JPH0347429A - Fuel injection amount limiting device for hydraulic governor - Google Patents

Abstract

PURPOSE:To prevent generation of black smoke and surging of an exhaust turbine by providing the rotary fulcrum shaft for an output lever with location changeability in the direction where the lever ratio of the output lever can be changed, and interlocking this rotary fulcrum shaft with a speed control lever through a fulcrum shaft location changing mechanism. CONSTITUTION:When a speed control lever 47 is turned for ex. in the direction of decreasing the speed, a fulcrum shaft location change lever 72 is rotated in the K1 direction round a fixed shaft 71 through an eccentric pin 75 and an eccentric lever 78 of a speed control shaft 46, and thereby the fulcrum shaft 67 is elevated to lessen the lever ratio X/Y of a lever 60. Thereby the fulcrum shaft 67 is moved to the side where the incremental amount of fuel injection according to the rotating amount of a terminal shaft 43 lessens. If therefore an overload is applied when setting is made in the slow condition (partially loaded) on the deceleration side, the incremental amount of the fuel injection with respect to the rotating amount of the terminal shaft 43 lessens and also the max. limit fuel injection amount becomes smaller, and no excessive increase will be made even though the fuel is increased when load is applied abruptly, which should prevent generation of black smoke.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to hydraulic governors.

(Prior art) Hydraulic governors generally have an output lever that is interlocked and connected to a fuel metering member, an output piston that is moved by hydraulic pressure and rotates the output lever via an output terminal shaft, and a flyweight that corresponds to the engine speed. It is equipped with a control valve that controls oil pressure using the centrifugal force of the mechanism, and a speed control lever that adjusts the set load of the speed spring that balances the centrifugal force of the flyweight mechanism. The fuel injection amount limiting device that limits the maximum fuel injection amount may include, for example, a fuel limiting bolt.
The amount is adjusted to a predetermined limit.

However, once the limit amount is set, the limit injection amount is fixed at a constant value r regardless of whether the engine is operating at partial load or at full load, as shown in FIG. 8, and the following problems occur.

In other words, if an overload is applied to a large marine engine or the like during partial load operation, the rack position will suddenly move to the fuel increasing side due to the action of the hydraulic governor, resulting in the same limit fi as when under full load.
However, the rotational speed does not increase rapidly, resulting in an excessive injection amount. At this time, black smoke is generated and the exhaust turbine etc. sag.

(Object of the Invention) The object of the present invention is to automatically change the fuel limit injection amount according to the rotation speed, thereby generating black smoke when a sudden overload occurs during partial load operation. and to prevent surging of the exhaust turbine.

The invention as set forth in claim 2 also provides that the injection amount limiting device can be incorporated into the hydraulic governor system to facilitate assembly into the engine.

Another object of the third aspect of the invention is to easily change the rate of change of the fuel injection amount restriction amount.

(Technical Means for Achieving the Object) In order to achieve the above object, the present invention provides a hydraulic governor in which the rotational fulcrum shaft of the output lever can be freely repositioned in a direction that allows the lever ratio of the output lever to be changed. The rotational fulcrum shaft is set as a fulcrum so that as the speed control lever is rotated toward the speed reduction side, the fulcrum shaft moves toward the lever ratio side that reduces the increase in fuel injection amount relative to the amount of rotation of the terminal shaft. It is operatively connected to the speed control lever via a shaft position change mechanism.

The invention as set forth in claim 2 provides the fuel injection amount limiting device as set forth in claim 1, in which the eccentric lever is fixed to the output terminal shaft and the eccentric shaft is fixed to the tip of the eccentric lever, and one end of the output lever is connected to the fuel 21. The other end of the output lever is pivotally connected to the eccentric shaft of the eccentric lever, and a long hole is formed in the middle part of the output lever, and the rotation fulcrum shaft is moved into the long hole. A fixed shaft is disposed between the terminal shaft and the speed control shaft to which the speed control lever is fixed, and a fulcrum change lever is rotatably supported on the fixed shaft. Supporting the fulcrum shaft, a long hole is formed in the lever length direction at the other end, and the eccentric pin of the eccentric lever for changing the fulcrum shaft position fixed to the speed control lever can be freely moved in the long hole circularly through the long hole. They are mated.

The invention according to claim 3 is the fuel injection amount limiting device for a hydraulic governor according to claim 2, in which the mounting position of the eccentric pin with respect to the eccentric lever fixed to the speed control shaft is freely changeable in the length direction of the eccentric lever. There is.

(Function) When the speed control lever is operated to the speed reduction side, the fulcrum shaft is moved, for example, to the metering member mounting side of the output lever via the fulcrum shaft position changing mechanism, and the lever ratio becomes smaller. As a result, the limited injection amount is reduced, and even when a sudden overload is applied, the fuel injection amount does not increase excessively.

(Example) FIG. 3 is a vertical cross-sectional view of a hydraulic type vane to which the present application is applied, viewed from the front side (operation side), with the right side of the drawing (fuel injection pump side) being assumed to be the front. First, the basic structure of the hydraulic governor will be explained with reference to FIG. The governor body 1 is directly attached to the engine, and has an oil reservoir chamber 1 in the upper half.
2, and the output piston 20 is located in the front half of the governor body 1.
A control valve 13 is provided at the rear thereof, and a gear shaft 2 is provided at the lower end to which the rotation of the engine is transmitted at increased speed. One gear 6 of a gear pump 5 is integrally formed at the upper end of the gear shaft 2, and the other gear 7 that meshes with this is integrally formed.
is integrally formed at the lower end of the sleeve 8. The ura suction port 29 of the gear pump 5 communicates with the oil reservoir chamber 12, and the discharge side communicates with a regulating valve (not shown) for obtaining constant pressure. The regulating valve is configured to maintain the high pressure hydraulic oil generated by the gear pump at a constant pressure and send it into the oil passage 30 from an oil passage 34 (to be described later), and at the same time return overflowed hydraulic oil to the gear pump suction side.

The sleeve 8 is fitted into the sleeve support hole 10 of the governor main body 1 in a fluid-tight manner, and is rotatable but immovable in the vertical direction, and a Freierite mechanism 16 is supported at the upper end so as to be freely expandable in the radial direction. has been done.

Three annular grooves 18a, 18b, and 18c are formed on the outer periphery of the sleeve 8 at intervals in the vertical direction, and these annular grooves 18a, 18b, and 18c open into the inner circumferential hole of the sleeve 8 through passage holes. The lower annular groove 18c is the oil passage 3.
It communicates with the oil reservoir chamber 12 via 3.

The control valve 13 is fitted into the inner peripheral hole of the sleeve 8 so as to be rotatable and movable in the vertical direction.
The lower surface of the upper end flange portion contacts the arm portion of the flyweight mechanism 16, and is pushed upward when the flyweight mechanism 16 is expanded by centrifugal force. A patch-shaped land portion 13 is provided approximately at the center of the control valve 13 in the vertical direction.
a is formed, and small diameter portions 13b and 13C are formed on both upper and lower sides thereof.
is formed.

The output piston 20 has its lower enlarged portion fitted into the cylinder portion 23 so as to be movable in the vertical direction.
The interior is divided into an upper annular oil chamber 21 and a lower oil chamber 22,
It moves up and down due to the pressure difference between the upper and lower oil chambers 21 and 22. The upper annular oil chamber 21 is connected to the upper annular groove 1 of the sleeve 8 through an oil passage 30 into which the high pressure oil is fed.
It communicates with 8a. The lower oil chamber 22 of the cylinder portion 23 communicates with the intermediate annular groove 18b of the sleeve 8.

A compensating convensing bushing 37 is fixed to the lower part of the cylinder portion 23 and separated from the cylinder portion 23, and a convensing piston 36 is fitted within the bushing 37. The convensating piston 36 is connected to a rod 35 that is fitted and supported by the output piston 20.
The rod 35 is urged upward by the difference in spring strength between the compensating upper spring 25 and the lower compensating spring 26 within the output piston 20. The upper annular chamber of the compensating piston 36 communicates with the chamber 10a at the lower end of the sleeve support hole 10, and the chamber 10a communicates with the oil reservoir chamber 1 through a needle valve (not shown).
It is connected to 2. Also convensating piston 3
The upper chamber 6 communicates with the oil reservoir chamber 12 via an oil passage (not shown).

An output terminal shaft 43 is disposed in the upper part of the oil reservoir chamber 12 at a position forward of the control valve 13, and is rotatably supported by the governor body 1. An output lever 60 is interlocked and connected via an eccentric lever mechanism to be described later, and the upper end of the output lever 60 is connected to the fuel of the front fuel injection pump via a fuel control rod 61 and the like. A terminal arm 39 extending forward and upward is fixed to the inner portion of the governor body of the terminal shaft 43, and the tip of the terminal arm 39 is pivotally connected to the upper end of the output piston 20 via a pin 42, a link 40, and a pin 41. has been done. That is, the vertical movement of the output piston 20 rotates the terminal shaft 43 via the terminal arm 39, and further rotates the output lever 60 via the eccentric lever mechanism, thereby metering the fuel. There is.

The terminal shaft 4 is located behind the control valve 13.
A speed control shaft 46 is arranged parallel to and at approximately the same height as 3,
It is rotatably supported by the governor body 1. A speed control lever 47 for manual operation is fixed to the surface side end of the speed control shaft 46 outside the governor body, and a fork 50 extending forward is fixed to the inner portion of the governor body 1. The rear end of a forward-extending floatin braker 51 is pivotally connected to the fork 50 via a pin, and the long groove 55 of the front end of the floatin braker 51 is connected to the terminal arm 39.
The speed droop adjuster 54 is engaged with the speed droop adjuster 54. A spring holding piece 52 is supported via a pin in the middle part of the floating lever 51, and a speed spring 57 is compressed between the spring holding piece 52 and the upper end of the control valve 13. .

That is, by simultaneously operating the speed control lever 47 and changing the set load of the speed spring 57, the rotational speed can be set to a desired speed.

FIG. 1 is a view of the governor body seen from the back side of FIG. 3, and FIG. 2 is a top view of FIG. 60
The mounting structure and the mounting structure of the fulcrum shaft position changing lever 72 will be explained. Note that since Figure 1 is a back view, Figure 1
In the figure and FIG. 2, the left side of the drawing is the front. In FIG. 2, an eccentric lever 6 is attached to the back end of the terminal shaft 43.
5 is fixed, and an output eccentric shaft 64 is fixed to the tip of the eccentric lever 65. An eccentric lever 78 for changing the fulcrum is fixed to the back end of the speed control shaft 46, and an eccentric pin 75 is threaded onto the eccentric lever 78 so that the mounting position can be changed. A fulcrum shaft position changing lever 72 is disposed on the back side of both eccentric levers 65, 78, and a fixed shaft 71 protruding from the back side of the governor body 1 is fixed between the terminal shaft 43 and the speed control shaft 46. An intermediate portion of the fulcrum shaft position changing lever 72 is rotatably supported on the fixed shaft 71. The output lever 60 is arranged on the back side of the front end of the fulcrum shaft position change lever 72, and the fulcrum shaft 67, which is a rotation fulcrum of the output lever 60 and whose position can be freely changed, is fixed to the front end of the fulcrum shaft position change lever 72. has been done.

In FIG. 1, an output lever 60 has a hole 60a formed at its lower end, which is rotatably fitted into an eccentric shaft 64.

A long hole 66 is formed in the middle part of the output lever 60 and extends in a direction generally tangential to the circumference centered on the fixed shaft 71, and a slider 68 having a rectangular cross section is installed within the long hole 66. The slider 68 is fitted so as to be freely directionally movable, and the slider 68 is rotatably fitted onto the fulcrum shaft 67 at the front end of the fulcrum shaft position changing lever 72 . A long hole 76 that is long in the lever length direction is formed in the rear part of the fulcrum change lever 72, and a slider 73 having a rectangular cross section is fitted into the long hole 76 so as to be movable in the length direction of the long hole. is rotatably fitted onto the eccentric pin 75. That is, by rotating the speed control lever 47, for example, in the speed reduction direction, the fulcrum shaft position change lever 72 is rotated in one direction around the fixed axis via the eccentric lever 78 and the eccentric pin 75 of the speed control shaft 46. , thereby raising the fulcrum shaft 67 and changing the lever ratio X/Y of the output lever 67.
is designed to be smaller.

The eccentric lever 78 for changing the fulcrum shaft position is formed with a plurality of female threads 77 for pin attachment, and by selecting an appropriate female thread 77 and attaching the eccentric pin 75, the amount of rotation of the speed control lever 47 can be adjusted. The amount of movement of the fulcrum shaft 67 can be adjusted to two knots. For example, when the position of the eccentric pin 75 is moved toward the fixed shaft side, the amount of movement of the fulcrum shaft 67 relative to the amount of rotation of the speed control lever 47 increases.

Explain the operation. First, the basic operation of the hydraulic governor will be briefly explained using the third drawing. The rotation of the engine crankshaft is transmitted to the gear shaft 2, and the pressurized oil sucked from the oil reservoir chamber 12 by the gear pump 5 is regulated to a constant pressure by the regulating valve and pressurizes the inside of the oil passage 30. At the same time, overflowing oil is returned to the oil reservoir chamber 12.

When the load and output are balanced, the centrifugal force of the flyweight mechanism 16 and the load of the speed spring 57 are balanced, the land portion 13a of the control valve 13 closes the communication hole of the intermediate annular groove 18b, and the cylinder portion There is no oil leakage from the lower oil chamber 22 of 23. The output piston 20 is therefore kept in a constant position.

If the load decreases while the speed control lever 47 is maintained at a constant position, the centrifugal force of the flyweight mechanism 16 increases as the rotational speed increases, causing the control valve 13 to rise, causing the land The portion 13a is the upper annular groove 18a.
and intermediate annular groove 18b, both annular grooves 18a, 1
8b, and communicates between the intermediate annular groove 18b and the lower annular groove 18c via the lower small diameter portion 13c. As a result, the oil in the lower oil chamber 22 of the cylinder portion 23 is discharged into the oil reservoir chamber 12 via the oil passage 31, the lower small diameter portion 13c, and the oil passage 33, the output piston 20 descends, and the terminal shaft 43
The output lever 60 is rotated to the fuel reduction side via the . This suppresses the increase in rotational speed, lowers the control valve 13, returns the speed spring 57 and the centrifugal force to a balanced state, and the land portion 13a closes the intermediate annular groove 18b again. As mentioned above, when the terminal shaft 43 rotates toward the fuel depletion side, the float dropper 51 slightly descends around the speed control shaft 46 to slightly compress the speed spring 57, thereby increasing the set speed slightly. It has become a load.

When the load increases, the control valve 13 descends, and the regulating valve oil pressure is applied to the lower oil chamber 22 of the cylinder section 23, the output piston 20 ascends, and the output lever 60 is turned to the fuel increasing side. to prevent the rotation speed from decreasing. Terminal shaft 43 and output lever 6 at this time
For example, in FIG. 1, when the terminal shaft 43 rotates toward the fuel increase side, the output lever 60 rotates about the fulcrum shaft 67 via the eccentric lever 65 and the eccentric shaft 64. Rotate to increase fuel.

Next, cases in which an overload is applied when the speed control lever 47 is set to a full speed increasing state or a slow speed decreasing state (partial load state) will be described.

Figure 5 shows the positional relationship of each lever when the speed control lever is full, and the solid lines indicate the position of each lever in the steady state;
The dashed lines indicate the position of each lever when overload is applied. In this state, the center P of the fulcrum shaft 67 roughly coincides with the center 02 of the terminal shaft 43, and the output lever 6
The lever ratio of 0 is X/Y. When the engine is overloaded and the rotational speed suddenly drops, the terminal shaft 43 rotates to increase the fuel amount to the maximum amount due to the action of the governor, and the position of the eccentric shaft 64 changes from Q to Q' in the range q. If the eccentric shaft 64 moves, the upper end connecting portion of the output lever 60 moves from R to R', and the movement Hr is LX
It is represented by Q.

FIG. 6 shows the positional relationship of each lever when the speed control lever is in a slow (partial load) state, with solid lines showing each lever position in a steady state and broken lines showing each lever position when an overload is applied. In this state, the center P of the fulcrum shaft 67
has moved above the center 02 of the terminal shaft 43, and the lever ratio L'-X'/Y' of the output lever 60 is smaller than the lever ratio L-X/Y shown in FIG.

If an overload is applied here, the position of the eccentric shaft 64 moves by a range q from Q to Q' in the direction of increasing the maximum amount of fuel by the same action as in the full state. The upper end connecting portion of the output lever 60 moves within a range of r' from R to R', but since the lever ratio L'-X'/Y' is smaller than the lever ratio in FIG. Movement amount of R r' - L'
Xq is smaller than r-LXq in the full state, so the increase in fuel injection amount (maximum limit injection amount) is small, thereby preventing excess fuel.

That is, as the speed control lever 47 is rotated from the speed control lever full state shown in FIG. 1 to the speed control lever slow state shown in FIG. 4, the lever ratio decreases accordingly, resulting in the restriction as shown in FIG. 7. The injection quantity becomes small as r'.

(Effects of the Invention) As explained above, according to the present invention, the rotational fulcrum shaft 17 of the output lever 60 can be freely changed in position in the direction in which the lever ratio of the output lever 60 can be changed, and the speed control lever 47 can be moved to reduce the speed. The rotating fulcrum shaft 67 is moved through a fulcrum shaft position changing mechanism so that the fulcrum shaft 67 moves to the side where the increase in fuel injection amount according to the amount of rotation of the terminal shaft 43 becomes smaller as the terminal shaft 43 rotates toward the side. (1) During partial load operation, the increase in the fuel injection amount relative to the amount of rotation of the terminal shaft 43 becomes smaller, and the maximum limit fuel injection amount also becomes smaller, so that a sudden load is applied. Even if the amount of fuel is increased at a time when the amount of fuel is increased, there is no need to worry about the amount of fuel increasing excessively, and the generation of black smoke and surging of the exhaust turbine can be prevented.

(2) Since the fulcrum shaft position change mechanism is linked to the speed control lever 47, the maximum limit fuel injection amount can be automatically set according to the speed setting operation, and no special adjustment operation is required. It is.

(3) As described in claim 2, by making it possible to incorporate the injection amount limiting device into the hydraulic governor system using an eccentric lever or the like, assembly into the engine can be facilitated; Also, it is possible to prevent the engine from becoming larger.

(4) As in the invention as claimed in claim 3, if the mounting position of the eccentric pin with respect to the eccentric lever 72 for changing the fulcrum shaft position fixed to the speed control shaft 46 is freely changeable in the length direction of the eccentric lever, the speed control The rate of change of the fuel limit injection amount relative to the amount of rotation of the lever can be easily changed. 4. Brief description of the drawings Figure 1 is a back view of the fuel injection amount limiting device for a hydraulic governor to which the present invention is applied (rear view when Figure 3 is the front side)
, FIG. 2 is a top view of FIG. 1 showing only the link mechanism part,
Fig. 3 is an overall longitudinal sectional front view of the hydraulic governor, Fig. 4 is a front view of the same part as Fig. 1 under partial load, and Fig. 5 is a simplified view of Fig. 1. 6 is a simplified diagram of FIG. 4, and is a schematic diagram illustrating the relationship between the link mechanisms in a partially loaded state. The figure shows an injection quantity characteristic diagram when the present invention is applied, and Fig. 8 shows an injection quantity characteristic diagram of a conventional example. 13...control valve, 16...flyweight mechanism, 20...field Capiston, 43... Output terminal shaft, 47... Speed control lever, 64... Eccentric shaft, 65... Eccentric lever, 66... Long hole, 67...
・Fulcrum shaft, 72...Fulcrum shaft position change lever, 75...
・Eccentric pin, 76...long hole, eccentric lever for changing shaft position

Claims (1)

[Scope of Claims] (1) An output lever that is interlocked and connected to a fuel metering member, an output piston that is moved by hydraulic pressure and rotates the output lever via an output terminal shaft, and a flyweight that corresponds to the engine speed. In a hydraulic governor equipped with a control valve that controls oil pressure using the centrifugal force of the mechanism, and a speed control lever that adjusts the set load of the speed spring that balances the centrifugal force of the flyweight mechanism, the rotation fulcrum shaft of the output lever is The position of the output lever is freely changeable in the direction that allows the lever ratio to be changed, and as the speed control lever is rotated toward the speed reduction side, the fulcrum shaft is moved toward the lever ratio side that reduces the increase in fuel injection amount relative to the amount of rotation of the terminal shaft. A fuel injection amount limiting device for a hydraulic governor, in which the rotational fulcrum shaft is operatively connected to a speed control lever via a fulcrum shaft position changing mechanism so that the rotational fulcrum shaft moves. (2) Fix an eccentric lever to the output terminal shaft and fix the eccentric shaft to the tip of the eccentric lever, connect one end of the output lever to the fuel metering member, and connect the other end of the output lever to the eccentric shaft of the eccentric lever. A speed control shaft is pivotally connected to the shaft, a long hole is formed in the middle part of the output lever, and a rotation fulcrum shaft is fitted into the long hole so as to be movable within the long hole, and a speed control lever is fixed to the speed control shaft. A fixed shaft is arranged between the terminal shaft, a fulcrum shaft position change lever is rotatably supported on the fixed shaft, the fulcrum shaft is supported at one end, and the lever is supported in the lever length direction at the other end. 2. The fuel injection amount of the hydraulic governor according to claim 1, wherein an elongated hole is formed in the speed control lever, and an eccentric pin of an eccentric lever for changing the fulcrum shaft position fixed to the speed control lever is fitted into the elongated hole so as to be movable within the elongated hole. restriction device. (3) The fuel injection amount limiting device for a hydraulic governor according to claim 2, wherein the mounting position of the eccentric pin with respect to the eccentric lever fixed to the speed control shaft can be changed in the length direction of the eccentric lever.