JP2505225Y2 - Control mechanism of internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] <Industrial field of application> The present invention relates to a control mechanism for an internal combustion engine that controls a fuel pump using a governor device, and in particular, includes a stop lever for stopping the engine. The present invention relates to a control mechanism for an internal combustion engine.

<Prior Art> Generally, in a fuel injection pump used for an internal combustion engine such as a diesel engine, a control rack is moved according to the operating condition of the engine to increase or decrease the fuel injection amount to maintain the engine speed substantially constant. It is equipped with a governor device. This governor device can control the engine speed by changing the tension of the governor spring that balances the centrifugal force generated by the flyweight.

When stopping the engine, externally rotate the control lever or stop lever to the off position and move the control rack to the stop position to shut off the fuel supply, but turn off the lever until the engine completely stops. Must be held in position.

For example, Japanese Utility Model Laid-Open No. 60-14251 discloses a structure in which a spring-shaped idle stopper is provided between the off position and the idle position of the control lever. It cannot be fully fixed in the off position. In addition,
Japanese Patent No. 23373 discloses a device that can fix the governor lever at the maximum injection position when the engine is started. However, since the locking lever that moves the governor lever is driven by the motor that operates in the control circuit that detects the engine speed,
The structure is complicated and expensive. Further, a method of locking the control rack at a stop position by using a solenoid or the like is conceivable, but the fuel injection pump itself has to be redesigned, resulting in problems such as lack of versatility and high price.

<Problems to be solved by the device> Therefore, the object of the present invention is to turn the stop lever to the off position, move the control rack to the stop position regardless of the operation of the governor mechanism, and simultaneously turn off the stop lever. It is an object of the present invention to provide a control mechanism of an internal combustion engine having a relatively simple structure that can be fixed at a position and surely stop the engine.

[Means for Solving the Problem] <Means for Solving the Problems> According to the present invention, the above-mentioned object is to provide a governor device for controlling a control rack of a fuel injection pump, and to transmit the operation of the governor device to the control rack. , First position to stop fuel supply and second to maximize fuel supply
A control mechanism for an internal combustion engine having a governor arm that rotates between a position and a stop arm that moves the governor arm to the first position regardless of the operation of the governor device. In order to hold the stop arm in an on position that does not hinder the operation and to fix the stop arm in an off position that holds the governor arm in the first position when stopping the operation, the stop arm is normally turned on. An internal combustion engine characterized by having a locking means composed of spring means for urging the stop arm toward the off position when the stop arm is rotated by a certain angle or more. This is accomplished by providing a control mechanism.

<Operation> By doing so, the stop arm can be fixed by the locking means so as to hold the governor arm at the first position for stopping the fuel supply regardless of the operation of the governor device.
The engine can be stopped completely. Moreover, since it is possible to give a sense of moderation to the movement of the stop arm at the two positions of ON / OFF, the stop arm moves due to the operator's careless touch or the influence of vibration, and the movement of the governor arm causes the stop arm to move. The present invention will be described in detail with reference to the accompanying drawings, with reference to the accompanying drawings.

Referring to FIG. 1, a diesel engine 1 to which the present invention is applied has an oil pan 2 integrated with a crankcase and a cylinder block 3 joined to the upper part of the oil pan, and a skirt portion 4 below the cylinder block 3. A fuel injection pump 5 is tilted and fixed to. Fuel injection pump 5
The roller tappet 6 is vertically reciprocally driven by a cam 8 of a cam shaft 7 which rotates at a speed half the speed of a crank shaft (not shown), so that fuel is injected through a high-pressure fuel pipe 9 to an injection nozzle. Send by pressure.

A governor device 10 is rotatably provided below the cam shaft 7, and a gear 11 of the governor device 10 meshes with a gear 12 of the cam shaft 7 to allow the cam shaft 7 to rotate.
Rotate with. The governor device 10 is connected via the link mechanism 13 so as to interlock with the fuel injection pump 5, and automatically controls the fuel injection amount according to the engine rotation speed. The governor device 10 is a well-known mechanical governor, and is provided with a slider 15 that moves in the axial direction by a centrifugal force generated in a pair of flyweights 14.

As shown in FIG. 2 as well, the link mechanism 13 has a governor shaft 17 pivotally supported on the lower portion of the skirt portion 4 via a bracket 16 and one end integrally fixed to the governor shaft 17 so that the governor shaft 17 It has a governor arm 18 which can be swung around 17 and a sub-arm 19 which is attached so as to be rotatable relative to the governor arm 18 around the governor shaft 17. A U-shaped groove 20 is provided at the other end of the governor arm 18, and a rack pin 22 projecting from a control rack 21 of the fuel injection pump 5 is engaged with the U-shaped groove 20. A window 23 is opened in the upper part of the sub-arm 19, and an engaging pin 24 projecting from the governor arm 18 projects into the window 23. As a result, the relative angular displacement between the governor arm 18 and the sub arm 19 is limited within a certain range in which the engagement pin 24 engages with the peripheral edge of the window 23. Further, the one end 19a of the sub-arm 19 is in contact with a stop screw 25 screwed to the inner wall of the oil pan 2 to limit the range of rotation.

A control arm 26 is arranged above the sub arm 19, and one end 19b of the sub arm 19 and the control arm 26 are arranged.
A governor spring 27 composed of a tension coil spring is stretched between the free end of the governor spring 27 and the free end. The tension of the governor spring 27 causes the engagement pin that engages with the peripheral edges of the sub arm 19 and the window 23.
The governor arm 18 is urged in the clockwise direction in FIG. 2, that is, in the fuel increasing direction A via 24, and at the same time, the one end 17a of the governor shaft 17 abuts against the tip of the slider 15 and acts in the pushing direction. . During operation of the engine, the governor device 10 rotates to generate a centrifugal force on the flyweight 14, the slider 15 is pushed in the axial direction to a position where the centrifugal force and the tension of the governor spring 27 are balanced, and the governor shaft 17 is rotated. It moves to swing the governor arm 18 in the opposite direction in the fuel reduction direction B.

The control arm 26 is integrally fixed to an inner end of a control shaft 29 rotatably supported by a boss portion 28 of the skirt portion 4. A control lever 30 is fixed to the outer end of the control shaft 29. By rotating the control lever 30 from the outside, the tension of the governor spring 27 is changed to control the control rack 21.
Is controlled to control the fuel injection amount, that is, the engine speed.

Below the control shaft 29, a stop shaft 32 is rotatably supported by a boss portion 31 of the oil pan 2,
A stop arm 33 is integrally fixed to the inner end thereof. The free end of the stop arm 33 is bent and an engaging claw portion 34 is provided. When the stop arm 33 is rotated in the direction of arrow C in FIG. 2, the claw portion 34 is planted in the governor arm 18 to stop. It is adapted to engage the pin 35. A stop lever 36 is integrally fixed to the outer end of the stop shaft 32.

The stop lever 36 has a hook spring 38 whose one end is engaged with a pin 37 which is integral with the stop lever 36. The other end of the hook spring 38 has a hook 41 at the tip of a member 40 fixed to the side wall of the oil pan 2 by a bolt 39.
Is locked to. When the stop lever 36 is in the ON position shown by the solid line in FIG. 3, the hook spring 38
Has a line connecting the fulcrum 41a on the hook 41 and the pin 37, which is the point of action, upward by the stop shaft 32, and urges the stop lever 36 in the direction of the clockwise arrow D in the figure. Therefore, the stop arm 33 is held at the ON position shown by the solid line in FIG. 2, and the governor arm 18 swings without the stop pin 35 and the engaging claw portion 34 engaging, and the engine operates. Maintain normal operating conditions.

When the engine is stopped, the stop lever 36 is rotated counterclockwise E against the biasing force of the hook spring 38 to the off position shown by the imaginary line in FIG. As a result, the stop arm 33 rotates in the reaction clockwise direction C, the engagement claw portion 34 engages with the stop pin 35, and regardless of the operation of the governor device 10 and the governor spring 27, the OFF state shown by an imaginary line in FIG. The governor arm 18 is driven in the fuel reducing direction B to the position, and the control rack 21 is moved to the stop position.

In the hook spring 39, the line connecting the fulcrum 41a and the pin 37 is located below the stop shaft 32 in the off position shown by the imaginary line in FIG. And acts in the direction of arrow E in the opposite direction to the stop lever 36. By this biasing force, the stop lever 36 and the stop arm 33 are fixed to the off position. Here, as shown in FIG. 2, the position 19b on the sub arm 19 on which the tension of the governor spring 27 acts and the position 35 on the governor arm 18 on which the biasing force of the hook spring 38 acts and the rotation of both arms 19, 18. If the distances from the center governor shaft 17 are a and b, respectively, by setting b> a, the stop lever 36 and the stop arm 33 are set to the off position even if the biasing force of the hook spring 38 is weaker than that of the governor spring 27. Can be fixed to.

When restarting after stopping the engine in this way, the stop lever 36 is returned from the off position to the on position. As a result, the engagement between the stop arm 33 and the governor arm 18 is released, and the normal operating state can be entered.

Needless to say, the same effect can be obtained by using a tension coil spring instead of the hook spring that biases the stop lever 36. Also, instead of the stop lever, the stop arm can be spring-loaded in the crankcase as well. Furthermore, the present invention can be carried out by making various modifications and changes to the above-described embodiment within the technical scope thereof.

[Advantage of Device] As described above, according to the present invention, the spring force acting on the stop arm is reversed from the ON position direction to the OFF position direction by rotating the stop lever from the ON position to the OFF position. By providing the spring means, the stop arm can be fixed to the off position and the governor arm can be held at the stop position, so that the engine can be reliably stopped. Further, the price can be reduced by such a simple configuration.

[Brief description of drawings]

FIG. 1 is a sectional view showing a control mechanism of a diesel engine to which the present invention is applied. FIG. 2 is an explanatory view showing the link mechanism of FIG. FIG. 3 is an explanatory view showing a main part of the present invention. 1 ... Diesel engine 2 ... Oil pan 3 ... Cylinder block 4 ... Skirt part 5 ... Fuel injection pump 6 ... Tappet, 7 ... Cam shaft 8 ... Cam, 9 ... High-pressure fuel pipe 10 ...... Governor device, 11, 12 ...... Gear 13 …… Link mechanism, 14 …… Fly weight 15 …… Slider, 16 …… Bracket 17 …… Governor shaft, 17 a …… One end 18 …… Governor arm, 19 …… Sub arm 19a …… One end, 19b …… Other end 20 …… U-shaped groove, 21 …… Control rack 22 …… Rack pin, 23 …… Window 24 …… Engaging pin, 25 …… Stop screw 26 …… Control arm 27… … Governor spring 28 …… Boss part 29 …… Control shaft 30 …… Control lever 31 …… Boss part, 32 …… Stop shaft 33 …… Stop arm, 34 …… Engagement claw part 35 …… Stop pin, 36… ... Stop Lever 37 ...... pin 38 ...... hook spring 39 ...... volts, 40 ...... member 41 ...... hook, 41a ...... fulcrum

Claims (1)

(57) [Scope of utility model registration request] 1. A governor device for controlling a control rack of a fuel injection pump, a first position for transmitting an operation of the governor device to the control rack and stopping fuel supply, and a second position for maximizing a fuel supply amount. A control mechanism of an internal combustion engine having a governor arm that rotates between the governor arm and a stop arm that moves the governor arm to the first position regardless of the operation of the governor device. In order to hold the stop arm in the ON position that does not hinder the operation and to fix the stop arm in the OFF position that holds the governor arm in the first position when the operation is stopped, the stop arm is normally set to the ON position. When the stop arm is rotated toward a certain angle, the stop arm is moved to the off position. 1. A control mechanism for an internal combustion engine, comprising: a locking device including a spring device that urges the engine toward the engine.