JPH07286534A - Centrifugal governor for internal combustion engine - Google Patents

Abstract

PURPOSE:To make a fuel increase quantity appropriate so as to improve startability by contacting an adjusting lever with a cam follower until the lever reaches a prescribed angle at very low temperature, and regulating movement in the direction of fuel decrease by a cam driving part. CONSTITUTION:A connecting pin 43 formed on one end part of an arm lever 7 is slidably provided in the long groove part 27 of a floating lever 3. A first cam plate 49 is provided with a long groove part 59 slidably fitted with the connecting pin 43, and rotationally movably provided against a governor cover 21. At starting in very low temperature, until the arm lever reaches a prescribed angle, the pin 24 of an adjusting lever 18 is contacted with the cam face 11a of a cam plate 11 so as to regulate movement in the direction of fuel decrease. Hereby, when the adjusting lever 18 is rotated on the full load side, the working force of the adjusting lever 18 is acted as the projecting force directly projecting a control rack 5 in the direction of fuel increase through the arm lever 7, the connecting pin 43, and the floating lever 3.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a centrifugal speed governor suitable for controlling the fuel injection amount of a fuel injection pump of a diesel engine.

[0002]

2. Description of the Related Art In a compression ignition type internal combustion engine such as a diesel engine, it is necessary to control the amount of fuel injected from a fuel injection pump in accordance with the engine speed and load. Therefore, the fuel injection pump is provided with a centrifugal speed governor to control the fuel injection amount.

For example, a centrifugal force type speed governor for a fuel injection pump disclosed in Japanese Patent Laid-Open No. 1-300024 discloses a cam plate rotated by a low temperature actuating member at the time of low temperature start. It shows a method of improving the starting performance by moving the control rack to the fuel increase side via the intermediate lever.

[0004]

However, the above-mentioned Japanese Unexamined Patent Application Publication No.
According to the centrifugal force governor disclosed in Japanese Patent Publication No. -300024, there is a problem that a complicated additional device is required and the cost is increased. In addition, conventionally, R of the fuel injection pump
In the centrifugal force governor used as the 801 type governor, it may be difficult to sufficiently increase the amount of fuel at the time of starting the cryogenic temperature. The operation when the fuel amount increasing function at the time of the cryogenic start is impaired will be described in detail with reference to FIG.

When the adjusting lever 18 of the centrifugal speed governor is tilted from the idle position to the full load position at the start of engine start, the arm lever 7 also rotates counterclockwise about the fulcrum 22 at the same time. Since the weight 1 is in the closed position when the engine speed is zero, the connecting portion 31 between the support lever 2 and the floating lever 3 is positioned by the sliding shaft 19. Therefore, when the engine is started, the rotational force of the arm lever 7 acts on the floating lever 3 in the long groove portion 27 of the floating lever 3 to rotate the floating lever 3 counterclockwise about the connecting portion 31 as a fulcrum. To occur. Further, the rack arm 16 and the governor housing 23 attached to the tip of the control rack 5
Together with the tension F ₁ of the tension spring 14 installed between the control rack 5 and the control spring 5, a force for pushing the control rack 5 toward the fuel increasing side is generated.

However, since the viscosities of the lubricating oil and the fuel oil are higher than those at the normal temperature when the engine is started at an extremely low temperature, the resistance R that prevents the control rack 5 from moving in the fuel increasing direction is considerably large. large. Therefore, the counterclockwise turning force of the cam plate 9 that exceeds the set load F ₂ of the tension spring 12 arranged between the cam plate 9 and the fulcrum 13 of the governor cover 21 acts to cause the tension spring 12 to move. Since the player loses and extends, the control rack 5 cannot move to the amount increasing side.

As a solution to this problem, in the structure of the R801 type governor, it is conceivable to increase the set load of the tension spring 12 against the increase in the resistance R as described above. 1
If the set load of No. 2 is increased, the action load of each connecting portion is increased at the start of engine start, so that the reliability of the governor is significantly reduced. Specifically, when the engine is started and the adjusting lever 18 is tilted from the idle position to the full load position, the sensor lever 6 moves to the torque cam 8
And the cam plate 9 of the canceling portion becomes stronger at that time, the surface pressure of the torque cam 8 with which the sensor lever 6 abuts increases, and the wear resistance of the torque cam 8 deteriorates.

It is an object of the present invention to provide a centrifugal force type speed governor for an internal combustion engine that appropriately increases the amount of fuel at extremely low temperatures to improve startability.

[0009]

In order to achieve the above object, the centrifugal speed governor for an internal combustion engine according to claim 1 of the present invention, the movement of a governor sleeve interlocking with a flyweight is moved via a floating lever. In a centrifugal speed governor adapted to transmit to a control rack, a connecting pin formed at one end of an adjusting lever and provided at a connecting portion with a floating lever slidably with respect to the floating lever. A first cam that has a connecting pin and a long groove that slidably fits the connecting pin and is rotatably provided with respect to the housing; and a biasing force that biases the first cam in the fuel increasing direction. Means, a second cam follower provided on the first cam for restricting movement of the first cam in the fuel reducing direction, and provided on the adjusting lever, At startup, the the adjusting lever, characterized in that a second cam moving member for regulating the contact with the fuel decrease direction movement to said second cam follower to reach a predetermined rotation angle.

A centrifugal force governor for an internal combustion engine according to a second aspect of the invention is characterized in that it is provided with an urging means for maintaining a constant distance between the first cam and the second cam. . The centrifugal force governor for an internal combustion engine according to claim 3, wherein the movement of the governor sleeve interlocked with the flyweight is transmitted to the control rack via a floating lever, wherein the adjusting lever A connecting pin formed at one end, which has a connecting pin slidably provided with respect to the floating lever at a connecting portion with the floating lever, and a long groove part for slidably fitting the connecting pin. , A cam rotatably provided with respect to the housing, an urging means for urging the cam in the fuel increasing direction, rotatably supported by the housing, and interlocking with the adjusting lever, at the time of starting the cryogenic temperature A link mechanism that restricts the movement of the cam in the fuel reducing direction until the adjusting lever reaches a predetermined rotation angle. And it features.

A centrifugal force type speed governor for an internal combustion engine according to a fourth aspect is characterized in that the link mechanism is provided with an elastic body for relaxing a contact force with the cam.

[0012]

When the viscosities of the lubricating oil and the fuel oil are higher than usual at the start of engine start due to extremely low temperatures, the resistance of the control rack in the fuel increasing direction increases. In this case, according to the centrifugal force governor for an internal combustion engine according to claim 1, the rotation of the first cam in the fuel reducing direction is regulated via the second cam in association with the rotation operation of the adjusting lever. The acting force of the adjusting lever is directly applied as a thrust force to eject the control rack in the fuel increasing direction via the connecting pin and the floating lever. Therefore, the fuel is surely increased at the extremely low temperature to improve the startability. Further, since the fuel amount increasing effect at the time of starting can be obtained only by changing a part of the first cam plate and the adjusting lever, the production cost at the time of implementation can be suppressed.

According to the centrifugal force type speed governor for an internal combustion engine according to the second aspect, the urging means prevents an excessive force from being applied to the internal link and prevents the link mechanism from being broken or broken. According to the centrifugal force governor for an internal combustion engine according to claim 3, the link mechanism is interlocked with the rotating operation of the adjusting lever,
The rotation of the cam in the fuel reducing direction is restricted via this link mechanism. For this reason, the acting force of the adjusting lever acts as a thrust force for directly ejecting the control rack in the fuel increasing direction via the connecting pin and the floating lever. Therefore, the fuel is surely increased at the extremely low temperature to improve the startability.

According to the centrifugal force type speed governor for an internal combustion engine according to claim 4, since the elastic body for relaxing the contact force between the link mechanism and the cam is provided, an excessive force is not applied to the internal link. Prevents damage and destruction of the link mechanism and maintains the reliability of the governor link.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. (Embodiment 1) A first embodiment of the present invention is shown in FIGS.
Flyweight 1 fixed to the pump camshaft 28
The sliding shaft 19 connected to one end of the sliding shaft 19 is formed with a collar-shaped collar portion 40 on the other end thereof, and the collar portion 40 is slidably mounted on one end portion of the support lever 2 and one end of the floating lever 3. The connection part 31 with the part is fitted. The other end of the support lever 2 is rotatably fixed to a fulcrum 20 provided at a lower portion of the governor cover 21. The floating lever 3 has a long groove portion 27 at the center of the link, and one end portion of the arm lever 7 is slidably fitted in the long groove portion 27. The other end of the arm lever 7 is rotatably attached to a fulcrum 22 arranged in the center of the governor cover 21. The arm lever 7 rotates together with the adjusting lever 18.

The floating lever 3 is rotatably connected to a control rack 5 and a shackle 4 at the upper center. A rack arm 16 is arranged between the control rack 5 and the shackle 4, and a tension spring 14 is arranged between the rack arm 16 and a support portion formed on the left inner surface of the governor housing 23 in FIG. The connecting pin 43 between the arm lever 7 and the floating lever 3 is
The first cam plate 49 is slidably fitted in a long groove portion 59 formed in the long groove shape. First cam plate 4
9 is a fixing pin 1 fixed inside the governor cover 21.
It is rotatably supported by 0 and the governor cover 2
Fixed fulcrum 13 fixed to 1 and first cam plate 49
It is urged in a direction in which it comes into contact with the stopper 25 by a tension spring 12 installed between the and.

A sensor lever 6 is installed at the tip of the floating lever 3. A torque cam 8 that determines the engine torque characteristic is suspended above the governor housing 23. One ends of the two shafts 15a and 15b are fixed to the right side surface of the first cam plate 49, and the other ends of the two shafts 15a and 15b are arranged in the shaft axial direction (left and right direction in the drawing). The second cam plate 11 is slidably held. The gap between the first cam plate 49 and the second cam plate 11 is regulated at both ends of the two shafts 15a and 15b so as not to exceed a certain value. Normally, the two compression springs 17a and 17b are urged so that the gap between the first cam plate 49 and the second cam plate 11 becomes the constant value.

A pin 24 is fixed to the center of the link on the side of the arm lever 7 near the fulcrum 22. This pin 24 is the second
It is movable along the cam surface 11a of the cam plate 11. When the adjusting lever 18 rotates from the position a to the position b shown in FIG. 2, the pin 24 rolls on the cam surface 11a of the second cam plate 11 and the torque cam 8 and the sensor lever 6 maintain a minute gap. Specifically, the pin 24 contacts the cam surface 11 a of the cam plate 11 from the idle position of the adjusting lever 18 to immediately before the sensor lever 6 contacts the torque cam 8. As shown in FIG. 3, further adjust the adjusting lever 18 from the position b to the position c.
When the sensor lever 6 is rotated to the position and comes into contact with the torque cam 8, the pin 24 of the arm lever 7 is disengaged from the cam surface 11a of the second cam plate 11 and does not restrict the rotation of the first cam plate 49. Therefore, the first cam plate 49 can reduce the load acting on each lever connecting portion.

When the control rack 5 is forcibly moved to the right by a stop lever (not shown), compression springs 17a and 17b arranged between the first cam plate 49 and the second cam plate 11 are provided. It is designed to bend and release the load. Therefore, the compression spring 17
The set loads of a and 17b are set to values larger than the resistance R and smaller than the stop lever acting force.

Next, the operation of the first embodiment of the present invention will be described. (1) When the resistance R is large at a very low temperature, the pin 24 is in contact with the cam surface 11a of the second cam plate 11 when the adjusting lever 18 is rotated from the position a to the position b. The rotation of the second cam plate 11 is restricted. At this time, the tension springs 17a and 17b between the first cam plate 49 and the second cam plate 11 are
Has a sufficiently large set load so as not to bend with respect to the resistance R. For this reason, the pin 43 has the long groove portion 27.
Slide downward to push out the floating lever 3 in the fuel increasing direction. (2) As shown in FIG. 3, when the adjusting lever 18 is further rotated from the b position to the c position, the sensor lever 6 contacts the torque cam 8. Then, the arm lever 7
The pin 24 is disengaged from the cam surface 11a of the second cam plate 11, and the pin 24 no longer regulates the rotation of the first cam plate 49. Therefore, the first cam plate 49 moves as usual, and the load on each lever connecting portion can be reduced. At this time, the acting force of the adjusting lever 18 becomes a force that causes the control rack 5 to project in the fuel increasing direction.

According to this embodiment, the adjusting lever 18 is tilted to the full load position side, and the floating lever 3
When the sensor lever 6 at the tip of the contact point abuts on the torque cam 8, the floating lever 3 has a beam structure that receives a load at the long groove portion 27 with the contact portion of the sensor lever 6 and the connecting portion 31 of the support lever 2 as both fulcrums. Become. After the sensor lever 6 abuts on the torque cam 8, when the adjusting lever 18 is further rotated counterclockwise to the c position side, the pin 24 of the arm lever 7 comes out of the cam surface 11a of the second cam plate 11. The pin 24 comes off and does not regulate the rotation of the first cam plate 49. Therefore, the arm lever 7 is moved along the long groove portion 27 of the floating lever 3.
By moving the pin 43 of the control rack 5, the control rack 5 can be pushed out to the fuel amount increasing side so that an excessive load is not applied to each connecting portion.

When the cam plate 9 tries to rotate due to the rack sliding resistance R at extremely low temperature, the second cam plate 11 comes into contact with the pin 24 of the arm lever 7 so as to prevent rotation. Adjusting lever 18
The action force of is directly applied to the fuel increase side of the control rack. A comparison of the fuel injection amount at the time of cold start with the conventional example is as shown in FIG. As can be seen from FIG. 7, in the present embodiment, the fuel injection amount at the start of starting can be increased promptly compared with the conventional example, so the startability is improved.

According to the first embodiment, when the engine is started at a very low temperature, the fuel reducing direction of the first cam plate 49 via the second cam plate 11 is interlocked with the rotation operation of the adjusting lever 18. In order to regulate the rotation of the control lever 5, the acting force of the adjusting lever 18 is directly applied via the arm lever 7, the connecting pin 43, and the floating lever 3 as a thrust force to project the control rack 5 in the fuel increasing direction. Therefore, the fuel is surely increased at the extremely low temperature to improve the startability. Further, in the present embodiment, as compared with the conventional example, the fuel increase effect at the time of starting can be obtained by only changing a part of the first cam plate and the adjusting lever, so that the production cost at the time of implementation can be suppressed. it can. Further, the compression springs 17a, 17
By b, an excessive force is not applied to the internal link mechanism such as the floating lever 3 and the damage and destruction of the link mechanism is prevented.

(Second Embodiment) A second embodiment of the present invention is shown in FIG.
~ It demonstrates based on FIG. The sliding shaft 19 connected to one end of the flyweight 1 fixed to the pump camshaft 28 is provided with a collar-shaped collar portion 40 at the other end, and the collar portion 40 is slidably supported. One end of lever 2 and floating lever 3
The connecting portion 31 with one end of the is fitted. The other end of the support lever 2 is rotatably attached to a fulcrum 20 arranged at a lower portion of the governor cover 21. The floating lever 3 has a long groove portion 27 at the center of the link, and one end portion of the arm lever 7 is slidably fitted in the long groove portion 27. The other end of the arm lever 7 is rotatably attached to a fulcrum 22 arranged at the center of the governor cover 21. The arm lever 7 rotates together with the adjusting lever 18.

The floating lever 3 is rotatably connected to a control rack 5 and a shackle 4 at the upper center. A rack arm 16 is arranged between the control rack 5 and the shackle 4, and a tension spring 14 is arranged between the rack arm 16 and a support portion formed on the left inner surface of the governor housing 23 in FIG. Connecting pin 43 between the arm lever 7 and the floating lever 3
Is a long groove portion 59 formed in the cam plate 9 in a long groove shape.
It is slidably fitted to. The cam plate 9 is rotatably supported by a fixing pin 10 fixed to the inside of the governor cover 21, and a tension spring 12 is provided between the support portion 13 fixed to the inside of the governor cover 21 and the cam plate 9.
1 fixed to the inside of the governor cover 21
The lower part of the cam plate 49 is in contact with the first plate 1.

A block 15 is supported on the upper portion of the governor housing 23, and a torque cam 8 that determines the engine torque characteristic is hung on the lower portion of the block 15. Another fulcrum 57 is fixed inside the governor cover 21, and the first lever 24 and the second lever 30 are rotatably mounted on the fulcrum 57. The first lever 24 and the second lever 30 rotate integrally.

A tension spring 29 is arranged between the first lever 54 and the governor cover 21, and the first lever 54 is urged by the tension spring 29 in a direction to come into contact with the stopper 25 of the governor cover 21. Further, the first lever 54 has a tip 26 that can come into contact with the arm lever 7. The second lever 30 has an elastic body 32 such as a compression spring built in the middle portion thereof. By the expansion and contraction of the elastic body 32, the distance between the tip end portion 26 of the second lever 30 and the fulcrum 57 becomes variable.

At idle, the adjusting lever 18
If the cam plate 9 tries to rotate against the tension spring 12 due to the sliding resistance of the control rack, the tip of the second lever 30 prevents the cam plate 9 from rotating. When the adjusting lever 18 is further rotated to bring the sensor lever 6 into contact with the torque cam 8,
Cam plate 49 to prevent the load from being applied to each fulcrum
The second lever 30 is disengaged from the right side surface of the cam plate 9 so that the cam plate 9 can rotate. Further, when the rack is forcibly pulled by the stop lever, the elastic body 32 provided in the center of the second lever 30 flexes the cam plate 49 to release the load.

Next, the operation of the second embodiment will be described. (1) When the adjusting lever 18 is at the idle position (position a), the first lever 54 is pulled by the tension spring 29 so as to come into contact with the stopper 25. At this time, the tip end portion 26 of the first lever 54 is arranged so as to have a minute gap with the arm lever 7. (2) When the adjusting lever 18 is rotated to the full load position side, the first lever 54 and the second lever 30 receive the acting force of the adjusting lever 18 from the tip portion 26,
The first lever 24 and the second lever 30 are tension springs 2
It rotates counterclockwise about the fulcrum 57 against 9. At this time, the tip portion 30a of the second lever 30 rotates while abutting the right side surface of the cam plate 49. (3) When the resistance R is large at very low temperature, the cam plate 4
The biasing force of the tension spring 12 of 9 may lose the resistance force R. However, at this time, since the tip portion 30a of the second lever 30 is in contact with the right side surface of the cam plate 49, the cam plate 49 is restrained from rotating counterclockwise about the fulcrum 10. For this reason,
When the adjusting lever 18 is rotated from the position "a" to the position "b" at the time of starting the engine at a very low temperature, the connecting pin 43 between the floating lever 3 and the arm lever 7 cannot move downward along the long groove 59. Therefore, the acting force of the adjusting lever 18 becomes a force for directly projecting the control rack 5 to the fuel amount increasing side. Further, when the adjusting lever 18 is rotated from the b position to the c position, the sensor lever 6 contacts the torque cam 8 and presses it. Then, the tip portion 30a of the second lever 30 comes off from the right side surface of the cam plate 49 (see FIG. 6), and the rotation restriction of the cam plate 49 is released. As a result, the cam plate 49 moves as usual, and the load on each lever connecting portion can be reduced. (4) It is necessary to forcibly rotate the cam plate 49 counterclockwise when the control rack 5 is moved to the fuel reduction side by the stop lever when the engine is stopped.
At this time, the elastic body 32 bends in the contracting direction, whereby the cam plate 49 rotates counterclockwise and moves the control rack 5 to the fuel amount reducing side. Therefore, the set load of the elastic body 30 is made larger than the resistance force R.

Next, as a modified example of the second embodiment, a rotatable roller may be attached to the tip of the second lever 30 that abuts on the cam plate 49. This reduces the frictional resistance of the contact portion. Further, instead of the elastic body 32, a warming member whose set load increases only at a low temperature may be used. According to the second embodiment, when the engine is started at a very low temperature, the cam plate 49 is rotated in the fuel reducing direction via the first lever 54 and the second lever 30 in conjunction with the rotation operation of the adjusting lever 18. In order to regulate, the acting force of the adjusting lever 18 is made to act as a thrust force for directly ejecting the control rack 5 in the fuel increasing direction via the arm lever 7, the connecting pin 43, and the floating lever 3. Therefore, the fuel is surely increased at the extremely low temperature to improve the startability. Further, in the present embodiment, as compared with the conventional example, the fuel amount increase effect at the time of starting can be obtained only by partially changing the first lever 54 and the second lever 30, so that the production cost at the time of implementation can be suppressed. You can
Further, when the engine is stopped, the elastic body 32 bends in the contracting direction so that an excessive force is not applied to the internal link mechanism such as the floating lever 3 and the damage and destruction of the link mechanism is prevented.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a centrifugal force governor according to a first embodiment of the present invention.

FIG. 2 is a configuration diagram showing a centrifugal force governor according to a first embodiment of the present invention.

FIG. 3 is a configuration diagram showing a centrifugal force governor according to a first embodiment of the present invention.

FIG. 4 is a configuration diagram showing a centrifugal force governor according to a second embodiment of the present invention.

FIG. 5 is a configuration diagram showing a centrifugal force governor according to a second embodiment of the present invention.

FIG. 6 is a configuration diagram showing a centrifugal force governor according to a second embodiment of the present invention.

FIG. 7 is a characteristic diagram showing a relationship between a fuel injection amount and time at the time of starting according to the first embodiment of the present invention.

FIG. 8 is a configuration diagram showing a conventional centrifugal force governor.

[Explanation of symbols]

1 Fly Weight 3 Floating Lever 5 Control Rack 7 Arm Arm Lever (Adjusting Lever) 9 Cam 11 Second Cam Plate (Second Cam) 11a Cam Surface (Second Cam Follower) 12 Tension Spring (Biasing Means) 17a , 17b Compression spring (biasing means) 18 Adjusting lever 19 Sliding shaft (governor sleeve) 21 Governor cover (housing) 23 Governor housing (housing) 24 Pin (second cam driving part) 26 Tip part (link mechanism) 30 2nd lever (link mechanism) 30a Tip part (link mechanism) 32 Elastic body 43 Connecting pin 49 1st cam plate (1st cam) 54 1st lever (link mechanism) 57 Support point (link mechanism)

Claims (4)

[Claims] 1. A centrifugal force governor in which the movement of a governor sleeve that interlocks with flyweights is transmitted to a control rack via a floating lever, wherein a connecting pin formed at one end of the adjusting lever. A connecting pin slidably provided with respect to the floating lever at a connecting portion with the floating lever, and a long groove portion slidably fitted with the connecting pin, and provided so as to be rotatable with respect to the housing. No. 1 cam, an urging means for urging the first cam in the fuel increasing direction, and a second cam provided on the first cam for restricting movement of the first cam in the fuel reducing direction. A driven portion and the adjusting lever are provided, and when the cryogenic start is performed, the driven portion contacts the second cam driven portion until a predetermined rotation angle is reached. Centrifugal type governor for an internal combustion engine, characterized in that a second cam driving unit for restricting the movement of fuel down direction and. 2. A centrifugal force type speed governor for an internal combustion engine, comprising an urging means for holding a distance between the first cam and the second cam at a constant value. 3. A centrifugal speed governor in which the movement of a governor sleeve interlocking with a flyweight is transmitted to a control rack via a floating lever, wherein a connecting pin formed at one end of the adjusting lever. And a cam provided with a connecting pin slidably provided with respect to the floating lever at a connection portion with the floating lever, and a long groove portion slidably fitting the connecting pin, and provided so as to be rotatable with respect to the housing. An urging means for urging the cam in the fuel increasing direction, and rotatably supported by the housing, and interlocked with the adjusting lever so that the adjusting lever reaches a predetermined rotation angle at a cryogenic temperature start. And a link mechanism for restricting the movement of the cam in the fuel reducing direction until Formula governor. 4. The centrifugal force governor for an internal combustion engine according to claim 3, wherein the link mechanism includes an elastic body that relaxes a contact force with the cam.