JPH0329551Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Technical Field) This invention relates to improvement of an injection control device for a diesel engine.

(Background Art) In a diesel engine, the amount of fuel injected by the injection pump is increased or decreased by moving the control rack, but the amount of movement of the control rack must be finely adjusted to match the engine's requirements. It can be done.

There are various types of governor devices depending on the purpose and work method, but in response to recent energy saving and exhaust regulations, the injection quantity characteristics are adjusted to satisfy engine torque, fuel consumption rate, and exhaust concentration over the entire range of rotation. An all-speed governor is used that allows for free control (Sankaido, 1980, Automotive Engineering Complete Book, Volume 5, ``Diesel Engine'')
(See page 183).

This will be explained with reference to FIG. 1. A flyweight 1 is attached to a camshaft of a pump body (not shown), and the flyweight 1 is connected to a flyweight holder 2 via a pin 3 so as to be able to freely rotate and expand.

A slider (not shown) is attached to the end of the arm of the flyweight 1, and when the flyweight 1 opens outward, the slider pushes the shoulder of the sleeve 4 in the axial direction.

The sleeve 4 is slidably fitted to the slider, and is also connected to the shifter 5 via a bearing (not shown).
connected to.

The shifter 5 is movable only in the axial direction and is connected to the lower part of the tension lever 6 with a pin 7.

A spring seat 8 is rotatably attached to the upper part of the tension lever 6 by a pin, and a governor shaft 9 is inserted through the center of the seat 8.

The governor shaft 9 is guided by a guide screw 10 fixed to a governor housing (not shown), and is movable in the axial direction.

A flange 11 is formed at the other end of the governor shaft 9, and a governor spring 12 having no set load is interposed between the flange 11 and the spring seat 8 of the tension lever 9.

13A and 13B are the threaded parts 9 of the governor shaft 9
This double nut 13A is the nut screwed into A.
By displacing the and 13B, the position of the collar 11 can be adjusted.

An idling spring 14 connected to the shifter 5 is provided at the lower part of the tension lever 6, and this spring 14 balances the centrifugal force of the fly weight 1 through the tension lever 6 together with the governor spring 12, and acts against the lift of the fly weight 1. Determine the position of tension lever 6.

A guide lever 15 is assembled to move integrally with the tension lever 6 via a cancel spring 16. The upper part of the guide lever 15 is connected to a floating lever 17 via a ball joint 15A. transmits the amount of lift.

The floating lever 17 is supported at its midpoint by a supporting lever 18, both ends are formed in a fork shape, and one end is connected to the guide lever 1 described above.
5, and the other end thereof is engaged with a ball joint 21 of a connecting link 20 connected to the control rack 19.

Reference numeral 22 denotes a starter spring that always biases the control rack 19 in the fuel increasing direction, and this spring 22 is supported at one end by the governor housing and by the connecting link 20 at the other end.

The supporting lever 18 is rotatably connected to the shaft of the control lever 23, and integrally rotates via a cancel spring 24 as the control lever 23 is operated, so that the intermediate fulcrum 40 of the floating lever 17 can be freely rotated. Set it to the position.

Reference numeral 25 denotes a torque cam rotatably supported by a pin 26 on the governor housing, and the torque cam 25 is connected to the tension lever 6 via a rod 27. A spring 28 is incorporated into the rod 27,
Rod 27 by adjusting nut 29
The effective length is now adjustable.

Reference numeral 31 designates a sensor lever whose fulcrum 32 is held by a U-shaped lever 30. The upper part of the sensor lever 31 is formed into a fork shape, and engages with the bolt pin 33 of the control rack 19, while the lower part is connected to the surface of the torque cam 25. Claw portion 34 with an abutting R surface
is formed.

Furthermore, 35 is a full load set lever, and when this lever 35 is operated, the fulcrum 32 of the sensor lever 31 is set to an arbitrary position, thereby making it possible to adjust the maximum injection amount.

Reference numeral 36 denotes a stop lever for stopping the engine. When this lever 36 is rotated counterclockwise, the control rack 19 is forcibly returned to the fuel reduction direction to cut off the fuel.

When the engine is stopped, the flyweight 1 is completely closed by the spring force of the start spring 22, and the idling spring 14 and governor spring 12 are kept at their free lengths.

Incidentally, since the tension lever 6 is at the lift 0 position, the torque cam 25 is held at a position where the claw portion 34 of the sensor lever 31 can enter the notch portion 37.

In this state, when the driver removes the stop lever 36 and fully depresses the accelerator pedal, the control lever 23 linked to the accelerator pedal rotates until it comes into contact with the full speed set bolt 38, and is supported by the spring force of the cancel spring 24. The control rack 19 is moved via the lever 18 in the fuel increasing direction.

At this time, the control rack 19 has the pawl 34 of the sensor lever 31 connected to the notch 37 of the torque cam 25.
Because of this, it reaches the starting increase position which is limited by the rack limit.

When the engine starts, centrifugal force acts on the flyweight 1, overcomes the spring force of the starter spring 22, and begins to lift the tension lever 6.

At this time, the torque cam 25 is engaged with the claw portion 34 of the sensor lever 31, and the spring 25 on the rod 27
8 is compressed by the lift of the tension lever 6.

When the engine speed increases, return the accelerator pedal to the free position, and the control lever 23
returns to the position where it contacts the idling set bolt 39, the fulcrum 40 of the floating lever 17 also returns to the idling position, and in conjunction with this, the control rack 19 also returns to the idling position.

Then, the centrifugal force generated in the fly weight 1 lifts the tension lever 6 to a position where it balances the spring forces of the start spring 22 and the idling spring 14, and moves the control rack 19 in the direction of fuel reduction via the guide lever 15 and floating lever 17. , or move it in the direction of increasing fuel and maintain it at the specified idling speed.

Now, when an attempt is made to accelerate the engine, for example by fully depressing the accelerator pedal, the control lever 23 moves until it abuts the full speed set bolt 38, and the control rack 19 moves to the full load rack position.

At that time, the tension lever 6 collapses while compressing the idling spring 14 and governor spring 12 due to the centrifugal force of the fly weight 1.
When the rotation further increases and the fulcrum 40 of the floating lever 17 moves to a position where the shafts of the supporting lever 18 and the control lever 23 are integrated, the control rack 19 is pulled in the direction of fuel reduction to control the maximum rotation. Let's do it.

In addition, during full load operation, the control rack 19
When the sensor lever 31 moves to the full load position, the claw part 34 of the sensor lever 31 comes into contact with the cam surface of the torque cam 25, and changes in the cam surface of the torque cam 25 due to the increase in rotation are picked up and transmitted to the control rack 19, thereby reducing the exhaust gas. The maximum fuel injection amount is controlled to satisfy regulations and to maximize engine output and torque.

By the way, in the case of such a governor device,
If the accelerator pedal is first depressed without removing the stop lever 36 at the time of starting, the control rack 19 will be restrained by the stop lever 36 and will not move. It tilts due to the spring force, causing the torque cam 25 to rotate. Therefore, after this, stop lever 3
6 is removed and the engine is started, the claw portion 34 of the sensor lever 31 comes into contact with the cam surface of the torque cam 25 and does not enter the starting amount increasing notch 37. As a result, the control rack 19 cannot take the starting amount increasing position and the starting amount cannot be increased. There is a problem in that sex deteriorates.

(Purpose of the invention) This invention was made with attention to the above-mentioned problems, and the purpose of this invention is to make it possible to obtain good starting performance even when the accelerator pedal is depressed and the stop lever is released before and after.

(Structure and operation of the invention) Therefore, in this invention, the first control lever connected to the accelerator pedal is rotatably provided on the shaft, the second control lever is fixed to the control lever shaft, and the first control lever is fixed to the shaft.
A cancel spring is interposed between the stop lever and the second control lever, and the second control lever has a locking means for locking the stop lever to hold the control rack in the fuel cut position when the engine is stopped, and a locking means for holding the control rack in the fuel cut position when the engine is stopped. A locking means is provided which locks onto the first control lever and causes the second control lever to follow the rotation of the first control lever via a cancel spring.

In other words, even if the first control lever rotates as the accelerator pedal is depressed during startup, the second control lever is locked to the stop lever and does not move. Therefore, when the stop lever is removed, the torque cam is held in the starting increase position in which the claw of the sensor lever is received in the notch.

(Example) Hereinafter, an example of this invention will be described with reference to FIGS. 2 to 5. Note that the same parts as in FIG. 1 are given the same reference numerals.

50 is a control lever shaft whose rotation is transmitted to the supporting lever 18 via the cancel spring 24.

The control lever shaft 50 includes a first control lever 5 connected to an accelerator pedal.
1 is rotatably attached, the second control lever 52 is fixed, and a cancel spring 53 is interposed between the first and second control levers 51 and 52.

Two pins 54 and 55 are formed on the second control lever 52, and a stop lever 56, which will be described later, is engaged with one pin 54 when the engine is stopped.
This holds the second control lever 52, or control rack 19, in the fuel cut position.

The other pin 55 is locked to the first control lever 51 by the spring force of the canle spring 53 when the stop lever 56 is released, so that the second control lever 52 rotates integrally with the first control lever 51. do. In other words, the second control lever 52 rotates following the first control lever 51 in accordance with the amount of depression of the accelerator pedal, thereby moving the control rack 19.

The stop lever 56 is rotatably supported by the governor housing, and when the stop lever 56 is rotated in the direction to stop the engine, the second control lever 52 is rotated via the pin 54 as described above, and the control rack 19 is forcibly moved. It is designed to cut fuel by pulling in the direction of decreasing fuel.

57 indicates a return spring of the first control lever 51.

With this configuration, when the accelerator pedal is depressed without removing the stop lever 56 at the time of starting, the first control lever 51 rotates until it comes into contact with the full speed set bolt 38 as shown in FIG. 2 control lever 5
2 is restrained by the stop lever 56 and cannot be rotated,
Therefore, depression of the accelerator pedal does not act on the tension lever 6, and the torque cam 25 is held at the starting increase position.

In this state, when the stop lever 56 is removed, the second control lever 52 is moved to the pin 5 by the spring force of the cancel spring 53, as shown in FIG.
5 rotates to the position where it locks on the first control lever 51, and as a result, the control rack 19 moves the claw part 34 of the sensor lever 31 into the notch part 37 of the torque cam 25 until it reaches the position regulated by the rack limit. Moving.

In other words, even if the accelerator pedal is depressed to start the engine before the stop lever 56 is released, the control rack 19 can take the starting increasing position, so that good starting performance can be obtained. Of course, if you first remove the stop lever 56 and then step on the accelerator, the second control lever 52 rotates integrally with the first control lever 51, so you can increase the starting amount as in the conventional case.

In addition, when the engine is not stopped, the second control lever 52 rotates via the first control lever 51 according to the amount of depression of the accelerator pedal, but rotation control during idling, maximum rotation control when driving, and under full load The maximum injection amount control is the same as the conventional one, and its explanation will be omitted.

(Effects of the invention) In short, according to this invention, the torque cam does not rotate even if the accelerator pedal is depressed and the stop lever is released back and forth during startup, and as a result, the claw of the sensor lever comes into contact with the cam surface of the torque cam. Therefore, the control rack can take the starting increasing position, which provides the effect of ensuring good starting performance.

[Brief explanation of the drawing]

Fig. 1 is a perspective view of the configuration of a conventional device, Fig. 2 is a perspective view of a main part showing an embodiment of the present invention, Fig. 3 is a plan view of the main part, and Figs. 4 and 5 are diagrams explaining its operating state. . 50...Control lever shaft, 51...
...First control lever, 52...Second control lever, 53...Cancel spring, 54, 55...Pin, 56...Stop lever.

Claims (1)

[Scope of utility model registration request] A torque cam that rotates in response to the expansion operation of a flyweight that rotates in conjunction with the fuel injection pump, a sensor lever that swings in conjunction with a control rack, and the control rack that is forcibly moved to the fuel cut position by manual operation. The torque cam has a cam surface that comes into contact with the swinging end of the sensor lever to regulate the maximum injection amount position of the control rack, and a notch that also allows movement in the fuel increase direction in the stopped state. In an all-speed governor device in which a first control lever connected to an accelerator pedal is rotatably provided on the shaft,
A second control lever is fixed to this control lever shaft, and a cancel spring is interposed between the first and second control levers, and the second control lever is latched to a stop lever when the engine is stopped, and a cancel spring is inserted between the first and second control levers. A locking means for holding the rack in the fuel cut position, and a locking means for locking the rack to the first control lever during operation and rotating the second control lever together with the first control lever via a cancel spring. An injection control device for a diesel engine, characterized in that it is provided with a locking means.