JPH03189340A - Sudden accelerating-time smoke reducer for diesel engine - Google Patents

Abstract

PURPOSE:To reduce the extent of smoke emitting quantity even in case of sudden accelerating operation by setting up a temperature sensitive effector in an interlock actuating system between control racks from the input side of an engine stop lever, and constituting it so as to regulate its transference to the fuel increment side of the control rack, when an engine reaches the setting temperature. CONSTITUTION:When a gearshift is operated for sudden acceleration, a governor spring force GS grows larger, but a rise in engine speed is somewhat delayed and balance between governor force F and the governor spring force GS come down, so that a spring lever 12 and a fork lever 10 are shifted to the fuel increment side R. At this time, as movement of the spring lever 12 is so speedy, the fork lever 10 is transferred to the fuel increment side by dint of pressure accumulating force of a torque spring device 13 even after this movement is received by a fuel limit pin 26, but temperature goes up during operation so that a temperature sensitive effector 21 is selected to an operating attitude, stopping a control rack 9 at a position corresponding to a maximum fuel injection position. With this constitution, a fuel injection quantity is restricted, thus the emission of smoke is controllable.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a device for reducing smoke generated when a diesel engine is rapidly accelerated.

(Prior art) In diesel engines, the amount of movement of the control rack of the fuel injection pump is adjusted by balancing the governor force from the governor weight attached to the engine's rotating shaft with the governor spring force acting on the governor lever. The engine speed is controlled by controlling the amount of fuel injection, but conventionally, in order to start the engine smoothly, a fork lever that engages the governor lever with the control rack and a governor spring are used. It consists of a spring lever and a fork lever, and the spring lever is stopped by a fuel restriction pin, and the fork lever There is a system in which a start spring acts on the fork lever and a spring lever are interlocked and connected by a torque spring in order to make the engine viscous under heavy loads. 82345
Publication No.).

(Problem to be solved) However, with conventional governor devices, when sudden acceleration is performed, the tension of the governor spring increases rapidly, but since the engine speed is low at that time, it does not act on the fork lever. The governor force that is being used only outputs a force that corresponds to the actual rotation speed.

As a result, the balance between the governor spring force and the governor force is lost, and the governor lever moves significantly toward the fuel increase side. During this movement, the spring lever is stopped by the fuel restriction bin, but the spring lever and fork lever Since this is linked via a torque spring, the accumulated pressure of the torque spring and the tension of the start spring overhang the fork lever from the maximum fuel injection position to the fuel increase side, increasing the amount of fuel from the fuel injection pump. There has been a problem in that the feed amount may be abnormally increased and smoke may occur.

The present invention has been made with attention to such points, and an object of the present invention is to reduce the amount of smoke generated even when there is a sudden acceleration operation.

(Means for Solving the Problems) In order to achieve the above-mentioned object, the present invention provides a temperature-sensitive actuator such as a bimetal, a shape memory alloy, or a thermowax-enclosed cylinder that detects the engine temperature and operates the engine stop lever. The temperature-sensitive actuator is placed in the engine stop operation system between the input side of the control rack and the control rack, and when the engine temperature reaches the set temperature, the temperature-sensitive actuator is activated to prevent the control rack from shifting to the fuel increase side. It is characterized by being configured to do so.

(Function) In the present invention, a temperature-sensitive actuator that detects and operates the engine temperature is installed in the engine stop operation system between the input side of the engine stop lever and the control rack, so that the engine temperature reaches the set temperature. When the engine temperature reaches the set temperature, the temperature-sensitive actuator is activated and restricts the control rack from moving to the fuel increase side. The hot actuation tool assumes the operating position, and the output side end of the engine stop operation lever enters the movement area of the stop engagement part to stop the stop engagement part at a position corresponding to the maximum fuel injection position. It turns out. Therefore, even if the accelerator lever is operated to suddenly accelerate the engine, the control rack will be stopped at the maximum fuel injection position by the temperature-sensitive actuator, so the control rack will not exceed the maximum fuel injection position. There will be no overrun on the starting power increase side. On the other hand, when the engine is started, the engine temperature is below the set temperature, so the temperature-sensitive actuator is in a standby position, so the output side end of the engine stop operation lever is retracted from the movement area of the stop engagement part. Since the movement of the control rack is not restricted, the control rack can be moved to the starting increase position without interfering with the starting operation.

(Embodiment) The drawings show an embodiment of the present invention, in which Fig. 1 is a perspective view taken out of the main parts, Fig. 2 is a vertical cross-sectional view of the fuel injection amount control section, and Fig. 3 is an interlocking part of the governor lever and control rack. FIG. 4 is a cross-sectional plan view of the fuel injection amount control section.

This fuel injection amount control device is suitable for diesel engines (E).
A fuel injection pump (3) is arranged in the pump accommodation chamber (2), and a fuel injection camshaft (
4) and a governor shaft (5), the fuel injection camshaft (4) and governor shaft (5) are interlocked and connected to a crankshaft (not shown), and a weight holder (6) is arranged on the governor shaft (5). ), and also attach the governor sleeve (7) to the governor shaft (5).
) is fitted over the governor sleeve (7) so as to be movable in the axial direction of the governor shaft, and moves in and out as the governor weight (W), which is supported by the weight holder (6) so as to be swingable and openable, moves in and out as the governor weight (W) swings open and close. ) can be controlled to move the fuel injection pump (3) to the control rack (9) via the governor lever (8).

The governor lever (8) is a fork lever (10) engaged with a rack pin (9a) of a control rack (9).
and a spring lever (12) that locks one end of the governor spring (11), and applies the thrust force (governor force) (F) of the governor sleeve (7) to the fork lever (IO). the fork lever (10) and spring lever (1).
2) are configured to interlock with each other via a torque spring device (13), and the control rack (9) of the fuel injection pump (3) is controlled by the balance between the governor force (F) and the governor spring force (Gs). That's what I do.

A speed regulating lever (15) is swingably supported on a pump chamber lid (14) arranged to cover the side opening of the pump housing chamber (2), and a governor spring is attached to the speed regulating lever (15). (11) The other end is engaged. In addition, the lever shaft (16) of the speed regulating lever (15) is connected to the pump chamber cover (14).
), and a gear shift lever (17) is fixed to its outer end.

As shown in Fig. 3, the fork lever (10) is slidably attached to the tip of the lever arm (10a) and the lever arm (10a) that swing in response to the governor force (F). The rack bin (9) of the control rack (9)
a) to the lever arm (10a) and thrust lever (1).
0b) to increase the response sensitivity of the governor. And this thrust lever (10b
) and the pump housing wall (18) located on the fuel increase side (R) of the control rack (9), there is a start spring (19) that biases the control rack (9) toward the fuel increase side (R). is attached.

Further, an idle limit spring (20) is arranged on the fuel reduction side (L) of the thrust lever (10b) to prevent the control rack (9) from accidentally moving to the no-fuel injection position.

The engine stop operation lever (21) is the speed regulating lever (15)
It is rotatably supported on the pump chamber cover (14), and an input lever (22) is provided on the outside of the pump chamber wall (14).
An output lever (23) is located inside the pump chamber wall (14). Then, this engine stop operation lever (21
) Nof:l A suppressing piece (25) that can come into contact with an engaging protrusion (24) protruding from the side surface of the thrust lever (tab) is provided at the output end of the lever (23). , a temperature-sensitive actuator (2) formed of bimetal between this pressing piece (25) and the engaging projection piece (24) of the thrust lever (10b).
6) is a provision. While the engine temperature is low, this temperature-sensitive actuator (26) is located on the pressing piece (25) side and retreats from the movement area of the engagement protrusion (24), and as the engine temperature rises, the engagement protrusion (24) side and the engaging protrusion (24)
) is now expanding into the movement area.

Therefore, when the engine body temperature is low, such as when starting the engine, the temperature-sensitive actuator (26) is in the retracted position and does not come into contact with the engagement protrusion (24), and the control rack (9) is It can be moved to the starting fuel increase position without any problem, but since the temperature of the aircraft body is rising during engine operation, the temperature-sensitive actuator (26) is activated and the engaging protrusion (2
4), the thrust lever (10b) enters the operating position into the movement range, and becomes in a state where the movement of the thrust lever (10b) can be restricted. When a sudden acceleration operation is performed, the thrust lever (TAB) tries to rapidly move toward the fuel increase side, but the temperature-sensitive actuator (
26) is in the operating position, so the thrust lever (
The temperature-sensitive actuator (26) receives and prevents the engagement protrusion (24) of 10b) from moving toward the fuel increase side beyond the maximum fuel injection position.

5 and 6 are plan views of main parts showing modified examples, and the one shown in FIG. 5 uses a shape memory alloy as the temperature-sensitive actuator (26), and in this case, Shape memory alloys change their posture discontinuously after reaching their transformation temperature. The one shown in FIG. 6 uses a cylinder filled with thermowax as the temperature-sensitive actuator (26).

FIG. 7 shows another embodiment in which the output lever (23) of the engine stop operation lever (21) is made of bimetal. Note that the output lever (23) may be formed of a shape memory alloy.

FIG. 8 shows yet another embodiment, in which the pump chamber cover (14) pivotally supports the engine stop operation lever (21).
) A thermowax-filled cylinder is fixed to the inner surface of the engine to form a temperature-sensitive actuator (26), and this temperature-sensitive actuator (26) is used to adjust and move the output lever (23) of the engine stop operation lever (21). It is something.

9 to 11 show still another embodiment, and the one shown in FIG. 9 is a bimetallic temperature-sensitive actuator corresponding to the input lever (22) of the engine stop tM operation lever (21). (26), and the one shown in Fig. 10 is one in which a temperature-sensitive operating tool (26) made of a shape memory alloy is arranged in correspondence with the input lever (22), and the first
The one shown in Figure 1 is a temperature-sensitive actuator (26) formed from a cylinder filled with thermowax to correspond to the input lever (22).
) are arranged. In these devices, when the aircraft temperature rises, the engine stop lever (21) is slightly actuated to cause the pressing piece (25) formed at the output end of the output lever (23) to protrude from the side of the thrust lever (10b). The engagement protrusion (24) is advanced into the moving area of the control rack (9), and the engagement protrusion (24) is stopped at a position corresponding to the maximum fuel injection position of the control rack (9).

In each of the above embodiments, the fork lever (lO) is composed of a lever arm (10a) and a thrust lever (10b), but they may be integrally formed.

In the fuel injection amount limiting device configured in this way, when the gear shift lever (17) is operated to suddenly accelerate from a low rotation speed range, the governor spring force (Gs) increases, but since there is a slight delay in increasing the engine rotation speed, the governor spring force (Gs) increases. The balance between the force (F) and the governor spring force (Gs) is lost, and the spring lever (12) and fork lever (10) are moved to the fuel increasing side (
R). At this time, spring lever (12
) is moving rapidly, even after the spring lever (12) is stopped by the fuel restriction bottle (25), the fork lever (lO) is moved by the accumulated force of the torque spring of the torque spring device (13). moves to the fuel increase side, but since the engine temperature rises a little while the engine is running, the temperature-sensitive actuator (21) switches to the operating position and moves the control rack (9) to the maximum fuel injection position. Uke will stop at the position corresponding to . This prevents the control rack (9) from overrunning beyond the maximum fuel injection position to the fuel increase side.
The amount of fuel injection will be limited. Therefore, a limited amount of fuel is supplied to the combustion chamber of the engine, which prevents excess fuel and suppresses the occurrence of smoke.

(Effects) The present invention disposes a temperature-sensitive actuator that operates by detecting engine temperature in the engine stop operation system between the input side of the engine stop lever and the control rack, so that the engine temperature reaches the set temperature. When the engine temperature reaches the set temperature, the temperature-sensitive actuator is activated and restricts the control rack from moving to the fuel increasing side. is in the operating position, and the output side end of the engine stop operation lever enters the movement area of the stop engaging part, so that the stop engaging part can be stopped at the position corresponding to the maximum fuel injection position. . As a result, even if the accelerator lever is operated to suddenly accelerate the engine, the control rack will not exceed the maximum fuel injection position and overrun to the starting fuel increase side, making it possible to suppress the occurrence of smoke.

On the other hand, when the engine is started, the engine temperature is below the set temperature, so the temperature-sensitive actuator is in a standby position, so the output side end of the engine stop operation lever is retracted from the movement area of the stop engagement part. However, since the movement of the control rack is not restricted, the control rack can be moved to the starting fuel increase position without interfering with the starting operation.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention; FIG. 1 is a perspective view taken out of the main parts, FIG. 2 is a vertical sectional view of the fuel injection amount control section, and FIG. 3 is a perspective view showing the interlocking section of the governor lever and control rack. , FIG. 4 is a cross-sectional plan view of the fuel injection amount control section, FIGS. 5 and 6 are plan views of main parts showing a modified example, FIG. 7 is an internal view of the pump chamber showing another embodiment, and FIG. 8 7 is a view corresponding to FIG. 7 of yet another embodiment, and FIGS. 9 to 11 are external views of the pump chamber of different embodiments. 3... Fuel injection pump, 8... Governor lever, 9...
...Control rack, 9a...(9) input pin, l. ...Fork lever, 11...Governor blink,
12...Spring lever, 13...Torque spring device, 14...Engine machine wall (pump chamber cover), 1
5... Speed regulating lever 19... Start spring, 2
1...Engine stop lever, 23...(21) output lever, 26...Temperature-sensitive operating tool.

Claims (1)

[Claims] 1. Control rack (9) for fuel injection pump (3)
a fork lever (10) that engages with the speed control lever (10);
5) and a spring lever (12) interlocked and connected via a governor spring (11) constitute a governor lever (8), and a fork lever (10) and a spring lever (1)
2) are interlocked and connected via a torque spring device (13), and a start spring (
19), and the control rack (9) can be forcibly moved to a no-fuel injection position by operating the engine stop lever (21). A temperature-sensitive actuator (26) that operates is placed in the interlocking movement system between the input side of the engine stop lever (21) and the control rack (9), and when the engine temperature reaches the set temperature, the temperature-sensitive actuator (26) is activated. The tool (26) is activated and the control rack (9)
The smoke reduction device 2 at the time of rapid acceleration of a diesel engine is characterized in that it is configured to restrict the shift to the fuel increase side, and the output of the input pin (9a) of the control rack (9) and the engine stop lever (21). The smoke reduction device 3 during rapid acceleration of a diesel engine according to claim 1, further comprising a temperature-sensitive actuator (26) disposed between the side end portion and the output lever (23) of the engine stop lever (21).
The smoke reduction device 4 during rapid acceleration of a diesel engine according to claim 1, comprising a temperature-sensitive actuator (26), an engine wall (14) that pivotally supports the engine stop lever (21), and the engine stop lever. (21) The smoke reduction device during rapid acceleration of a diesel engine according to claim 1, further comprising a temperature-sensitive actuator (26) disposed between the device and the temperature-sensitive actuator (26).