JPS5840408Y2 - Centrifugal force governor for internal combustion engines - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a centrifugal force governor for an internal combustion engine, and particularly relates to an improvement in a centrifugal force governor for an internal combustion engine in which a regulating spring is disposed inside a flyweight.

Figure 1 shows the configuration of the flyweight area in a conventional speed governor.A camshaft bushing 1a is integrally attached to the camshaft 1 of the fuel injection pump with a rowand nut 1b, and a bolt is attached to the camshaft bushing 1a. 2 are screwed together, a flyweight 3, an idle spring 4a, and a main spring 4b are inserted into this, and a retaining plate 5 holds one end of these springs 4a, 4b.
is fixed with a nut 6 screwed onto the tip of the bolt 2.

As shown in FIG. 2, a groove 5 provided in the holding plate 5
The protrusion 6a of the nut 6 is fitted into the groove 5a, and the retaining plate 5 is pushed by the loads of the springs 4a and 4b, thereby separating the groove 5a and the protrusion 6a.
This prevents the fitting from becoming disengaged.

However, if it is not possible to apply a mounting load to the regulating springs 4a and 4b due to speed regulating compatibility with the engine, the vibration acceleration generated by the engine may cause the retaining plate to
It danced around, and the rotation stopper was not working and there was a risk of it falling off.

Therefore, the present invention solves the above-mentioned problems by biasing the holding plate with another elastic member that has no influence on the characteristics of the speed governor, and setting the elastic member with a mounting load applied. The purpose is to provide a speedy machine.

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

In FIGS. 3 to 5 showing the first embodiment, the camshaft 1
A bolt 2 is screwed into the camshaft bushing 1a fixed to the camshaft bushing 1a, and a flyweight 3 and an idle spring 4a and a main spring 4b, which have no mounting load, are screwed onto the camshaft bushing 1a.
is inserted, and a retaining plate 5 holding one end of these springs 4a, 4b is connected to a nut 6 screwed onto the tip of the bolt 2.
It is fixed at .

The retaining plate 5 and the nut 6 are formed with grooves 5a and protrusions 6a, similar to the conventional one shown in FIG.

The other end of the main spring 4b is held by another holding plate 7 that is slidably fitted onto the bolt 2.

A step portion 2a is formed on the bolt 2, a washer 8 acting as a retaining plate is installed on the step portion 2a, and a retaining spring 9 having a mounting load is placed between the washer 8 and the retaining plate 5.

One end of the bell crank 10 is connected to the flyweight 3, and the other end is fitted into one end 11a of a governor sleeve 11.

A slider 12 is fitted to the other end 11b of the governor sleeper 11, and the slider 12 has pins 12a arranged symmetrically as shown in FIG. They are fitted together so that they can move freely.

The slider 12 is slidably inserted into a pin 14 held in the governor case.

The upper end of the floating lever 13 is connected to a control rack 16 via a shackle 15, and a long hole 13b is formed in the center thereof.

The adjusting lever 17 is the fulcrum 18 of the governor case.
A lever 19 is rotatably connected to this lever 17, and a pin 20 provided at the other end of the lever 19 is fitted into a long hole 13b of a floating lever 130. This pin 20 is attached to a cam groove 21 of a cam plate 21 rotatably attached to the governor case.
It also fits in a.

This clockwise rotation of the cam plate 210 causes the stopper 2
2, and the spring 23 applies a clockwise rotational force to bring the cam plate 21 into contact with the stopper 22 when no external force is applied to the cam plate 21.

A start spring 24 is arranged between the governor case and the floating lever 13, and a protrusion 1 is attached to the shackle 15.
5a and is screwed into the governor case.
The fuel injection amount at full load is determined by engaging the projection 15a with the projection 15a.

Next, the operation will be explained.

The centrifugal force of the flyweight 3 caused by 10 rotations of the camshaft of the fuel injection pump, which rotates in synchronization with the engine, balances the regulating springs 4a and 4b, and as the flyweight 3 expands, a bell is activated. The crank 10 rotates and the governor sleeve 11 moves to the left.

As the governor sleeve 11 moves, the lower end 13a of the floating lever 13 moves to the left.

By the way, as shown in Figure 3, adjusting lever 1
7 is in the fully open position, there is a gap between the cam plate 21 and the stopper 22, and the control rank 16 is trying to move in the direction of increasing fuel amount by the force of the start spring 24 and the spring 23, but the stopper 25 prevents the full load. The amount of fuel at the time is regulated.

Then, as the lower end 13a of the floating lever 13 moves to the left as the rotation increases, the gap between the cam plate 21 and the stopper 22 decreases and finally disappears, and when the rotation speed increases thereafter, the floating lever 13 moves to the pin 20. The control rack 16 rotates clockwise around , and the control rack 16 begins to move in the direction of weight loss.

In other words, high-speed control is started.

By rotating the adjusting lever 17 clockwise, the pin 20 moves upward, the gap between the cam plate 21 and the stopper 22 becomes smaller, and the high-speed control starting rotation speed decreases.

Therefore, so-called full-speed characteristics can be obtained.

When the adjusting lever 17 is rotated to the idle position, the gap is already eliminated even when the engine is not rotating, and the floating lever 13 rotates clockwise around the pin 20 to obtain idle characteristics.

For example, in a known Bosch type RQV governor that does not apply an installation load to the main spring 4b, the installation load is usually applied to the idle spring 4a, and in this case, when set to the no-load state, the Characteristic A of the figure
1-A2-A3 is obtained.

Note that NPI is the no-load idle rotation speed.

However, with the above characteristics, during sudden deceleration, even if the rotational speed overshoots, a sufficient amount of fuel injection is not given, so the engine cannot recover, and the engine may stall.

In contrast, in the governor of this embodiment, no mounting load is applied to the idle spring 4a, and the control rack 1
Start spring 24 that acts on 6 in the direction of fuel increase.
Since the start spring 24 provides the characteristic A2-A2' in FIG. 6, the mounting load of the start spring 24 provides the characteristic A2-A2' in FIG.
A characteristic of A2/ is obtained, and engine stalling during sudden deceleration can be prevented.

Further, since the mounting load is applied to the retaining spring 9, the retaining plate 5 is always pressed against the nut 6, so that the groove 5a of the retaining plate 5 and the protrusion 6a of the nut 6 do not come apart.

Note that the bolt 2 has two chamfers on its tip end, and the chamfer fits into the groove 5a of the retaining plate 5, while the protrusion 6a of the port 6 also fits into the groove 5a, so that the nut 6 cannot rotate relative to bolt 2.

Therefore, since there is no need to apply a mounting load to the idle spring 4a, the range of adaptation of the speed governor to the engine is expanded.

As a second embodiment, an example of a speed governor having both high and low speed type and full speed type functions as shown in FIGS. 7 and 8 will be described.

A camshaft 101 of a fuel injection pump that rotates in synchronization with the engine.
A camshaft bushing 101a is integrally attached to the bushing 101 with a round nut 101b.
A bolt 102 is screwed into the bolt 102, and a flyweight 103 and an idle spring 104 with no mounting load are inserted into the bolt 102.
A holding plate 105 that holds one end of 04 is fixed with a nut 106.

A step portion 102a is formed in the bolt 102, a washer 108 acting as a retaining plate is installed on the step portion 102a, and a retaining spring 109 having a mounting load is placed between the washer 108 and the retaining plate 105.

When the flyweight 103 expands, the bell crank 110
The governor sleeve 111 is configured to move to the right via the.

The lower part of a guide lever 112 whose upper part is suspended from the governor case is connected to the governor sleeve 111, and a floating lever 113 is connected to the central part of the guide lever 112.
are rotatably connected, and the floating lever 1
One end of 13 is connected to a control rack 115 via a shackle 114, and the other end is connected to the slotted portion 1 of a first assisting lever 116 for high-low speed type.
16a.

On the other hand, the middle part of the tension lever 117 is rotatably supported, and the lower end of the tension lever 117 is placed in contact with the governor sleeve 111, and one end of the main spring 118 is locked to the other end to provide clockwise rotational force. , screw it into the governor case, and tighten the tension lever 1 with the oil stopper 119.
170 Prevents clockwise rotation.

The other end of the main spring 118 is engaged with a swivel lever 120 having a fulcrum in the governor case, and a second adjusting lever 121 for the full speed type is integrally provided with this swivel lever 120. Depending on the position of this lever 121, the main spring 1
It has a structure in which the mounting load of 18 can be changed.

A start spring 122 is arranged between the floating lever 113 and the governor case to apply a load to move the control rack 115 in the fuel increase direction.

Next, the operation will be explained.

When the engine speed increases, the flyweight 103 expands against the idle spring 104 and the start spring 122, and accordingly, the bell crank 110 rotates, the governor sleeve 111 moves to the right, and the governor lever 112 is rotated counterclockwise, and the floating lever 113 is rotated clockwise using its lower end as a fulcrum, moving the control rack 115 in the direction of reduction, thereby performing so-called idle rotation control.

When the rotational speed further increases, the governor sleeve 111 comes into contact with the tension lever 117, and the control rack 115 remains stationary until the mounting load of the main spring 118 is applied to the centrifugal force. The control rack 115 rotates counterclockwise and further moves to the right to obtain high-speed control characteristics.

The above is an explanation of the high and low speed control characteristics when the second adjusting lever 121 is brought into contact with the full stopper 122.
The load is controlled by the first adjusting lever 116.

On the other hand, the first adjusting lever 116 is brought into full load state, that is, in contact with the full stopper 123, and the second adjusting lever 121 is rotated to control the mounting load of the main spring 118. The number can be made variable and full speed characteristics can be obtained.

Also in this embodiment, since the retaining plate 105 is biased by the retaining spring 109 having a mounting load, the retaining plate 105 and the nut 106 will not come apart.

Although one end of the holding spring 109 is supported by the bolt 102 in this embodiment, it is also possible to support it by the camshaft bushing 101a.

As mentioned above, the present invention maintains the engagement between the retaining plate and the nut using an elastic member whose one end is supported by a bolt or camshaft bushing, so no mounting load is applied to the regulating spring. Even if the load is applied only slightly, it is possible to reliably prevent the holding plate from jumping due to engine vibration acceleration, and furthermore, from loosening or falling off the nut.

Furthermore, there is no need to apply an attachment load to the regulating spring, and the degree of freedom in adapting it to the engine is expanded.

[Brief explanation of drawings]

Fig. 1 is a half-sectional view of the main parts of a conventional speed governor, Fig. 2 is a perspective view showing the retention plate 5 and nut 6 in Fig. 1 developed, and Fig. 3 is an implementation of the speed governor of the present invention. Overall schematic diagram showing an example,
FIG. 4 is a cross-sectional view of the main part, FIG. 5 is a view in the direction of arrow A in FIG. 3, FIG. 6 is a characteristic diagram, FIG. 7 is an overall schematic diagram showing the second embodiment, The figure is a sectional view of the main part. 1a, 101a...camshaft bushing,
2.102...Bolt, 3.103...
・Fly weight, 4a, 4b, 104... Speed regulating spring, 5.105... Holding plate, 6
．． 106...Natsuto, 9.109...
A spring is an elastic member.

Claims (1)

[Scope of utility model registration request] A bolt passing through the center of the flyweight is provided on the camshaft bushing, at least one regulating spring is arranged inside the flyweight, and one end of the spring is held by a retaining plate fitted to the bolt. At the same time, the retaining plate is supported by a nut screwed onto the end of the bolt, and a groove formed in the retaining plate is engaged with a protrusion formed in the nut, and the bolt and the camshaft bushing are 1. A centrifugal speed governor for an internal combustion engine, comprising an elastic member whose one end is supported by one of the elastic members to constantly urge the holding plate toward the nut.