JPS5822991Y2 - Centrifugal speed governor for internal combustion engines - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a centrifugal speed governor for a diesel engine, and more particularly to a highest and lowest speed governor.

A problem with conventional speed governors is that if the adjusting lever is rapidly set to the full load position when the engine is idling, the idle spring is not fully pressed in the low speed range when the engine speed increases. Therefore, excess fuel is injected, causing black smoke.

In addition, diesel trucks etc. are under high load when pitching,
The engine is often used in a speed range where the engine speed drops and the idle spring is not fully pressed, but even in this case, fuel is oversupplied, the amount of black smoke emitted increases, and not only does fuel efficiency deteriorate. This can obstruct the view of the road and cause accidents.

The present invention aims to eliminate the above drawbacks.

In FIG. 1 showing the first embodiment of the speed governor of the present invention, a flyweight 2 coupled to a camshaft 1 of a pump (not shown) rotates in synchronization with the pump and generates an axial thrust. , the governor sleeve 3 transmits its movement to a guide lever 4 connected by a pin 3a.

A floating lever 5 is rotatably connected to the guide lever 4 by a pin 4a, one end of the floating lever 5 is connected to a pump control rack 7 via a shackle 6, and the other end is connected to an adjusting lever. The control lever 9 is connected to the control lever 9 which is interlocked with the control lever 8.

A bushing rod 12 is disposed at the bottom of the tension lever 11 rotatably suspended from the governor case 10, facing the governor sleeve 3, and further pushes the bushing rod 12 in a direction opposite to the thrust of the flyweight 2. An Angleich spring 13 button and an idle spring 14 are provided.

At the middle part of the tension lever 11, one end is connected to the case 10.
The other end of the main spring 15 fixed to is locked.

Also, a start spring 16 is engaged with the intermediate portion of the floating lever 5, thereby applying a load 4 to the floating lever 5 in the fuel increasing direction.

17 is a full load stopper that defines the rotation range of the adjusting lever 8 toward the full load side.

Rotating shaft 8 that rotates integrally with the adjusting lever 8
a has a half-moon cross section, and the control lever 9
It fits into the elongated hole 9a.

The cancel spring 18 disposed in the elongated hole 9a presses the rotating shaft 8a via the spring seat 19, fixing the relative position of the rotating shaft 8a and the control lever 9, and applies a certain amount of external force. This allows the relative angular position of the two to be changed.

In addition, cancel spring 18 and spring seat 1
9 constitutes a cancellation mechanism.

The above configuration is the same as that of the conventionally known highest and lowest speed governor, and the present invention adds the following configuration to the above configuration.

The rotation movement of the knob and control lever 9 is made near perpendicular to the axis of the camshaft 1,
In particular, the full load stopper 17 is set so that the control lever 9 is positioned substantially perpendicular to the axis of the camshaft 1 at the full load position.

The control lever 9 is provided with a through hole 9b that is substantially parallel to the axis of the camshaft 1, and a rod 20 is loosely fitted in the hole 9b parallel to the camshaft 1.

That is, the inner diameter of the through hole 9b is sufficiently large so as not to impede the rotational movement of the control lever 9.

The rod 20 is slidably guided in the case 10.

A stopper 20a is provided at one end of the rod 20 to face the pin 3a, and this stopper 20a prevents the movement of the governor sleeve 3 in the direction in which the flyweights 2 close (movement to the left in the figure). I have to.

Further, a small diameter portion 20b is formed at the other end of the rod 20, into which a semi-cylindrical spring seat 21 is loosely fitted, an auxiliary spring 22 is inserted therein, and a double nut 23 attached to the end is auxiliary. The mounting load of the spring 22 can be adjusted.

The spring seat 21 is positioned so that when the control lever 9 is rotated to the illustrated state under full load, it contacts the periphery of the through hole 9b or leaves some clearance therebetween.

The position of the stopper 20a of the rod 20 can be adjusted using a shim 24 between the spring seat 21 and the rod 20.

In the above configuration, when setting the diesel engine to the full load position, the adjusting lever 8 is rotated until it comes into contact with the full load stopper 17.

Then, the control lever 9, which is integrated with the adjusting lever 8 through the canceling mechanism, rotates counterclockwise, and the spring seat 21 comes into contact with the control lever 9 at the full load position.

As a result, the rod 20 moves to the right and the stopper 2
The position of 0a is determined.

Here, the operation accompanying changes in the pump rotation speed in a full load state will be explained with reference to FIG. 2.

In the conventional speed governor, the idle spring 14 and start spring 16 work in the full load low rotation range, and the control rough 2f position becomes al.

Therefore, the characteristics will be as shown in A.

On the other hand, in the speed governor configured as described above, the position of the control rack 7 moves in the direction of reduction compared to the conventional case when it does not rotate or in a low rotation range.

That is, the idle spring 14 and the start spring 1
The control rack 7 tends to be pushed out in the fuel increasing direction, that is, to the left, by the spring force of the control rack 6, but this is prevented by the stopper 20a.

Therefore, the control rack 7 has both springs 14,
16 is maintained in a balanced position via the rod 20 on the cancel spring 18 and the auxiliary spring 22.

That is, in the present invention, by employing either the cancel spring 18 or the auxiliary spring 22, or by employing the cancel spring 18 and the auxiliary spring 2.
2, the position of the stopper 20a, in other words, the position of the control rack 7, can be appropriately selected.

For example, when the position of the control rack 7 is selected exclusively by the auxiliary spring 22, the mounting load of the cancel spring 18 is increased so that the control lever 9 does not rotate even if the rod 20 moves four times.

In this case, the movement of the governor sleeve 3 to the left in FIG. 1 is caused by the action of the auxiliary spring 22 via the stopper 20a10 and the stopper 20.

By doing so, even if the rotation speed of the diesel engine decreases when the adjusting lever 8 is at the full load position, the governor sleeve 3 is immediately pushed to the left in the figure as the centrifugal force of the flyweights 2 is reduced. There will be no more words to criticize.

That is, the pressing force of the idle spring 14 is weakened by the auxiliary spring 22, and as a result, the position of the control rack 7 at full load and low rotation becomes, for example, the position shown by bl in FIG.

In addition, the cancel spring 18 and the auxiliary spring 22
When cooperating with the control lever 9, the mounting load of the cancel ring 18 is reduced so that the control lever 9 can also be rotated.

By doing so, the stopper 20a is
The load of the idle spring 14 applied in the right direction in the figure can be counteracted not only by the above-mentioned auxiliary spring 22 but also by the cancel spring 18.

That is, moving the stopper 20a10 to the right in the figure rotates the control lever 9 clockwise in the figure, and at this time presses the cancel spring 18.

Moreover, if the control lever 9 is rotated through the stopper 20a10 and the stopper 20 in this way, the floating lever 5 is rotated as the control lever 9 is rotated.
The fitting fulcrum can also be moved, and accordingly, the control rack 7 can be moved in the direction of weight loss, or can be moved at the same time.

As a result, the stopper 20a prevents the pin 3a of the governor sleeve 3 from moving, and the floating lever 5
Together with the fact that the control rack 7 is pulled back, the position of the control rack 7 can be further moved in the direction of weight loss.

As a result, the position of the small troll rank T in full load low speed operation is, for example, the position shown by c1 in FIG.

Further, as long as the movement of the rod 20 is transmitted to the control lever 9 and the control lever 9 is rotated, the auxiliary spring 22 may be eliminated if necessary.

In this case, the set load of the cancel spring 18 prevents the stopper 20a from moving, and the control rack 7 is moved in the direction of weight reduction via the floating lever 5.

Therefore, by appropriately selecting the set load of the cancel spring 18, the position of the control rack 7 during full load low rotation operation can be set.

When the engine speed increases under full load, the centrifugal force of the flyweights 2 increases.

Since the thrust force directly opposes the loads of the idle spring 14 and the start spring 16, the force applied to the auxiliary spring 22 and the cancel spring 18 via the rod 20 is reduced.

When the engine speed increases to at least the operating speed of the idle spring 14, the idle spring 16
completely opposes centrifugal force.

Therefore, at higher rotational speeds, the mechanism of the present invention does not operate, and operates in exactly the same way as a conventional speed governor.

In addition, in cases other than full-load operation, the control lever 9 does not rotate to the position shown in FIG. 1, but is located further clockwise than in the figure.

Therefore, the pin 3a does not come into contact with the stopper 20a even if the engine speed is low in a state other than the full load state, and the operation is exactly the same as that of a conventional speed governor.

Next, a second embodiment shown in FIG. 3 will be described.

101 is a housing of the injection pump main body, 102 is a camshaft, and 103 is a camshaft bracket fixed to the camshaft 102.

104 is a flyweight that rotates together with the camshaft 102 and generates an axial thrust according to the rotation speed, and is rotatably supported by a pin 105 provided on the camshaft bracket 103, and the pin is rotated by the action of centrifugal force. The expansion movement is centered around 105.

106 is a governor sleeve that receives thrust from the flyweight 104 and moves coaxially with the camshaft 102.

107 is a guide lever whose upper end is rotatably supported by a pin 108 of the governor case, and whose lower end is rotatably connected to the governor sleeve 106 by a pin 109.

110 is an intermediate lever whose intermediate portion is rotatably connected to the intermediate portion of the guide lever 107 by a pin 111.

This intermediate lever 110 is restricted from rotating counterclockwise by a stopper portion 107a provided on the guide lever 107, and one end is locked to the guide lever 107 (or its stopper portion 107a), and the other end is attached to the intermediate lever 110.
is loaded in the counterclockwise direction by a return spring 112 that is engaged with and a start spring that will be described later.
Normally, it is kept in contact with the stopper portion 107a of the guide lever 107.

113 has a pin 114 at one end of the intermediate lever 110 in the intermediate part.
It is a floating lever rotatably connected by.

A shackle 115 is rotatably connected to the upper end of the floating lever 114, and a control rack 116 is rotatably connected to the shackle 115.

On the other hand, a fulcrum 117 at the lower end of the floating lever 113
A fork portion of a first adjusting lever 118 rotatably supported by the governor case is engaged with the fork portion of the first adjusting lever 118.

Note that a start spring 119 is locked to the upper end of the floating lever 113.

120 is a tension lever rotatably supported by a pin 121 of the governor case;
One end of the main spring 122 is secured to the upper end of the main spring 122.

The other end of the main spring 122 is locked to a sweeper lever 124 that is integrated with a second adjusting lever 123 that has a fulcrum in the governor case, and the mounting load of the main spring 122 is set depending on the rotational position of the sweeper lever 124. 120 is thereby configured to receive a clockwise moment.

The rotation of the tension lever 120 in the clockwise direction is restricted by a stroke adjustment screw 125 screwed into the governor case.

A bushing rod 126 is disposed on the tension lever 120 and extends along the axial line of the camshaft 102, and faces the governor sleeve 106.

An idle spring 127 for low-speed control, which opposes the centrifugal force of the flyweight 104, acts on the bushing rod 127 via the bushing rod 127.

A spring seat N28 is loosely fitted into the bushing rod 126, and this spring seat 128 is disposed within the tension lever 120 so as to be movable by a predetermined amount.

An Angleich spring 129 is disposed between the spring seat 128 and the tension lever 120 and is configured to oppose the centrifugal force of the flyweight 104.

The lower end of 130 is connected to tension lever 1 by pin 131.
The auxiliary lever is rotatably connected to the spring seat 128 at its intermediate portion by a pin 132.

An intermediate portion of an Angleich lever 134 is rotatably connected to the other end of the auxiliary lever 130 by a pin 133.

This Angleich lever 134 is rotatably connected to a control lever 136 by a pin 135 at the lower end.

A first screw 1 is attached to the upper end of the Angleich lever 134.
37 is screwed so that the amount of protrusion can be adjusted, and its tip faces the first contact portion 110a provided at the other end of the intermediate lever 110.

Another second contact portion 110b provided at the other end of the intermediate lever 110 is opposed to a second screw 138 which is screwed into the governor case and whose protrusion amount can be adjusted by L.

The rotation shaft 118a that rotates integrally with the first adjusting lever 118 is connected to the elongated hole 1 of the control lever 136.
36a.

Cancel spring 1 installed in this long hole 136a
39 urges the spring seat 140 toward the rotation shaft 118a, and connects the rotation shaft 118a and the control lever 136.
The relative position of the two is set, and when an external force is applied, it is compressed and the relative position of the two can be changed.

-J RaK, control lever 136, camshaft 10
It is arranged in a direction perpendicular to the axis of 2 and can be rotated around it.

The control lever 136 has a hole 136b parallel to the axis of the camshaft 102, and the rod 14 is inserted into the hole 136.
1 is loosely fitted in parallel to the axis of the camshaft 102.

A stopper 141a is provided at one end of the rod 141 facing the pin 109 to restrict leftward movement of the governor sleeve 106.

In addition, a small diameter portion 141b is formed at the other end of the rod 141, into which a semi-cylindrical spring seat 142 is loosely fitted, and an auxiliary spring 143 is inserted, and a double nut 144 attached to the end is used to tighten the auxiliary spring 143.
The mounting load can be adjusted.

The position of the stopper 141a of the rod 141 can be adjusted by a shim 145 between the spring seat 142 and the rod 141.

Next, the operation of the speed governor will be explained with reference to the characteristic diagram shown in FIG. 4, assuming that there is no stopper 141a of the rod 141.

When the first adjusting lever 118 for maximum and minimum speed is at the full side (high load position), when the camshaft 102 of the injection pump body rotates, the flyweight 10
4 rotates and expands outward due to the action of centrifugal force, giving a rightward thrust to the governor sleep 106.

Due to this thrust, the governor sleeper 106 moves to the right while resisting the reaction forces of the idle spring 127 and the start spring 119.

The pump rotational speed Np when the governor sleeper 106 starts to move to the right is shown in FIG.

With this movement of the governor sleep 106, the guide lever 107
The intermediate lever 1 rotates counterclockwise around a pin 108 and is integrated with the guide lever 107 by a return spring 112 and a start spring 119.
10 also moves to the right, so floating lever 1
13 is rotated clockwise by the rotation of the lower end fulcrum 117 to move the control rack 116 in the direction of fuel reduction.

This movement continues until the first contact point 110a of the intermediate lever 110 abuts the first screw 137 of the Angleich lever 134.

This corresponds to the characteristics a-b-b' in FIG.

Note that FIG. 3 shows the state at b'.

Now, if the return spring 112 is disposed due to the mounting load, the intermediate lever 112 should be moved at b' in Fig. 4.
When the first contact point 110a of the governor comes into contact with the first screw 137, the governor sleeps 10 until the pump rotational speed increases to a value that overcomes the mounting load of the return spring 112.
6 is not displaced, and therefore, a characteristic in which the control rack 116 is not displaced as shown in b/ and // in FIG. 4 appears.

Then, the pump rotation speed increases and the return spring 11
When the centrifugal force overcomes the installation load of 2, the governor sleeps 10.
6 moves to the right to complete the idle stroke.

At this time, as the governor sleeper 106 moves to the right, the guide lever 107 rotates counterclockwise, and the pin 111 moves to the right accordingly, but the Angleich lever 134
is stationary, and therefore, the first screw 137 is stationary, so that the first contact portion 110a of the intermediate lever 110 that is in contact with it is prevented from moving to the right.

As a result, the intermediate lever 110 moves clockwise around the first contact portion 110a as a fulcrum due to the rightward movement of the pin 111, and moves away from the stopper portion 107a of the guide lever 107 against the return spring 112 while rotating. move.

Therefore, the floating lever 113 is rotated clockwise around the lower end fulcrum 117 and the control rank 116 is rotated clockwise.
Move in the direction of fuel reduction.

This is the characteristic b-c in FIG.

Here, the amount of movement of the control rank 116 with respect to the amount of displacement of the governor sleep 106 (I) V bar ratio is:
According to the symbols in Figure 5, between b and b', (B-C)・E
/(A-D), and between B-i-c, (B-C-E)/
(A-F-D), and if C/F is now made larger than 1, the lever ratio between "=c" becomes larger, and therefore the speed fluctuation rate becomes larger.

Point C in the above characteristics is determined at the position where the bushing rod 126 contacts the spring seat 128, and at this time a gap is created between the stopper portion 107a of the guide lever 107 and the intermediate lever 110.

Angleich spring 12 increases as the pump rotates.
When the thrust force of the flyweight 104 overcomes the attachment load of the governor sleeper 106, the governor sleeper 106 begins to move to the right again.

This is the characteristic d - e. At this time, as the spring seat 12B moves to the right, the auxiliary lever 130 rotates clockwise around the pin 131 on the tension lever 120, so that the Angleich lever 134 also rotates around the pin 131 on the control lever 136. The first screw 137 rotates clockwise about the fulcrum, and the first screw 137 moves to the right accordingly.

At this time, the amount of movement of the first screw 137 is smaller than the movement amount of the pin 111.
If the amount of movement is increased, the intermediate lever 110 will be able to rebound around the pin 111 by the force of the return spring 112 until the gap between the stopper portion 107a of the guide lever 107 and the intermediate lever 110 disappears. The control rack 116 is rotated clockwise, and the floating lever 113 is rotated counterclockwise to move the control rack 116 to the left in the figure, that is, in the direction of increasing fuel.

In this case, the lever ratio in the case of BC + FEIK is (A ' T - 100) - ('Regular E' - i5), which can be made negative by increasing K/J, increasing the fuel amount of d - e (reverse Angleich). ) characteristics are obtained.

The characteristic ef is that after the spring seat 128 has moved until it hits the stopper part of the tension lever 120,
This is until the pump rotational speed increases and the thrust of the flyweight 104 overcomes the mounting load of the main spring 122 via the tension lever 120, and at this time the governor sleeve 106 and therefore the control rank 116 do not move.

Therefore, in this state, the second contact portion 11 of the intermediate lever 110
When the governor sleeve 106 moves while overcoming the mounting load of the main spring 122 and rotating the tension lever 120, the second screw 138 of the intermediate lever 110 Since the abutting portion 110b is prevented from moving by the second screw 138, the intermediate lever 110 rotates clockwise using the second abutting portion 110b as a fulcrum, and the control rack is rotated via the floating lever 113. 116 in the fuel decreasing direction.

This is high-speed control f-g, and the lever ratio at this time is the fifth
B C+G E The symbols in the diagram are (-), (-7-), and (δ).

On the other hand, at idle (low load) when the first adjusting lever 118 is rotated clockwise from the illustrated position, the pin 135 is positioned to the left, and as a result, the Angleich lever 134 rotates around the pin 1330. It is in a position rotated clockwise, and the first screw 137 is in a position farther to the right than the illustrated position.

Therefore, the intermediate lever 110 operates apart from the first screen L137, and as a result, it moves while being integrated with the guide lever 107.

Therefore, when the governor sleeve 106 is displaced to the right, the floating lever 113 rotates clockwise about the fulcrum 117, moving the control rank 116 to the right and reducing the amount of fuel.

The characteristics at this time are ax bl-cldl in Figure 4.
-el-fl characteristics.

Here, since the intermediate lever bar 110 does not come into contact with the first screw 137, the upward-sloping characteristic of bt i/ and d-e, which corresponds to the full-side characteristic, does not occur.

In particular, dl-01 is the same as the low-speed control characteristic bl-cl, and is a fuel reduction characteristic.

The above operation is based on the assumption that there is no stopper 141a, but in reality, the auxiliary spring 143 and the cancel spring 139 act via this stopper 141a in a high load and low rotation range.

That is, when the first adjusting lever 118 is set to the fullest position, the rod 141 is located at the far right side, and the stopper 141a of the rod 141 contacts the pin 109 on the governor screen 106 when the engine is stopped.

Therefore, as in the previous embodiment, the start spring 1
The cancel spring 139 and the auxiliary spring 143 oppose the button 19 and the idle spring 127, and various characteristics as shown by broken lines in FIG. 4 can be obtained in the high load and low rotation range.

As is clear from the above explanation, the present invention is such that the stopper engages the control lever via the rod during full load and low rotation, and in this state, at least one of the cancel spring or the auxiliary spring opposes the idle spring. This structure prevents fuel from increasing at full load and low speed, and prevents black smoke from being generated even if the adjusting lever is quickly brought to full load during idling.

Furthermore, in the case of diesel trucks, even if the rotational speed decreases due to high loads such as when driving up a truck, generation of black smoke can be prevented and fuel efficiency can be improved.

Particularly in trucks, etc., a large amount of smoke when the vehicle is on the road can obstruct visibility and lead to accidents, but this problem can also be solved.

Conventionally, there was a method to suppress black smoke by placing a compression spring at the opposite end of the control rack from the speed governor, but according to this method, there was a mechanism (Angleich mechanism) that increased the amount of fuel in the high rotation range. ) could not be used due to the problem of reducing fuel costs in the high rotation range, but this invention does not affect the fuel quantity characteristics in the high rotation range. It is possible to suppress the amount of fuel in the full load and low rotation range, giving a large degree of freedom, making it an effective method for reducing exhaust smoke.

Furthermore, since it is possible to use the canceling mechanism installed in the conventional speed governor, there is also the advantage that the function can be ensured by simply adding a simple mechanism.

[Brief explanation of the drawing]

Fig. 1 is a schematic block diagram showing the first embodiment of the speed governor of the present invention, Fig. 2 is its characteristic diagram, Fig. 3 is a schematic block diagram showing the second embodiment, and Fig. 4 is a schematic block diagram showing the first embodiment of the speed governor of the present invention. Its characteristic diagram, FIG. 5, is a schematic diagram for explaining its operation. 2, 104...Fly weight, 3,106...
Gahanas leaf, 5,113...Floating lever, 7,116...Control rack, 8,118.
...Adjusting lever, 9,136...Control lever, 14,127...Idle spring, 15,122...Main spring, 18°139
...Cancellation fring, 20,141...Rondo, 20a, 141a...Stopper 22°143
...Auxiliary spring.

Claims (4)

[Scope of utility model registration request] (1) A flyweight that rotates in synchronization with the engine and a governor sleeve that is moved by the thrust of the flyweight are provided, and the control rack that adjusts the fuel injection amount and the governor sleeve are configured to interlock, One end of the floating lever is connected to the control rack, and the adjusting lever is connected to the other end of the floating lever via a control lever, and there is normally a connection between these levers. A cancel spring is provided that can change the relative positional relationship between the control lever and the adjusting lever to maintain a predetermined relative positional relationship and receive an external force of a predetermined value or more; An idle spring that opposes in a low rotation range and a main spring that opposes in a high rotation range are provided, a stopper is provided that opposes the governor sleeve or a member that interlocks therewith, a rod is provided that connects with this stopper, and this rod is connected to the The internal combustion engine is configured such that the adjusting lever engages the control lever when the adjusting lever is in a full load position and at low rotation speed, and a spring is arranged to oppose the idle spring when the rod engages the control lever. Centrifugal speed governor for engines. (2) The centrifugal speed governor for an internal combustion engine according to claim 1, wherein the spring is the cancel spring. (3) The centrifugal speed governor for an internal combustion engine according to claim 1, wherein the spring is an auxiliary spring disposed on the rod. (4) The centrifugal speed governor for an internal combustion engine according to claim 1, wherein the spring is an auxiliary spring disposed on the cancel spring and the rod.