JP2646619B2 - Centrifugal governor for internal combustion engine - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a centrifugal governor suitable for controlling a fuel injection amount of a fuel injection pump for a diesel engine.

[Conventional technology]

In a fuel injection type internal combustion engine, it is necessary to control the amount of fuel injection related to the engine speed. For this reason, a centrifugal governor is attached to the fuel injection pump and the fuel injection discharged from the fuel injection pump is controlled. Controlling the amount. As this type of governor, for example, the governor disclosed in Japanese Patent Publication No. 46-40059 is known.

In the above known governor, the fuel adjusting member for controlling the fuel injection amount is lubricated by lubricating oil introduced by an oil pump in the engine body.

[Problems to be solved by the invention]

However, when the centrifugal governor having such a configuration is used in a low temperature state, the viscosity of the lubricating oil increases significantly, and the sliding resistance of the fuel adjusting member increases. Therefore, when starting the engine and idling,
Even if the adjusting lever that controls the position of the fuel adjustment member is turned to the full load side of the engine, the elasticity of the control spring is weak. However, there was a problem that starting failures occurred. On the other hand,
No. 0 discloses that the magnetic force between the fuel metering material and the driving member causes the fuel metering member to move toward the fuel increasing side at the time of starting, and the magnetic force does not act when the engine is stopped so that the fuel metering member is not actuated. A governor that moves to the fuel reduction side is disclosed.

However, in the case of Japanese Utility Model Laid-Open No. 58-14430, there is a problem that the sliding resistance of the fuel adjusting member is large and the controllability is poor during normal operation after starting.

The present invention has been made in view of the problems as described above,
It is an object of the present invention to provide a centrifugal governor for an internal combustion engine in which starting failures are less likely to occur even at low temperatures and which have good controllability even during normal operation.

[Means for solving the problem]

In order to solve the above problems, the present invention has taken the following technical measures.

That is, in the first invention of the present invention, the movement of the control sleeve, which is moved by the thrust of the fly weight,
In a centrifugal governor for an internal combustion engine, which controls the increase / decrease of fuel by the position of the control rack, the control rack is formed of a magnet or a magnetic material through a swingable intermediate lever. A magnetic member or a driving lever formed of a magnetic material or a magnet that can be brought into close contact with the magnetic member by a magnetic force is rotatably mounted on the governor housing. Is driven integrally to move the control rack toward the fuel increasing side.Also, the driving lever is constantly biased toward the fuel increasing side by the elastic member, and the biasing force of this elastic member is integrated with the intermediate lever. The magnetic member and the drive lever are forcibly turned off when the arm formed as a whole comes into contact with the cam surface of the torque cam. It was set to be strength.

Further, in the second invention of the present invention, the drive lever is constituted by a lever portion and an engaging portion rotatably attached to the lever portion which is in close contact with the magnetic member, and the drive lever has a predetermined amount of drive lever. A projection is formed at the joint between the magnetic member and the engaging portion to generate a couple opposite to the magnetic force at the joint between the magnetic member and the engaging portion when driven to the fuel increasing side.

In the third invention of the present invention, the drive lever is constituted by a stop lever which engages with the magnetic member when the engine is stopped and moves the control rack to the fuel reduction side.

Further, in the fourth invention of the present invention, in the centrifugal governor, a driving device including a rod for urging the intermediate lever toward the fuel increasing side and an actuator for driving the rod is provided.

〔Example〕

Next, a first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a sectional view showing the configuration of the present embodiment.

In FIG. 1, when the rotation speed of an engine (not shown) increases, the flyweight 11 moves outward and the control sleeve 12 moves leftward, whereby the intermediate lever 13
Turn the control rack clockwise around 18 to support
14 moves in the fuel decreasing direction (to the right).

Lever that rotates integrally with adjusting lever 15
A control lever 17 is rotatably connected to an end of 16, and a slider 19 is attached to an end of the control lever 17 by a pin 18. And pin 18 is a plate
When the adjusting lever 15 is turned to the full load side (counterclockwise), the pin 18 is guided by the guide groove 20a to move downward, and the slider is fitted. 19 also moves downward in the long groove 13a. At this time, since the pin 18 and the slider 19 are slightly displaced to the left, the pin 22 connecting the intermediate lever 13 and the support lever 21 is moved.
The intermediate lever 13 rotates counterclockwise around the fulcrum, and the control rack 14 moves in the fuel increasing direction.

After the engine is started, the position of the pin 22 is moved upward by the action of the fly weight 11 to move the sleeve 12 to the left. The tip is a torque cam
The contact with the cam surface 24a of the 24 prevents oversupply of fuel.

The arm 23 is an intermediate lever in this embodiment.
Although formed integrally with the upper end of the arm 13, the arm 23 may be formed separately from the intermediate lever 13 and fixed so as to move integrally with the intermediate lever 13.

One end of the torque cam 24 is rotatably connected to a lower end of an adjusting screw 25, and the adjusting screw 25 is slidably inserted into a guide hole 26a formed in the slider 26, and is screwed into a screw portion at the upper end. It is positioned by nuts 27,27.

A spring 28 is provided between the torque cam 24 and the slider 26.
And presses the torque cam 24 downward. When an upward force acts on the torque cam 24, the adjusting screw 25 projects upward against the slider 26 against the spring 28, and allows the torque cam 24 to move upward (in a direction perpendicular to the direction in which the control rack 14 moves). .

Another adjusting screw 29 is slidably fitted in the long groove 24b at the other end of the torque cam 24, and the torque cam 24 is supported vertically by a stopper 29a provided at the lower end of the adjusting screw 29. .

The adjusting screw 29 is screwed into a screw hole 26 a formed in the slider 26, and a lock nut 30 is screwed into a screw portion protruding from the slider 26, and is fixed to the slider 26.

A spring 31 is provided between the torque cam 24 and the slider 26.
Holds a torque cam 24 provided around an adjusting screw 29.

The slider 26 is slidably fitted to a shaft 32, and the shaft 32 is inserted into holes 2a, 2a formed in the governor housing 2 and held at both ends.

A spring 33 is provided between the governor housing 2 and one end of the slider 26 around the shaft 32 and presses the slider 26 in one direction.

On the other hand, the other end of the slider 26 has an adjusting screw screwed into a screw hole 2b formed in the governor housing 2.
Stopped at 34.

One end of the adjusting screw 34 projects out of the housing 2 and is fixed to the governor housing 2 by a nut 35.

A stop lever 41 formed of a magnetic material is rotatably attached to the governor housing 2 by a pin 42.
A magnet 40 is attached at a position facing 41.

The stop lever 41 is constantly urged clockwise in the figure by an elastic member (not shown) provided near the fulcrum (pin 42). The stop lever 41 is linked to a key switch (not shown) of the engine, and the key switch is turned off.
Then, one end 41b of the stop lever 41 is pulled to the left in the figure via a link (not shown) or the like. Therefore, the stop lever 41 rotates counterclockwise in the figure around the pin 42, and the other spherical end 41a of the stop lever 41 moves the control rack 14 rightward in the figure (injection amount decreasing direction) via the magnet 40.
To the injection stop position.

The control rack 14 is lubricated by lubricating oil introduced into the housing 2 by an oil pump (not shown) in the engine body.

In the governor of the present embodiment having the above-described configuration, the plate 20 is rotated counterclockwise around the plate fulcrum 20b as the adjusting lever 15 is rotated to the full load side, and the high-speed control speed is reduced. And the so-called all-speed control is performed.

The position of the control rack 14 is controlled by the tip of the arm 23 abutting on the cam surface 24a of the torque cam 24. Therefore, by changing the position of the torque cam 24, the injection amount characteristic at the time of full engine load is changed. Further, since the arm 23 moves up and down along the shape of the cam surface 24a, characteristics such as a torque cam inflection point are set according to the shape of the cam surface 24a. This adjustment is performed by removing the cover 36 and moving the adjusting screws 25 and 29 from the outside of the housing 2 by the same amount to move the torque cam 24 up and down (in a direction perpendicular to the moving direction of the control rack 14). Torque cam 24 by screw 34
Is moved in the same direction as the control rack 14 moves.

When the engine is stopped, one end 41b of the switch lever 41 is pulled leftward in the figure via a link (not shown) by turning off a key switch (not shown). For this reason, the stop lever 41 rotates counterclockwise in the figure around the pin 42,
The other end 41a of the stop lever 41 is pressed against the magnet 40 to
To the right in the figure. This allows the control rack
14 moves rightward in the drawing (in the direction of decreasing the injection amount) and moves to the injection stop position. At this time, the other end 41a of the stop lever 41 formed of a magnetic material is attracted by the magnetic force of the magnet 40, and the other end 41b of the stop lever 41 and the magnet 40 come into close contact with each other as shown in FIG. The engine stops in the state.

In this state, before the engine is started, when the adjusting lever 15 is tilted to the full load side, the tip of the arm 23 moves through the intermediate lever 13 until it contacts the torque cam 24, and is set to the full load position before the start, The control rack 14 is also set to the start increasing position.

Here, when used in a low temperature state, the viscosity in the housing 2 increases significantly,
14 increases the sliding resistance. Therefore, even if the adjusting lever 15 is tilted to the full load side, the control rack 3 cannot be moved to the increasing side (left side in the figure).

However, in this embodiment, at this time, the stop lever
An elastic member (not shown) provided near the fulcrum (pin) rotates the pin 41 clockwise around the pin. Here, since the other end 41a of the stop lever 41 is in close contact with the magnet 40 by the magnetic force, the magnet 40 also moves to the left in the figure as the stop lever 41 rotates, and as a result, the control rack 3 increases in amount. Move to the side (left side in the figure).

As described above, according to the present embodiment, the magnet 40 mounted on the control rack 14 and the stop lever rotatably mounted on the housing 2 formed of a magnetic material.
With a simple configuration of 41, even at a low temperature, the control rack 14 moves to the increasing side by rotating the stop lever 41 with the stop lever 41 and the magnet 40c in close contact with each other at the time of start, and the start failure is caused. Generation can be prevented.

Further, if it is assumed that the stop lever 41 and the magnet 40 are always kept in close contact with each other after the start, the stop lever 41
The controllability of the control rack 14 during normal operation is deteriorated due to an increase in the reaction force of the control rack 14 and an increase in the sliding resistance of the control rack 14.

Therefore, as a countermeasure, if the urging force of an elastic member (not shown) that urges the stop lever 41 in the clockwise direction in the figure is set large, the tip of the arm 23 abuts the surface 24a of the torque cam 24 at full load. At this time, since the biasing force of the elastic member is large, the stop lever 41 and the magnet 40 are forcibly separated against the magnetic force. As a result, the control rack 14 performs a normal operation apart from the stop lever 41, and the controllability of the control rack 14 does not deteriorate.
When the engine is stopped, the stop lever 41 is pulled to the left in the drawing, and the stop lever 41 and the magnet 40 come into close contact with each other to prepare for the next control.

As another method, as shown in FIG. 4, an engaging member 43 made of a magnetic material is rotatably attached to one end 41a of the stop lever 41, and the magnet 40 is attached to the engaging member 43. Forming a contact portion 43a to be in close contact with the stop lever 41
Further, when the engaging member 43 rotates a predetermined amount in the counterclockwise direction in the figure, a projection 41c that engages with the contact portion 43a is formed. The rotation of the engagement member 43 in the clockwise direction in the drawing is regulated by a spring or a stopper (not shown) so as not to rotate beyond a predetermined range.

According to this configuration, when the engine is stopped, the stop lever 41 is pulled to the left (arrow A) in the figure, and the contact portion 43a and the magnet 40 are in close contact with each other, and the state shown by the broken line in FIG. 4 is obtained. Then, at the time of starting, the stop lever 41 is rotated clockwise in the figure by an elastic member (not shown), and the control rack 14 moves to the increasing side. When the control rack 14 moves to a position necessary for starting, the projection 41c comes into contact with the contact portion 43a, and the stop lever 41 is about to rotate clockwise by the elastic member. 40
About the vertex 40a in the clockwise direction.
Therefore, a couple (arrow B) opposite to the urging force of the elastic member is generated at the joint between the magnet 40 and the engaging member 43, and the lever lever with the vertex 40a as a fulcrum makes it possible to generate a very small operating force. The magnet 40 and the engaging member 43 are separated from each other, so that the controllability of the control rack 14 can be prevented from deteriorating.

In this embodiment, a magnet is provided on the control rack 14 side.
Although the stop lever 41 is made of a magnetic material while the stop lever 41 is attached, a magnetic material may be attached to the control rack 14 side by using the other end 41b of the stop lever 41 as a magnet.

In this embodiment, the stop lever 41 is supported by a fulcrum (pin
42) The elastic member provided in the vicinity always urges the pin 42 in the clockwise direction around the pin 42 in the figure, but the stop lever 41 is moved around the pin 42 at the time of low temperature starting by an actuator or the like via a link or the like. It may be rotated clockwise in the figure. An example is shown in FIG.

In FIG. 2, one end 41b of the stop lever 41 has
A vacuum actuator 60 is attached.
Inside the actuator 60, an atmosphere chamber 62 and a negative pressure chamber 63 are formed with a diaphragm 61 interposed therebetween.The atmosphere chamber 62 communicates with the atmosphere, and the negative pressure chamber 63 is connected to a negative pressure source via a pipe 64. It communicates with 67. In the middle of the pipe 64, a restricting member 65 for reducing the flow path area, communication between the negative pressure chamber 63 and the negative pressure source 67, and a negative pressure chamber 63 are provided.
A switching valve 68 for switching the communication between the air and the atmosphere is provided.
The switching valve 68 is linked to a key switch of an engine (not shown). When the key switch is turned on, the switching valve 68 allows the negative pressure chamber 63 and the negative pressure source 67 to communicate with each other. A rod 66 is integrally attached to the diaphragm 61, and the rod 66 is connected to one end 41b of the stop lever 41.

According to this configuration, the key switch is turned on when the engine is started, and the switching valve 68 allows the negative pressure chamber 63 and the negative pressure source 67 to communicate with each other. Therefore, the rod 66 moves rightward in the drawing, and the stop lever 41 rotates clockwise in the drawing. At this time, with the rotation of the stop lever 41, the magnet 40 and the control rack 14 move to the left in the figure, and the amount of fuel is increased. In the above operation, since the throttle member 65 is provided in the pipe 64 connecting the negative pressure chamber 63 and the negative pressure source 67, negative pressure with a delayed response is supplied to the negative pressure chamber 63, The rod 66 moves slowly. Therefore, the control rack 14 also moves slowly, and as a result, the sliding resistance of the control rack 14 is reduced, and the required operating force of the actuator 60 can be reduced. When the engine is stopped, the switching valve 68
It turns OFF, and the negative pressure chamber 63 communicates with the atmosphere. As a result, the rod 66 moves leftward in the drawing, and the stop lever 41 moves the magnet 40 and the control rack 40 rightward in the drawing. Note that, since the throttle member 65 is provided in the pipe 64, it is conceivable that the stop responsiveness of the actuator 60 may be deteriorated. However, as shown in FIG.
By providing a non-return valve 65b that allows only the flow of air to the negative pressure chamber 63 in parallel with the throttle 65a, deterioration of the stop response can be prevented.

Further, as an actuator for driving the stop lever 41, a low-speed motor or the like other than the vacuum actuator can be considered.

Further, as shown in FIG. 5, in addition to a spring 43 for urging the stop lever 41 clockwise in the figure,
By providing the shock absorber 70, the stop lever can be rotated clockwise at a low speed to ensure the operation.

In the above embodiment, the control rack 14 is moved to the increasing side at the start by the stop lever 41 for moving the control rack 14 to the decreasing side (right side in the figure) and the magnet 40 when the engine is stopped. A drive lever formed of a magnetic material may be rotatably mounted on the housing 2 separately from the stop lever 41, and the control rack 14 may be moved to the increasing side at the time of low temperature starting by using this lever and the magnet 40.

〔The invention's effect〕

As described above, according to the present invention, at the time of starting, the control rack and the intermediate lever move to the fuel increasing side, so that starting failure does not occur even at a low temperature. In addition, the drive lever is always urged toward the fuel increasing side by the elastic member, and the urging force of the elastic member connects the magnetic member and the drive lever when the arm formed integrally with the intermediate lever comes into contact with the cam surface of the torque cam. Since the forcible disconnection strength is set, the drive lever and the magnetic member are separated during normal operation, and the controllability of the control rack can be improved.

[Brief description of the drawings]

1 to 4 relate to a first embodiment of the present invention.
FIG. 1 is a sectional view showing the configuration of the present embodiment, and FIGS. 2 to 5 are views each showing a partially modified example of the present embodiment. 2 ... Governor housing, 11 ... Fly weight, 12 ...
Control sleeve, 13 Intermediate lever, 14 Control rack, 40 Magnet, 41 Stop lever (drive lever), 41c Projection, 43 Engagement member.

Claims (3)

(57) [Claims] An internal combustion engine wherein the movement of a control sleeve driven by the thrust of a fly weight is transmitted to a control rack via a swingable intermediate lever, and the position of the control rack controls the increase or decrease of fuel. In the centrifugal governor, a magnetic member formed of a magnet or a magnetic material is attached to the control rack, and a magnetic member or a magnet that can be closely adhered to the magnetic member by a magnetic force on a housing of the centrifugal governor. The formed drive lever is rotatably mounted, and at the time of starting, the drive lever is rotated in the fuel increasing direction and the magnetic member is driven integrally, and the control rack is moved to the fuel increasing side,
Further, the drive lever is always urged toward the fuel increasing side by an elastic member, and the urging force of this elastic member is such that an arm formed integrally with the intermediate lever comes into contact with a cam surface of a torque cam provided on the housing. A centrifugal governor for an internal combustion engine, which is set to have a strength for forcibly separating a magnetic member and a drive lever when regulating a maximum fuel amount. 2. A drive lever comprising: a lever portion; and an engagement portion rotatably mounted on the lever portion which is in close contact with a magnetic member, wherein the drive lever has a predetermined amount of fuel increase. 2. The internal combustion engine according to claim 1, wherein a protrusion that generates a couple opposite to a magnetic force is formed at a joint between the magnetic member and the engaging portion when the member is driven to the side. Centrifugal governor for engines. 3. The centrifugal governor for an internal combustion engine according to claim 1, wherein the drive lever is a stop lever that engages with a magnetic member when the engine is stopped to move the control rack toward the fuel reduction side. Machine.