JPS5885328A - Injection quantity controller of fuel pump in internal- combustion engine - Google Patents

Abstract

PURPOSE:To easily start an engine in cold weather, by providing a control lever which fixes a fuel pump operating member to a maximum injection position from the time when the engine is started till the time it reaches a prescribed speed. CONSTITUTION:A rack pin 28 protrusively provided from a control rack 27 of a fuel pump 26 is fitted to a point end recessed groove 24 of a governor lever 25. In case of starting an engine in cold weather, the lever 25 moves turning in the direction of an arrow head 36 by urging force of a start spring 44 to shift the rack pin 28 and the control rack 27 to the side of a maximum injection position. In case of stopping the engine, a control lever 49 is turned to a position C to forcibly move turning the lever 25 to a decreasing direction of fuel and control the fuel pump 26 to a state of no-injection then stop the engine. In this way, the engine can be easily started even in cold weather.

Description

DETAILED DESCRIPTION OF THE INVENTION This invention relates to a device for changing the amount of injection depending on the operating conditions of an engine, and in particular, a device that controls the operation of a fuel pump operating member such as a fuel pump control rack or a governor lever connected to the fuel pump control rack with a single control device. This invention relates to a device that facilitates cold start and cuts fuel to stop the engine by controlling it with a control lever.

BACKGROUND ART Among internal combustion engines such as diesel engines, especially internal combustion engines used for construction machinery, agricultural machinery, and others, a governor device is attached because a constant rotation speed is required regardless of load fluctuations.

An example of this type of governor device (for example, Utility Model Publication No. 51-370
68) will be explained with reference to FIGS. 1 and 2. In the figure, (1) is a fuel pump whose fuel injection position is set by a cam (2). The injection amount of the fuel pump (II) is determined by the rack pin (3) protruding from the control rack.
), and the rack pin (3) has a governor lever (5) that swings about the support shaft (4).
The concave groove (6) at the tip of the governor lever (5) is engaged with the governor lever (5).
) is connected to the fuel limit lever (8) coaxially with the governor lever (5) by means of a pin (7) provided at an intermediate position thereof.
The fuel limiting lever (8) engages with the fuel limiting lever (8) to bias the fuel in the fuel increasing direction, and the force receiving bin (9)
The structure is such that it receives the governor force shown by the arrow αQ generated in response to the engine speed. A regulator spring interposed between the Qllfl regulator lever 02 and the upper end 03 of the fuel limiting lever (8), α
a is a fuel limiter that comes into contact with the fuel limiting lever (81i' contact portion (151) and restricts excessive rotation and movement of the lever (8) in the fuel increasing direction; (161 is the governor lever (81i');
5) and the fixed pin surface When the engine is stopped, move the governor lever (5) to
This function is to rotate and bias the fuel pump in the direction of increasing fuel as shown by 5, and to move the rack bin (3) of the fuel pump (1) to the fuel increasing position in advance when starting the engine, thereby improving the startability of the engine. is being done. Note that the regulator lever αZtl is rotated by operating the regulator knob 1 handle connected via the reno q-axis 0,
When the regulator knob 1 lever (2011) is rotated to the stop position, the intermediate contact portion (
5a), rotate the governor lever (51 in the fuel reduction direction, push the rack pin (3) to the engine stop position, that is, the position where the fuel pump (1) is in a non-injection state, and start the engine. It can be stopped.

When the engine is started in the governor device with the above configuration, the governor lever (5) tilted toward the fuel increase side rotates clockwise against the elasticity of the start spring α6 due to the action of the governor force 0 (j), and the pin (7) is the fuel limit lever (8)
The regulator spring 0, which is determined by the rotation angle of the regulator handle (121), swings substantially integrally with the fuel limiting lever (8).
The governor lever (5) stops when the elasticity of υ and the rotating urging force due to the governor force (00) are balanced, and the position of the rack bin (3) of the fuel pump (1) that is engaged with it is determined. be done. In addition, a load is applied to the engine in the steady state, the rotation of the crankshaft decreases, and at the same time the governor force (10
) decreases, the biasing force of the regulator spring αυ causes the fuel limiter lever (8) and the governor lever (5
) rotates together in the direction of arrow (181), and the rack bin (
The position 3) shifts to the fuel increasing direction, the output increases, and the rotational speed returns to its original value.

However, in an internal combustion engine equipped with such a conventional gas control device, when the engine is stopped, the governor valve (5) is biased in advance in the direction of arrow Oa by the tensile force of the start spring 0υ, and the governor valve is biased in the direction of arrow Oa in advance to increase fuel. Once the fuel pump (1) has reached its maximum injection position, shift the engine control (3) to the maximum injection position and increase the injection amount of the fuel pump (1) to compensate for the startability of the engine.
5) As mentioned above, once the crankshaft of the engine starts rotating, the governor force OQ generated by this causes it to instantaneously swing to the fuel depletion side, causing the rack bin (3) to shift to the fuel depletion side. Therefore, especially when starting in cold weather, there are problems in that the engine stops before the engine speed rises, and that the opening force S becomes longer during idling operation, resulting in worsening of the exhaust color over a long period of time.

' The present invention focuses on the problem of starting in cold weather that conventional internal combustion engines have, and has a single control lever that is connected to the pump operating member that controls the injection amount of the fuel pump to start the engine in cold weather. This is intended to be used as a starting countermeasure and to stop the engine, and the fuel pump operating members, including the fuel pump's control rack and the governor lever connected to the control rack, are moved to the maximum injection position □ before starting the engine. In the internal combustion engine, it is possible to move to
A lever is provided adjacent to the fuel pump operating member, and the lever engages with the operating member to maintain the operating member at the maximum injection position from the time of startup until the engine reaches a predetermined rotation speed. The invention is characterized by a control lever that engages with the actuating member and moves the actuating member to a non-injection position when the engine is to be stopped.

The present invention will be further described in detail below with reference to the accompanying drawings.

FIG. 3 is a side view of an internal combustion engine to which the fuel≧pump injection amount control device of the present invention is applied, FIG. 4 is a front sectional view of the gear case portion of the internal combustion engine, and FIG. 5 is a side sectional view of the gear case portion.
FIG. 6 is a sectional view taken along line I and Ijl in FIG. 5.

In each of these figures, (21) is a gear case fixed to the front of the engine body (layer), and the gear case (21+
Inside the support member, there is a governor lever shaft (23).
The governor lever shaft (
23) A base (25a) in the governor lever with a groove (to) at the tip is fixed to one end (23a) side, and the governor lever (2) is attached to the groove (23) at the tip of the gear case 01).
Both the fuel bottle fitted to the upper part of the control rack and the governor force transmission link C) 91 fixed to the other side of the governor lever shaft (23b) swings in response to the governor force 02 generated by the governor weight OB rotating together with the crankshaft ■, and the governor lever shaft c! 3) and the governor lever ■ in the same direction, and each part including the mounted roll rack @, rack pin (support), inside the governor lever, on the governor lever shaft), and the governor force transmission link are interlocked with each other. 1, which constitutes an operating member that adjusts the injection amount of the fuel pump (2).
(to) is a bifurcated fuel limiting lever that is swingably provided at the end (23a) of the governor shaft (23a) adjacent to the governor lever □□□.

The fuel restriction lever (c) is configured by engaging a pin protruding from the side facing the governor lever (2) with a stepped portion C351 formed at the base (25a) of the governor lever. The lever is configured to rotate integrally in the direction indicated by the arrow, and one end (37) of the lever is formed with a contact portion that comes into contact with the fuel limiter (to) provided on the gear case (21). Furthermore, at one end of the lever C31 on the other side, there is a regulator spring (4υ, the other end of which is engaged with the regulator lever (401).
4G is gear case a! 1) is fixed to the inner end of a rotatable regulator lever shaft (42) penetrating the wall, and rotates together with the regulator handle (43) fixed to the outer end of the gear case of the lever shaft (42).
43 has the role of adjusting the tensile force of the regulator spring (4υ) by rotating it from the outside. (44) is provided between the governor lever and the support member, and The start spring (45) moves in the direction of the arrow 06) in the governor lever when the engine is started, that is, toward the fuel increase side. Reference numeral 45 is a cam that operates the fuel pump.

A gear case (21
1 is a boss part (46) formed on the wall surface of the governor lever, and a control lever shaft (marked 4) is inserted in the through hole (47) to be rotatable. A control lever (4gl) is integrally connected to the inner end of the control lever shaft (marked with 4) and engages with or separates from the inside of the governor lever to control the operation inside the governor lever. Furthermore, a control arm mark is fixed to the portion of the control lever shaft (481) that protrudes outward from the gear case 21+ to move the control lever (4gl) to a predetermined position by an appropriate drive mechanism (not shown) or manual operation. .

The control lever (40 is a retaining arm part (5) that is provided in the middle part of the governor lever and protrudes in the swinging direction of the governor lever.
1) The engagement groove (5→, whose tip is supported in a concave state in the engagement groove (5) with a width (g) bored in the side surface of the control arm e50) to the position (p) in FIG. 3. When the control lever (4gl's swinging end (49) is
When the control lever (4'Jl width (wy) and the above-mentioned engagement Matching groove (
Width of 5 rods (within the gap between the governor lever and the controller, the inside of the governor lever can be swung. Furthermore, when the control arm is rotated to the position shown in FIG. 3 (c), the control lever (49) is swung. The end (49a) engages with the other groove wall (5zb) of the governor lever to push the engagement groove (of the governor lever) in the fuel reduction direction.

Fig. 5 shows an example of a drive mechanism that can automatically rotate the control arm (50) according to the operating status of the engine. A swinging arm (
54) is a lever drive mechanism that is moved and moved by the operation of a motor with a reduction gear (55), and (56) is a detection circuit that detects the rotational speed of the engine and operates the co-drive mechanism (5).

The detection circuit (56) has a battery power source (trout and generator (5'/), a lever drive mechanism (5' motor)
55) and the generator (57) to detect the lever drive mechanism (the motor (5)
5) Forward/reverse rotation in 1) llff-ra (58)
are connected in parallel, and a key switch (60) is provided between the power terminal (59) of the controller (58) and the power source (Shu), and is provided as a charge indicator for the generator <5+. Pulse output terminal (6)
) is the pulse signal input terminal (6) of the controller (58).
2) and the output terminal (63) of the controller (5al) is connected to the lever drive mechanism ( Motor in 5 (55
) is connected to the input terminal (65) of the motor (5).
5) moves the swinging arm (54) to the maximum injection position shown in (a) when a voltage is applied to its input terminal (65), and otherwise moves the swinging arm (54) to the maximum injection position shown in (b). It is designed to be moved to the normal operating position shown in the figure.

The device of the present invention has the configuration as described above.

Next, its operation will be explained. First, when starting the engine in cold weather, the select switch (64) is turned on in advance while the engine is stopped to prepare for starting in cold weather. At this time, the key switch (60) is in the OFF state, so even if the select switch (64) is turned on, no voltage is applied to the input terminal (65) of the motor (55).
The swinging arm (54) is in the (B) position, and the control arm 15 (I) interlocked with the swinging arm (54) via a link etc.
Since the control lever (49 is in the (re) position in Fig. 5 and the governor lever δ) integrated with the control arm (5) is in a swingable state, the governor lever +251 is installed on the governor lever shaft. Start spring (44)
The two-dot chain line shows the rack bin ■ and the rack rack that rotate in the direction of the arrow (a) regardless of the position of the fuel limit lever (c) due to the biasing force of and engage with the concave groove □□□ at its tip. It is moved to the maximum injection position.

Next, from this state, connect the key switch (6o) to the contact (Ad
), the transistor (T2) of the controller (5th) is turned ON, an output voltage is generated at the output terminal (6), voltage is applied to the input terminal (6) of the motor (55), and the motor ( 55) is actuated and the swinging arm (5→ turns to the position (A) shown by the two-dot chain line. As a result, the control lever (4) in conjunction with the swinging arm (54) is (A), and its swinging end (49a) engages! (By engaging with the groove wall (52a) of 5'4, the inside of the governor lever is pressed toward the arrow (A) side, and the inside of the governor lever is ) in the maximum injection position.

Next, the key switch (60) is put into the contact <C) leading to the starter and the contact (AC) to start the engine.The crankshaft (■) rotates, and the governor weight 6υ generates a governor force 02 due to centrifugal force. , and then press the governor lever (
(c) in the direction of fuel reduction, but the governor lever (i) is connected to the swinging end (49a) of the control lever (40) and the groove wall (
Since the rotation is restricted by the engagement with 52a),
The injection amount of the fuel pump (■) is maintained in an increased state, the engine speeds up, and a cold start is performed successfully.The generator (57) rotates with the rotation of the crankshaft (■), and its pulse A pulse signal corresponding to the rotation speed is emitted from the output terminal (61).

Therefore, the engine speed reaches approximately 150 Or, p, tn,
The signal emitted from the generator (5) is connected to the signal input terminal (6) of the controller (5) to the converter (6).
66), and when the output voltage of the humbverter (66) becomes equal to or higher than the Zener level of the Zener diode (2+), the thyristor (S,) is turned on, which turns off the transistors (T,) and (T). From the output terminal (6th clause) of the controller (58), the voltage applied to the input terminal (65) of the motor (55) becomes zero, and the motor (55)
is activated, and the swinging arm (5→ is rotated to the (B) position again. As a result, the control lever (4g+) that is in contact with the governor lever returns to the (B) position, and the rotation of the governor lever 0 is stopped. In order to allow the difference between the width (g) of the matching groove (52) and the width (7)' of the control lever (40), the governor lever (2) is moved in the fuel decreasing direction by the governor force C321, and the fuel limiting lever is The base and the base (25→) are engaged and swing together, and the governor spring (the rotation urging force in the direction of the arrow (to) due to the tensile force of 4υ and the governor force C32
1 and return the control rack section of the fuel pump ① to the bag position and enter the normal operating state. In addition, when the engine speed is normal operation, JL '500 r, p, m
When the pulse of the generator (G) decreases, the thyristor (S+) uses its self-holding function to maintain the output voltage of the controller (5) at zero, so the lever drive mechanism (5→ motor (55) does not act, the control lever (4!'11) maintains the (b) position, and the normal operating state of the engine is maintained.

Thus, when stopping the engine in the normal operating state, the motor (55) of the lever drive mechanism (5-, 3)
) to rotate the swinging arm (5 → to the position shown in Figure 1 (C)), or the control arm (5 (lI) to the position shown in Figure 3 (/1) regardless of the lever drive mechanism (5). When the control lever (4g) is rotated to the position shown in FIG. (52a), and the inside of the governor lever is connected to the regulator spring (52a).
4υ and the biasing force of the start spring (44), the rack pin engaged with the governor lever (c) is forcibly rotated in the counterclockwise direction in FIG. In order to transfer to the position, -pump ■cam
-,',h The engine enters the injection state and stops.

After completing the above-mentioned engine stop operation, the control arm lock is returned to the position shown in Figure 3 (B) in preparation for the subsequent engine startup. If you do not think that countermeasures for starting the engine are required, you can turn off the select switch (6→) in advance so that the lever drive mechanism (5) shown in Fig. 7 will work regardless of the key switch (6o) operation. It becomes inactive and the control lever (4!1
is maintained in position (B) and the governor lever (■) is allowed to swing.

Further, in the above embodiment, the engagement groove (52!) in the governor lever ■ serves as the injection amount control means for the fuel pump (26).
l is provided, and a control lever (4!1) which is displaced by the swinging end (49a) is inserted into the control lever (4!1) to control the swinging of the governor lever (25). For example, the tip of the control lever (49) side may be provided with an engagement groove that is displaced by the rotation of the lever shaft (4F5), and the governor lever ω side may be provided with a protrusion that fits into the engagement groove. Configure or control?al-L=bar
It is also possible to directly control the movement of the fuel pump operating member α, which is one of the other fuel pump operating members, by using (49), and it goes without saying that various design changes can be made.

As described above, the injection amount control device of the present invention is provided with a control lever adjacent to the fuel pump operating member that adjusts the injection amount of the fuel pump, and that controls the movement of the operating member according to the operating conditions of the engine. The control lever has a function to maintain the fuel pump at the maximum injection state during a cold start, a function to maintain a constant engine speed without interfering with the movement of the operating members and governor device during normal operation, and a function to control the operating members when the engine is stopped. In addition, it is equipped with a combination of nine functions, including a function to put the fuel pump in a non-injection state, improving startability during cold starts and improving engine stop operations.
It is also possible to do this with one control lever.

This eliminates the inconvenience that occurs in conventional internal combustion engines, where the engine stalls due to a sudden increase in governor force immediately after the engine starts, and the engine can be started easily even in cold weather, and the fuel pump Injection amount control 1
By using a single control lever, the control mechanism can be put into use and has the excellent effect of suppressing increases in the number of engine parts and assembly man-hours.

[Brief explanation of the drawing]

Fig. 1 is a schematic sectional view showing an example of a conventional governor device, Fig. 2 is a sectional view of the same governor device taken along the T-1m arrow, Fig. 3 is a side view of an internal combustion engine to which the device of the present invention is applied, and Fig. 4 FIG. 1 is a circuit diagram showing an example of an engine rotation speed detecting means including a drive mechanism applicable to the device of the present invention. δ)...Governor Reno? , (26)...Fuel pump. ■...Control rack. (49...control lever.

Claims (1)

[Scope of Claims] l. An internal combustion engine in which a fuel pump operating member including a fuel pump roll rack and a governor lever connected to the fuel pump roll rack is movable to a maximum injection position prior to starting the engine. A lever is provided adjacent to the fuel pump operating member, and the lever engages with the operating member to fix the operating member at the maximum injection position from the time of startup until the engine reaches a predetermined rotation speed. A fuel pump injection amount control device for an internal combustion engine, characterized in that the control lever is a control lever that engages with the operating member and moves the operating member to a non-injection position when stopping the engine.