JPS5813089Y2 - fuel injection pump governor - Google Patents

Description

[Detailed description of the invention] The present invention relates to a governor for a fuel injection pump in a diesel engine.The purpose of the invention is to make it possible to selectively and freely change the injection amount characteristics with respect to the engine speed, thereby controlling the engine speed. The goal is to match the corresponding fuel injection amount and air amount.

As shown in FIG. 3, a conventional governor is provided with a flyweight 2 at one end of a camshaft that operates a plunger 8, and the flyweight 2 is adjusted as the rotational speed of the camshaft 1 increases or decreases.
The opening/closing action of the slider 9 causes the slider 9 in contact with the slider 9 to advance and retreat, thereby operating a rack that rotates the plunger 8 to increase or decrease fuel through an operating system consisting of the tension lever 4, guide lever 6, and load lever 3. It has become.

In this case, the pattern of the relationship between the engine speed and the fuel injection amount is determined by the spring 11 interposed between the slider 9 and the tension lever 4, but the pattern created by such a spring corresponds to the engine speed. The amount of fuel injected and the amount of air tend to vary, and there is no flexibility in changing the fuel injection amount pattern due to deterioration of the spring.

For example, in a supercharged engine, the output is increased by increasing the amount of intake air and fuel injection at high speeds, in the case of a normal engine, smoke emission measures are taken to reduce the amount of fuel injection at high speeds, and in a certain rotation speed range, e.g. At the time of torque, it was not possible to freely select patterns such as maximizing the amount of intake air with inertia supercharging and increasing the amount of fuel injected.

The present invention is characterized in that patterns corresponding to various types are formed on the surface of the slider that operates in contact with the flyweight, so that the pattern of specified engine speed and fuel injection amount can be freely selected. It is.

Embodiments of the present invention will be described below with reference to the drawings.

In FIG. 1, reference numeral 1 denotes a camshaft that rotates with the rotation of the engine, and a cam 1a that lifts a plunger 8 is formed on the shaft of the camshaft.

2 is a flyweight provided at the end of the camshaft 1; 3 is a load lever connected to the accelerator pedal;
Reference numeral 4 denotes a tension lever, and one end of a guide lever 6 is pivotally attached to the upper end of the tension lever.

A control lever 5 is connected to the load lever 3 and to the rack 7 via a link 10.

The control lever 5 and the guide lever 6 intersect and are pivotally connected at the intersection.

On the other hand, a slider 9 is in contact with the flyweight 2, and the other end of the guide lever 6 is pivotally attached to the slider 9.

Here, in the present invention, a concave-convex cam with a predetermined pattern is formed on the contact surface of the slider 9 with which the flyweight 2 comes into contact, to control the amount of fuel injection corresponding to a specific engine speed.

The shape of this uneven cam is, for example, as shown in Fig. 2, an uneven cam A having a concave 9a in the center, a convex surface 9C on the outer periphery, and an inclined surface 9b between them. and a concave-convex cam B having an inclined surface 9b formed therebetween, and a concave-convex cam C having a concave 9a in the center and an annular convex surface 9C connected to the periphery by an inclined surface 9b.

The slider 9 having such various patterns of uneven cams is selectively installed in the governor as required.

Since the present invention has the above-mentioned structure, the opening/closing operation of the flyweight 2, which rotates based on the engine speed, allows
The slider 9 that comes into contact with this changes the amount of movement based on the opening/closing position of the flyweight 2 and the uneven cam formed on its contact surface, thereby controlling the movement of the rack 7 in the fuel increase/decrease direction a-1). .

The operation will be explained using examples of various types of uneven cams using the uneven cams A, B, and C shown in FIG.

In Fig. 2 A, B, and C, the left side shows an uneven cam shape,
The right side is the engine rotation speed l corresponding to the uneven cam shape]
This is a relationship curve between RW and the fuel injection amount (movement of the rack).

In the concave and convex cam shown in Fig. 2A, since the amount of intake air decreases at high speed in a general engine, the fuel injection amount RW associated with this decreases as the engine speed n increases, and the flyweight 2 opens and comes into contact with the convex surface 9C. Then, the rack 7 is moved in the fuel decreasing direction via the slider 9 to match the intake air amount and the fuel injection amount.

In the concave-convex cam shown in Fig. 2B, when the rotation becomes high speed, the flyweight 2 opens and comes into contact with the concave surface 9a, and the rack 7 can be moved in the fuel increasing direction a. It is possible to effectively obtain the output during rotation.

Furthermore, in the concave-convex cam of FIG. 2C, the flyweight 2 comes into contact with the convex surface 9a in a specific rotation range, and moves the rack 7 in the fuel decreasing direction.

In this case, for example, when the engine is running at low speeds, the amount of intake air is increased by inertia supercharging, etc., and at high speeds, the amount of intake air is increased using a turbo supercharger, etc. in a supercharged engine. It is possible to control the fuel injection amount to match.

As described above, the present invention forms various uneven cam surfaces on the slider that contacts the flyweight and moves the rack in the direction of increasing or decreasing the fuel injection amount by centrifugally opening and closing the flyways 1 to 1. You can freely select a specified engine rotation speed - fuel injection amount pattern as desired, and you can also avoid variations in n - q (engine rotation speed - fuel injection amount) due to the conventional n-RW pattern using springs. It has the advantage of being able to prevent changes in n-q due to settling.

[Brief explanation of the drawing]

Fig. 1 is a structural diagram of the governor of the present invention, Fig. 2 shows examples of various shapes of the uneven cam of the slider, and a diagram showing the relationship curve between engine speed and fuel injection amount due to the uneven cam, and Fig. 3 is a diagram of the conventional governor. FIG. 3 is a sectional view of the governor. 1...Force 18 shaft, 2...Fly weight, 3...Load lever, 4...
・Tension lever 5...Control lever, 6...Guide lever, 7...Rack, 8...Plunger, 9...Concave and convex cam A slider with a .

Claims (1)

[Scope of utility model registration request] a flyweight that opens and closes due to centrifugal force in response to the rotational speed of a camshaft that operates the plunger; and a slider that comes into contact with the flyweight and moves forward and backward on the same axis as the camshaft as the flyweight opens and closes; In the governor equipped with a rack that controls the amount of fuel injection by increasing or decreasing the amount of fuel injection by moving the slider back and forth, a concave-convex cam is formed on the contact surface of the slider that the flyweight contacts to control the amount of fuel injection that corresponds to the engine rotation speed. A fuel injection pump governor characterized by: