JPH0541242Y2 - - Google Patents

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to a speed governor for a diesel engine, and by varying the fulcrum of the speed governor lever, the pulling angle at which the governor spring pulls the governor lever is adjusted. To provide a device that allows a desired governor difference to be selected.

<Prior Art 1> The basic structure of the speed governor of a diesel engine, which is the subject of the present invention, is as shown in FIGS. 4, 7, or 9, for example, as shown in FIG. The governor lever 1 is engaged with the driven side engagement point 6 with the adjusting lever 3, and the other end is engaged with the driving side engagement point 7 with the adjustment lever 3, thereby interlocking the governor lever 1 with the speed regulating lever 3. .

As shown in FIG. 7, in this type of prior art 1, when the governor lever 1 is in the no-load position A, the upper and lower spaces are separated by the longitudinal direction of the governor spring 2 and the fulcrum 4 of the speed regulating lever 3. with respect to the fulcrum 5 of the governor lever 1,
This governor lever fulcrum 5 and the above driven side engagement point 6
The pull angle θ of the governor spring 2 that pulls the governor lever 1, which is formed by the included angle between the imaginary line segment connecting the above and the central axis of the governor spring 2, is set to approximately 90 degrees from the low speed operation position B to the high speed operation position C. There is something I did.

<Problems with Prior Art 1> Generally, the governor force has the rotational speed on the horizontal axis.
In addition, when the force is applied to the vertical axis, as shown in Figure 8, it changes in a quadratic curve, but one governor spring changes only linearly, so the rate of change on the high-speed side of the governor force curve changes. Matching springs are selected to increase the response sensitivity of the governor on the high-speed rotation side.

Therefore, on the low speed side, a deviation occurs between the rate of change of the governor force curve and the slope of the spring straight line,
When the load is reduced from a predetermined operating state, the tension of the governor spring becomes too strong with respect to the governor force, increasing the rate of speed fluctuation.

Conversely, when the load increases, the tension of the governor spring against the governor fork becomes too weak, resulting in a large drop in rotation and the inability to produce sufficient output.

<Prior Art 2> FIG. 9 shows a prior art 2 that can suppress an increase in speed fluctuation rate on the low speed side.

That is, when the governor lever 1 is in the no-load position A, the fulcrum 4 of the speed control lever 3 is located at the fulcrum 5 of the governor lever 1 with the governor spring 2 in between.
It is located on the opposite side to the.

Then, the governor spring 2 is connected to the governor lever 1.
The pull angle θ is set to be an acute angle, and the value of the pull angle θ is set to increase as the adjustment lever 3 approaches the high speed operation position C from the low speed operation position B.

The distance l between the fulcrum of the governor lever 3 and the driven side engagement point 6 between the governor spring 2 and the governor lever 1 is calculated from the fulcrum 4 of the governor lever 3 to the main drive side engagement point 7 between the governor spring 2 and the governor lever 3. Set the dimension to be considerably smaller than the arm length r up to.

The governor lever fulcrum 4 is perpendicular to the imaginary straight line P connecting the governor lever fulcrum 4 and the driven side engagement point 6.
Assuming a virtual reference line S that passes through the imaginary reference line S, the speed control swing region T between the low-speed operation position B and the high-speed operation position C of the speed control lever is located in an area on the high-speed side of the virtual reference line S. be.

According to this structure, the tension of the governor spring 2
Of F ₀ , the component force F ₁ that acts on the rocking motion is expressed using the included angle θ between the governor lever 1 and the governor spring 2 on the side of the governor lever fulcrum 5, as follows: F ₁ =F ₀ sin θ.

Therefore, this oscillating force F ₁ changes in a sinusoidal curve with respect to the set rotational speed of the governor lever 3, and approximates a quadratic curve-like change in the governor force.

Therefore, regardless of whether the speed governor lever 3 is in the high-speed or low-speed operating position, the rate of change of the swing component force _F1 approximates the rate of change of the governor fork, so the swing component force _F1 is narrow to the governor force. Balance can be achieved in the rotational range, and it is possible to suppress an increase in speed fluctuation rate during low-speed operation, which was a problem with Prior Art 1.

<Problems with Prior Art 2> On the other hand, of the tension F ₀ of the governor spring 2, the centripetal force F ₂ perpendicular to the swinging force F ₁ is F ₀ cosθ
Since the governor lever is pressed against the fulcrum 5 with a value of , a frictional resistance is generated that prevents the governor lever 1 from swinging.

In the above-mentioned prior art 2, since the separation distance l is small and the speed control swing region T is biased toward the high speed side with respect to the virtual reference line S, the governor spring 2 is located between the low speed operation position B and the high speed operation position C. Since the width of change in length is small, the change in tension is small.

As a result, during low-speed operation, the tension F ₀ of the governor spring 2 becomes a large value that approximates that during high-speed operation.

Accordingly, the centripetal force F ₂ increases accordingly, and the governor lever 1 receives a large frictional resistance at its fulcrum 5, making it difficult to swing.

As a result, variations in the number of rotations become large and hunting becomes more likely to occur.

<Prior Art> Therefore, prior to the present invention, the present inventor developed a technique to reduce the variation in the rotational speed and to make hunting less likely to occur.

That is, to explain below using FIGS. 4 and 5, when the governor lever 1 is located at the no-load position A, the above-mentioned driven side engagement point 6 and the governor lever fulcrum 4
The separation distance l from the regulating lever fulcrum 4 is set to be approximately equal to the arm length r from the driving side engagement point 7, and an imaginary straight line connecting the regulating lever fulcrum 4 and the driven side engagement point 6 is set. Assuming a virtual reference line S that is perpendicular to P and passing through the governor lever fulcrum 4, the governor swing region T between the low speed operation position B and the high speed operation position C of the governor lever 3 is calculated from the virtual reference line S. It is located across both the low speed side and the high speed side.

In this prior art, the separation distance l is increased to be approximately equal to the arm length r, and the speed control swing region T is located so as to straddle both the low speed side and the high speed side of the virtual reference line S. As a result, the length of the governor spring 2 varies greatly between the low-speed operating position B and the high-speed operating position C, and the tension thereof varies greatly.

Furthermore, if the separation distance l is set to be too large compared to the arm length r, there is a disadvantage that the governor device becomes larger, and the overall length of the governor spring 2 becomes longer. However, in this prior art, the separation distance l and the arm length r are set to approximately equal dimensions. , the rate of change in length of the governor spring 2 is large even though the governor device is configured compactly.
The change in tension becomes large.

As a result, during low-speed operation, the tension F ₀ of the governor spring 2 becomes a much weaker value than during high-speed operation!

Accordingly, since the centripetal force F ₂ becomes smaller, the frictional resistance between the governor lever 1 and the fulcrum 5 can be reduced, and the governor lever 1 can be easily swung.

As a result, variations in the number of rotations become smaller, and hunting becomes less likely to occur.

<Problems to be solved by the invention> Generally, in an actual engine, for example,
For motor generators, it is necessary to reduce Hertz fluctuations, so it is necessary to use a motor with a small speed fluctuation rate, that is, a governor difference. On the other hand, in agricultural machines such as power tillers, it is preferable to use a machine with a somewhat large difference in governor, with emphasis on stability, in order to prevent the governor from operating too sensitively due to small load fluctuations.

However, in the above prior art, although the tension of the governor spring changes in a sinusoidal manner, the range of change in the tension of the governor spring and the range of change in the pull angle θ of the governor spring 2 that pulls the governor lever 1 are constant. , the governor difference is also uniquely determined. Therefore, speed governors must be designed and manufactured separately for engines with a small governor difference, such as those for generators, and engines with a large governor difference, such as those for agricultural machinery.

The technical objective of the present invention is to increase productivity by standardizing the speed governor of various engines with different governor differences.

<Means for solving the problems> Means for solving the above problems will be described below using FIGS. 1 to 5, which correspond to embodiments.

That is, the above-mentioned prior art is further improved, and the fulcrum 4 of the speed regulating lever 3 is configured to be adjustable forwards and backwards in the direction in which the pull angle θ is changed by the position adjusting means 8.

<Operation> When the speed governor lever fulcrum 4 is changed along the forward/backward adjustment direction, the driving side engagement point 7 of the spring can largely change its direction with respect to the driven side engagement point 6 depending on before and after the change. The pulling angle θ at which the governor spring 2 pulls the governor lever 1 can be changed.

For example, as shown in FIG. 6, when the speed governor lever fulcrum 4 is moved forward or backward along the position adjustment means 8, the pull angle θ increases or decreases depending on before or after the change. When the fulcrum 4 is set at the lower position H ₁ , the pull angle θ ₁ becomes smaller, the slope of the tension curve of the governor spring becomes smaller at the low speed operating position, and the deviation from the governor force curve becomes smaller, so the governor difference becomes smaller.

Furthermore, when the fulcrum 4 is set at the upper position H ₂ , the pull angle θ ₂ increases, and the slope of the tension curve of the governor spring conversely increases, and the difference between the governor force and the tension of the governor spring increases.
The governor difference becomes larger and driving safety improves.

<Effects of the invention> The invention first of all changes the swing component force in a sinusoidal manner, suppresses the speed fluctuation rate during low-speed operation, and solves the problem of conventional technology 1. .

Then, the distance between the governor lever fulcrum and the driven side engagement point is set to be approximately equal to the arm length from the governor lever fulcrum to the driving side engagement point, and the governor swing area of the governor lever is set to the virtual reference line. Since the governor spring is located across both the low-speed side and the high-speed side of the engine, the length of the governor spring during low-speed operation is considerably smaller than that during high-speed operation, and as a result, it is possible to increase the size of the governor device. Instead, it is possible to reduce the tension of the governor spring at the low-speed operating position to suppress rocking resistance, thereby reducing variation in rotational speed, and solving the problem of prior art 2.

Second, when the governor lever fulcrum is adjusted forward or backward using the position adjustment means, the pull angle of the governor spring changes and the governor difference can be increased or decreased, making it stable for use in generators etc. that require a small governor difference. The speed governor can be shared with both engines, such as those for agricultural machines where performance is important, and productivity can be increased.

<Example> Hereinafter, an example of the present invention will be described based on the drawings.

Fig. 1 is an exploded perspective view of the position adjustment means of the speed governor lever, Fig. 2 is a vertical right side view of the main part of the speed control lever, Fig. 3 is a front view of the main part of the position adjustment means, and Fig. 4 is a view of the governor. A schematic front view, FIG. 5 is a longitudinal sectional front view of the vicinity of the governor of the diesel engine, in which the fuel injection camshaft 11 and the governor shaft 12 are mounted on shafts in parallel upper and lower positions in the fuel injection pump housing chamber 10 of the diesel engine E. and each is linked to the crankshaft via a gear.

A fuel injection pump 14 is linked to the fuel injection camshaft 11, and the pump 14 is connected to a fuel injection nozzle facing the combustion chamber.

A weight base 15 is fixed to the governor shaft 12, a flight weight 16 is swingably supported on the weight base 15, and the output end 17 of the fly weight is
is brought into contact with the left end surface 19 of the governor sleeve 18 which is slidably fitted onto the governor shaft 12.

A governor lever 1 is swingably supported in a fuel injection pump chamber 10 via a fulcrum 5, and is composed of a main lever 1a and a sub-lever 1b. A roller 22 is rotatably supported at the tip of the U-shaped portion 21 so that the roller 22 can come into contact with the right end surface 23 of the governor sleeve 18 .

An engagement groove 24 is cut out in the upper end of the main lever 1a, a rack pin 25 of the fuel injection rack of the fuel injection pump 14 is fitted into the engagement groove 24, and a starting spring 27 is suspended on the right end of the upper end 26. , a contact portion 28 is provided at the left end thereof, and the contact portion 29 of the sub-lever 1b is brought into contact with the contact portion 28.

The sub-lever 1b has its base end 30 pivotally supported on the fulcrum 5, has an engagement hole 32 in its upper end 31, and suspends one end of the governor spring 2 in the engagement hole 32 (this suspension is driven side engagement point 6), and a speed regulating lever 3 whose other end is pivoted to the fuel injection pump chamber 10.
(This suspension part is connected to the driving side engagement point 7.
).

In this case, the fulcrum 4 of the governor lever 3 is located on the opposite side from the fulcrum 5 of the governor lever 1 with the governor spring 2 inside, and the pulling angle at which the governor spring 2 pulls the governor lever 1 (i.e., The included angle (θ) formed by the imaginary line connecting the above-mentioned driven side engagement point 6 and the central axis of the governor spring 2 is set to an acute angle, and the governor lever 3 moves from the low speed operation position B to the high speed operation position C. The value of the pull angle θ is set to increase as it approaches .

Also, the fulcrum 4 of the speed regulating lever 3 is at the driven side engagement point 6.
The distance l away from the fulcrum 4 of the regulating lever 3 is
A virtual reference line that is approximately equal to the arm length r from to the driving side engagement point 7, is perpendicular to the imaginary straight line P connecting the speed governor lever fulcrum 4 and the driven side engagement point 6, and passes through the speed governor lever fulcrum 4. S is made to straddle the speed control swing region T between the low speed operation position B and the high speed operation position C of the speed control lever 3.

A cylindrical fulcrum 4 protrudes from one end of the speed regulating lever 3, and is exposed to the outside of the engine through an adjustment window 50 formed in the fuel injection pump chamber 10.

On the other hand, a fitting hole 52 is made in the center of the adjustment base 51, and the fulcrum 4 of the speed regulating lever is rotatably inserted into the fitting hole 52, and the fulcrum 4 protruding outward from the fitting hole 52 is inserted into the fitting hole 52. External control lever 54 at the tip
to be fixed.

Elongated holes 55 are formed along the vertical direction in the upper center and lower center of the adjustment base 51, and these elongated holes 5
5 faces the screw holes 56 formed above and below the adjustment window 50, and the adjustment base 51 is fixed to the side wall 57 of the fuel injection pump chamber 10 via fixing bolts 58 to cover the adjustment window 50.

In this case, the combination of the adjustment base 51 and the fixing bolt 58 becomes the position adjustment means 8 for the adjustment lever fulcrum 4, and as shown in FIG. Adjust the window 5
0, the fixing bolt 58 is tightened into the screw hole 56 by shifting the adjustment base 51 upward with respect to the bolt 58 so that it comes into contact with the lower end of the elongated hole 55. In this case, the position of the speed-governing lever fulcrum 4 relative to the governor lever 1 (the sub-lever 1b in FIG. 3) moves up and down.

Therefore, the pull angle θ of the governor spring 2 that pulls the governor lever 1 is varied, and the slope of the tension curve of the governor spring during low-speed operation can be shifted as desired with respect to that of the governor force curve, so that the lever difference can be selected. One engine can be used in common with various work machines.

[Brief explanation of the drawing]

1 to 5 show an embodiment of the present invention, in which FIG. 1 is an exploded perspective view of the position adjustment means of the speed governor lever, FIG. 2 is a longitudinal sectional right side view of the main part of the speed governor lever,
Fig. 3 is a front view of the main parts of the position adjustment means, Fig. 4 is a schematic front view of the governor, Fig. 5 is a longitudinal cross-sectional front view of the area around the governor of the diesel engine, and Fig. 6 is the speed governor when adjusting forward and backward movement. Schematic diagram of the area around the lever, No. 7
The figures are a diagram equivalent to FIG. 4 showing the prior art 1, FIG. 8 is a governor force curve diagram, and FIG. 9 is a diagram equivalent to FIG. 4 showing the prior art 2. 1... Governor lever, 2... Governor spring, 3... Speed governor lever, 4... Speed governor lever fulcrum,
5...Governor lever fulcrum, 6...Driver side engagement point of governor spring, 7...Driver side engagement point of governor spring, 8...Position adjustment means, A...No-load position of governor lever, B...Governing lever Low speed operation position of C... High speed operation position of speed governor lever, E...
...Diesel engine, G...Governor, P...Virtual straight line connecting the governor lever fulcrum and the driven side engagement point, S
...Virtual reference line, T...Speed control swing area, l...Separation distance between speed control lever fulcrum and driven side engagement point, r...
...Arm length from the speed regulating lever fulcrum to the driving side engagement point, θ...The pulling angle of the governor spring to pull the baggana lever.

Claims (1)

[Claims for Utility Model Registration] One end of the governor spring 2 of the governor G of the diesel engine E is engaged with the driven side engagement point 6 with the governor lever 1, and the other end is engaged with the driving side engagement point 7 with the speed governor lever 3. In a diesel engine speed governor device in which the governor lever 1 is interlocked and connected to the speed governor lever 3 by engaging with the speed governor lever 3, the fulcrum 4 of the speed governor lever 3 is placed on the opposite side from the fulcrum 5 of the governor lever 1 with the governor spring 2 inside. The governor spring 2 is located at an angle between an imaginary line connecting the governor lever fulcrum 5 and the driven side engagement point 6 and the central axis of the governor spring 2.
The pulling angle θ for pulling the governor lever 1 is set to an acute angle, and the speed governor lever 3 is moved to the low speed operation position B.
The pull angle θ is set to increase as it approaches the high-speed operation position C, and the distance between the driven side engagement point 6 and the governor lever fulcrum 4 when the governor lever 1 is at the no-load position A is set. The distance l is set to be approximately equal to the arm length r from the governor lever fulcrum 4 to the driving side engagement point 7, and is perpendicular to the imaginary straight line P connecting the governor lever fulcrum 4 and the driven side engagement point 6. Assuming a virtual reference line S that passes through the governor lever fulcrum 4, the governor swing region T between the low speed operation position B and the high speed operation position C of the governor lever 3 is set to the lower speed side than the virtual reference line S. The speed governor of a diesel engine is characterized in that the speed governor lever 3 is positioned astride both the high speed side and the fulcrum 4 of the speed governor lever 3 can be adjusted forward and backward in the direction in which the pulling angle θ is changed by means of a position adjustment means 8. Device.