JPH057943U - Fuel injection pump - Google Patents

Abstract

(57) [Summary] [Purpose] When the motor 19 is driven by the generator 18 directly connected to the engine 10, it is possible to prevent a sudden decrease in the rotational speed of the engine 10 when the motor 19 is started. [Structure] Mechanical governor 14 of fuel injection pump 11
Attach the boost compensator 50 to, and supply the boost pressure to this boost compensator 50.
When the engine speed decreases and the boost pressure decreases, the boost compensator 50 rotates the floating lever 43 via the correction lever 56 and the link 59 to move the control rack 46 to the increasing side. The fuel injection amount is increased to compensate for the decrease in the rotational speed.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a fuel injection pump, and more particularly to a fuel injection pump in which a control rack is moved by a mechanical governor and the amount of fuel injected at one time is controlled by the control rack.

[0002]

[Prior Art]

 The engine generator has a generator directly connected to the engine, and the engine drives the generator to rotate to obtain a power output. When a diesel engine is used as an engine for driving such a generator, an oil speed mechanical governor is attached to the fuel injection pump to control the rotation speed in almost the entire rotation range. This makes it possible to obtain stable rotation regardless of the load of the generator applied to the engine.

[0003]

[Problems to be solved by the device]

 However, if the generator is driven by an engine equipped with a fuel injection pump to which a normal all-speed mechanical governor is attached, if a load is suddenly applied to the generator, it will be directly connected to this generator. Corresponding to this, the engine suddenly starts to be loaded suddenly, and the engine speed drops significantly. In other words, such an engine had a problem of poor stall resistance.

In order to solve such a drawback, conventionally, an unnecessarily large generator has been used. However, if a generator with an excessive capacity compared to the load is used, not only will the size increase, but also the output of the generator will be wasted during normal use. If an engine equipped with a turbocharger is used as the engine directly connected to the generator, the number of revolutions will drop even more drastically in response to a sudden increase in load. Therefore, we have taken measures such as adopting a turboless engine without a turbocharger.

The present invention has been made in view of such problems, and an object thereof is to provide a fuel injection pump capable of coping with a sudden increase in load.

[0006]

[Means for Solving the Problems]

 The present invention relates to a fuel injection pump in which a control rack is moved by a mechanical governor to control the supply amount of fuel injected at one time by the control rack, and a boost compensator is attached to the mechanical governor and the boost is provided. When the boost pressure supplied to the compensator becomes low, the control rack is moved to the increasing side.

[0007]

[Action]

 Therefore, when the load of the engine equipped with such a fuel injection pump suddenly increases, the rotational speed decreases accordingly. As a result, the boost pressure supplied to the boost compensator suddenly drops, which causes the boost compensator to move the control rack to the increasing side, increasing the fuel injection amount. That is, the boost compensator acts to compensate for the reduction in engine speed.

[0008]

【Example】

 FIG. 1 shows a diesel engine 10 equipped with a fuel injection device according to an embodiment of the present invention. The engine 10 drives a generator 18, and both are directly connected to each other. ..

A fuel injection pump 11 is attached to a side surface of the engine 10, and the fuel injection pump 11 includes a cam shaft 12. The camshaft 12 is provided with a timer or a coupling 13, and is driven via the timer or the coupling 13. Further, the fuel injection pump 11 is provided with a mechanical governor 14, and the governor 14 controls the supply amount of fuel injected at one time. Further, each pump unit 15 of the fuel injection pump 11 is connected to a fuel injection nozzle 17 via an injection pipe 16. A generator 18 is directly connected to the output side of the engine 10. The output of the generator 18 drives the load such as the motor 19.

Next, the structure of the mechanical governor 14 provided in the fuel injection pump 11 of the engine 10 will be described with reference to FIG. A flyweight 22 is openably and closably attached to the tip end side of the camshaft 12 of the fuel injection pump 11, and a slider 23 is attached to the tip end side of the arm of the flyweight 22. The slider 23 pushes the shoulder portion of the sleeve 24. A shifter 25 is arranged on the tip side of the sleeve 24. The shifter 25 is connected to a guide lever 27 via a pin 26. The upper end of the guide lever 27 is rotatably supported by a fixing pin 28 fixed to the casing of the governor 14.

The upper end of the tension lever 31 is rotatably supported by the fixing pin 28. The back side of the tension lever 31 is pressed by an idling spring 32, and an Angleich spring 33 is built in at the lower end side. The rotation of the tension lever 31 is restricted by the full load stopper 34. Further, the tension lever 31 is urged by the governor spring 35 to rotate clockwise around the fixing pin 28 in FIG. The other end of the governor spring 35 is locked by a swivel lever 36, and the swivel lever 36 is supported by a support lever 37. The support lever 37 is fixed to a support shaft 38, and the support lever 37 is connected to the control lever 39 via the support shaft 38.

A floating lever 43 is connected to an intermediate position of the guide lever 27 via a pin 42. The upper end side of the floating lever 43 is connected to a control rack 46 via a link 45. The control rack 46 controls the fuel injection amount of the fuel injection pump 11. Further, the floating lever 43 is urged to rotate counterclockwise in FIG. 2 about the connecting pin 60 by the start spring 47.

Further, a boost compensator 50 is attached to the mechanical governor. The boost compensator 50 is provided with a diaphragm 51 inside thereof, and the diaphragm 51 is pressed by the spring 52 to the left in FIG. A rod 53 connected to the diaphragm 51 projects leftward. A port 54 is provided in the chamber on the left side of the diaphragm 51 of the boost compensator 50, and boost pressure is supplied through the port 54.

The tip of the rod 53 of the boost compensator 50 is connected to the correction lever 56 via a pin 55. The correction lever 56 is rotatably supported about a fulcrum pin 57, and its lower end side is connected to a link 59 via a connecting pin 58. The link 59 is connected to the lower end of the floating lever 43 via a connecting pin 60.

A boost compensator 65 for stopping is further attached to the fuel injection pump 11 including the mechanical governor 14 as described above, as shown in FIGS. 1 and 5. The boost compensator 65 is a portion on the front end side of the fuel injection pump 11 and is provided at a position substantially facing the front end portion of the control rack 46. The diaphragm 66 of the boost compensator 65 is pressed by the spring 67 to the left in FIG. The tip of the rod 68 connected to the diaphragm 66 is connected to the stop lever 69. The stop lever 69 is rotatably supported by a fulcrum pin 70, and the upper end side of the stop lever 69 receives the tip of the control rack 46.

Next, the operation of the mechanical governor 14 of the fuel injection pump 11 having the above configuration will be described. When starting the engine 10, the control lever 39 is rotated counterclockwise about the support shaft 38 to the maximum position as shown in FIG. Then, the swivel lever 36 extends the governor spring 35, so that the tension lever 31 contacts the full load stopper 34. At this time, since the fly weight 22 is closed, the start spring 47 attached to the tip of the floating lever 43 rotates the floating lever 43 counterclockwise, which causes the control rack 46 to move to the left. That is, in the direction of increasing fuel. At the same time, the floating lever 43 pushes the shifter 25 to the left via the guide lever 27.

By such an operation, the tension lever 31 and the shifter 25 are separated from each other, and the shifter 25 moves in the direction of increasing the fuel by that amount, so that the engine 10 can be easily started. Become. When the engine 10 is started, the fly weight 22 is rotated by the cam shaft 12 and centrifugal force is generated. The start spring 47, which has a weak spring force, is stretched by losing the centrifugal force of the flyweight 22, and the shifter 25 is returned to the right until it hits the tension lever 31.

Next, the idling operation will be described. After starting the engine 10, the control lever 39 is slightly returned and rotated to the idle position. Then, the governor spring 35 is completely idle and does not operate. As a result, the fly weight 22 spreads outward, the tension lever 31 moves until it hits the idling spring 32, and the floating lever 43 rotates clockwise around the fulcrum 60 at the lower end to the idle position where the injection amount is small. Moving. Then, a stable idling operation is maintained at a position where the centrifugal force generated by the flyweight 22 and the set force of the idling spring 32 are balanced.

If the rotation speed of the engine 10 decreases, the flyweight 22 closes and the spring force of the idling spring 32 moves the shifter 25 to the left via the tension lever 31. Then, the guide lever 27 pivots clockwise with the upper fulcrum 28 as a center, and this pivotal movement is transmitted to the floating lever 43 via the pin 42. Therefore, the floating lever 43 rotates counterclockwise with the lower pin 60 as the center, and moves the control rack 46 to the left, that is, in the direction of increasing the amount of fuel, and prevents the rotation speed of the engine 10 from decreasing. Therefore, if the rotational speed of the engine 10 changes even a little, the centrifugal force of the flyweight 22 will also immediately change and be transmitted to the shifter 25. Then, this change in centrifugal force is transmitted to the control rack 46 via the guide lever 27 and the floating lever 43, and it becomes possible to adjust the fuel injection amount required for the engine 10 to idle.

Next, the operation of the Angleich spring 33 will be described with reference to FIG. The amount of air taken in by the engine 10 tends to decrease as the engine speed increases. On the other hand, when the position of the control rack 46 is the same, the fuel injection pump 11 tends to increase the injection amount of fuel once as the rotation speed increases. Therefore, as the engine speed increases, the ratio of the fuel injection amount to the intake air amount increases, which causes the emission of black smoke. Therefore, in order to suppress such an increase in the fuel injection amount with respect to the intake air amount, the Angleich spring 33 is used.

When the number of revolutions of the fuel injection pump 11 is lower than a predetermined number of revolutions, the setting force of the Angreich spring 33 is stronger than the centrifugal force generated in the fly weight 22, and the fly weight 22 has an angle. Ich spring 33 cannot be compressed. Therefore, the shifter 25 is pushed to the left by the stroke of Angleich. It is in a position to increase the fuel injection amount. That is, the control rack 46 is moved to the full load position in the rotation region where the Angleich spring 33 is not deformed.

When the rotation speed of the engine exceeds a predetermined rotation speed, for example, the rated rotation speed, the centrifugal force of the fly weight 22 becomes larger than the setting force of the Angleich spring 33. That is, when the rotation speed of the pump 11 exceeds a predetermined value, the Angleich spring 33 begins to contract, and the shifter 25 contracts to the rotation speed at which the shift lever 25 hits the tension lever 31. During this time, the injection amount is reduced by the Angreich stroke.

Next, the maximum rotation control operation will be described. When the control lever 39 is moved from the idling position to the maximum rotation position in the counterclockwise direction about the support shaft 38 as shown in FIG. 4, the tension of the governor spring 35 increases, and the tension lever 31 is moved to the fixing pin 28. It is rotated clockwise about its center, and its lower end abuts against the full load stopper 34. At this time, the shifter 25 is pushed to the left, whereby the floating lever 43 is rotated counterclockwise about the pin 60 via the guide lever 27, and the control rack 46 is increased in fuel amount via the link 45. Direction, ie move to the left. When the fuel injection amount increases, the rotation speed of the engine 10 also increases and the centrifugal force of the fly weight 22 increases. Then, the centrifugal force of the fly weight 22 and the tension of the governor spring 35 at this time balance each other to maintain the required maximum full load rotation speed.

When the rotation speed of the engine 10 further rises above the full load maximum rotation speed, the centrifugal force of the fly weight 22 becomes larger than the setting force of the governor spring 35. Accordingly, the shifter 25 pushes the tension lever 31 to the right to the position where the centrifugal force of the flyweight 22 and the tension of the governor pulling 35 balance each other. As a result, the control rack 46 moves in the direction in which the fuel injection amount is reduced, and settles at a position where the fuel injection amount required for the maximum unloaded engine speed is maintained. The reason why the control rack 46 moves slowly while the rotation speed of the fuel injection pump 11 reaches the maximum rotation speed is that the tension lever 31 contacts the idling spring 32.

Next, the operation of stopping the engine 10 will be described. In this operation, the control lever 39 shown in FIG. 4 is further rotated in the clockwise direction to move to the stop position. Then, the engine 10 stops. This is because the support lever 37 moves together with the control lever 39, and the swivel lever 36 directly pushes the guide lever 27 to the right. When the guide lever 27 is pushed rightward and is rotated counterclockwise about the pin 28, the floating lever 43 connected to this lever 27 via the pin 42 is rotated clockwise about the pin 60. Is rotated to. Therefore, the control rack 46 is moved to the unloaded position via the link 45, and the fuel supply to the engine 10 is cut off. As a result, the engine 10 is stopped.

As shown in FIGS. 3 and 4, the boost compensator 50 is attached to the mechanical governor 14 of the fuel injection pump 11 that performs such an operation. A boost pressure is supplied to a room in front of the diaphragm 51 of the boost compensator 50 through a port 54. In general, boost pressure tends to increase with engine speed. Then, for example, when the power source of the motor 19 directly connected to the generator shown in FIG. 1 is turned on, the load is suddenly applied to the generator 18 by this. Since the generator 18 is directly connected to the engine 10, the rotation speed of the engine 10 is drastically reduced by driving the motor 19. Therefore, at this time, the boost pressure of the engine 10 also suddenly drops.

In FIG. 3 and FIG. 4, when the boost pressure is reduced by driving the motor 19, this low boost pressure is supplied to the boost compensator 50. That is, at this time, the boost pressure applied to the boost compensator 50 is reduced, so that the rod 53 is pushed out by the spring 52 via the diaphragm 51.

Therefore, the correction lever 56 connected to the rod 53 is rotated about the fulcrum pin 57 in the counterclockwise direction as shown by the chain line. This rotational movement is transmitted to the floating lever 43 via the link 59, and the floating lever 43 is rotated counterclockwise about the pin 42 on the guide lever 27. Therefore, the control rack 46, which is connected to the floating lever 43 via the link 45, is pushed to the left in FIGS. 3 and 4, and is moved in the direction of increasing the amount of fuel.

As described above, the boost compensator 50 is attached to the mechanical governor 14, and the boost compensator 50 is connected to the floating lever 43 via the correction lever 56 and the link 59, so that the fuel injection pump is turned on when the motor 19 is turned on. It is possible to move the control rack 46 of No. 11 in the direction of increasing the fuel amount as shown in FIG. With such an increase in fuel, the engine speed increases, which compensates for the decrease in engine speed. This makes it possible to further reduce the instantaneous decrease in the rotational speed at startup.

The boost pressure of the engine 10 is also supplied to the boost compensator 65 shown in FIG. Therefore, when the boost pressure decreases when the motor 19 is started, the pressure in the chamber on the right side of the diaphragm 66 of the boost compensator 65 also decreases. Therefore, also in this case, the spring 67 pushes the rod 68 to the right through the diaphragm 66, and the stop lever 69 is rotated counterclockwise about the fulcrum pin 70. That is, the stop position of the control rack 46 is moved to the increasing side as shown in FIG. 7, and the movement of the control rack 46 to the increasing side by the boost compensator 50 on the mechanical governor 14 side is allowed.

As described above, in the fuel injection pump 11 according to the present embodiment, the spring is arranged in the opposite direction to the conventional boost compensator, and the boost pressure is also applied in the opposite direction to the conventional one. The boost compensator 50 is used to ensure a high rack position during an instantaneous load. Moreover, under steady load, the normal rack position is ensured so that the reliability of the engine is not compromised. Therefore, only the fuel injection pump 11 can cope with the condition that a momentary large load is applied only when the motor 19 which is the load of the generator 18 is started. As a result, it becomes unnecessary to use a generator having a larger capacity than necessary or to adopt a turboless engine, and it becomes possible to use an engine with a turbocharger for the engine 10.

[0032]

[Effect of the device]

 As described above, in the present invention, the boost compensator is attached to the mechanical governor, and the control rack is moved to the increasing side when the boost pressure supplied to the boost compensator becomes low.

Therefore, when a sudden load is applied to the engine to reduce the rotational speed and the boost pressure is reduced, the control rack is moved to the increasing side, and the engine speed is increased by increasing the fuel amount. It acts to compensate for the decline. This makes it possible to prevent the engine speed from decreasing.

[Brief description of drawings]

FIG. 1 is a side view of a diesel engine directly connected to a generator.

FIG. 2 is a side view showing an internal structure of the mechanical governor.

FIG. 3 is a side view of the mechanical governor showing the operation of the Angleich spring.

FIG. 4 is a side view of the mechanical governor showing control of the maximum rotation speed.

FIG. 5 is a vertical cross-sectional view of a boost compensator that regulates a stop position of a control rack.

FIG. 6 is a graph showing a rack stroke with respect to an engine speed.

FIG. 7 is a graph showing the stop position of the rack with respect to the engine speed.

[Explanation of symbols]

 10 Diesel Engine 11 Fuel Injection Pump 12 Camshaft 13 Timer 14 Mechanical Governor 15 Pump Unit 16 Injection Pipe 17 Fuel Injection Nozzle 18 Generator 19 Motor 22 Flyweight 23 Slider 24 Sleeve 25 Shifter 26 Pin 27 Guide Lever 28 Fixed Pin 31 Tension Lever 32 Idling Spring 33 Angreich Spring 34 Full Load Stopper 35 Governor Spring 36 Swivel Lever 37 Support Lever 38 Support Shaft 39 Control Lever 42 Pin 43 Floating Lever 45 Link 46 Control Rack 47 Start Spring 50 Boost Compensator 51 Diaphragm 52 Spring 53 Rod 54 Port 55 pin 56 correction lever 57 fulcrum pin 58 connection Pin 59 Link 60 Connection Pin 65 Boost Compensator (for Stop) 66 Diaphragm 67 Spring 68 Rod 69 Stop Lever 70 Support Pin 71 Port

Claims (1)

Claims for utility model registration 1. A fuel injection pump in which a control rack is moved by a mechanical governor and the amount of fuel injected at one time by the control rack is controlled. A fuel injection pump mounted on the mechanical governor, wherein the control rack is moved to an increasing side when the boost pressure supplied to the boost compensator becomes low.