JPH06173719A - Mechanical governor of diesel engine - Google Patents

Abstract

PURPOSE:To enable torque-up at the time of super low speed of engine rotation by forming torque springs with a main spring and a spring for super low speed and storing them in a torque spring case in series. CONSTITUTION:A mechanical governor is provided with a two pieces type governor 1, and a torque pin 14 is energized in push-out direction by a torque spring 15, and a governor force input lever 2 is energized to combustion increasing amount side by a start spring 16. A torque spring 15 is particularly formed with a main spring 17 and a spring 18 for super low speed having a spring constant smaller than that of the main spring 17, and the springs 17, 18 are stored in a torque spring case 11 in series. Even when the rotating speed of an engine drops down to a super low speed at the time of over load operation, torque-up is achieved by the balance between the push-out force 19 of the torque pin 14 by means of the spring 13 for super low speed and governor force 20 in the super low speed torque-up range of an amount regulating rack 7.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a mechanical governor for a diesel engine, and more particularly to a mechanical governor capable of increasing a torque at an extremely low engine speed (about 200 rpm to 1000 rpm).

[0002]

2. Description of the Related Art FIG. 3 shows a prior art of a mechanical governor for a diesel engine. Like the present invention, it has the following basic structure. That is, FIG.
As shown in (A), a governor force input lever 102 and a spring force input lever 103, which form a dual type governor lever 101, are pivotally supported on a governor lever shaft 104 respectively, and a governor weight 105 has a governor force input lever. The governor force input lever 102 is interlocked with the metering rack 107 of the fuel injection pump 106,
A spring force input lever 103 is interlockingly connected to the speed control lever 108 via a governor spring 109, and a fuel limiter 110 for restricting the swing of the fuel amount increase side is opposed to the spring force input lever 103. A torque spring case 111 is fixed to one of the levers 102 of the 101, and the tip end surface 112 of the torque spring case 111 is fixed to the contact portion 1 of the other lever 103.
22, and the pin insertion hole 113 of the front end surface 112.
Torque pin 114 protruding from the torque spring 1
It is urged in the pushing direction by 15, and the governor force input lever 10
2, the start spring 116 biases the fuel increase side.

In this prior art, during partial load operation shown in FIG. 3A, when the actual rotation speed of the engine fluctuates due to fluctuations in the load applied to the engine, the governor force 120 of the governor weight 105 fluctuates accordingly. However, the governor force 120 and the spring force 123 of the governor spring 109 are
The two-type governor lever 101 swings integrally to interlock with the metering rack 107 to adjust the fuel supply amount to the combustion chamber (not shown), regardless of the fluctuation of the load on the engine. , The actual rotation speed of the engine is maintained at the set rotation speed set by the speed control lever 108. In this case, the torque pin 114 and the spring force 123 make the torque pin 114
Is pushed into the torque spring case 111 against the pushing force 119 of the torque spring 115, and the contact portion 1
In the state where 22 and the front end surface 112 of the torque spring case 111 are in contact with each other, the two-type governor lever 101 swings integrally, and the metering rack 107 is interlocked in the partial load region.
The position of the metering rack 107 is specified by the position of the rack pin 125. The same applies hereinafter.

In the overload operation shown in FIG. 3B, the two-governor lever 101 integrally swings largely toward the fuel increase side due to the abnormal reduction of the governor force 120, and only the spring force input lever 103 is the fuel limiter 110. Then, the swing is stopped. On the other hand, the governor force input lever 102 that is not regulated by the fuel limiter 110 swings further to the fuel increase side,
Due to the balance between the pushing force 119 of the torque pin 114 by the torque spring 115 and the governor force 120, the metering rack 107 is interlocked in the torque increase region, the fuel supply amount is rapidly increased, and the engine stall is suppressed by the torque increase.

At the time of starting the engine shown in FIG. 3C, since the governor force 120 is not generated until the engine starts to rotate, the governor force input lever 102 is biased by the urging force 121 of the start spring 116 to the fuel increase side. The metering rack 107 is pulled to the rocking limit position, the metering rack 107 is held at the start-up amount position, the fuel supply amount is increased to the maximum, and the startability is improved.

[0006]

The above prior art has the following problems. At the time of overload operation shown in FIG.
Although the torque is increased in the torque increase region of No. 7, if the torque pin 114 is completely pushed out, no further torque increase is performed. Therefore, when the engine speed drops to an ultra-low speed due to an increase in load, the torque is not increased and the engine stalls.

In order to avoid the problem, the torque pin 11
It is also conceivable that the torque increase can be performed even at an extremely low speed by increasing the margin of 4 and bringing the torque-up upper limit position of the metering rack 107 closer to the start-up amount increase position. However, at an extremely low speed, the governor force 120 causes the torque spring 115 to push out the torque pin 114 by a force of 1.
Since it is much smaller than that of 19, the balance is not achieved and the metering rack 107 stays near the torque-up upper limit position near the starting increase position despite the fluctuation of the governor force 120, and the fuel supply amount is excessive. Then, a new problem arises that smoke is likely to occur.

At the time of starting the engine shown in FIG. 3C,
Immediately after the engine starts to rotate, the governor force 120 is smaller than the biasing force 121 of the start spring 116 because the rotational speed of the engine is very low. Therefore, the governor force input lever 102 is pulled by the biasing force 121 of the start spring 116 to the vicinity of the swing limit position on the fuel increase side, and the metering rack 107 is located near the start increase position,
A large amount of fuel increase suitable for starting is performed. However, when the rotational speed of the engine increases to an extremely low speed, the governor force 120 increases the biasing force 121 of the start spring 116.
When the governor force input lever 102 swings toward the fuel reduction side, the metering rack 107 is linked to the torque-up upper limit position all at once, and the fuel supply amount sharply decreases. Therefore, at an extremely low speed, the fuel supply amount required for starting cannot be secured, and the startability is not sufficiently improved.

In order to avoid the problem, it is conceivable that the biasing force 121 of the start spring 116 is set strongly so that the fuel can be sufficiently increased even at an extremely low speed, but in this case, when the engine is stopped. When the metering rack 107 is forcibly moved to the fuel amount reducing side against the biasing force 121 of the start spring 116 by an engine stop solenoid (not shown) or manually, the stop operating force 126
Therefore, a new problem arises that the engine stop operation becomes difficult.

An object of the present invention is to provide a mechanical governor for a diesel engine that can increase the torque when the engine speed is extremely low.

[0011]

According to the present invention, as illustrated in FIG. 1, a governor force input lever 2 and a spring force input lever 3 which compose a dual governor lever 1 are respectively swingable on a governor lever shaft 4. Governor weight 5
The governor force input lever 2 is linked to the governor force input lever 2, the metering rack 7 of the fuel injection pump 6 is linked to the governor force input lever 2, and the spring force input lever 3 is linked to the speed governor lever 8 via the governor spring 9. Then, the spring force input lever 3 is opposed to the fuel limiter 10 for restricting the swing of the fuel amount increasing side, and the torque spring case 11 is fixedly installed on one of the levers 2 of the dual governor lever 1.
The front end surface 12 of the torque spring case 11 is opposed to the contact portion 22 of the other lever 3, and the torque pin 14 protruding from the pin insertion hole 13 of the front end surface 12 is urged in the pushing direction by the torque spring 15. In the mechanical governor of a diesel engine in which the governor force input lever 2 is biased toward the fuel increase side by the start spring 16,
It is characterized by the following.

That is, the torque spring 15 is composed of a main spring 17 and an ultra-low speed spring 18 having a smaller spring constant than the main spring 17, and these are housed in series in the torque spring case 11.

[0013]

In the overload operation shown in FIG. 1B, the torque is increased by the balance between the pushing force 19 of the torque pin 14 by the main spring 17 and the governor force 20 in the main torque increasing region of the metering rack 7. Then, when the engine speed drops to an ultra-low speed due to an increase in the load, in the ultra-low speed torque-up region of the metering rack 7,
Torque is increased by the balance between the pushing force 19 of the torque pin 14 and the governor force 20 by the ultra-low speed spring 18. Therefore, the engine stall is suppressed even if the engine speed drops to an extremely low speed.

In the ultra-low speed torque-up region, the force is adjusted by balancing the pushing force 19 of the torque pin 14 by the ultra-low speed spring 18 and the governor force 20, but by the ultra-low speed spring 18 having a smaller spring constant than the main spring 17. The pushing force 19 is as small as the governor force 20, and these are appropriately balanced, and the metering rack 7 is sensitively interlocked with the change in the governor force 20. Therefore, it is possible to perform highly sensitive metering corresponding to the fluctuation of the engine rotation speed at an extremely low speed, and it is possible to suppress the occurrence of smoke due to an excessive fuel supply amount.

At the time of starting the engine shown in FIG. 2, the governor force 20 is smaller than the urging force 21 of the start spring 16 because the rotational speed of the engine is very small immediately after the engine starts to rotate. For this reason, the governor force input lever 2 is pulled by the urging force 21 of the start spring 16 to the vicinity of the swing limit position on the fuel increase side, and the metering rack 7 is held near the start increasing position and a large amount suitable for starting. Fuel is increased. When the rotational speed of the engine increases to an extremely low speed and the governor force 20 exceeds the urging force 21 of the start spring 16, the governor force input lever 2 swings toward the fuel reduction side, but the tip of the torque pin 14 By abutting against the abutment portion 22, the swing thereof is stopped and the metering rack 7 is stopped within the ultra-low speed torque-up area.
Therefore, the fuel supply amount does not sharply decrease at an ultra-low speed, the fuel supply amount required for starting can be secured even at an ultra-low speed, and the startability is sufficiently improved.

The ultra-low speed spring 18 accommodated in the torque spring case 11 can increase the starting amount at an ultra-low speed.
It is not necessary to set the biasing force 21 of 6 strongly. For this reason,
When the engine is stopped, the metering rack 7 is biased by the start spring 16 by an engine stop solenoid or manually.
When the fuel is forcibly moved to the fuel reduction side against 1, the stop operation force 27 does not need to be increased, and the engine stop operation can be easily performed.

[0017]

[Effects of the Invention] Even when the engine speed drops to an ultra-low speed during overload operation, in the ultra-low-speed torque-up region of the metering rack, the balance between the pushing force of the torque pin and the governor force by the ultra-low-speed spring. The torque is increased by. Therefore, the engine stall is suppressed even if the engine speed drops to an extremely low speed.

In the ultra-low speed torque-up region, the balance between the pushing force of the torque pin by the ultra-low speed spring and the governor force makes the metering rack sensitively interlocked with each other in response to the change in the governor force. Therefore, it is possible to perform highly sensitive metering corresponding to the fluctuation of the engine rotation speed at an extremely low speed, and it is possible to suppress the occurrence of smoke due to an excessive fuel supply amount.

At the time of engine start, even if the engine speed increases to an extremely low speed, the governor force exceeds the tension of the start spring, and the governor force input lever swings toward the fuel reduction side, the tip of the torque pin contacts. By abutting on the part, the swinging thereof is stopped, and the metering rack is stopped within the ultra-low speed torque-up region. Therefore, the fuel supply amount does not sharply decrease at an ultra-low speed, the fuel supply amount required for starting can be secured even at an ultra-low speed, and the startability is sufficiently improved.

The ultra low speed spring housed in the torque spring case can increase the starting amount at an ultra low speed, so that it is not necessary to strongly set the biasing force of the start spring in order to improve the startability. Therefore, the engine stop operation is not made difficult.

[0021]

Embodiments of the present invention will be described with reference to the drawings.
An embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a diagram for explaining a mechanical governor of a diesel engine according to an embodiment of the present invention. FIG. 1 (A) is a vertical sectional view of a torque increasing device, and FIG. 1 (B) is a schematic diagram of the mechanical governor during overload operation. It is a figure. FIG. 2 is a schematic diagram at the time of starting the mechanical governor of FIG.

The structure of this mechanical governor is as follows. As shown in FIG. 1 (B), the dual governor lever 1
The governor force input lever 2 and the spring force input lever 3 constituting the above are pivotably supported on the governor lever shaft 4 respectively. The governor force input lever 2 is linked to the centrifugal type governor weight 5, the metering rack 7 of the fuel injection pump 6 is linked to the governor force input lever 2, and the governor lever 8 is linked.
A spring force input lever 3 is interlockingly connected via a governor spring 9, and a fuel limiter 10 for restricting the swing of the fuel amount increase side is opposed to the spring force input lever 3. Reference numeral 25 in the drawing is a rack pin.

This mechanical governor is equipped with a torque increasing device, and its construction is as follows. Secure the torque spring case 11 to the governor force input lever 2,
The torque pin 14 is formed by causing the tip end surface 12 of the torque spring case 11 to face the contact portion 22 of the spring force input lever 3 and projecting from the pin insertion hole 13 of the tip end surface 12.
Torque spring 1 in torque spring case 11
It is urged in the pushing direction by 5. Further, the governor force input lever 2 is biased by the start spring 16 toward the fuel increase side. The tip of the torque pin 14 faces the contact portion 22 of the spring force input lever 3 from the rear side.

The torque spring 15 is composed of a main spring 17 and an ultra-low speed spring 18 having a smaller spring constant than the main spring 17, and these are housed in series in the torque spring case 11. As shown in FIG. 1 (A),
Inside the torque spring case 11, a small-diameter ultra-low speed spring accommodating portion 27 is provided on the front side, and a large-diameter main spring accommodating portion 28 is provided on the rear side, and the ultra-low-speed spring accommodating portion 27 slides integrally with the torque pin 14. The block 29 is slidably housed back and forth, the slide plate 30 is housed slidably in the main spring housing 28, and the ultra-low speed spring 18 is compressed between the slide block 29 and the slide plate 30. The main spring 17 is interposed between the slide plate 30 and the pressure adjusting screw 31 at the rear end of the torque spring case 11 in a compressed state. Further, a contact portion 32 is led out to the rear of the slide block 29, and a guide pin 33 is led further to the rear thereof, and the guide pin 33 is attached to the slide plate 3.
It is inserted in the insertion hole 34 opened at 0.

When the pushing force 35 does not act on the torque pin 14, the slide plate 30 is pushed against the shoulder portion 36 at the front end of the main spring accommodating portion 28 by the elastic force of the main spring 17, and the slide block 29 is used for ultra-low speed. The elastic force of the spring 18 presses the front end wall 37 of the torque spring case 11. From this state, when the pushing force 35 is applied to the torque pin 14 while gradually increasing, only the ultra-low speed spring 18 is initially compressed, and the rear end surface 38 of the contact portion 32 contacts the slide plate 30. After that, the main spring 17 is compressed. On the contrary, when the pushing force 35 of the torque pin 14 is gradually reduced from the state where the torque pin 14 is completely pushed in, at first, only the main spring 17 extends and after the slide plate 30 comes into contact with the shoulder portion. The ultra-low speed spring 18 extends.

In the ultra-low speed torque-up region of the metering rack 7, the torque pin 14 moves back and forth while receiving the pushing force 19 of the ultra-low speed spring 18. This ultra-low speed torque-up region is the length by which the torque pin 14 moves out and out while receiving the pushing force 19 of the torque spring 18 for ultra-low speed, that is, from the rear end face 38 of the contact portion 32 to the slide plate 3
It is formed corresponding to a separation dimension 39 of up to zero. Further, in the main torque-up region, the torque pin 14 moves in and out while receiving the pushing force 19 of the main spring 17.
The main torque-up region is formed corresponding to a length in which the torque pin 14 moves out and out while receiving the pushing force 19 of the main spring 17, that is, a size 40 obtained by subtracting the separation size 39 from the projection 24 of the torque pin 14. It

The contents of the embodiment of the present invention are as described above, but the present invention is not limited to the above embodiment. For example, in the above-described embodiment, the torque spring case 11 is fixed to the governor force input lever 2 and the contact portion 22 is provided to the spring force input lever 3. However, instead of this, the torque spring case 11 is used as the spring force input lever 3. Fixed to
The contact portion 22 may be provided on the governor force input lever 2.

[Brief description of drawings]

FIG. 1 is a diagram illustrating a mechanical governor of a diesel engine according to an embodiment of the present invention, FIG. 1 (A) is a vertical sectional view of a torque increasing device, and FIG. 1 (B) is a mechanical governor during overload operation. It is a schematic diagram.

FIG. 2 is a schematic diagram of the mechanical governor of FIG. 1 when starting.

FIG. 3 is a schematic view of a mechanical governor of a diesel engine according to a conventional technique, FIG. 3 (A) is for partial load operation, FIG. 3 (B) is for overload operation, and FIG. It is at the time of starting.

[Explanation of symbols]

1 ... Dual governor lever, 2 ... Governor force input lever, 3
… Spring force input lever, 4… Governor lever shaft, 5…
Governor weight, 6 ... Fuel injection pump, 7 ... 6 metering rack, 8 ... Governor lever, 9 ... Governor spring, 10 ...
Fuel limiter, 11 ... Torque spring case, 12 ... 1
1 front end surface, 13 ... pin insertion hole, 14 ... torque pin, 1
5 ... Torque spring, 16 ... Start spring, 1
7 ... Main spring, 18 ... Super low speed spring, 2
2 ... Breakfast department.

─────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] April 16, 1993

[Procedure Amendment 1]

[Document name to be amended] Statement

[Correction target item name] 0009

[Correction method] Change

[Correction content]

In order to avoid the problem, it is conceivable that the biasing force 121 of the start spring 116 is set strongly so that the fuel can be sufficiently increased even at an extremely low speed, but in this case, when the engine is stopped. When the metering rack 107 is forcibly moved to the fuel amount reducing side against the biasing force 121 of the start spring 116 by an engine stop solenoid (not shown) or manually, the stop operating force 126
Therefore, a new problem arises that the engine stop operation becomes difficult. Also, at low idling
Is the spring force 123 of the governor spring 109 and
The combined force of the biasing force 121 of the start spring 116 and the
The number of rotations is determined by the balance with the burner force 120.
The biasing force 121 of the heat spring 116 is increased.
New question that low idle speed becomes too high
The problem also arises.

[Procedure Amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0016

[Correction method] Change

[Correction content]

The ultra-low speed spring 18 accommodated in the torque spring case 11 can increase the starting amount at an ultra-low speed.
It is not necessary to set the biasing force 21 of 6 strongly. For this reason,
When the engine is stopped, the metering rack 7 is biased by the start spring 16 by an engine stop solenoid or manually.
When the fuel is forcibly moved to the fuel reduction side against 1, the stop operation force 27 does not need to be increased, and the engine stop operation can be easily performed. Also, the biasing of the start spring 16
Low idle speed, as force 21 does not need to be set strongly
The number will not be too high.

[Procedure 3]

[Document name to be amended] Statement

[Correction target item name] 0020

[Correction method] Change

[Correction content]

The ultra low speed spring housed in the torque spring case can increase the starting amount at an ultra low speed, so that it is not necessary to strongly set the biasing force of the start spring in order to improve the startability. Therefore, the engine stop operation is not made difficult. Also low idle speed is high
It doesn't become too much.

[Procedure amendment 4]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 1

[Correction method] Change

[Correction content]

[Figure 1]

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kozo Yoshida 64 Ishizukitamachi, Sakai City, Osaka Prefecture Kubota Sakai Co., Ltd.

Claims (1)

[Claims] 1. A governor force input lever (2) and a spring force input lever (3) constituting a two-type governor lever (1) are pivotally supported on a governor lever shaft (4) respectively, and a governor weight ( 5) The governor force input lever (2) is linked to the governor force input lever (2), and the metering rack (7) of the fuel injection pump (6) is linked to the governor force input lever (2).
A spring force input lever (3) is interlockingly connected to the speed governing lever (8) via a governor spring (9), and the spring force input lever (3) restricts the swing of the fuel increase side to a fuel limiter ( 10) are opposed to each other, and a torque spring case (11) is fixedly mounted on one lever (2) of the two-type governor lever (1), and a tip end surface (12) of this torque spring case (11) is fixed to the other. The torque spring (15) urges the torque pin (14), which is opposed to the contact portion (22) of the lever (3) and protrudes from the pin insertion hole (13) of the tip surface (12), in the pushing direction, In the mechanical governor of a diesel engine in which the governor force input lever (2) is biased toward the fuel increase side by the start spring (16), the torque spring (15) is replaced with the main spring (1).
A mechanical governor for a diesel engine, comprising: 7) and an ultra-low-speed spring (18) having a smaller spring constant than that, and these are housed in series in a torque spring case (11).