JPH0441226Y2 - - Google Patents

Description

[Detailed description of the invention] <Industrial application field> This invention is a mechanical governor for a diesel engine that stops the engine by switching the control lever from the operating position to the stop position via the stop lever using the engine stop motor. This technology allows the engine to be stopped manually easily and quickly in emergencies, and also improves the accuracy of the mechanical governor's speed control by increasing the positional accuracy of the fulcrum of the control lever.

<Basic structure as a premise> The basic structure of this type of engine stop device is as shown in FIG. 1 or FIG. 7, for example.

That is, a diesel engine is provided with a mechanical governor 3 and an engine stop motor 5, and the mechanical governor 3 is operated by the control lever 15 due to the unbalanced force between the governor spring 13 and the flyweight 14.
Control rack of fuel injection pump through 9
The fulcrum 15a of the control lever 15 is connected to the stop lever 31.
The output lever 42 of the engine stop motor 5 is connected to the stop lever ₃₁ via a rod 43, and the output lever 42 is connected to the engine stop lever ₃₁ via a rod 43. When moving toward the operating position _B1 , the rod 43 is pushed, and when moving toward the stop position _B2 , the rod 43 is pulled.

In this basic structure, when the control lever 15 is switched from the operating position shown by the solid line to the stop position shown by the two-dot chain line, the governor spring 13 with a large tension does not act, and the stop lever 31 and the control lever 15 Since only a small frictional force acts on the control rack 9, the switching operation force is small, and the engine stop motor 5 is advantageous in that it can be of small capacity.

<Prior Art> Conventionally, in an engine stop device having this basic structure, an electric engine stop device was provided as shown in FIG. 7, but a manual engine stop device was not provided.

Although it differs from the basic structure described above, by manually operating a remote control tool for stopping the engine, the control rack 9 can be moved against the governor spring 13.
There is a structure that moves the engine to a no-injection position and stops the engine.

<Problems to be solved by the invention> In the former conventional structure shown in FIG. 7 above, when an emergency situation occurs, the engine cannot be manually stopped immediately, and the key switch 40 is forced to be turned to the stop position (OFF). The engine must be operated and electrically stopped using the engine stop motor 5, but there is a time delay in this operation, which may result in not being able to reach the emergency situation in time to avoid an accident.

In addition, in the latter conventional structure, when manually stopping the engine, the governor spring 13 with high tension acts as resistance, so a large operating force is required, making it difficult to operate and taking a little time. cannot be resolved.

The object of the present invention is to enable the engine to be manually stopped easily and quickly in the above-mentioned basic structure, and to improve the speed control accuracy of the mechanical governor by increasing the positional accuracy of the fulcrum of the control lever.

<Means for Solving the Problems> In order to achieve the above object, the present invention is characterized in that the following improvements have been made to the basic structure as shown in FIGS. 1 to 5, for example. do.

That is, a manual engine stop remote control tool 57
is provided so as to be interlocked with the stop lever 31,
The stop lever 31 is configured to be able to be switched to the stop position C ₂ by switching the engine stop remote control device 57, and the stop lever 31 is switched when the output lever 42 of the engine stop motor 5 is fixed at the operating position B ₁ . The rod 43 is provided with a stop-side contraction movement allowance mechanism 50 that allows the rod 31 to move from the operating position C ₁ to the stop position C ₂ . A spring receiving flange 60 that is fitted and fixed to the base end 52a of the inner shaft 52 is slidably fitted to the outer cylinder 51 to form a retaining part 6 that is fixed to the distal end 51a of the outer cylinder 51.
1 in a retaining manner, and the outer cylinder 51
The distal end portion 52b of the inner shaft 52 is slidably fitted into a guide hole 62 formed from the inner inner end face 51b toward the inner side, and the extension spring 53 for extending the inner shaft 52 and the outer cylinder 51 is removed. It is mounted between a spring seat 63 at the inner end of the cylinder 51 and a spring receiver flange 60 at the base end 52a of the inner shaft 52, and the spring seat 63 is mounted further back than the inner end face 51b of the outer cylinder 51. It is characterized by being deviated to the side.

<Operation> (A) Manual stop operation system The present invention operates as follows when stopping the engine manually.

When the engine is running, the output lever 42 of the engine stop motor 5 is fixed at the operating position _B1 , and the control lever 15 is connected to the fulcrum 15 via the rod 43 and the stop lever 31.
A is fixed at the operating position _A1 , and the governor 3 operates the control rack 9 under control.

In this operating state, the remote control tool 5 for stopping the engine
7 manually from operating position D ₁ to stop position D ₂ .

Then, the stop lever 31 contracts the stop side contraction movement allowance mechanism 50 via the interlocking device 55 made of a release wire or rod, etc.
Move the fulcrum 15a of the control lever 15 to the stop position
_A2 , the control rack 9 is operated to the stop position via the control lever 15, and the engine is stopped.

At this time, the control lever 15 is swung around the pivot 25 to which the balance force between the governor spring 13 and the flyweight 14 is transmitted, so the tension of the governor spring 13 is not enough to resist manual engine stop operation. No.

On the other hand, the elastic force of the extension spring 53 of the stop-side contraction movement allowance mechanism 50 acts as a resistance to the manual engine stop operation;
The control lever 1 overcomes the sliding resistance of the control lever 15 and the control rack 9.
The force required is only small enough to move the fulcrum 15a of 5, and is much smaller than the tension of the governor spring 13.

Therefore, when manually stopping the engine, only a small amount of operating force is required, and the engine can be stopped lightly and quickly.

(B) Electric stop operation system Simply providing the stop side contraction movement permitting mechanism 50 and the extension spring 53 to the rod 43 provides the advantage that the engine can be stopped easily and quickly manually as described in (A) above. On the other hand, the control lever
A new problem arises that deteriorates the positional accuracy of the fulcrum 15a of 15.

There are two causes for this deterioration of accuracy, one of which is
The problem is that the rod 43 is bent at a location where the stop-side contraction movement permitting mechanism 50 is interposed, resulting in a deviation in its overall length. Another reason is that the length of the extension and contraction of the rod 43 is limited by the compressed length of the extension spring 53, so the length of the arms of the output lever 42 and the stop lever 31 that are connected by the rod 43 is limited. Therefore, the error angle of the stop lever 31 due to the accumulated error between the connecting portions becomes large.

The present invention prevents this problem from occurring by operating as follows.

The inner shaft 52 is supported by the outer cylinder 51 at two points, ie, both ends 52a and 52b, and is guided straight, so that it does not tilt or bend with respect to the outer cylinder 51.

This prevents the overall length of the rod 43 from becoming misaligned.

Further, an extension spring 53 that extends the inner shaft 52 and the outer cylinder 51 is attached to a spring seat 6 on the inner end surface of the outer cylinder 51.
3 and a spring receiver flange 60 of the base end 52a of the inner shaft 52, and this spring receiver 63 is offset further back than the inner end surface 51b inside the outer cylinder 51. Therefore, the set length of the extension spring 53 can be increased.

Since the amount of compression of the extension spring 53 increases as the set length increases, the contraction dimension of the stop-side contraction movement permitting mechanism 50 increases. Therefore, as shown in FIG. 5, the respective swing angles θ ₁ and θ ₂ of the stop lever 31 and the output lever 42 are determined in accordance with the swing angles of the control lever fulcrum 15a at both switching positions A ₁ and A ₂ . Even if the value is determined, if the stop side contraction movement allowance mechanism 50 with a large contraction dimension is used like the rod 43 in the solid line diagram,
The length of each arm of both levers 31 and 42 can be made longer than when levers with small contraction dimensions are used as shown in the broken line diagram.

Therefore, the error in the swing angle θ ₁ of the stop lever 31 is small compared to the accumulated errors in processing, assembly, operation, etc. that occur in the transmission mechanism from the engine stop motor 5 to the control lever fulcrum 15a. This increases the positional accuracy of the fulcrum 15a.

<Example> Embodiments of the present invention will be described below with reference to the drawings.

FIGS. 1 to 6 show one embodiment of the invention, in which FIG. 1 is an overall schematic diagram, FIG. 2 is an external view of the main parts of the diesel engine, and FIG. 3 is a cross-sectional view taken along the - line in FIG. 2.
FIG. 4 is a sectional view taken along the - line in FIG. 3, and FIGS. 5 and 6 are explanatory views of the operation of the stop-side contraction movement permitting mechanism, respectively.

In FIGS. 1 and 2, reference numeral 1 denotes the outer surface of a cylinder block of a diesel engine, and a combustion injection pump unit 2 is fixedly installed on the front side thereof. A mechanical governor 3, a speed regulating lever 4, and an engine stop motor 5 are attached to this pump unit 2.

The pump unit 2 includes a plurality of combustion injection pumps (not shown) arranged in parallel in the left-right direction within a pump housing 7. A camshaft 8 for driving this combustion injection pump is supported by the pump housing 7, and a control rack 9 for increasing and decreasing the injection amount is supported on the upper part of the pump housing 7 so as to be movable left and right. Further, a plurality of discharge valves 11 are protruded from the upper surface of the pump housing 7 corresponding to each combustion injection pump, and these are connected to a fuel injector (not shown).

The mechanical governor 3 described above is a known one, and includes:
The control rack 9 is controlled and actuated via the control lever 15 due to the imbalance between the governor spring 13 and the flyweight 14, and by adjusting the speed regulating lever 4, the speed can be adjusted from the idling position to the full load position. It is designed to perform speed regulating action over the entire range of settings.

That is, within the governor housing 17, the tension lever 19 hangs down from the upper pivot portion 18 so as to be able to swing left and right, and the swivel lever 20 protrudes from the base end of the speed regulating lever 4 that is pivotally supported on the governor housing 17. Ru.

A governor spring 13 is mounted between an intermediate portion of the tension lever 19 in the vertical direction and a protruding end of the swivel lever 20. Tension lever 19
The swing end 19a is the full load stopper 2.
1, the leftward swing beyond a predetermined amount is regulated, and when the back comes into contact with the idling spring 29, the leftward swing beyond a predetermined amount is regulated. Further, a guide lever 22 hangs down from the upper pivot portion 18 so as to be swingable from side to side, and a central portion of a control block 23 is pivotally supported at the lower end of the guide lever 22 .

The left end surface of the control block 23 is in contact with the swinging end 19a of the tension lever 19 and an adapter spring 24 disposed inside the swinging end 19a so as to be able to move toward and away from the swinging end 19a. Further, the right end surface of the control block 23 is connected to the pressing roller 14a of the flyweight 14 connected to the camshaft 8.
is applied to.

On the other hand, the control lever 15 is formed to extend in the vertical direction, and is configured to be able to swing from side to side with its lower end as a fulcrum 15a, and a midway portion in the vertical direction is connected to the guide lever 22 via a pivot portion 25. It is pivoted to the lower part. The upper part of the control lever 15 and the left part of the control rack 9 are connected by a link 27. Also,
The upper swinging end of the control lever 15 is biased toward the starting side of the control rack 9 by a start spring 28 having a low tension.

The operation of the mechanical governor 3 will be explained using the solid line diagram in FIG. This shows the case where the speed governor lever 4 is adjusted by operating the speed governor wire 4a while the engine is running, and the control rack 9 is set at the full load position.

When the speed regulating lever 4 is tilted toward the full load side, the swivel lever 20 swings to the right to strongly pull the governor spring 13, and the tension lever 19 is also strongly pulled to the right. For this reason, the tension lever 19
The control block 2 overcomes the centrifugal force of the fly weight 14 and swings to the right, until its swing end 19a contacts the full load stopper 21.
Push 3 to the right. Therefore, the guide lever 22
The pivot portion 25 moves to the right, the control lever 15 swings to the right around the fulcrum 15a,
Push the control rack 9 via the link 27 into the full load position.

In this state, when the engine load becomes lighter and the engine speed becomes higher than the set speed, the centrifugal force of the fly weights 14 increases,
The force with which the pressure roller 14a presses the control block 23 to the left becomes stronger than the force exerted by the governor spring 13, and the control block 23 and the tension lever swing end 19a move to the left. Along with this, the pivot point 25 also moves to the left,
The control lever 15 swings to the left about the fulcrum 15a. As a result, the control rack 9 is pulled to the left in the direction of decreasing fuel and is operated so as not to exceed the set rotational speed.

On the other hand, if the engine load increases under the above conditions and the engine speed becomes lower than the set speed, the fly weight 1
Governor spring 13 than the force due to centrifugal force of 4
The force caused by this becomes stronger, and the control block 23 moves to the right. Along with this, the Cardinal Branch 2
5 also moves to the right, and the control lever 15 swings to the right about the fulcrum 15a. As a result, the control rack 9 is pushed to the right in the direction of increasing fuel, and is operated to prevent the set rotational speed from decreasing.

Note that the above explanation refers to the speed regulating action at the full load position, but by adjusting the setting position of the speed regulating lever 4, the tension of the governor spring 13 can be appropriately changed to balance the centrifugal force of the fly weight 14 and the balance. Since the speed can be adjusted, the regulating action can be performed over the entire range of engine speeds.

The mechanical governor 3 configured as described above is provided with an electric engine stop device. This electric engine stop position will be explained below.

A stop lever 31 is provided for switching the fulcrum 15a of the control lever 15 between an engine operating position _A1 and a stop position _A2 . That is, the stop lever 31 has a stop lever main body 32 provided in the outer space of the governor housing 17,
Its base end portion is supported by the lower pivot portion 33 of the governor housing 17 so as to be vertically swingable. Within the governor housing 17, a fulcrum swinging lever 34 projects downward from the base end of the stop lever main body 32. The fulcrum 15a of the control lever 15 is supported at the protruding end of the fulcrum swinging lever 34.

The engine stop motor 5 includes a motor body 36 and a speed reducer 37, and a battery 38 is connected to the motor body 36 via a control unit 39 and a key switch 40. A base end portion of the output lever 42 is fixed to the output shaft 37a of the reducer 37.

The tip of the stop lever main body 32 is connected to the upper end of the rod 43 by a pivot 44, and the tip of the output lever 42 is connected to the lower end of the rod 43 by a pivot 45. When the key switch 40 is turned ON, the output lever 42 moves to the engine operating position _B1 , pushes up the rod 43, and moves the stop lever 31 to the operating position C, as shown by the solid line in FIG. Rock to ₁ .
As a result, the fulcrum 1 of the control lever 15
5a is switched to the operating position _A1 , and the engine is operated at a controlled speed.

On the other hand, when the key switch 40 is turned OFF, the output lever 42 moves to the stop position _B2 side, as shown by the chain double-dashed line in FIG.
3 and move the stop lever 31 to the stop position C ₂
oscillate to. As a result, the fulcrum 15a of the control lever 15 swings to the right about the pivot portion 25 and is switched to the stop position _A2 , and the upper portion of the control lever 15 swings to the left. Accordingly, the control rack 9 is pulled to the left via the link 27 and switched to the stop position, and the engine operation is stopped.

In the electric engine stop device having the above configuration,
When an emergency situation occurs during operation, a means is provided for manually and promptly stopping the engine.

That is, a stop-side contraction movement permitting mechanism 50 is provided in the middle of the rod 43 in the vertical direction. This means that the output lever 42 of the engine stop motor 5 is in the operating position.
While it is fixed at B ₁ , press the stop lever 3.
1 is allowed to move from the operating position C ₁ to the stop position C ₂ , and the inner shaft 52 is vertically telescopically inserted into the outer cylinder 51, and the outer cylinder 51 and the inner shaft 52 is pressed toward the extension side by the extension spring 53.

The elastic force is applied against the sliding resistance of each lever and control rack 9 and the tension of the start spring 28 when the fulcrum 15a of the control lever 15 is switched between the operating position _A1 and the stop position _A2 . The spring force is set to be weak enough to move the cylinder 51 and the inner shaft 52 together.

On the other hand, in the outer space of the governor housing 17, the interlocking lever 5 is connected from the base end of the stop lever main body 32.
4 is highlighted. A remote control tool 57 for stopping the engine is operatively connected to the protruding end of the interlocking lever 54 via an interlocking tool 55 made of a release wire.

In addition, the above-mentioned stop lever 31 and output lever 4
2 are arranged as shown in FIG.

That is, regarding the swinging of the output lever 42, when the pivot portion 45 thereof moves from the stop position _B2 to the operating position _B1 by a distance _l1 , the stop lever 31 also swings correspondingly, and the pivot portion 44 of the output lever 42 swings. Move a distance l ₂ . At this time, the swinging movement of the stop lever main body 32 is received by the operating position defining stopper 56, and the movement distance of the pivot portion 44 is shortened by m. This causes the pivot portion 44 to move from the stop position _C2 to the operating position.
The distance _l3 until moving to _C1 is smaller than the moving distance _l2 . Therefore, when the output lever 42 is at the stop position _B2 , as shown in the solid line diagram, the stop side contraction movement permitting mechanism 50 extends, the rod 43 pulls the stop lever 31 to the stop position _C2 , and the fulcrum 15a is also switched to stop position _A2 . When switching the fulcrum 15a to the operating position _A1 , the output lever 42
When the stop lever main body ₃₂ swings upward and reaches the position B3 immediately before the operating position, the upward swinging of the stop lever main body 32 is prevented by the operating position defining stopper 56 and the stop lever body 32 returns to the operating position _C1 . Then, the output lever 42 further swings upward and reaches the operating position _B1 . Then, the stop side contraction movement allowance mechanism 50 slightly contracts by a distance corresponding to the distance m, and the extension spring 53
presses the stop lever main body 32 to the operating position _C1 .

Note that the operating position regulating stopper 56 may be attached to the fulcrum swinging lever 34 instead of being attached to the stop lever main body 32 as described above.

Next, the stop-side contraction movement permitting mechanism 50 will be described in more detail with reference to FIGS. 3 to 5.

In this case, a stop side contraction movement permitting mechanism 50 is integrally formed on the rod 43. That is, the outer cylinder 5
1, an inner shaft 52 is inserted into the inner shaft 52 so as to be able to extend and contract in the vertical direction, and an extension spring 53 is inserted between the outer cylinder 51 and the inner shaft 52 to press them both toward the extension side. This extension spring 53 is made of a compression coil spring, and is installed as follows.

That is, a spring receiving collar 60 is fixed to the base end 52a of the inner shaft 52 on the lower side. This spring receiving tsuba 60
is slidably guided and fitted into the outer cylinder 51. On the other hand, a retaining portion 6 is provided at the lower end portion 51a of the outer cylinder 51.
1 is fixed with a screw, and the spring receiving collar 60 is received in a state where it is prevented from coming off by this retaining portion 61. Further, a guide hole 62 is formed further toward the back side from the inner end surface 51b formed on the upper side of the outer cylinder 51, and the tip portion 52a of the inner shaft 52 is slidably guided and fitted into the guide hole 62. be done. Further, a spring receiving flange 60 is formed at a position offset toward the back side from the inner end surface 51b.

Then, this spring catch seat 63 and the spring catch collar 60
An extension spring 53 is mounted between the two.

The upper end of the outer cylinder 51 is connected to the stop lever 31 via a pivot 44. On the other hand, an adjustment nut 66 is fitted and fixed to the lower end of the inner shaft 52 with a lock nut 67 so that its dimensions can be freely adjusted. Adjustment nut 66
is connected to the output lever 42 via a pivot 45.

The upper pivot portion 44 consists of a convex spherical portion 69 protruding from the stop lever 31 and a groove 70 formed in the upper part of the outer cylinder 51 to fit the convex spherical portion 69. The concave grooves 70 are connected to each other by a retainer 71 in a manner that prevents the concave grooves from coming off. This upper pivot 44
Similarly, a lower pivot portion 45 is formed.

The above-mentioned stop-side contraction movement permitting mechanism 50 operates as follows.

When the output lever 42 is switched and swung downward by the engine stop motor 5, the spring receiver flange 60 lowers the outer cylinder 51 along with the lowering of the inner shaft 52, and the stop lever 31 is switched and swung downward. Ru. On the other hand, when switching and swinging the output lever 42 upward, the inner shaft 5 is moved by the elastic force of the extension spring 53.
2, the outer cylinder 51 rises, and the stop lever 31 is switched and swung upward.

With the output lever 42 being switched upward and fixed at the operating position _B1 as described above, the interlocking tool 55 is manually operated to stop the stop lever 31.
forcefully swing downward. Then, the inner shaft 52
is received by the output lever 42 and prevented from lowering, while the spring seat 63 of the outer cylinder 51 contracts the extension spring 53. This allows the stop lever 31 to swing downward.

<Effects of the invention> Since the present invention is constructed and operates as described above, it has the following effects.

(b) When manually stopping the engine by operating the engine stop remote control device, the governor spring with high tension does not act as a resistance to the operation;
It can be operated by simply compressing the extension spring while leaving the output lever of the engine stop motor in the operating state. Therefore, since only the extension spring with low tension acts as operating resistance, the engine can be stopped quickly with light force. It can be stopped.

(b) The stop-side contraction movement permitting mechanism guides the inner shaft straightly to the outer cylinder, thereby preventing the rod from bending in the middle, thereby preventing the entire length of the rod from becoming misaligned.

Further, since the extension spring can be set to a long length, the contraction dimension of the stop-side contraction movement allowance mechanism can be increased, so that the lengths of each arm of the stop lever and the output lever can be increased. As a result, the error in the swing angle of the stop lever is reduced relative to the accumulated errors in processing, assembly, operation, etc. that occur in the transmission mechanism from the engine stop motor to the fulcrum of the control lever.

From the above, the positional accuracy of the fulcrum of the control lever increases.

(c) In addition, when the engine stop device is configured as described in claim (2) of the utility model registration, the stop lever is fully pressed to the operating position by an extension spring, so that the accumulation Errors are absorbed.

Therefore, the positional accuracy of the operating position of the fulcrum of the control lever is further improved, and the speed control accuracy of the mechanical governor is improved.

[Brief explanation of the drawing]

1 to 6 show an embodiment of the present invention,
Figures 1 to 6 show one embodiment of the invention, with Figure 1 being an overall schematic diagram, Figure 2 being an external view of the main parts of the diesel engine, Figure 3 being a sectional view taken along the - line in Figure 2; 4 is a sectional view taken along the line - in FIG. 3, FIGS. 5 and 6 are respectively explanatory diagrams of the operation of the stop side contraction movement permitting mechanism, and FIG. 7 is a diagram equivalent to FIG. 1 showing a conventional example. be. 3... Mechanical governor, 5... Engine stop motor, 9... Control rack, 13... Governor spring, 14... Fly weight, 15...
...control lever, 15a...fulcrum, 31...
...Stop lever, 42...Output lever, 43...
... Rod, 50 ... Stop side contraction movement allowance mechanism, 5
DESCRIPTION OF SYMBOLS 1... Outer tube, 51a... Tip end, 51b... Back end surface, 52... Inner shaft, 52a... Base end, 52b...
... Tip part, 53 ... Extension spring, 60 ... Spring receiving flange, 61 ... Retention part, 62 ... Guide hole, 63 ...
Spring seat, A ₁ ... Operating position of fulcrum 15a, A ₂ ...
...Stop position of fulcrum 15a, B ₁ ...Output lever 4
2 operating position, B ₂ ... Stop position of output lever 42, C ₁ ... Operating position of stop lever 31, C ₂
...stop position of the stop lever 31, _l1 to _l3 ...
Moving distance.

Claims (1)

[Claims for Utility Model Registration] (1) A mechanical governor 3 and an engine stop motor 5 are attached to a diesel engine, and the mechanical governor 3 includes a governor spring 1
The control rack 9 of the fuel injection pump 2 is controlled and actuated by the unbalanced force between the control lever 15 and the flyweight 14, and the fulcrum 15a of the control lever 15 is moved to the engine operating position _A1 by the stop lever 31.
The output lever 4 of the engine stop motor 5 is connected to the stop lever ₃₁ via a rod 43.
2 are connected, and this output lever 42 is the engine operating position.
In an engine stop device for a mechanical governor of a diesel engine configured to push the rod 43 when moving to the _B1 side and pull the rod 43 when moving to the stop position _B2 side, the engine stop device is for manual engine stop. A remote control device 57 is provided so as to be interlocked with the stop lever 31, so that the stop lever 31 can be switched to the stop position _C2 by switching the engine stop remote control device 57, and the output of the engine stop motor 5 is controlled. Lever 4
2 is fixed at the operating position B ₁ , the stop lever 31 moves from the operating position C ₁ to the stop position C ₂
A stop-side contraction movement allowance mechanism 50 is provided on the rod 43 to allow movement to the outer cylinder 51.
The inner shaft 52 is telescopically inserted into the inner shaft 52, and the spring receiving flange 60 fixed to the base end 52a of the inner shaft 52 is slidably fitted into the outer cylinder 51.
At the same time, the tip 52b of the inner shaft 52 is slid into a guide hole 62 formed further back from the inner end surface 51b in the outer cylinder 51. The extension spring 53 that extends the inner shaft 52 and the outer tube 51 is fitted to the spring receiver 63 at the inner end of the outer tube 51 and the spring receiver flange 60 at the base end 52a of the inner shaft 52. An engine stop device for a mechanical governor for a diesel engine, characterized in that the spring seat 63 is deviated to the back side of the back end surface 51b inside the outer cylinder 51. (2) Output lever 4 of the engine stop motor 5
The operating position of the stop lever 31 is greater than the distance l 2 that the stop lever ₃₁ moves in response to the moving distance l ₁ between the operating position B ₁ and the stop position B ₂ of 2.
The moving distance _l3 between _C1 and the stop position _C2 is set to a small dimension, and when the output lever 42 is at the stop position _B2 , the stop side contraction movement allowance mechanism 50 is extended,
The rod 43 moves the stop lever 31 to the stop position
_C2 , and conversely, when the output lever 42 is at the operating position _B1 , the stop side contraction movement allowance mechanism 50 contracts slightly, and the extension spring 53 presses the stop lever 31 to the operating position _C1. An engine stop device for a mechanical governor of a diesel engine as set forth in claim 1 of the registered utility model.