JPS593161Y2 - Fuel reduction device for low speed operation of supercharged engines - Google Patents

Description

[Detailed description of the invention] This invention prevents incomplete combustion that occurs due to a decrease in supercharging efficiency of the supercharger during low-speed operation in a supercharged engine.
The present invention relates to a fuel reduction device that prevents fuel consumption by reducing it.

The fuel reducer of this fuel reducer has a structure as shown in FIG.

That is, an input chamber 41 that receives the discharge pressure of the supercharger and an operating chamber 43 that has a spring 42 that balances the pressure of this human power chamber 41 are separated by a diaphragm 44, and a shaft 45 is driven by this diaphragm 44, and the interlocking mechanism Reduce fuel via 46.

However, oil enters the working chamber 43 through the sliding gap of the shaft and accumulates, and the diaphragm 44 due to the pressure in the input chamber 41
This prevents the fuel reducer from working properly.

In order to eliminate the above-mentioned drawbacks, this invention forms an oil drain hole in the fuel reducer and provides an oil splash prevention plate at the outlet of the oil drain hole to prevent oil from accumulating in the working chamber of the fuel reducer. This prevents malfunction of the fuel reducer.

Examples of this invention will be described below with reference to the drawings.

Fig. 1 is a schematic side view of a supercharged engine, Fig. 2 is a sectional view taken along the line II-II of Fig. 1, and Fig. 3 is a schematic side view of the engine with a supercharger.
It is an I line sectional view.

In the figure, A indicates a diesel engine with a supercharger,
In this system, a centrifugal exhaust turbine supercharger 1 is driven by the exhaust gas flowing in the exhaust pipe 2 of engine A, and the outside air is transferred to the intake pipe 3.
It is configured such that the air is fed under pressure through the intake pipe 4 into the combustion chamber (as shown).

A gear case 5 is fixed to the front of the engine A, and inside the gear case 5 is a speed governor of a well-known structure consisting of a centrifugal ball governor 6, a main governor lever 7, an auxiliary governor lever 8, a governor spring 9, an accelerator lever 10, etc. G is placed.

The fuel reducer S consists of a drive arm casing 11 fixed to the side wall of the gear case 5 and diaphragm casings 12 and 9 fixed to the front of the drive arm casing 11.

A governor lever drive shaft 14 is rotatably supported on a boss 13 provided on the wall of the drive arm casing 11, and a drive pin 15 is eccentrically attached to the shaft 14 on the end surface of the drive shaft 14 inside the gear case 5. Drive arm casing 1
A drive arm 16 is fixed to each end face inside the drive arm 1 .

The diaphragm chamber 17 in the diaphragm casing 12 is divided into an input chamber 19 and an operating chamber 20 by the diaphragm 1B, and a bearing hole 21 is bored in the abutment wall to the drive arm casing 11, and a bearing hole 21 is formed in the wall that abuts the drive arm casing 11. shaft(
An output shaft (output shaft) 22 is slidably inserted therethrough, and a drive arm drive cam 23 is fixed to the end of the operating shaft 22 inside the drive arm casing 11.

24 is a tool insertion groove for preventing rotation of the operating shaft 22 when the cam 23 is screwed onto the operating shaft 22; 25.26
are a diaphragm adjustment screw and a stop position adjustment screw which are attached to each casing 12° 11 so as to be adjustable in forward and backward movement.

The flour reducer S constructed as described above operates as follows.

Since the input chamber 19 in the diaphragm casing 12 is connected to the air supply pipe 3 of the supercharger 1 through the communication pipe 27, the pressure inside the input chamber 19 decreases when the supply pressure decreases and the air becomes insufficient. decreases.

Then, means (
In this case, the diaphragm 18 moves to the right in FIG. 3 due to the spring 28, and the operating shaft 22 moves to the right, swinging the drive arm 16 counterclockwise.

Then, the governor lever drive shaft 14 is rotated, and the drive pin 1
5 to move the control rack 30 of the fuel injection pump 29 to the fuel decreasing side.

As a result, the amount of fuel is reduced to match the reduced amount of intake air, and incomplete combustion is prevented.

When the supply pressure increases, each member 1B, 22.1B, 14 operates in the opposite direction to that described above, and the pressing of the sub-governor lever 8 by the drive pin 15 is released.

In the figure, reference numeral 31 is a fuel camshaft, and 32 is a fuel cam gear.

The abutment wall of the diaphragm casing 12 to the drive arm casing 11, the mounting formed on the drive arm casing 11 and the gear case 5 are provided with oil drain holes 33 in the lower parts of the seats 5a, respectively. The inside of the working chamber 20 and the internal space P of the gear case 5 are communicated through the hole 33 .

Therefore, the oil accumulated in the working chamber 20 is removed from the oil drain hole 3.
3 and is discharged into the gear case 5.

34 is an oil splash prevention plate located at the outlet 33 of the oil drain hole 33.
It is fixed to the wall of gear case 5 so as to cover part a.

The oil blown away by the fuel cam gear 32 rotating in the direction of the arrow hits the prevention plate 34 and the inner surface of the gear case 5 and flows down.

Reference numeral 35 denotes an oil passage hole formed in the prevention plate 34, through which oil flowing down the inner surface of the gear case 5 above the prevention plate 34 and oil from the discharge hole 33 further flows down.

In the above embodiment, the oil splash prevention plate 34 has a shape with the upper part open, but the lower part may be open.

It is also conceivable that the outlet 33a of the oil drain hole 33 is completely covered.

In this case, the oil passage hole 35 is naturally formed in the lower part.

In short, it is sufficient to prevent oil from jumping into the oil drain hole 33.

Since this invention is constructed as described above, it has the following effects.

In other words, because the working chamber of the fuel reducer, which is fixed to the fixed wall of the engine, and the internal space of the fixed wall are communicated through the oil drain hole, oil does not accumulate in the working chamber, and this prevents the operation from occurring like in the conventional case. Malfunction of the reducer due to oil accumulation in the chamber does not occur.

Therefore, the reducer always operates normally. Furthermore, since an oil splash prevention plate is installed at the outlet of the oil drain hole, the prevention plate reliably prevents oil splashed by the fuel cam gear from entering this oil drain hole and flowing backwards, and the reducer is It can always operate with high sensitivity.

Moreover, since the structure is extremely simple, just making an oil drain hole and adding one plate, it can be implemented easily and inexpensively on existing systems.

[Brief explanation of the drawing]

The drawings show an embodiment of this invention; FIG. 1 is a schematic side view of a diesel engine with a supercharger, and FIG. 2 is a schematic side view of a diesel engine with a supercharger, and FIG.
3 is a sectional view taken along the line II--III of FIG. 2, FIG. 4 is an enlarged view of the main part of FIG. 2, and FIG. 5 is a view equivalent to FIG. 3 showing a conventional example. A...Engine, S...Fuel reducer,
P...Inner space of 5, 1...Supercharger,
5...Fixed wall (gear case), 12...
・Diaphragm casing, 18...Diaphragm, 19...Input chamber, 20...Working chamber, 21...Bearing hole, 22... Output shaft, means (spring) for balancing the pressure of 28...19,
33... Oil drain hole, 33 a... Outlet of 33, 34... Oil splash prevention plate.

Claims (1)

[Scope of claims for utility model registration] 1. Diaphragm 1 within diaphragm casing 12
An input chamber 19 and a working chamber 20 are formed on both sides of the 8, the input chamber 19 is communicated with the discharge side of the supercharger 1, and the working chamber 20 is provided with means 28 for balancing the pressure of the input chamber 19, An output shaft 22 interlocked with the diaphragm 18 is slidably passed through a bearing hole 21 formed in the end wall of the working chamber 20 to constitute a fuel reducer S, and this reducer S is fixed to the fixed wall 5 of the engine A. The internal space P of the fixed wall 5 and the working chamber 20 are communicated through the oil drain hole 33, and the internal space P of the fixed wall 5 is connected to the outlet 3 of the oil drain hole 33.
3. A fuel reduction device for low-speed operation of a supercharged engine, characterized in that an oil splash prevention plate 34 is provided at a portion opposite to a. 2. In the fuel reduction device for low-speed operation of a supercharged engine according to claim 1 of the utility model registration claim, the fixed wall 5
is a gear case.