JPS5944493B2 - Centrifugal force governor for internal combustion engines - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a novel governor having all-speed governor characteristics in a high rotation range and high-low speed governor characteristics in a medium-low rotation range.

Conventional governors in which the displacement amount of the fly waist is proportional to the engine speed and control the control rack position (for example, Japanese Patent Publication No. 32-9659, Japanese Patent Application Laid-Open No. 49-33
(Refer to Publication No. 065), the injection amount is adjusted by controlling the fulcrum position of the lever that connects the fly waist and the control rack, and as the injection amount changes, the engine speed changes, and an engine rotation that balances the injection amount is obtained. It is configured so that it can be done.

Therefore, although the governor with the above configuration has all-speed governor characteristics, the rate of speed fluctuation is poor, and it is difficult to improve the rate of fluctuation, especially in a high rotation range.

The purpose of this invention is to improve the all-speed governor characteristics in the high rotation range, especially the speed fluctuation rate, and for this purpose, a set force is provided to the governor spring, and in the middle and low rotation range, the control rack is It has high and low speed governor characteristics that allow position control.

Next, the present invention will be described with reference to illustrated embodiments.

In FIG. 1, a camshaft 2 passing through the main body 1 of the fuel injection pump
A flyweight 3 is provided with a pin 4 as a fulcrum,
The flyweight 3 is configured to press the sleeve 5 to the left.

An idle spring 6 is provided on the right side of this sleeve 5 between it and the main body 1.

The lower end of the tension lever 7 is swingably connected to the sleeve 5, and the tension lever 7 swings about a pin 8 provided on the main body 1 as a fulcrum in response to the opening of the flyweight 3.

A pin 9 is press-fitted into the upper end of the tension lever 7, and the pin 9 can freely come into contact with the spring seat 11 of the governor spring 10, and the displacement of the flyweight 3 causes the governor spring 10 to
It is configured to press to the left.

The guide lever 12 is rotatable about the pin 8 as a fulcrum, and is configured to abut against the spring seat 11 via the pin 9.
Further, the guide lever 12 is pressed toward the pin 9 by a spring 13 so as to move together with the tension lever 7.

The spring seat 11 is stopped from moving further to the right by a stepped portion 14a provided on the transmission shaft 14 guided by the main body 1, and the setting force of the governor spring 10, that is, the governor spring storage distance S is Hold.

There is a threaded part 14b on the left side of the transmission shaft 14, and a nut 15, which is fitted into a hole in the main body 1 and can move only in the axial direction but cannot rotate, is screwed into the threaded part 14b, and the nut 15 is screwed into the threaded part 14b, and the nut 15 is fitted into a hole in the main body 1 so that it can only move in the axial direction but cannot rotate. Hold 16.

The left end 14c of the transmission shaft 14 has a threaded portion, into which a nut 17 is screwed.

The nut 17 is in contact with a guide member 18 screwed into the main body 1, and fixes the transmission shaft 14.

Loosen the nut 17 and rotate the transmission shaft 14,
By changing the screwing amount between b and the nut 15, the storage distance S of the regulating spring 10 is changed, and the rotation speed (N3 in Fig. 3) at which the governor characteristic changes from a high-low speed governor characteristic to an all-speed governor characteristic can be changed. Can be done.

As shown in FIG. 4, the ball joint N2a at the upper end of the guide lever 12 is placed in a groove formed at one end of the floating lever 19, and the groove at the other end of the floating lever 19 is inserted into the groove. A ball joint 20a coupled to the adjustment rod 20 is held, and the floating dipper 19 is rotatably held by a pin 21.

Note that, as shown in FIG. 4, the floating dipper 19 is actually perpendicular to the adjustment rod 20, but in FIG. 1, it is shown rotated by about 90 degrees with respect to the horizontal plane.

The pin 21 is attached to a lever 22, and the lever 22 is loosely fitted to a pin 23, which is a rotating shaft of a control lever 24 attached to the main body 1, and swings about this pin 23.

The lever 22 is made to be able to press against a lever 25 that is fixed to a pin 23 and moves integrally with the control lever 24 by the spring force of a canceling spring 26 having a predetermined set load. Moves in unison with 24.

The adjusting rod 20 is pulled in the fuel increasing direction by the starting spring 27.

The operation of the above configuration is performed as follows.

In Figures 1, 2 and 4, the control lever 24 is placed in the idle position (solid line position in Figure 4), and the adjustment rod 20 is moved in the fuel decreasing direction (as shown in the figure) to the idle rotatable position via the lever 22 and the floating lever 19. If you pull it to the right), the engine speed will decrease (lower than N□ in Figure 3), and the flyweight 3
The displacement force of the flyweight 3 becomes weaker, and the tension lever 7 is moved while the idle spring 6 balances the displacement force of the flyweight 3.
The displacement of the tension lever 7 due to the change in rotation is transmitted to the adjustment rod 20 via the floating lever 19 which swings about the pin 21 as a fulcrum, thereby controlling the rotation speed.

When the control lever 24 is moved from the above state in the fuel increasing direction (subdirection shown in FIG. 2.4), the lever 25 and the cancel spring 26 move integrally with the control lever 24.
Due to the rotation of the lever 22 which is press-engaged with the lever 22, the floating lever 19 swings clockwise in FIG. 4 using the ball joint 12a at the upper part of the guide lever 12 as a fulcrum. The engine speed increases.

The engine speed increases and N1 in Figure 3. When N3 is exceeded, the tension lever 7 receives the displacement force of the flyweight 3 and rotates counterclockwise in FIG. 1 using the pin 8 as an intermediate fulcrum. Between the following, since the setting force of the governor spring 10 is stronger than the displacement force of the flyweight 3, the tension lever 7 is fixed in its position, and the adjustment rod 20 is moved between θ1 and θf.
It can be set arbitrarily between the two using the control lever 24.

When the engine speed increases and exceeds N3, the displacement force of the flyweight 3 becomes stronger than the setting force of the governor spring 10. For example, when the adjustment rod 20 is at θ2, the engine speed increases. When N3 is exceeded, the adjustment rod 20 is displaced in the direction of fuel reduction as indicated by θ2-1 to reduce the engine output and keep the engine speed constant.

At this point, the speed fluctuation rate can be improved by arbitrarily setting the constant of the governor spring.

In FIG. 3, θf is the maximum injection amount position during normal operation determined by a rack limiter (not shown), and the adjustment rod 20 does not move any further in the fuel increasing direction during normal operation.

In Fig. 3, θf-2 to θf-n would be displaced to the position shown by the dotted line if there was no rack limiter, but since they are suppressed by the rack limiter, the position of θf is maintained, and only the all-speed governor characteristic represents.

That is, as described above, the control lever 24 is moved in the fuel increasing direction (the subdirection shown in FIGS. 2 and 4), and the adjustment rod 20 is moved to the position where it contacts the rack limiter (not shown) (the position of the maximum injection amount θf). From this position, the control lever 24 is further moved to the position shown by the dotted line in FIG. 3, which is the maximum rack position when there is no rack limiter, and the control lever 24 moves integrally with the bar 2.
Only the second lever 5 is displaced against the spring force of the cancel spring 26 interposed between the lever 25 and the lever 22.
As shown in the figure, a rotation angle difference α (cancellation amount) between the lever 22 and the lever 25 occurs.

In this state, when the engine speed rises above N3 in Fig. 3, the regulating spring 10 having a predetermined mounting load begins to be pressed by the pin 9 press-fitted into the tension lever 7 due to the increase in centrifugal force, and the guide lever 12 is displaced from the solid line position in FIG. 2 in the direction shown by the dotted line (counterclockwise), that is, in the direction in which the restoring force of the canceling spring 26 acts.
Until the lever 22 comes into contact with the lever 25, the floating lever 19 swings about the ball joint 20a, so the adjusting rod 20 does not displace and follows the control characteristic line θf in FIG. 3.

When the rotational speed further increases to f shown in FIG. 3, the cancellation amount α becomes 0, the lever 22 comes into contact with the lever 25, and the rotation of the lever 22 stops.

Even after the rotation of the lever 22 has stopped, the floating lever 1 is rotated counterclockwise due to the increase in the rotation speed.
9 begins to rotate about the pin 21, pulls the adjustment rod 20 in the direction of decreasing fuel and starts regulating the speed, moves the characteristic curve in the direction of decreasing fuel, starts regulating the speed, and follows the characteristic curve θ.

If the cancellation amount α is reduced by decreasing the variable-n position of the control lever 24, the characteristic curves become θf-3 and θf-2.

As described above, the governor of the present invention can have medium all-speed governor characteristics in the high rotation range, high and low speed governor characteristics in the low rotation range, and further improve the speed fluctuation rate in the all-speed governor characteristics. can be done.

[Brief explanation of drawings]

FIG. 1 is a schematic longitudinal cross-sectional view of the centrifugal governor according to the present invention, FIG. 2 is a skeleton diagram for explaining its operation, and FIG. 3 is a centrifugal governor-like characteristic curve according to the present invention. FIG. 4 is a perspective view of a portion of the floating refill. 1...Main body, 3...Fly weight,
7...Tension lever, 10...Governor spring, 11...Spring seat, 19...
Floating tailper, 20...Fuel adjustment rod, 2
1...Fully point, 24...Control lever, 25...Lever, 26...Cancel spring.

Claims (1)

[Claims] 1 The centrifugal force of the flyweight related to the engine speed presses the governor spring via the tension lever, and acts on the fuel adjustment rod via the floating lever connected to the tension lever, and a rack limiter can be installed. In the centrifugal force governor, the governor spring has a setting force, the floating lever has grooves at both ends to allow axial movement, and one groove is integral with the tension lever. The end of the guide lever is fitted, the other groove is engaged with the fuel adjustment rod that is constantly pulled in the fuel increasing direction, and a fulcrum provided in the middle is provided on the lever connected to the control lever via a cancel spring. A centrifugal speed governor for an internal combustion engine, which is characterized by: