JPH08164767A - Engine speed controller - Google Patents

Abstract

PURPOSE: To control the maximum rotational frequency of an engine just like in the case of a limit speed governer even in the case where an all-speed governer is used. CONSTITUTION: A first cable 12 in linkage with an accelerator pedal is connected to one end of a main link 13. In addition, a speed lever is connected to the other end of this main link via a second cable 14. A base 18 is provided with both first and second stoppers 24 and 26. A support link 19 is pivotally attached to a main shaft 18a installed in this base, and further this support link is provided with a tongue piece 19a at the one end and the main link is pivotally attached to the other end. Likewise an auxiliary link 22 is pivoted to the main shaft, and an actuator 23 is pivoted to one end of this auxilairy link. This actuator, in its operation, is made to contact with the first stopper via the tongue piece, securing the support link, and in the inoperativeness, it releases the support link. At this release, one end of the support link comes into contact with the second stopper at a time when an operating value of the accelerator pedal becomes as much as the specified one.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine speed control device. More specifically, the present invention relates to an engine speed control device connected to a speed lever of an all-speed governor having the function without providing a conventional load lever.

[0002]

2. Description of the Related Art A fuel injection pump of a diesel engine is provided with a governor for controlling a fuel injection amount. For this type of governor, a maximum speed and a limit speed governor that controls the vicinity of a low speed called idling,
An all-speed governor is known that controls all the rotation speeds so that the rotation speed of the engine does not suddenly change due to changes in load. The limit speed governor is equipped with a load lever and a speed lever. The load lever is connected to a first cable or rod that works in conjunction with the accelerator pedal, and this lever can adjust the injection amount according to the amount of depression of the accelerator pedal to bring the engine rotation speed to a desired rotation speed. It is like this.
The speed lever controls the maximum rotation speed and the minimum rotation speed. When the speed lever is at the minimum rotation speed, even if the load lever is driven, the rotation speed of the engine does not rise.

Conventionally, a limit speed governor is used for a large vehicle such as a tractor equipped with an air suspension, and an actuator linked with the air suspension is connected to a speed lever. The air suspension reduces the vehicle height by lowering the air pressure inside the air suspension when the tractor connects the trailer, and the actuator sets the speed lever to the minimum rotation speed when the air pressure inside the air suspension decreases. It is supposed to do. As a result, even if the accelerator pedal is accidentally depressed when the vehicle height is lowered to connect or disconnect the trailer, the rotational speed of the engine does not increase and accidental accidents can be prevented.

[0004]

However, due to the recent demand for stability during normal running, attempts have been made to use the all-speed governor even in large vehicles such as trailer trucks. The all-speed governor is equipped with only a speed lever, which enables control at low, medium and high engine speeds. For this reason, when the trailer is connected or disconnected, it is not possible to adopt a structure such as a limit speed governor for maintaining the engine rotation speed at a low speed regardless of the depression amount of the accelerator pedal.
An object of the present invention is to provide an engine speed control device capable of controlling the maximum engine speed like a limit speed governor even when an all speed governor is used.

[0005]

A configuration of the present invention for achieving the above object will be described with reference to FIG. 1 corresponding to an embodiment. According to the present invention, the first cable 12 or rod that works in conjunction with the accelerator pedal 11 is connected to one end of the main link 13, and the other end of the main link 13 is connected to the all-speed governor of the fuel injection pump 16 via the second cable 14 or rod. It is an improvement of an engine speed control control device to which a speed lever 17a for a vehicle is connected. The characteristic structure is that the base 1 having the first and second stoppers 24 and 26 is provided.
8 and a support link 19 having a tongue piece 19a pivotally attached to the main shaft 18a provided on the base 18 and capable of contacting the first stopper 24 at one end, and the main link 13 pivotally attached to the other end.
An auxiliary link 22 pivotally attached to the main shaft 18a and an actuator 23 pivotally attached to one end of the auxiliary link 22 are provided.
The actuator 23 connects the auxiliary link 22 to the tongue piece 1 when operating.
The support link 19 is fixed by abutting against the first stopper 24 via 9a, the support link 19 is released by rotating the auxiliary link 22 when not operating, and the accelerator pedal 11 is depressed when the support link 19 is released. When the amount reaches a predetermined amount, one end of the support link 19 has the second stopper 2
6 is abutted against.

[0006]

[Operation] When the actuator 23 operates, the auxiliary link 2
By pinching the tongue piece 19a together with the first stopper 24 via 2, the rotation of the support link 19 is prohibited. Depending on the amount of depression of the accelerator pedal 11, the first cable 12
Moves, and the main link 13 rotates. This main link 13
The second cable 14 corresponds to the speed lever 1 according to the rotation amount of the
7a is rotated. When the actuator 23 is not operated, the auxiliary link 22 rotates and the support link 19 becomes rotatable. The tongue piece 19 a of the support link 19 is the first stopper 24.
It rotates within a range in which one end thereof abuts on the second stopper 26 from the position abutting on the. While the support link 19 is rotating, the pivotal position of the main link 13 moves, and while the pivotal position is moving, even if the first cable 12 moves, the second cable 14 does not move. When the first cable 13 further moves after one end of the support link 19 contacts the second stopper 26, the second cable 14 interlocks with this.

[0007]

An embodiment of the present invention will be described in detail with reference to the drawings. As shown in FIG. 9, one end of a first cable 12 is connected to the accelerator pedal 11 via a link mechanism 11 a, and the other end of the first cable 12 is connected to one end of a main link 13. The other end of the main link 13 is the second cable 1
4 is connected to the speed lever 17a attached to the all speed governor 17 of the fuel injection pump 16. As a result, when the accelerator pedal 11 is stepped on as shown by the solid arrow, the speed lever 17 passes through the main link 13.
It is possible to rotate a.

As shown in FIGS. 1 to 6, a main shaft 18a is erected on a base 18 on which the main link 13 is provided, and a support link 19 is pivotally supported at the tip of the main shaft. Support link 19
Is a V-shaped steel plate, the center of which is pivotally supported by the screw means 21 at the tip of the main shaft 18a, and the main link 13 described above is pivotally supported at one end thereof. A tongue piece 19a for adjusting the rotation angle of the support link 19 is provided on the outer edge of the other end of the support link 19, and is brought into contact with a first stopper 24 described later.

An auxiliary link 22 is pivotally supported on the main shaft 18a via a spacer 19c so as to overlap the support link 19. The auxiliary link 22 is a steel plate processed into a V-shape slightly smaller than the support link 19, and an actuator 23 for rotating the auxiliary link 22 is provided at one end of the auxiliary link 22 via a piston rod 23a. The actuator 23 is interlocked with an air suspension (not shown), and when the tractor connects the trailer, the air suspension lowers the air pressure in the air suspension to lower the vehicle height.

As shown in FIGS. 7 and 8, the actuator 23 has a piston body 23 inside a cylindrical body 23b.
Partitioned by c, a spring 23d is provided on the piston rod 23a side. An air port 23e for supplying / exhausting air is provided at the end of the main body 23b on the piston head side, and the air is supplied / exhausted in conjunction with the air pressure in the air suspension. When the air pressure in the air suspension is low, such as when the ignition switch is off or when the tractor connects the trailer, the actuator 23 becomes inoperative, and as shown in FIG. Is discharged from the air port 23e and the spring 23d presses the piston head 23c so that the piston rod 23a contracts. When the tractor is in the traveling state, the air suspension is filled with air, and as shown in FIG. 8, the main body 23b is filled with the air through the air port 23e, and the actuator 23 is activated. The filled air presses the piston head 23c so that the piston rod 23a extends. That is, in the actuator 23, when the air pressure in the air suspension decreases, the piston rod 23a contracts, and as shown in FIG. 5, the auxiliary link 22 rotates clockwise in this embodiment.

The support link 19 is provided at one end of the auxiliary link 22.
The tongue piece 19a of the support member 19 abuts, and the support link 19 is connected to the auxiliary link 2
It is designed to prevent rotation beyond 2.
Further, the tongue piece 19 of the support ring 19 is provided on the side edge of the base 18.
It has a first rising portion 18b extended and bent to a position corresponding to a, and a screw hole (not shown) is formed in the first rising portion 18b and a male screw 24 as a first stopper is screwed into the first rising portion 18b. It When the actuator 23 operates, the tongue piece 19a
When the auxiliary link 22 comes into contact with the back surface of the male screw 24 and the surface comes into contact with the male screw 24, the tongue piece 19a is sandwiched between the male screw 24 and one end of the auxiliary link 22 to prevent the support link 19 from rotating, as shown in FIG. It is supposed to do.

In this example, the supporting link 19 is provided with a second rising portion 18c which is extended and bent at the side edge of the base 18 in a state where it is rotated clockwise. As shown in FIGS. A male screw 26 as a second stopper is screwed into a position corresponding to one end of the support link 19. Therefore, the support link 19 can rotate between a state where the tongue piece 19a is in contact with the male screw 24 which is the first stopper and a state where one end is in contact with the male screw 26 which is the second stopper.

The operation of the engine speed control device thus configured will be described. When the tractor is in a normal traveling state, the air suspension is filled with air, and the actuator 23 that operates in conjunction with the air suspension is shown in FIG.
As shown in FIG. 5, the piston rod 23a is extended, and the tongue piece 19a is clamped together with the male screw 24 via the auxiliary link 22. Since the tongue piece 19a is clamped, the support link 19 does not rotate, and the main link pivotally supported at one end rotates as shown by the two-dot chain line in FIG. That is,
When the rotation of the support link 19 is prohibited, the first cable 12 moves according to the amount of depression of the accelerator pedal 11, and the main link 13 rotates, so that the second cable 14 rotates the main link 13. Accordingly, the speed lever 17a is rotated.

When the tractor lowers the vehicle height by lowering the air pressure in the air suspension for connecting or disconnecting the container, the actuator 23 interlocked with the air suspension contracts the auxiliary rod 22 by contracting the piston rod 23a. Rotates clockwise. Due to the rotation of the auxiliary link 22, the support link 19 has a range in which one end of the support link 19 abuts the male screw 26 from the position where the surface of the tongue piece 19a abuts the male screw 24 as shown in FIG. Rotate in. While the support link 19 is rotating, the pivot position of the main link 13 moves, and as shown in detail in FIG. 2, the first cable 12 is moved while the pivot position is moving.
Even if is moved, the second cable 14 does not move. When the first cable 13 further moves after one end of the support link 19 contacts the second stopper 26, the main link 13 rotates,
The second cable 14 is interlocked with this.

In the above embodiment, since the first and second stoppers are composed of male screws, the amount of movement of the first cable when the actuator is not in operation is changed by screwing the male screws to change the position where the support link abuts. Can be adjusted. In the above embodiment, the first cable and the second cable are used for description, but a rod may be used to connect the accelerator pedal and the speed lever to the main link. Further, although the tractor is used as the vehicle in the above-described embodiment, a truck such as a truck may be used as long as it is a diesel engine equipped with an all-speed governor and provided with an actuator. Although the actuator is interlocked with the air suspension in the above embodiment, the actuator may be controlled by a manual switch. Further, in the above-described embodiment, the main shaft is directly provided on the base to pivotally support the support link.However, the side edge of the base is raised, and the bracket is provided at the rising portion of the base to pivotally support the support link on the main shaft provided to the bracket. May be.

[0016]

As described above, according to the present invention, the base having the first and second stoppers, the support link having the main link pivotally attached to the other end, the auxiliary link, and the actuator are provided. Since the actuator is configured to fix or release the support link, when the actuator allows the support link to rotate, the pivotal position of the main link is moved, and the first cable is moved when the accelerator pedal is depressed by a predetermined amount. 2 Cable does not move. As a result, the engine rotation speed does not increase when the accelerator pedal is depressed by a predetermined amount, and the rotation speed increases only when the accelerator pedal depression exceeds a predetermined amount. Therefore, even if an all-speed governor is used, the maximum engine speed can be controlled like a limit speed governor. Also, if the first and second stoppers are adjustable, the rotation angle of the support link can be adjusted. You can
The maximum rotation speed when the actuator is not activated can be adjusted.

[Brief description of drawings]

FIG. 1 is a perspective view showing an assembled state of an engine speed control control device according to an embodiment of the present invention.

FIG. 2 is an AA of FIG. 4 showing a state in which a support link rotates.
FIG.

FIG. 3 is a view corresponding to FIG. 2 showing the movement of the main link when the support link is fixed.

FIG. 4 is a side view of the device.

FIG. 5 is a plan view showing a state where the auxiliary link is rotated by the actuator so that the support link is rotated.

FIG. 6 is a view corresponding to FIG. 5 showing a state in which a support link is fixed.

FIG. 7 is a cross-sectional view showing a non-actuated state of the actuator.

FIG. 8 is a sectional view showing an operating state of the actuator.

FIG. 9 is a diagram showing a relationship among an accelerator pedal, a main link, and a speed lever.

[Explanation of symbols]

 11 Accelerator Pedal 12 First Cable 13 Main Link 14 Second Cable 16 Fuel Injection Pump 17a Speed Lever 18 Base 18a Main Spindle 19 Support Link 19a Tongue 22 Auxiliary Link 23 Actuator 24 Male Screw (First Stopper) 26 Male Screw (Second Stopper)

Claims (1)

[Claims] 1. A first cable (12) or rod interlocking with an accelerator pedal (11) is connected to one end of a main link (13),
An engine speed control device in which a speed lever (17a) for an all speed governor of a fuel injection pump (16) is connected to the other end of the main link (13) via a second cable (14) or a rod. And a base (18) having second stoppers (24, 26), and a tongue piece pivotally attached to a main shaft (18a) provided on the base (18) and capable of abutting against the first stopper (24) at one end. (19a) and the main link (13) is pivotally attached to the other end of the support link (1
9), an auxiliary link (22) pivotally attached to the main shaft (18a), and an actuator pivotally attached to one end of the auxiliary link (22).
(23), the actuator (23) is activated when the auxiliary link (22)
The support link (19) is fixed by bringing the tongue piece (19a) into contact with the first stopper (24), and the auxiliary link (22) is rotated when the support link (22) is not operating. (19) is released, and the accelerator pedal (11) is released when the support link (19) is released.
An engine speed control device, characterized in that one end of the support link (19) abuts on the second stopper (26) when the amount of depression is a predetermined amount.