine that can be completed.

  The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described.

  That is, in claim 1, in an electronic governor control type engine in which a rack actuator is connected to an engine control unit (ECU) for controlling the rotation of the engine to control the rotation speed, when a harness connected to the ECU is disconnected. The harness for connecting between the ECU and the electric device for supplying control or electric power is configured to be removable, and instead, the simplified ECU is connected to the electric device to enable the engine to operate.

  According to a second aspect of the present invention, the simplified ECU includes a harness that can be connected to a start switch, a battery, a starter, a rack actuator, and a rotation sensor, which are electric devices necessary for starting.

  According to a third aspect of the present invention, there is provided an electronic governor-controlled engine that controls a rotational speed by connecting a rack actuator to an engine control unit (ECU) that controls the rotation of the engine, and the rack actuator that moves the control rack of the fuel injection pump, It is configured to be detachable with respect to the governor case and the control rack, and configured so that a mechanical rack adjusting device can be mounted instead of the rack actuator.

  According to a fourth aspect of the present invention, the mechanical rack adjusting device is provided with an elastic body for absorbing a swing when the rack is fixed.

  According to a fifth aspect of the present invention, the mechanical rack adjustment device is provided with an operation lever so that the control rack can be slid, and the engine speed can be adjusted by operating the operation lever.

  As effects of the present invention, the following effects can be obtained.

  In claim 1, when the harness connected to the ECU is disconnected, the engine can be started by connecting the simple ECU, and in a vehicle equipped with the engine, the engine is operated to be a safe place. With a work machine connected to the engine, if there is a little remaining work, the work can be completed and sent for repair. Also, with a generator used for lighting, until the day breaks The minimum light can be secured, and the work that cannot be stopped can be continued until the service person arrives. The engine can be used with peace of mind in such an emergency.

  According to the second aspect of the present invention, when an electric device breaks down, the engine can be started by easily connecting a minimum electric mechanism necessary for starting the engine to a simple ECU used in an emergency.

  In claim 3, since the control rack can be mechanically manually driven, when the rack actuator cannot be electrically controlled, the engine speed is adjusted by mechanically adjusting the engine speed. It can be driven.

  According to the fourth aspect of the present invention, the rack can be prevented from swinging due to external vibration, and the fuel injection amount can be adjusted stably.

  According to the fifth aspect, after the engine is started, the fuel injection amount can be adjusted, and the engine can be driven at a desired rotational speed.

Next, embodiments of the invention will be described.
1 is a diagram showing an example of the configuration of a device for embodying a fuel injection amount control mechanism according to the present invention, FIG. 2 is a diagram showing the configuration of a fuel injection pump, FIG. 3 is a block diagram showing the configuration of an ECU, and FIG. Is a block diagram showing the configuration of the ECU, and FIG. 5 is a partial sectional view of the mechanical rack adjusting device.

FIG. 1 shows an example of a device configuration for embodying a fuel injection amount control mechanism according to the present invention.
The engine 1 is provided with a fuel injection pump 2, a starter 3, and the like. The fuel injection pump 2 is provided with an electronic governor. The starter 3 is a cell motor in a diesel engine, and is a cell motor, an ignition circuit, and the like in a gasoline engine, and is an electric device necessary for starting.
The starter 3 and the rack actuator 4 of the electronic governor are connected to and controlled by an engine control unit (ECU) 5 that is a control device of the engine 1.
The ECU 5 is connected to a start switch 7 constituted by a key switch or the like, a rotation speed setting means 8 and the like. When the start switch 7 is operated by an operator, the starter (cell motor) 3 is driven. Fuel is injected, the engine 1 is started, and the engine is operated at the rotation speed set by the rotation speed setting means 8.
Further, the ECU 5 stores a map in which the fuel injection amount is determined according to the set rotational speed, the actual rotational speed, the load, and the like, and the position of the control rack (hereinafter simply referred to as “rack position”) according to the map. Be controlled.

  The electronic governor includes a rack actuator 4, a rack position sensor 14 that is a rack position detection unit, a rotation number sensor 15 that is a rotation number detection unit, and the like. The electronic governor is connected to the ECU 5, and the rack actuator 4 is controlled by a control signal from the ECU 5. The control rack is controlled to slide and the rack position is changed, so that the fuel injection amount is adjusted.

In FIG. 2, the rack actuator 4 of the electronic governor is constituted by a solenoid or the like, and a control rack is connected to the rack actuator 4. Specifically, a rack lever 50 is attached to the tip of the operating rod 25 of the rack actuator 4 and connected to a control rack (not shown) via a link 49 from the end of the rack lever 50.
The control rack meshes with the control sleeve, and the control sleeve is provided on the outer periphery of the plunger 45 of the fuel injection pump 2. By the operation of the rack actuator 4, the control rack is slid and the control sleeve and the plunger 45 are rotated. By changing the position of the plunger lead provided on the plunger 45 with respect to the fuel intake port, the fuel injection amount is adjusted.

Further, the rotation of the cam 43 provided on the cam shaft 42 causes the plunger 45 to slide in the vertical direction, and a fuel pressure chamber is formed between the upper surface of the plunger 45 and the plug 41. The fuel is compressed and the fuel is pumped to the distribution shaft 47.
The plunger 45 is slid in the plunger barrel 44, and in the distribution shaft sleeve 48, the distribution shaft 47 rotates and slides to distribute fuel to each cylinder and send it.

  Further, the engine 1 is equipped with an EGR device 12 as shown in FIG. The EGR device 12 returns a part of the exhaust gas to the intake system and lowers the maximum temperature when the air-fuel mixture burns to suppress the amount of NOx produced. Specifically, the exhaust gas manifold and the intake manifold A communication pipe is provided between the EGR valve, an EGR valve is provided in the middle of the communication pipe, the EGR valve is configured by an electromagnetic proportional valve, and connected to the ECU 5 serving as control means. The ECU 5 controls the opening degree of the EGR valve. The exhaust gas is controlled so that a part of the exhaust gas can be returned to the intake system via the communication pipe.

  Further, as shown in FIG. 3, the engine 1 is provided with an oil temperature sensor 16 for detecting the temperature of the lubricating oil stored in the oil pan and a cooling water temperature sensor 17 for detecting the temperature of the cooling water. The sensor 16 and the coolant temperature sensor 17 are connected to the ECU 5. The ECU 5 controls the fuel injection amount and the EGR device 12 based on the detection information of the oil temperature sensor 16 and the cooling water temperature sensor 17 and the load factor of the engine. That is, the opening degree (EGR opening degree) of the electronic governor and the EGR control valve is adjusted, so that black smoke and white smoke are prevented from being generated at the start, and can be efficiently rotated during the rated operation.

Next, control by the ECU 5 will be described with reference to the block diagram of FIG.
On the input side of the ECU 5, a rotational speed setting means 8 for setting the rotational speed of an accelerator lever or the like, the rack position sensor 14 as a rack position detecting means, a rotational speed sensor 15 as a rotational speed detecting means, an oil pan An oil temperature sensor 16 for detecting the temperature of the lubricating oil stored in the tank, a cooling water temperature sensor 17 for detecting the temperature of the cooling water, a start switch 7 for starting the engine, a battery 19 for supplying electric power, and the like are connected.

  On the other hand, on the output side of the ECU 5, a rack actuator 4 of an electronic governor, an EGR device 12, an air heater 30 that operates at a low temperature start to warm intake air, a starter 3 that includes a cell motor for rotating a flywheel at the time of engine start, A monitor 32 and the like for displaying an alarm and the operating state of the engine 1 are connected.

These various electric devices are all connected to the ECU 5 by electric wiring (harness), and can transmit and receive control signals, supply power, and the like.
Conventionally, the harness is wired along the outer wall and the inner surface of the engine and the airframe on which the engine is mounted, or while protecting the harness through the inside of the case, it takes a very long time to replace. That is, in order to check whether or not the harness is disconnected, it is necessary to remove the components one by one and check the continuity.

Therefore, in the present invention, when the harness connected to the ECU 5 is disconnected, the harness that connects between the ECU 5 and an electric device that supplies control or electric power is configured to be removable. ) The ECU 85 is connected so that the engine can be operated. In other words, the electrical equipment and harness necessary for starting the engine and obtaining the minimum number of revolutions can be easily attached and detached, and can be connected to the simplified (emergency) ECU 85.
Specifically, a connector 26 is provided in the middle of the harness and connected to the ECU 5. The connector 26 is composed of a male body and a female body, and can be connected and disconnected. However, the shape and structure of the connector are not limited, and the connector is not limited to a plug-in type, a screw type, a clamping type (clip type), or the like, and may be any one that can be easily attached and detached. The emergency ECU 85 capable of performing the control necessary for starting the engine and obtaining the minimum number of revolutions is provided with a connector 27 that can be connected to the separated connector 26 on the electrical equipment side via the emergency harness 24. Provided. The connector 26 is provided as close as possible to an electrical device in which disconnection does not occur.

  In such a configuration, when a failure such as disconnection occurs, the connector 26 is separated into a male body and a female body. Then, the connector 27 attached to the tip of the emergency harness 24 connected to the emergency ECU 85 is connected to the connector 26 on the electrical equipment side. Then, when the start switch 7 is turned on, the cell motor (starter 3) rotates to operate the rack actuator 4, and a predetermined fuel is injected to maintain the predetermined rotation speed and drive. By maintaining this predetermined rotational speed, for example, in the case of a construction machine, it can be moved from a road or the like to a position that does not obstruct traffic. Further, in the case of a generator, emergency lighting or the like can be turned on. Further, since the connector 26 is provided as close to the electrical equipment as possible, even if a disconnection occurs between the ECU 5 and the connector 26, the emergency ECU 85 can be easily replaced.

  More specifically, as an electrical device necessary for starting the above-described engine and obtaining at least the minimum required rotational speed for moving (a rotational speed capable of light work if possible), In this embodiment, a battery 19, a start switch 7, a starter 3, a rack actuator 4, a rotation speed sensor 15 and the like are provided. The battery 19 is connected to the ECU 5 via a connector 26a, and the start switch 7 is connected to a connector 26b. The starter 3 is connected to the ECU 5 via a connector 26c, the rack actuator 4 is connected to the ECU 5 via a connector 26d, and the rotational speed sensor 15 is connected to the ECU 5 via a connector 26e. .

On the other hand, the emergency ECU 85 includes a connector 27a via the harness 24a, a connector 27b via the harness 24b, a connector 27c via the harness 24c, a connector 27d via the harness 24d, and a connector via the harness 24e. 27e are connected to each other.
The connector 26 includes a male body and a female body. For example, the male body is attached to the electric device side and the female body is attached to the ECU 5 side. However, the reverse is also possible. Then, the female body having the same shape is attached to the harness 24 of the emergency ECU 85. In this case, the connectors 26a, 26b,... Connected to the battery 19, the start switch 7, the starter 3, the rack actuator 4, and the rotation speed sensor 15 have different shapes, so that connection errors can be prevented.
The emergency ECU 85 is a simple type, and has a program necessary for starting the engine and at least obtaining a minimum number of rotations necessary for moving, or if possible, a number of rotations capable of light work. It only needs to have the ability to memorize and calculate, the memory capacity is small, the calculation speed and performance may be low, it is configured at low cost, is portable, and it can be easily installed in the engine body by a stay etc. in an emergency. It can be fixed.

Next, another embodiment will be described with reference to FIG.
The harnesses 28a, 28b,... Connected to the battery 19, the start switch 7, the starter 3, the rack actuator 4, and the rotational speed sensor 15 are connected to one connector 37, and the ECU 5 A harness for connecting to the battery 19, the start switch 7, the starter 3, the rack actuator 4, and the rotation speed sensor 15 is connected to one connector 36. The emergency ECU 85 is also provided with one connector 38 for connection to the battery 19, the start switch 7, the starter 3, the rack actuator 4, and the rotation speed sensor 15. With this configuration, when the ECU or other (device not related to starting) fails, the connectors 36 and 37 are disconnected and the connectors 37 and 38 are connected, so that the starting can be easily performed. A limited number of revolutions can be obtained and moved in the case of a vehicle. However, you may add the said structure (FIG. 3).

Next, when the electrical system fails and the emergency start electrical devices (battery 19, start switch 7, starter 3, rack actuator 4, rotation speed sensor 15) cannot be started even when connected to the emergency ECU 85, In addition, a description will be given of a configuration in which a mechanical rack adjustment device 90 can be attached and started when the rack actuator 4 of the electronic governor is removed when a failure occurs in an electrical device such as the rack actuator 4 and the start is impossible.
As shown in FIG. 5, the mechanical rack adjusting device 90 absorbs a rack adjusting shaft 101 connected to the rack lever 50, a fixing plate 102 for fixing to the governor case 91, and swinging when the rack is fixed. The spring 103 is an example of the elastic body, and spring pressing plates 104a and 104b that can adjust the elasticity of the spring 103 with both ends of the spring 103 interposed therebetween.

The mechanical rack adjusting device 90 is configured to be detachable from the rack actuator 4 of the electronic governor. That is, one end of the rack adjusting shaft 101 is rotatably attached to the rack lever 50 connected to the control rack and the link 49. Specifically, the rack adjusting shaft 101 passes through the rack lever 50, and a ring is fitted on both sides thereof so as to be rotatably locked. The other side of the rack adjusting shaft 101 passes through the fixing plate 102, the support 105, and the spring 103 and is screwed to the spring pressing plate 104a, and an operation lever 106 is provided at the tip. The fixing plate 102 is for closing the hole after removing the rack actuator and fixing the mechanical rack adjusting device 90, and is fixed to the governor case 91 with bolts or the like. The support body 105 is formed in a pipe shape, one end is fixed to the fixed plate 102 by welding or the like, and a spring pressing plate 104b is screwed around the outer periphery. The spring 103 is externally fitted to the rack adjusting shaft 101 and the support body 105, and is disposed between the spring pressing plates 104a and 104b.
In such a configuration, the rack adjusting shaft 101 slides to the right or left in FIG. 5 by rotating the operation lever 106 while fixing the spring pressing plate 104a. For example, by sliding the rack adjustment shaft 101 to the left, the fuel injection amount can be increased by sliding the control rack via the rack lever 50 and the link 49, and the rotation speed can be increased. On the contrary, when the operation lever 106 is rotated in the reverse direction and the rack adjusting shaft 101 is slid in the right direction, the fuel injection amount can be decreased and the rotation speed can be decreased.
Further, the spring force of the spring 103 can be adjusted by rotating the spring pressing plate 104b while fixing the spring pressing plate 104a. The spring 103 absorbs rack hunting and prevents the rack adjusting shaft 101 from rotating due to engine vibration or the like to change the engine speed.

In such a configuration, for example, when the electronic governor is broken, the rack actuator portion is removed and replaced with the mechanical rack adjusting device 90. At this time, one end of the rack adjusting shaft 101 is locked to the rack lever 50, and the fixing plate 102 is fixed to the governor case 91. Then, the rack adjusting shaft 101 is rotated to the starting position, the cell motor is operated, or the crankshaft is rotated to start the engine. After the engine is started, the operation lever 106 is operated to set a desired rotational speed.
With this configuration, the engine can be started in an emergency such as when the electric system fails, and can be driven at a desired rotational speed. Then, the engine-equipped vehicle can be moved to a safe place. Since the electronic governor mechanism is removed, the engine speed remains lowered when a load is applied, and the engine stalls when a larger load is applied. It is necessary to keep.

  As described above, the electronic governor-controlled engine according to the present invention is an electronic governor-controlled engine that controls the rotational speed by connecting the rack actuator 4 to the engine control unit (ECU) 5 that controls the rotation of the engine 1. When the harness connected to the ECU 5 is disconnected, the harness that connects between the ECU 5 and an electric device that supplies control or electric power is configured to be removable. Instead, the simplified ECU 85 is connected to the electric device and the engine 1 is connected. Is configured to be operable. By configuring in this way, when the harness connected to the ECU 5 is disconnected, the engine 1 can be started by connecting the simple ECU 85. In a vehicle equipped with the engine 1, the engine 1 is operated. The work machine connected to the engine 1 can be used for repairs when it is a little left, and can be used for lighting. Then, the minimum light can be secured until dawn, and the work that cannot be stopped can be continued until the serviceman arrives. The engine can be used with peace of mind in such an emergency.

  The simplified ECU 85 includes a harness 24 that can be connected to the start switch 7, the battery 19, the starter 3, the rack actuator 4, and the rotation speed sensor 15 that are necessary electrical devices when starting. With this configuration, when an electrical device breaks down, the engine 1 is started by connecting the minimum electrical mechanism necessary for starting the engine 1 to the simple ECU 85 that is easily used in an emergency. Can do.

  Further, in an electronic governor control type engine in which the rack actuator 4 is connected to an engine control unit (ECU) 5 that controls the rotation of the engine 1 to control the rotation speed, the rack actuator 4 that moves the control rack of the fuel injection pump 2 is provided. The governor case 91 and the control rack are configured to be detachable, and a mechanical rack adjusting device 90 can be mounted instead of the rack actuator 4. With this configuration, the control rack can be mechanically manually driven. Therefore, when the rack actuator 4 cannot be electrically controlled, the rotational speed is mechanically adjusted. The engine can be driven.

Further, the mechanical rack adjusting device 90 is provided with an elastic body 103 for absorbing a swing when the rack is fixed. With this configuration, it is possible to prevent the rack from swinging due to external vibration and to adjust the fuel injection amount stably.
The mechanical rack adjusting device 90 is provided with an operation lever 106 so that the control rack can be slid, and the engine speed can be adjusted by operating the operation lever 106. With this configuration, the fuel injection amount can be adjusted after the engine is started, and the engine 1 can be driven at a desired rotational speed.

The figure which shows the apparatus structural example for embodying the control mechanism of the fuel injection quantity concerning this invention. The figure shown about the structure of a fuel injection pump. The block diagram which shows the structure of ECU. The block diagram which shows the structure of ECU. The partial cross section figure of a mechanical rack adjustment apparatus.

Explanation of symbols

1 Engine 2 Fuel Injection Pump 3 Starter 4 Rack Actuator 5 ECU
7 Start switch 8 Speed setting means

Claims (5)

In an electronic governor-controlled engine that controls the rotational speed by connecting a rack actuator to an engine control unit (ECU) that controls the rotation of the engine,
When the harness connected to the ECU is disconnected, the harness that connects the ECU and the electric device that supplies control or electric power is configured to be removable. Instead, the simplified ECU is connected to the electric device and the engine is connected. An electronic governor-controlled engine characterized by being configured to be operable.   2. The electronic governor-controlled engine according to claim 1, wherein the simplified ECU includes a harness that can be connected to a start switch, a battery, a starter, a rack actuator, and a rotation sensor, which are electrical devices necessary for starting. . In an electronic governor-controlled engine that controls the rotational speed by connecting a rack actuator to an engine control unit (ECU) that controls the rotation of the engine,
An electronic device characterized in that a rack actuator for moving a control rack of a fuel injection pump is configured to be detachable from a governor case and a control rack, and a mechanical rack adjusting device can be mounted instead of the rack actuator. Governor controlled engine.   4. The electronic governor-controlled engine according to claim 3, wherein the mechanical rack adjusting device is provided with an elastic body for absorbing a swing when the rack is fixed. 4. The electronic governor according to claim 3, wherein the mechanical rack adjusting device is provided with an operation lever so that the control rack can be slid and the engine speed can be adjusted by operating the operation lever. Controlled engine.

Images