JPS5833234Y2 - Centrifugal speed governor for diesel engines - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a centrifugal speed governor with full speed function for a diesel engine.

When a conventional full-speed governor is used for driving a vehicle, it is common to have an extremely large rate of speed fluctuation in the low-to-medium speed range in order to provide a good accelerator feeling.

When a full-speed governor is used for automobiles, it has the advantage that it can also be used for work (for example, firefighting work, etc.), but since it is adapted for automobile driving, the speed fluctuation rate is is large, and therefore rotational changes due to changes in load during work become large, which poses a major problem, particularly in firefighting work and the like.

Therefore, the object of the present invention is to provide a full-speed governor that eliminates the above-mentioned problems by making it possible to increase the speed fluctuation rate when the vehicle is running and to reduce the speed fluctuation rate during work by switching the operating lever. It is something to do.

The present invention will be described below with reference to embodiments shown in the drawings.

In FIGS. 1 and 2 showing the first embodiment, 1 is a camshaft of an injection pump (not shown), 2 is guided by a weight guide 3 integrated with the camshaft 1, and is guided in synchronization with the camshaft 1. The flyweights 4a and 4b that rotate and move in the radial direction of the camshaft 10 are main springs and idle springs that do not have an installed load that opposes the centrifugal force of the flyweight 2, and are attached to the weight guide 3.
and is stored inside Flyweight 2.

Reference numeral 5 designates a bell crank whose intermediate portion is rotatably supported by a crank holder 6, one end of which is rotatably connected to the flyweight 2, the other end of which is engaged with one end of the sleeve 70, and the flyweight 2 This movement is converted into an axial displacement of the camshaft 1 and transmitted to the sleeve 7.

A slider 8 is fitted into a slit 7a formed at the other end of the sleeve 7, and a lower part of a floating lever 9 is rotatably fitted into a pin 8a which is integral with the slider 8.

In order to position the slider 8 in the vertical direction, a pin 10 fixed to the governor case is fitted into the slider 8.

The upper end of the floating lever 9 comes into contact with a stopper 13 fixed to the governor case, and the middle part has a long hole 9a for changing the lever ratio.

Reference numeral 11 denotes a shackle that connects the floating lever 9 to a control rack 12 for controlling the fuel of a fuel injection pump (not shown).

Reference numeral 16 denotes an adjusting lever that rotates about a fulcrum 17 in conjunction with an accelerator pedal (not shown), and one end of which is rotatably connected to one end of a steering lever 18 by a pin 19.

20 is a cam plate having a cam groove 20a for determining the lever ratio and control rack position for fuel control; one end is rotatably supported by the governor case at a fulcrum 21, and the other end is supported by a spring 22. and is pulled toward the stopper 23 side.

Note that the cam plate 20 comes into contact with the stopper 23 only during idle and high-speed control.

24 is a pin provided at the other end of the steering lever 18;
It fits into the long hole 9a of the floating lever 90 and the cam groove 20a of the cam plate 20.

The above configuration is the same as that of a conventionally known full-speed governor, and the governor according to the present invention is characterized by the addition of the configuration described below.

That is, another cam plate 25 is rotatably attached to the fulcrum 21, and the cam plate 25 has a lever ratio (b/a) larger in the low and medium speed range than when the cam plate 20 is used. A cam groove 25a having a shape (here, consisting of a portion substantially parallel and a portion substantially perpendicular to the axis of the camshaft 1) is formed, and the pin 24 is fitted into this cam groove 25a.

Furthermore, an operating lever 30 is rotatably provided on the fulcrum 21,
A stopper 30a for preventing clockwise rotation of the cam plate 250 is provided opposite to the stopper 25b of the cam plate 25.

Note that the stopper 23, which is integrated with the governor case, does not face the cam plate 25.

A stopper 31 that prevents counterclockwise rotation of the operating lever 30 is adjustably screwed into the governor case.

A spring 32, one end of which is engaged with the governor case, is engaged with the cam plate 25 to apply a force to rotate the cam plate 25 clockwise.

In the above configuration, when the vehicle is running, the operating lever 30 is rotated clockwise from the state shown in the first figure.

Then, the stopper 30a of the operating lever 30 moves away from the stopper 25b of the cam plate 25, and the movement of the cam plate 25 is no longer restricted in any way.

Therefore, as the adjusting lever 16 is rotated clockwise, the pin 24 moves upward along the cam groove 20a of the cam plate 20, the lever ratio (b/a) becomes smaller, and the cam The plate 20 rotates clockwise, and the full speed type characteristic A1 has a large speed fluctuation rate in the low and medium speed range as shown by the solid line in FIG. B1. C1, Dl
, El is obtained.

Note that the cam plate 25 only moves in conjunction with the pin 24;
It has no effect on rack characteristics.

Next, during the work, the operating lever 30 is rotated counterclockwise as shown in FIG.

As the sleeve 7 moves to the left in FIG. 1, the two cam plates 20 and 25 both rotate counterclockwise, but the adjusting lever 16 is moved to the high speed side as shown in FIG. In the set state (when the accelerator is fully open), the cam plate 20 contacts the stopper 23 and at the same time the stopper 25b of the cam plate 25 contacts the operating lever 30.
It is adjusted so that it comes into contact with the stopper 30a.

Therefore, since the high-speed control starting rotation speed and lever ratio when the accelerator is fully open during work are the same as when the accelerator is fully open during driving, the same characteristics as during driving, that is, the characteristic A1 in FIG. 3, are obtained at this time.

Furthermore, when the adjusting lever 16 is rotated in the direction of the low speed side W while the engine is stopped, the two cam plays (2)
0 and 25 rotate clockwise, but the respective cam grooves 20
As is clear from the shape of a and 25a, the cam plate 25
The amount of 0 rotation is larger, and when the engine speed increases, the stopper 25b of the cam plate 25 reaches the operating lever 3 before the cam plate 20 comes into contact with the stopper 23.
0 stopper 30a.

That is, even if the adjusting lever 16 is in the same position, the high-speed control starting rotation speed during work is lower than that during driving.

To explain this further with reference to FIG. 3, when the adjusting lever 16 is set to the highest speed side, characteristic A1 is obtained both during traveling and during work as described above, and the adjusting lever 16 is set at the B position in FIG. In the state set to , if characteristic B1 is obtained during driving, characteristic B2 is obtained during work.

Furthermore, when the adjusting lever 16 is set to position C in FIG. 1, the characteristic during running becomes 01, whereas the characteristic during work becomes C2.

If the adjusting lever 16 is in the same position, the lever ratio (b/a) during traveling and during work is the same, so the slopes of characteristics B1 and B2 (or C1 and C2) on the characteristic diagram will be equal. Therefore, the Q speed fluctuation rate during work in the low to medium speed range is smaller than that during driving.

When the adjusting lever 16 is rotated to the idle position, the stopper 25b of the cam plate 25 comes into contact with the stopper 30a of the operating lever 30 when the engine is stopped, and the position of the pin 24 causes the operating lever 30 to move clockwise. The cam groove 25a of the cam plate 25 is formed so that the cam plate 25 is in the same position as when the adjusting lever 16 is rotated to the idle position. Same characteristic E1
is obtained.

Next, a second embodiment shown in FIG. 4 will be described.

This figure shows the state at startup, where the flyweight 2 rotates in synchronization with the camshaft 1 of the fuel injection pump (not shown), and as the flyweight 2 expands, the sleeve 7 moves to the right. Moving.

An idle spring 4b is provided at the end of the sleeve 7 to counter centrifugal force.

Tension lever 35 with one end connected to sleeve T
The middle part of is rotatably fixed to the governor case,
The other end of the tension lever 35 is a floating lever 9
A spring seat 3 is provided opposite to one end and further between the middle part and the other end.
5a is provided, through which the main spring 4a is pressed.

On the other hand, the stop lever 38 is fixed at the illustrated position, and the intermediate portion of the full stopper 37 is rotatably supported on the stop lever 38 by a pin 38a.

One end of the full stopper 37 is in contact with the shaft 40 into which the main spring 4a is inserted, and the other end is the control rack 1 biased by the start spring 36.
2 to ensure the starting and increasing position.

The Angleich spring 39 is a cylinder 41 at the right end of the shaft 40.
and is located between the two spring seats 42, 43.

A pin 24 at the tip of the steering lever 18, which is connected to the adjusting lever 16 by a pin 19, is fitted into the long hole 9a of the floating lever 90, and this pin 24 serves as the fulcrum of the floating lever 9.

Further, the pin 24 is fitted into the respective cam grooves 20a and 25a of the two cam plates 20.25.

One cam plate 20 is rotatably supported by a pin 21a, and a stopper 23 is supported by a spring 22.
The stopper 23 restricts the range of rotation in the clockwise direction.

The other cam plate 25 is rotatably supported by a pin 21bK and is biased toward the stopper 30a by a spring 22.

This stopper 30a is integrally formed with the operating lever 30, and the operating lever 30 is rotatably supported by a pin 21b.

At the bottom of the groove, the sleeve 7 moves to the right as the engine speed increases, and the tension lever 35 rotates counterclockwise, causing the shaft 40 to move to the left via the spring seat 35a and the main spring 4a. This shaft 40
Due to this movement, the full stopper 37 is rotated clockwise, and the control rack 12 is moved in the direction of decreasing fuel.

At this time, before the Angleich spring 39 starts to act, the idle spring 4b and the start spring 3
6 opposes the centrifugal force of flyweight 2.

As the rotation further increases, the Angleich spring 39 is pressed, and the control rack 12 is further pulled in the decreasing direction to obtain the Angleich characteristic.

Then, the spring seat 43 comes into contact with the cylindrical body 41, and the Angleich control ends, and as a result, the reaction force of the main spring 4a is received by the governor case.

As l1ffi rises, the tension lever 35 continues to rotate counterclockwise against the main spring 4a, and when the tension lever 35 comes into contact with the lower end of the floating lever 9, the floating lever 9 rotates clockwise with the pin 24 as a fulcrum. Rotate to start high-speed control.

Note that by rotating the adjusting lever 16, the floating lever 9 is rotated, and the distance between the lower end of the floating lever 9 and the upper end of the tension lever 35 is changed, and a full speed type characteristic is finally obtained.

Incidentally, by rotating the control lever 30 clockwise during driving, a characteristic with a large speed fluctuation rate in the low and medium speed ranges can be obtained.

That is, at this time, the cam plate 25 is in a state where it can freely rotate, so when the adjusting lever 16 is rotated, the pin 24 moves along the cam groove 20a of the cam plate 20, and the other cam plate 25 moves. It rotates following the pin 24.

Then, as the adjusting lever 16 is rotated clockwise, the pin 24 moves in the X direction within the cam groove 20a, and the lever ratio (b/axd/c) becomes strong and extremely small, and the floating lever As the lower end of tension lever 9 approaches the upper end of tension lever 35, the high speed control starting rotation speed becomes lower.

On the other hand, when the operating lever 30 is in contact with the stopper 31, the stopper 30a of the operating lever 30 restricts the clockwise rotation of the cam plate 250, and when the adjusting lever 16 is rotated clockwise, the pin 250 moves in the Y direction along the cam groove 25a of the cam plate 25, and the cam plate 20 follows this pin 24 and rotates counterclockwise.

As is clear from the shapes of the illustrated cam grooves 20a and 25a, the lever ratio (b/aX d/c) when the adjusting lever 16 is rotated clockwise is the same as when the operating lever 30 is rotated clockwise. The distance between the lower end of the floating lever 9 and the upper end of the tension lever 35 becomes smaller than in that case.

Therefore, when the operating lever 30 is brought into contact with the stopper 31, the rate of speed fluctuation in the low to medium speed range is reduced, and full speed characteristics suitable for work can be obtained.

As is clear from the above explanation, according to the present invention, a single speed governor can arbitrarily provide a full-speed characteristic with a speed fluctuation rate suitable for driving and a full-speed characteristic with a speed fluctuation rate suitable for work. Obtainable.

[Brief explanation of the drawing]

Fig. 1 is a schematic partial cross-sectional configuration diagram showing the first embodiment of the speed governor of the present invention, Fig. 2 is a view in the direction of the arrow in Fig. 1, Fig. 3 is a characteristic diagram, and Fig. 4 is a diagram of the characteristics. FIG. 7 is a schematic authority diagram showing a second example. 2...Fly weight, 7...Sleeve, 9-...Floating lever, 9a...
... Long hole, 12 ... Control hole 16
・---Adjusting lever 20.25・・
...Cam plate, 20a. 25a...Cam groove, 24...Pin, 3
0...--Operation lever.

Claims (1)

[Scope of utility model registration request] The movement of the sleeve linked to the flyweight is transmitted to the control rack via at least a floating lever, a long hole is formed in the middle of the floating lever, and a pin linked to the adjusting lever is fitted into the long hole. In a centrifugal force governor having full-speed characteristics, a cam groove into which the pin is fitted is formed, and the cam groove defines the direction of movement of the pin as the adjusting lever rotates. The floating lever device and two rotatable cam plates for changing the lever ratio are provided, and the two cam plates are configured to be selectively usable by an operating lever operated from outside the speed governor. Characteristic centrifugal speed governor for diesel engines.