JPS5842587Y2 - Internal combustion engine speed governor - Google Patents

Description

[Detailed explanation of the idea] The present invention relates to a speed governor for an internal combustion engine.

With conventional mechanical maximum/minimum governors, when the engine suddenly accelerates from idling, excess fuel is supplied to the engine by the force of the spring that controls idling, which causes incomplete combustion and produces significant smoke. .

Conventionally, as a countermeasure against such smoke, a stopper has been installed on the fuel control rack rod or within the fuel increasing direction movement path to limit the maximum injection amount. When the fuel control rack rod collides with the stopper, an excessive force is applied to the link mechanism connecting the speed control lever and the fuel control rack rod, which may prevent smooth speed control or cause damage to the link mechanism. Not only this, but also when starting the engine, a necessary and sufficient injection amount may not be secured, making it difficult to start the engine.

On the other hand, it is conceivable to limit the displacement of the idle spring that controls idling so that the mechanical gain of the control system from the speed control lever to the fuel control rack rod is reduced; The control range in the rotational speed range is narrowed, making the driver's experience of operating the accelerator pedal extremely uncomfortable.

In view of these problems, the purpose of this invention is to temporarily cancel a portion of the operating amount transmitted from the speed control lever to the fuel control rack rod during sudden acceleration from the low rotational speed range of a diesel engine. An object of the present invention is to obtain a speed governor for an internal combustion engine which limits fuel and thereby prevents the generation of smoke from the engine.

For this reason, the present invention is provided with a guide lever whose top end is swingably supported relative to a fixed member and whose bottom end hangs down the shifter, so that the shifter can be moved against the camshaft of the fuel injection pump against the force of the idle spring. The floating lever is pushed by the centrifugal force of a flyweight supported on the guide lever, and is connected to the middle part of the guide lever with a pin.The upper end of the floating lever is connected to the fuel control rack rod, and the lower end is connected to the speed control lever. In the speed control device, a second actuator is provided between an upper end of the floating lever and one end of the fuel control rack rod for temporarily canceling a constant actuation amount of the fuel control rack rod with respect to movement of the floating lever in the fuel increasing direction. The first spring is stronger than the first spring and is stronger than the idle spring, and which limits the injection amount by contacting the other end of the fuel control rack rod at the maximum fuel supply position of the fuel control rack rod. the weaker second spring,
The fuel control rack rod is disposed inside the movement path of the fuel control rack rod.

To explain the present invention based on an embodiment, as shown in FIG. 1, the speed governor includes a guide lever 15 that is swingably supported by a support shaft 37 on a fixed member, that is, a casing (not shown). .

The guide lever 15 has a pin 23 at its lower end to support the shifter 2, and the shifter 2 is guided so as to be horizontally movable relative to the fixed member.

A tension lever 4 that can swing independently of the guide lever 15 is supported on the support shaft 37, and its lower end is abutted against a stopper 40 provided on a fixed member by a governor spring 34.

A cylindrical portion 24.25 is integrally formed at the lower end of the tension lever 4, and a rocking body 26.27 is fitted into the cylinder portion 24.25, and when the spring 3, 14 causes the cylindrical portion 24.25 to protrude leftward 7, the sliding body A gap t is provided between 26 and the sliding body 27.

The sliding body 26 is brought into contact with the right end of the shifter 2 by the force of the idle spring 3, and the left end of the shifter 2 is brought into contact with the bell crank 1.
9 is abutted against the end roller 20.

The bell crank 19 is supported by a support shaft 17 on an end flange of a camshaft 16 of a fuel injection pump whose bent portion is not shown, and is provided with a flyweight 18 at the tip.

The intermediate portion of the floating lever 8 is connected to the intermediate portion of the guide lever 15 with a pin 32 in a crossed state.
This upper end is connected to the link 10 with a pin 35, and is biased to rotate counterclockwise about the connecting pin 32 by a start spring 9 mounted between it and the fixed member.

The supporting lever 5 is connected between a pin 22 provided at the lower end of the floating lever 8 and a pin 30 provided at the middle portion of the tension lever 4.

For this reason, grooves 21.3 are provided at both ends of the supporting lever 5.
1 are provided, and each pin 22.30 is elastically connected by a spring (not shown) so that each pin 22.30 can move slightly inside these grooves 21.31.

A groove 29 is provided in the middle part of the supporting lever 5, and a spring (not shown) is inserted into the groove 29 to hold the speed control lever 6.
A pin 28 provided at the lower end of is engaged.

The speed control lever 6 is swingably supported at its intermediate portion by a fixed member with a support shaft 33.

According to the present invention, the pin 4 is attached to the right end of the fuel control rack rod 12.
1, the rod 42 is connected.

A cylindrical body 38 housing the spring 11 is fixed to the right end of the rod 42, and the above-mentioned link 10 is installed inside this cylindrical body 38.
A rod 43 connected with a pin 36 is slidably inserted through the end of the rod 43 .

The end flange of the rod 43 is normally pressed against the right inner end wall of the cylinder 38 by the force of the spring 11;
When the spring 11 is compressed by a distance δ, it abuts against the right end of the rod 42.

At the left end of the fuel control rack rod 12, a cylinder 44 is fixed within the movement path of the fuel control rack rod 12.
A stopper 39 protruded from the cylinder 4 by a spring 13 is supported by the cylinder 44 and regulates the maximum fuel supply position of the speed control lever 6.

Next, the operation of the device of the present invention having the above configuration will be explained.

First, when the engine is stopped, the lower end of the tension lever 4 abuts against the stopper 40, and the sliding body 26 protrudes to the left from the cylindrical portion 24 of the tension lever 4 by the idle spring 3, abuts against the shifter 2, and Bell crank 19 on the left end
is pressed against the end roller 20 of.

At this time, the flyweights 18 are in a state where they are closest to each other, that is, in a deflated state.

When starting the engine, move the speed control lever 6 to the support shaft 33.
Rotate counterclockwise around , and press against the stopper 7.

The tension lever 4 remains stationary, the supporting lever 5 is rotated counterclockwise about the pin 30, and the floating lever 8 is rotated counterclockwise about the pin 32 under the force of the start spring 9. Since the link 10 rotates to the left, the link 10 pushes the rod 43 to the left.

Rod 43 compresses spring 11 and abuts rod 42, pushing fuel control rack rod 12 to the left.

In this way, the fuel control rack rod 12 abuts against the stopper 39 until it resists the force of the spring 13, and is set at the maximum injection amount position in normal operation.

When the engine is started, the speed control lever 6 is pulled back toward the stopper 1 to set it at an idling position (the state shown in FIG. 1), which is slightly to the left of the stopper 1.

When the engine is idling, the flyweights 18 are expanded by centrifugal force as the camshaft 16 rotates, so the end roller 20 of the bell crank 19 is displaced to the right, pushing the shifter 2 against the idle spring 3. Push.

However, the tension lever 4 is in a position where it abuts against the stopper 40, and the movement of the shifter 2 is limited to displacement within the gap t between the sliders 26 and 27.

As the shifter 2 moves to the right, the guide lever 15 moves towards the support shaft 3.
7 in the counterclockwise direction, and the connecting pin 32 moves somewhat to the right.

Therefore, the upper end of the floating lever 8 is also displaced to the right, and the rod 43 is pushed back via the link 10.

At this time, the rod 43 abuts against the inner end wall of the cylinder 38,
Pulling back the fuel control rack rod 12 together with the rod 42,
The injection amount should be the amount required for engine idling.

The idling of the engine is maintained by the balance between the force of the flyweight 18 pushing the shifter 2 due to the centrifugal force and the force of the idle spring 3.

In other words, shifter 2
compresses the idle spring 3 and moves to the right, operating the fuel control rack rod 12 in the fuel reduction direction.

Conversely, when the engine rotational speed decreases, shifter 2
is pushed back by the idle spring 3, operating the fuel supporting rack rod 12 in the fuel increasing direction (to the left).

In this way, a constant rotational speed is maintained. The movement of the shifter 2 in this case is set within the range of the gap l.

Next, the speed control lever 6 is tilted toward the stopper 7 in order to accelerate the engine.The supporting lever 5 is moved counterclockwise around the pin 30 of the tension lever 4 whose lower end is pressed against the stopper 40 Since the floating lever 8 is rotated counterclockwise around the pin 32, the rod 43 compresses the spring 11 and collides with the rod 42, causing the fuel control rack rod 12 to move to the left. Push in the direction of increasing fuel.

Fuel control rack rod 1 for operation amount of speed control lever 6
2 is initially canceled by the deflection stroke δ of the spring 11.

This cancellation operation suppresses the injection of excess fuel.

When the rotational speed of the engine gradually increases, the flyweights 18 are further expanded, and the shifter 2 is pushed to the right, the sliding body 26 comes into contact with the sliding body 27, and the shifter 2 becomes idle. It moves against the force of pins 3 and 14.

However, the tension lever 4 remains abutted against the stopper 40 by the force of the governor spring 34.

Along with such rightward movement of the shifter 2, the guide lever 1
5 swings slightly counterclockwise around the support shaft 37,
The upper end side of the floating lever 8 moves to the right, and the rod 43 is pulled back via the link 10.

In this case, only the rod 43 is pulled back, and the fuel control rack rod 12 remains pushed out in the fuel increasing direction (to the left) by the spring 11.

In this way, the deflection stroke 6 of the spring 11 on the fuel control rack rod 12 is determined in response to the acceleration operation amount of the speed control lever 6.
The reduced operating amount is temporarily transmitted, and when the engine reaches a predetermined rotational speed, the spring 11 extends to move the fuel leg rack rod 12 to the predetermined injection amount position.

In addition, in response to sudden acceleration operations, the fuel control rack rod 12
collides with the stopper 39 and acts to suppress a sudden increase in the injection amount, that is, the injection of surplus fuel.

When a predetermined rotational speed is reached, the fuel control rack rod 12 separates from the stopper 39.

In a normal rotational speed range, the rotational speed is determined by the operation position of the speed control lever 6, and the closer the speed control lever 6 is to the stopper 7-11, the higher the engine rotational speed.

When the rotational speed changes, the force pushing the shifter 2 based on the centrifugal force of the flyweight 18 changes, and the springs 3 and 1
The shifter 2 comes to rest at a position balanced with the force 4, and the fuel control rack rod 12 maintains a predetermined injection amount.

When the speed control lever 6 is pressed against the stopper 7, the floating lever 8 is largely rotated counterclockwise about the pin 32, and the fuel control rack rod 12 is pressed against the stopper 39.
is operated to the maximum injection amount position that meets the maximum injection amount position.

At the maximum rotational speed of the engine, the flyweights 18 are greatly expanded, the shifter 2 is pushed to the right, the flange portion of the sliding body 26 collides with the left end surface of the cylindrical portion 24, and the tension lever 4 is pushed. , and is moved away from the stopper 40 against the force of the spring 34.

Therefore, the guide lever 15 and the tension lever 4 integrally swing counterclockwise around the pin 37, displacing the floating lever 8 to the right, and moving the link 10
and fuel control rack rod 12 via rods 43,42.
Pull back in the direction of fuel reduction (to the right).

In this way, the fuel control rack rod 12 is statically fixed at a position where the centrifugal force acting on the flyweight 18 and the forces of the springs 3, 14 and the governor spring 34 are balanced.

With conventional speed governors, as shown by the broken line in Figure 2, surplus fuel is supplied when the engine is started or when sudden acceleration is performed from a low rotational speed range. However, according to the present invention, as shown by the solid line in FIG. 2, when the speed control lever is suddenly accelerated, the operation amount is canceled by 6 minutes of the deflection stroke of the cancel spring 11. , the injection amount will be reduced by that amount, and the supply of surplus fuel will be suppressed,
It is possible to prevent the occurrence of smoke.

Moreover, when the engine reaches a predetermined rotational speed, the cancel spring 11 returns to the extended position, and the fuel control rack rod 12 is placed at an injection amount position commensurate with the rotational speed.

In the above embodiment, the cancel spring 11 is installed between the link 10 and the fuel control rack rod 12, but instead of this, for example, the cancel spring 11 is installed between the pin 3 of the floating lever 8.
2, the upper half may be constructed separately from the lower half, and the two may be connected by a pin 32 via a spring so as to have an idling angle corresponding to the stroke δ.

Since the present invention is configured as described above, (a) in response to a sudden acceleration operation of the speed control lever, a part of the operation amount is canceled by the first spring 11, and the operation amount is reduced by this cancel stroke. is transmitted to the fuel control rack rod, thus suppressing the supply of excess fuel and preventing the occurrence of smoke.

(b) When starting the engine and setting the speed control lever to the maximum rotational speed position, the operating amount is only reduced by 96 times the cancellation stroke of the first spring 11, and the necessary and sufficient injection amount is obtained. Can be done.

(c) Operation of the speed control lever during normal operation is not hindered by the first spring 11, and a wide control range in the low rotation speed range can be ensured, and the second spring 13 prevents excessive rotation of the link mechanism. can absorb external forces.

(d) The strength of the first spring 11 need only be strong enough to withstand the force required to operate the fuel control rack rod, and it is only necessary to partially improve the conventional speed governor.

This excellent effect can be obtained.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram of a speed governor for an internal combustion engine according to the present invention, and FIG. 2 is a diagram illustrating the operation of the device. 2. Lid, 3. Idle spring, 4. Tension lever.
5: Supporting lever, 6: Speed control lever, 8:
floating lever, 11: first spring, 12: fuel control rack rod, 13: second spring, 15 guide lever, 16: camshaft, 18: fly weight, 21, 29,
31: Groove, 38: Cylindrical body, 42, 43: Rod, 44: Cylindrical body.

Claims (1)

[Scope of utility model registration request] The flyweight is provided with a guide lever whose top end is swingably supported relative to a fixed member and whose bottom end hangs a shifter, and the shifter supports the camshaft δ of the fuel injection pump against the force of an idle spring. is pushed by the centrifugal force of
In a speed governor for an internal combustion engine, the upper end of a floating lever connected to the intermediate portion of the guide lever with a pin is connected to a fuel control rack rod, and the lower end thereof is connected to a speed control lever. A first spring is interposed to provide a predetermined gap at a connecting portion with one end of the control rack rod and temporarily cancel the operating amount of the fuel control rack rod with respect to the movement of the floating lever in the fuel increasing direction, The first spring is stronger than the first spring that contacts the other end of the fuel control rack rod at the maximum fuel supply position of the fuel control rack rod within the movement path of the fuel control rack rod to control the injection amount, and is at the idle speed. A speed governor for an internal combustion engine that includes a second spring that is weaker than the spring.